JP2014008891A - Braking device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a braking device incorporating an electric booster device, in which a striking sound that is emitted when a retreating input rod in releasing a braking operation comes into contact with a stopper, is reduced.SOLUTION: In the braking device, an electric motor 40 is controlled according to advancement and retreat of the input rod 34, which is caused in response to an operation of a brake pedal 89 and a primary piston 10 is advanced to generate a brake fluid pressure at a master-cylinder 2. The brake pedal 89 is provided with feedback of the brake fluid pressure via an input piston 32 and the input rod 34. When a brake operation is released, the input rod 34 retreats and a stopper contact part 34A comes into contact with the stopper 39. A flexible part 98 of a clevis 90 for coupling the input rod 34 and the brake pedal 89 to each other is bent in response to the retreat of the brake pedal 89, which is caused by a return spring 97, to reduce a force transmitted to the input rod 34 from the brake pedal 89, thereby reducing the striking sound due to a collision between the stopper contact part 34A and the stopper 39.

Description

  The present invention relates to a braking device for a vehicle such as an automobile.

  As a booster incorporated in the braking device, in addition to a negative pressure booster using a general negative pressure actuator as a booster, for example, as described in Patent Document 1, an electric motor is used as a booster. An electric booster is known. The electric booster described in Patent Document 1 includes an input piston that moves forward and backward by operation of a brake pedal, a booster piston that is arranged to be relatively movable with respect to the input piston, and a rotation-linear motion conversion that moves the booster piston back and forth. A mechanism and an electric motor for applying a rotational force to the rotation-linear motion conversion mechanism. Then, the brake fluid pressure is generated in the pressure chamber of the master cylinder by the input thrust applied to the input piston from the brake pedal via the input rod and the booster thrust applied from the electric motor to the booster piston.

JP 2009-202867 A

  The electric booster described in Patent Document 1 has the following problems. When the brake pedal is released by releasing the brake pedal, the input rod moves backward together with the brake pedal, and comes into contact with a stopper fixed to the housing to be positioned at the non-braking position. At this time, the input rod retracting and the stopper of the housing collide with each other to generate a hitting sound. When the input rod moves backward, the spring force of the return spring of the input rod, the brake fluid pressure of the master cylinder, the reaction force from the booster piston, etc. act on the input rod, and the spring of the return spring of the brake pedal Since the force acts to accelerate the retracting speed of the input rod, the hitting sound due to the collision with the stopper increases, which becomes a problem.

  SUMMARY OF THE INVENTION An object of the present invention is to provide a braking device that reduces a hitting sound generated by a collision with a stopper when an input rod moves backward.

In order to solve the above-described problems, the present invention provides a braking apparatus in which an input rod is advanced and retracted in accordance with an operation of a brake pedal, and a braking force is controlled in accordance with the advance and retract of the input rod.
The input rod is provided with a clevis for connecting to the brake pedal,
The clevis has a rod coupling portion coupled to the input rod and a pin hole through which a coupling pin for coupling to the brake pedal is inserted, and is pressed against the coupling pin when the brake pedal is retracted. In this case, a flexible portion that allows the connection pin to move with respect to the input rod by being elastically deformed is integrally formed.

  According to the braking device of the present invention, it is possible to reduce the hitting sound generated by the collision with the stopper when the input rod moves backward.

It is a longitudinal cross-sectional view of the electric booster incorporated in the brake device which concerns on one Embodiment of this invention. It is a partial longitudinal cross-sectional view of the clevis for connecting a brake pedal to the input rod of the electric booster shown in FIG. It is a partial longitudinal cross-sectional view of the 1st modification of the clevis shown by FIG. It is a partial longitudinal cross-sectional view of the 2nd modification of the clevis shown by FIG. It is a partial longitudinal cross-sectional view of the 3rd modification of the clevis shown by FIG. It is a partial longitudinal cross-sectional view of the 4th modification of the clevis shown by FIG. It is a side view of the 5th modification of the clevis shown by FIG. It is a cross-sectional view of the clevis shown in FIG.

Hereinafter, an embodiment of the present invention will be described in detail with reference to the drawings.
As shown in FIG. 1, an electric booster 1 incorporated in a braking device B according to the present embodiment is a booster that uses an electric motor as a drive source, and includes a housing that includes an actuator 3 that is a booster. 4 has a structure in which a tandem master cylinder 2 is connected to the front part (left side of the figure), and a reservoir 5 (only a part of which is shown) is disposed on the upper part of the master cylinder 2. The housing 4 has a rear cover 4B fitted to the opening side of the substantially bottomed cylindrical front housing 4A, is coupled to the front housing 4A by a plurality of bolts 4C, and houses the actuator 3 therein. A flat mounting seat surface 7 is formed on the rear cover 4B of the housing 4. From the central portion of the mounting seat surface 7, it is concentric with the master cylinder 2 and rearward (right side in the figure), that is, the master cylinder 2 A cylindrical portion 8 protruding in a direction away from is provided. The electric booster 1 is disposed in the engine room in a state where the cylindrical part 8 extends through the dash panel D that is a partition wall between the engine room and the vehicle compartment of the vehicle and extends into the vehicle interior. 7 is brought into contact with the dash panel D and fixed to the dash panel D by a plurality of stud bolts 9 fixed to the mounting seat surface 7.

  The master cylinder 2 includes a cylinder body 2A having a substantially bottomed cylindrical shape, and the front of the cylinder body 2A is inserted by the stud bolt 6A and the nut 6B of the front housing 4A in a state where the opening side of the cylinder body 2A is inserted into the opening of the bottom portion of the front housing 4A. It is coupled to the housing 4A.

  A bottomed cylinder bore 12 is formed in the cylinder body 2A of the master cylinder 2. A substantially cylindrical primary piston 10 whose front end is formed in a cup shape is inserted as a piston driven by the actuator 3 on the opening side of the cylinder bore 12. A cup-shaped secondary piston 11 is inserted on the bottom side of the cylinder bore 12. The rear end portion of the primary piston 10 projects from the opening of the master cylinder 2 into the housing 4 and extends into the cylindrical portion 8 of the rear cover 4B. In the cylinder body 2 </ b> A, a primary chamber 16 is formed between the cylinder bore 12, the primary piston 10 and the secondary piston 11, and a secondary chamber 17 is formed between the bottom of the cylinder bore 12 and the secondary piston 11. . The primary chamber 16 and the secondary chamber 17 are each a two-line hydraulic circuit for supplying hydraulic pressure to the brake caliper of each wheel via hydraulic ports 18 and 19 formed in the cylinder body 2A (see FIG. (Not shown).

  In addition, reservoir ports 20 and 21 for connecting the primary chamber 16 and the secondary chamber 17 to the reservoir 5 are formed in the cylinder body 2A. On the inner peripheral surface of the cylinder bore 12 of the cylinder body 2A, annular seal grooves 22a, 22b and 23a, 23b are formed with a predetermined axial interval. Seal members 22A, 22B and 23A, 23B are disposed in the annular seal grooves 22a, 22b and 23a, 23b, respectively. The seal members 22A, 22B and 23A, 23B are connected to the cylinder bore 12 and the primary piston 10 respectively. And the secondary piston 11 are sealed. The two seal members 22A and 22B are arranged with the reservoir port 20 sandwiched along the axial direction. When the primary piston 10 is in the non-braking position shown in FIG. 1, the primary chamber 16 communicates with the reservoir port 20 via a port 24 provided on the side wall of the primary piston 10. When the primary piston 10 moves forward from the non-braking position, the primary chamber 16 is blocked from the reservoir port 20 by the seal member 22A. Further, the two seal members 23A and 23B are arranged with the reservoir port 21 interposed therebetween in the axial direction. When the secondary piston 11 is in the non-braking position shown in FIG. 1, the secondary chamber 17 communicates with the reservoir port 21 via a port 25 provided on the side wall of the secondary piston 11. When the secondary piston 11 moves forward from the non-braking position, the secondary chamber 17 is blocked from the reservoir port 21 by the seal member 23A.

  A spring assembly 26 is interposed between the primary piston 10 and the secondary piston 11 in the primary chamber 16, and a compression coil spring is provided between the bottom of the master cylinder 2 in the secondary chamber 17 and the secondary piston 11. A return spring 27 is interposed. The spring assembly 26 is held in a predetermined compression state by a retainer 29 in which a compression coil spring 28 can expand and contract, and can be compressed against the spring force. In the primary piston 10, a cylindrical spacer 51 is interposed between the retainer 29 and the intermediate wall 30 of the primary piston 10.

  The primary piston 10 is formed in a substantially cylindrical shape as a whole, and includes an intermediate wall 30 in the center in the axial direction. A guide bore 31 is formed in the intermediate wall 30 so as to penetrate in the axial direction. A small-diameter front end of a stepped input piston 32 having a step 32A is slidably and liquid-tightly inserted into the guide bore 31. The input piston 32 and the guide bore 31 are sealed with a seal 55.

  The intermediate portion of the primary piston 10 extending into the front housing 4A is inserted into a cylindrical spring receiving member 70 that fits into the opening at the bottom of the front housing 4A, and this spring receiving member 70 extends along the axial direction. It is slidably guided. The spring receiving member 70 is fixed to the front housing 4A and the master cylinder 2 by fitting an outer flange portion 71 formed at one end thereof to the opening at the bottom of the front housing 4A, and is connected to the cylinder bore 12 of the master cylinder 2. doing. The spring receiving member 70 seals between the primary piston 10 by a seal member 72 attached to the inner periphery of the rear end. The opening 12A of the cylinder bore 12 provided with the seal groove 22b and the seal member 22B of the master cylinder 2 is protruded radially inward, and the spring receiving member 70 is provided so that the axial length of the support portion of the primary piston 10 is increased. By increasing the length, the inclination of the primary piston 10 with respect to the cylinder bore 12 is suppressed.

  An input rod 34 is inserted into the cylindrical portion 8 of the rear cover 4B and the rear portion of the primary piston 10. The front end portion of the input rod 34 inserted into the rear portion of the primary piston 10 is connected to the rear end portion of the input piston 32. The connecting portion between the input rod 34 and the primary piston 10 forms a ball joint so that the inclination of the input rod 34 with respect to the primary piston 10 can be allowed to some extent. The rear end side of the input rod 34 extends from the cylindrical portion 8 to the outside, and a brake pedal 89 is connected to the rear end portion of the input rod 34 extending to the outside via a clevis 90. A stopper abutting portion 34 </ b> A whose diameter is enlarged in a bowl shape is integrally formed at an intermediate portion inserted into the cylindrical portion 8 of the input rod 34.

  Referring to FIG. 2 as well, the clevis 90 is formed in a substantially U shape in plan view by coupling one end portions of a pair of flat arm portions 91 extending in parallel to each other by a coupling portion 92. The coupling portion 92 between the pair of arm portions 91 is penetrated by a screw hole 93 extending in parallel with the arm portion 91 as a rod coupling portion for coupling to the input rod 34. Then, a screw portion 34B formed at the end of the input rod 34 is screwed into the screw hole 93, and the clevis 90 is connected to the input rod 34 so that the axial position can be adjusted. Is supposed to be fixed. A pin hole 95 penetrates the other end of the pair of arm portions 91 of the clevis 90 in a direction perpendicular to the axial direction of the input rod 34. Then, the clevis 90 and the brake pedal 89 are linked by inserting the connecting pin 96 inserted through the pin hole 95 into the body portion of the brake pedal 89 inserted between the pair of arm portions 91. A return spring 97 is connected to the brake pedal 89, and the brake pedal 89 is always urged in the return direction by the spring force of the return spring 97.

  A notch 95A is provided at the tip of the other end of the pair of arm portions 91 where the pin hole 95 is provided, and one side of the pin hole 95 is opened at the tip of the arm portion 91. Further, the arm portion 91 has a pair of flexible portions that are bent easily by making the end portions on both sides of the pin hole 95 obliquely cut and reducing the width of the portion surrounding the pin hole 95 on both sides of the notch 95A. 98 is formed.

  A stopper 39 extending radially inward toward the input rod 34 inserted into the cylindrical portion 8 is formed at the rear end portion of the cylindrical portion 8 of the rear cover 4C. The stopper 39 is inserted into a guide groove 47B formed along the axial direction at a cylindrical rear end portion of a screw shaft 47 of a ball screw mechanism 41 described later. Then, when the stopper abutting portion 34A of the input rod 34 abuts against the stopper 39, the retracted position of the input rod 34 is defined.

  An annular spring receiver 35 is attached to the rear end portion of the primary piston 10. The primary piston 10 is urged in the backward direction by a return spring 36 that is a compression coil spring interposed between the rear end portion of the spring receiving member 70 and the spring receiver 35. The input piston 32 is elastically moved to the neutral position shown in FIG. 1 by springs 37 and 38 which are compression coil springs interposed between the intermediate piston 30 of the primary piston 10 and the spring receiver 35, respectively. Is retained.

  The actuator 3 accommodated in the housing 4 includes an electric motor 40 and a ball screw mechanism 41 that is a rotation-linear motion conversion mechanism that converts the rotation of the electric motor 40 into linear motion and applies thrust to the primary piston 10. ing. The electric motor 40 is a permanent magnet embedded synchronous motor, and is disposed so as to face the stator 42 having a plurality of coils fixed to the rear step portion of the bottom of the front housing 4A, and the inner peripheral surface of the stator 42. And a plurality of permanent magnets 45A inserted in the rotor 45 and disposed along the circumferential direction. The rotor 45 is fixed to the outer peripheral portion of a nut member 46 that is a rotating member of the ball screw mechanism 41. The nut member 46 extends in the axial direction from the vicinity of the bottom of the front housing 4A to the vicinity of the rear cover 4B, and both ends thereof are rotatably supported by the front housing 4A and the rear cover 4B by bearings 43 and 44. The electric motor 40 may be a surface magnet synchronous motor in which permanent magnets are arranged on the surface of the rotor 45, or another type of motor such as an induction motor.

  The ball screw mechanism 41 is a nut member 46 and a linear motion member that is inserted into the nut member 46 and the cylindrical portion 8 of the housing 4, is movable along the axial direction, and is supported so as not to rotate around the axis. A hollow screw shaft 47. The inner peripheral surface of the nut member 46 and the outer peripheral surface of the screw shaft 47 which are the opposing surfaces form spiral grooves 46A and 47A, respectively. A plurality of balls 48 are loaded together with grease between the spiral grooves 46A and 47A. The screw shaft 47 is engaged with a guide groove 47B formed along the axial direction at a rear end portion protruding rearward from the cylindrical portion 8, and a stopper 39 formed in the cylindrical portion 8 of the rear housing 4B is engaged. It is supported so that it can move in the direction and does not rotate around its axis. With this configuration, the ball screw mechanism 41 is configured such that the screw shaft 47 moves in the axial direction when the ball 48 rolls along the spiral grooves 46A and 47A as the nut member 46 rotates. . The ball screw mechanism 41 can mutually convert rotation and linear motion between the nut member 46 and the screw shaft 47, that is, the rotation of the nut member 46 is converted into the linear motion of the screw shaft 47 as described above. The linear motion of the screw shaft 47 can be converted into the rotation of the nut member 46. A cylindrical cover member 76 that covers the outer periphery of the screw shaft 47 is attached to the rear end portion of the cylindrical portion 8 of the rear housing 4B.

  In the above example, the rotational motion of the rotor 45 of the electric motor 40 is directly transmitted to the nut member 46 of the ball screw mechanism 41. However, a planetary gear mechanism, between the electric motor 40 and the ball screw mechanism 41, The rotation of the electric motor 40 may be reduced and transmitted to the ball screw mechanism 41 via a known reduction mechanism such as a differential reduction mechanism.

  The screw shaft 47 of the ball screw mechanism 41 is urged in the backward direction by the spring force of a return spring 49 that is a compression taper coil spring interposed between the outer flange portion 71 of the spring receiving member 70. The screw shaft 47 has its rear end portion in contact with a stopper 39 provided on the cylindrical portion 8 of the rear cover 4B, so that the retracted position is defined. The rear end portion of the primary piston 10 is inserted into the screw shaft 47, and the annular contact portion formed on the outer peripheral portion of the spring receiver 35 is connected to the annular step portion 50 formed on the inner peripheral portion of the screw shaft 47. 80 abuts through a shim 81 to define a retracted position of the primary piston 10 with respect to the screw shaft 47. Thereby, the primary piston 10 is pushed by the stepped portion 50 by the advancement of the screw shaft 47 and moves forward together with the screw shaft 47, and can be moved away from the stepped portion 50 independently. As shown in FIG. 1, the non-braking position of the primary piston 10 is defined by the stepped portion 50 of the screw shaft 47 in contact with the stopper 39, and the maximum length of the primary piston 10 and the spring assembly 26 in the non-braking position. Defines the reverse position of the secondary piston 11, that is, the non-braking position.

  A resolver 60 that is a rotational position sensor that detects the rotational position of the rotor 45 of the electric motor 40 is provided in the housing 4. The resolver 60 includes a resolver rotor 60A fixed to the outer peripheral portion on the rear side of the nut member 46, and a resolver stator 60B attached to the rear cover 4B so as to face the resolver rotor 60A, and based on these relative displacements, Detect the rotational position.

  The electric booster 1 includes a stroke sensor (not shown) that detects the displacement of the brake pedal 89, that is, the displacement of the input piston 32 and the input rod 34, and a current sensor that detects the current supplied to the electric motor 40 (FIG. Various sensors such as a hydraulic pressure sensor 82 for detecting the hydraulic pressure in the primary chamber 16 and the secondary chamber 17 are provided. The electric booster 1 is connected to a controller (not shown) and a vehicle-mounted controller (not shown) which are microprocessor-based electronic control devices. The electric booster 1 operates by controlling the rotation of the electric motor 40 by these controllers based on the detection signals from the various sensors described above.

Next, the operation of the braking device B incorporating the electric booster 1 will be described.
When the brake pedal 89 is operated to press the input rod 34 via the clevis 90 and the input piston 32 is advanced, the displacement of the input piston 32 is detected by a stroke sensor, and the controller is electrically operated based on the displacement of the input piston 32. The operation of the motor 40 is controlled, the stepped portion 50 of the screw shaft 47 of the ball screw mechanism 41 presses the primary piston 10 via the shim 81 and the spring receiver 35, and the primary piston 10 is advanced to change the displacement of the input piston 32. Follow. Thereby, a hydraulic pressure is generated in the primary chamber 16, and this hydraulic pressure is transmitted to the secondary chamber 17 via the secondary piston 11. In this way, the brake hydraulic pressure generated in the master cylinder 2 is supplied to the brake calipers of the respective wheels via the hydraulic pressure ports 18 and 19 to generate a braking force. When the operation of the brake pedal 89 is released, the input piston 32, the primary piston 10 and the secondary piston 11 are retracted, the brake fluid pressure of the master cylinder 2 is reduced, and the braking force is released.

  When the hydraulic pressure is generated, a part of the hydraulic pressure in the primary chamber 16 is received by the input piston 32, and the reaction force is fed back to the brake pedal 89 via the input rod 34. Thereby, a desired braking force can be generated with a predetermined boost ratio. Then, by adjusting the relative position between the input piston 32 and the primary piston 10 that follows the input piston 32, the spring force of the springs 37 and 38 is applied to the input piston 32, and the reaction force on the input rod 34 is adjusted. The boost ratio can be adjusted. At this time, the boost ratio is increased by adjusting the position of the primary piston 10 forward with respect to the input piston 32, and the boost ratio is decreased by adjusting backward. Then, the controller controls the rotation of the electric motor 40 according to the state of the vehicle based on the detection signals of various sensors, so that the boost control, the brake assist control, the inter-vehicle stability control, the inter-vehicle control, the regenerative cooperative control. Brake control such as can be executed.

  In the operation of the braking device B described above, when the depression of the brake pedal 89 is released, the input rod 34 transmits the brake hydraulic pressure of the master cylinder 2 transmitted through the input piston 32, the spring force of the springs 37 and 38, and the brake. Retreating by the spring force of the return spring 97 of the pedal 89, the stopper contact portion 34A contacts the stopper 39 and returns to the non-braking position shown in FIG. At this time, when normal boost control is being performed, the retraction speed of the input rod 34 is limited by the retraction speed of the screw shaft 47 driven by the electric motor 40, so that the stopper contact portion of the input rod 34 The impact when 34A comes into contact with the stopper 39 is reduced to some extent.

  However, when the amount of depression of the brake pedal 89 is small and the depression of the brake pedal 89 is released before the screw shaft 47 moves forward following the input rod 34 by driving the electric motor 40, the input rod 34 Without being limited by the retraction speed of the screw shaft 47, the retraction is caused by the brake hydraulic pressure of the master cylinder 2, the spring force of the springs 37 and 38, and the spring force of the return spring 97 of the brake pedal 89, and The hitting sound when the contact portion 34A comes into contact with the stopper 9 tends to increase, which is particularly problematic.

  In the braking device B of the present embodiment, when the brake pedal 89 is depressed (the input rod 34 is moved forward), the connecting pin 96 inserted through the brake pedal 89 presses the pin hole 95 toward the input rod 34. The pedaling force of the brake pedal 89 is directly transmitted to the input rod 34 without the arm portion 91 being bent.

  On the other hand, when the depression of the brake pedal 89 is released and the brake pedal 89 returns to the non-braking position by the spring force of the return spring 97, the connecting pin 96 inserted through the brake pedal 89 is inserted into the pin hole 95. When the flexible portion 98 is pressed, the flexible portion 98 bends to allow the connection pin 96 to move with respect to the input rod 34, thereby reducing the force transmitted from the brake pedal 89 to the input rod 34. As a result, the depression of the brake pedal 89 is released, and when the input rod 34 moves backward and the stopper contact portion 34A contacts the stopper 39, the impact when the stopper contact portion 34A of the input rod 34 collides with the stopper 39. It is possible to reduce the hitting sound caused by the collision.

  Next, in the above-described embodiment, a modified example of the clevis connecting the input rod 34 and the brake pedal 89 will be described with reference to FIGS. 3 to 8. In the following description, only the clevis is illustrated, and the same reference numerals are used for the same parts, and only different parts are described in detail with respect to the above embodiment.

  In the clevis 90 </ b> A according to the first modification shown in FIG. 3, the pair of arm portions 91 is formed with a pair of slits 99 extending in a C shape from the end portion of the pin hole 95 on the coupling portion 92 side. Thereby, the flexible part 98 is made easy to deform | transform and the buffering effect is heightened.

  In the clevis 90B according to the second modification shown in FIG. 4, the outer shape of the pair of arm portions 91 is cut along the pin hole 95 and the slit 99 as compared with the first modification shown in FIG. The width of the flexure 98 is made smaller to facilitate deformation, and a circular enlarged diameter portion 99A is formed at the tip of the slit 99 to reduce stress concentration.

  In the clevis 90 </ b> C according to the third modification shown in FIG. 5, the pair of arm portions 91 extend both side portions of the end portions to the rear of the flexible portion 98 (rightward in the drawing), and these are extended to the flexible portion 98. It forms in the shape which connected mutually mutually and provided the connection part 100. FIG. Thereby, even if the flexible portion 98 is deformed excessively and the connecting pin 98 is removed from the pin hole 95, the connecting pin 98 can be held by the connecting portion 100, and the clevis 90C and the brake pedal 89 can be held. The connection state with can be maintained.

  In the clevis 90D according to the fourth modification shown in FIG. 6, the flexible portion 98A extends from the pin hole 95 to the rear (right side in the figure), and is formed in a shape that is alternately bent and meandered. . Thereby, the deformation amount of the flexible part A is increased and the buffering effect is enhanced.

  In the clevis 90E according to the fifth modification shown in FIG. 7 and FIG. 8, the pair of arm portions 91 form a flexible portion 98B which is bent by bending the tip portion outward, and is folded back to make the tip portion an intermediate portion. It is formed in a stacked shape. A slit-shaped notch 101 is formed at the center of the pair of arm portions 91 so as to extend from the pin hole 95 provided at the folded tip portion through the curved flexible portion 91B. Further, an opening 102 having a diameter larger than that of the pin hole 95 is provided in an intermediate portion of the pair of arm portions 91 so as to be aligned with the pin hole 95.

  As a result, the curved flexible portion 98B of the arm portion 91 is bent, the slit-shaped notch 101 is expanded, and the connecting pin 98 inserted through the pin hole 95 is within the opening 102 having a larger diameter than the pin hole 95. By moving, the spring force of the return spring 97 transmitted from the brake pedal 89 to the input rod 34 is reduced. At this time, since the connecting pin 96 is inserted through the opening 102 and its movement range is restricted, excessive deformation of the flexible portion 98B is prevented, and the connected state between the clevis 90E and the brake pedal 89 is maintained. can do.

  In the above-described embodiment, the case where the present invention is applied to a braking device in which an electric booster using an electric motor as a boosting source is incorporated is described as an example. However, the problem of the sound generated by the collision between the input rod that retracts when the brake is released and the stopper of the housing is the same as the general negative pressure booster and hydraulic booster in addition to the electric booster. This can be a problem. Therefore, the present invention is not limited to an electric booster, and a general negative pressure booster using a negative pressure actuator as a boosting source as long as the retracted position of the input rod is defined by contact with a stopper. Alternatively, the present invention can be similarly applied to a braking device in which a booster using another actuator as a boosting source is incorporated.

  DESCRIPTION OF SYMBOLS 1 ... Electric booster, 34 ... Input rod, 90 ... Clevis, 89 ... Brake pedal, 93 ... Screw hole (rod coupling part), 95 ... Pin hole, 96 ... Connection pin, 98 ... Flexible part, B ... Braking apparatus

Claims (1)

In the braking device in which the input rod advances and retreats according to the operation of the brake pedal, and the braking force is controlled according to the advance and retreat of the input rod,
The input rod is provided with a clevis for connecting to the brake pedal,
The clevis has a rod coupling portion coupled to the input rod and a pin hole through which a coupling pin for coupling to the brake pedal is inserted, and is pressed against the coupling pin when the brake pedal is retracted. And a flexible part that allows the connecting pin to move with respect to the input rod by being elastically deformed.

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