JP4359995B2 - Brake device for vehicle - Google Patents

Brake device for vehicle Download PDF

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Publication number
JP4359995B2
JP4359995B2 JP2000061968A JP2000061968A JP4359995B2 JP 4359995 B2 JP4359995 B2 JP 4359995B2 JP 2000061968 A JP2000061968 A JP 2000061968A JP 2000061968 A JP2000061968 A JP 2000061968A JP 4359995 B2 JP4359995 B2 JP 4359995B2
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Japan
Prior art keywords
brake
force
amount
pedal
stroke
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Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Expired - Fee Related
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JP2000061968A
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Japanese (ja)
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JP2001247020A (en
Inventor
幸裕 加藤
誠一 小島
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株式会社アドヴィックス
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    • GPHYSICS
    • G05CONTROLLING; REGULATING
    • G05GCONTROL DEVICES OR SYSTEMS INSOFAR AS CHARACTERISED BY MECHANICAL FEATURES ONLY
    • G05G1/00Controlling members, e.g. knobs or handles; Assemblies or arrangements thereof; Indicating position of controlling members
    • G05G1/30Controlling members actuated by foot
    • G05G1/40Controlling members actuated by foot adjustable
    • G05G1/405Controlling members actuated by foot adjustable infinitely adjustable
    • BPERFORMING OPERATIONS; TRANSPORTING
    • B60VEHICLES IN GENERAL
    • B60TVEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T8/00Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
    • B60T8/32Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration
    • B60T8/34Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration having a fluid pressure regulator responsive to a speed condition
    • B60T8/40Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration having a fluid pressure regulator responsive to a speed condition comprising an additional fluid circuit including fluid pressurising means for modifying the pressure of the braking fluid, e.g. including wheel driven pumps for detecting a speed condition, or pumps which are controlled by means independent of the braking system
    • B60T8/4072Systems in which a driver input signal is used as a control signal for the additional fluid circuit which is normally used for braking
    • B60T8/4081Systems with stroke simulating devices for driver input
    • B60T8/4086Systems with stroke simulating devices for driver input the stroke simulating device being connected to, or integrated in the driver input device

Description

[0001]
BACKGROUND OF THE INVENTION
The present invention relates to a vehicle brake device used for an electric brake device or the like.
[0002]
[Prior art]
2. Description of the Related Art Conventionally, an electric brake device that replaces a hydraulic brake device has been proposed as a vehicle brake device. In this electric brake device, for example, a load sensor detects the depression force of the brake pedal, and the brake electronic control device controls the brake actuator based on the detected depression force to apply the brake. For this reason, the brake pedal does not receive the brake reaction force corresponding to the depression stroke, that is, the reaction force from the master cylinder, the brake, etc., but only the reaction force by the return spring acts on the brake pedal. . That is, in the electric brake device, the characteristic of the pedaling force with respect to the stepping stroke when the driver depresses the brake pedal is a characteristic based on the reaction force of the return spring, which is different from the characteristic of a normal hydraulic brake device. Yes. As a result, there is an inconvenience that it is difficult for the driver who is used to the operation characteristics of the conventional hydraulic brake device to perform the brake operation well.
[0003]
FIG. 12 shows a brake control device proposed in Japanese Patent Laid-Open No. 9-254778 in order to solve such a problem. When the brake pedal 100 is depressed by this brake control device, the two compression coil springs 104 and 105 are moved between the first spring seat 102 provided on the arm portion 101 and the second spring seat 103 provided on the vehicle body G side. Compressive deformation. Then, the depressing force F of the brake pedal 100 is generated by the reaction force generated according to the compression deformation amount.
[0004]
In this brake control device, a conical compression coil spring 104 having a non-linear load-compression deformation characteristic from “0” when the depression stroke S of the brake pedal 100 is the initial position to a predetermined depression stroke. Only compresses and deforms. In a range where the stepping stroke exceeds a predetermined stepping stroke, the cylindrical compression coil spring 105 having a linear load-compression deformation characteristic together with the compression coil spring 104 is compressed and deformed.
[0005]
Therefore, as shown by a solid line in FIG. 13, the depression stroke-depression force characteristic of the brake control device is a characteristic that the depression force gradually increases in the first half of the entire depression stroke range and increases rapidly in the latter half. That is, the characteristic approximates to the stepping stroke-stepping force characteristic of the hydraulic brake indicated by a dotted line in FIG.
[0006]
Then, the load sensor 106 detects the pedaling force F at that time, and the ECU 107 controls the brake actuator 108 to apply the brake with the strength corresponding to the pedaling force F. For this reason, the driver who is used to the operation characteristics of the conventional hydraulic brake device can also perform the brake operation better.
[0007]
[Problems to be solved by the invention]
By the way, when braking on a road surface with 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 stepping force F with respect to the stepping stroke S, that is, the magnitude of the braking force is determined, the driver needs to perform the braking operation with a small stepping stroke S to make the brake weaker than usual. there were.
[0008]
On the other hand, when the brake temperature is not sufficiently high, such as immediately after the start of driving, or when the brake performance is lower than normal, such as during a brake fade, the brake must be I need to be strong. In this case, the driver has to perform the brake operation with a large stepping stroke S to apply the brake more strongly than usual.
[0009]
Therefore, in order to obtain a braking force having a magnitude corresponding to the situation, the driver needs to perform a difficult braking operation according to the situation, and the braking operation cannot be easily performed.
[0010]
The present invention has been made to solve the above-described problems, and an object of the present invention is to provide a vehicular brake device capable of easily performing a brake operation for applying a brake with a necessary strength depending on the situation. Is to provide.
[0011]
[Means for Solving the Problems]
  In order to solve the above problems, the invention according to claim 1 is operated by a load applied in accordance with the depression and return operations of the brake pedal, and the pedal force of the brake pedal is reduced by a reaction force generated according to the operation amount. The vehicle brake device including a pedal force generating means for generating includes a brake mode selecting means for selecting any one of a plurality of brake modes by a driver, and the pedal force generating means includes:A spring mechanism that generates a reaction force according to an elastic deformation amount as the operation amount, the first compression spring member being connected to the brake pedal and penetrating through a vertical part of a vehicle body, and the first compression spring member A second compression spring member connected in series to the opposite side of the brake pedal and abutting on the opposite side of the vehicle body vertical portion from the brake pedal at an initial position of the stepping stroke;Depending on the result of selection of the brake mode by the brake mode selection means, the depression stroke, which is the operation amount of the depression and return operation of the brake pedal, is only in a range exceeding a predetermined amount with respect to the depression stroke and the operation amount. Treading force changing means for changing the relationship with the magnitude of the reaction force generatedWhen,HaveThe stepping force changing means changes the elastic deformation amount in a state where the brake pedal is in the initial position, and only the first compression spring member is deformed in a range where the stepping stroke is smaller than the predetermined amount, and the stepping stroke is The first compression spring member and the second compression spring member are deformed according to the result of selection of the brake mode by the brake mode selection means so that both the first compression spring member and the second compression spring member are deformed within a range exceeding a predetermined amount.A brake device for a vehicle.
[0012]
  According to the first aspect of the present invention, when the magnitude of the reaction force generated according to the amount of operation is changed by the pedal force generation means, the relationship of the depression stroke with respect to the depression force of the brake pedal changes. Depending on the brake mode selection result by the brake mode selection means, the stepping force change means is generated for the depression stroke and the operation amount only when the depression stroke, which is the operation amount of the brake pedal depression and return operation, exceeds the predetermined amount Change the relationship with the magnitude of the reaction force. Therefore, the operation characteristic of the brake pedal can be adjusted, and the control characteristic of the brake force based on the depression force or the depression stroke can be adjusted.In addition, the pedal force is generated by the reaction force generated by the spring mechanism, and the reaction force generated by the first and second compression spring members is changed with respect to the amount of elastic deformation.
[0013]
  The invention according to claim 2 is the invention according to claim 1,The pedaling force changing means changes the maximum value of the stepping stroke when generating the reaction force that generates the maximum value of the pedaling force.It is characterized by that.
[0014]
  According to the invention described in claim 2, in addition to the operation of the invention described in claim 1,The maximum depression stroke is changed while the maximum depression force remains the same.
[0019]
DETAILED DESCRIPTION OF THE INVENTION
(First embodiment)
Hereinafter, a first embodiment in which the present invention is embodied in an electric brake device for a vehicle will be described with reference to FIGS. 1 and 2.
[0020]
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 referred to as a brake ECU) 14. It has.
[0021]
The brake device 11 includes a brake pedal 15 and a pedal force generation mechanism 16.
The brake pedal 15 includes an arm portion 17 and a pedal portion 18. The brake pedal 15 is supported on the vehicle rear side with respect to the vehicle body vertical portion G1 so that the brake pedal 15 can be rotated about a rotation shaft 17a at the upper end of the arm portion 17 by a driver's stepping operation on the pedal portion 18. Yes.
[0022]
The pedaling force generating mechanism 16 includes a spring mechanism 19 as a pedaling force generating unit and a pedaling force adjusting mechanism 20 as a pedaling force changing unit.
The spring mechanism 19 includes a rod 21, a first spring seat 22, a first compression coil spring 23, a second spring seat 24, a second compression coil spring 25, and a third spring seat 26. In the present embodiment, the first compression coil spring 23 and the second compression coil spring 25 are spring members.
[0023]
The rod 21 is connected to the arm portion 17 of the brake pedal 15 so as to be rotatable within a rotation surface of the brake pedal 15 with the one point on the front side as a rotation center. The first spring seat 22 is formed in a disc shape, and is fixed to the tip of the rod 21 (the end on the front side of the vehicle) with its center axis aligned with the center axis of the rod 21. The first compression coil spring 23 is a coil spring wound in a conical shape, and its small-diameter portion side is in contact with the front surface of the first spring seat 22 (side surface on the vehicle front side), and its large-diameter portion side is perpendicular to the vehicle body. It arrange | positions in the through-hole G2 provided in the part G1. The first compression coil spring 23 has a non-linear load-compression deformation characteristic in which the amount of increase in compression deformation (contraction length due to compression elastic deformation) gradually decreases with an increase in load applied to cause compression elastic deformation. I have.
[0024]
The second spring seat 24 is formed in a disk shape having a diameter larger than that of the through hole G2, and the large diameter portion of the first compression coil spring 23 is in contact with the rear surface (side surface on the vehicle rear side). The second compression coil spring 25 is a coil spring wound in a conical shape, and the large-diameter portion side is the front surface of the second spring seat 24 in a state in which the center axis thereof coincides with the center axis of the second spring seat 24. It is in contact with. Similar to the first compression coil spring 23, the second compression coil spring 25 has a non-linear load-compression deformation characteristic in which the increase amount of the compression deformation amount gradually decreases as the load to be compressed and deformed is increased. .
[0025]
The third spring seat 26 is formed in a disc shape, and its rear surface (the surface on the vehicle rear side) is the second compression coil spring 25 with its center axis aligned with the center axis of the second compression coil spring 25. It is in contact with the small diameter side. The third spring seat 26 is restricted from moving forward by the pedal force adjusting mechanism 20.
[0026]
Then, the second compression coil spring 25 urges the second spring seat 24 to contact the front surface of the vehicle body vertical portion G1. On the other hand, the first compression coil spring 23 is supported by the second spring seat 24 abutting against the front surface of the vehicle body vertical portion G1, and the brake pedal 15 is moved to the vehicle rear side via the first spring seat 22 and the rod 21. It is urged to rotate and is held at the initial position. At this time, the magnitude of the reaction force generated when the second compression coil spring 25 causes the second spring seat 24 to contact the vehicle body vertical portion G1 is the first compression with the brake pedal 15 held at the initial position. The magnitude of the reaction force generated by the coil spring 23 is not exceeded. Thus, the first and second compression coil springs 23 and 25 are simultaneously compressed and elastically deformed by a load applied via the rod 21 and the first spring seat 22 when the brake pedal 15 is depressed from the initial position. The pedal force F is applied to the brake pedal 15 by a reaction force generated according to the amount of compressive deformation.
[0027]
The pedaling force adjustment mechanism 20 includes a stepping motor 27, a reduction gear 28 and a cam 29. The stepping motor 27 is disposed such 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 the output shaft 27 a of the stepping motor 27 and a worm gear 31 that meshes with the worm 30. The worm gear 31 is supported so as to be rotatable in a state in which the rotation shaft 31a extends in the left-right direction of the vehicle.
[0028]
The cam 29 is a flat cam, and is fixed to the rotation shaft 31a so as to be rotatable in a plane orthogonal to the left-right direction of the vehicle. The cam surface 29a is in contact with the front surface of the third spring seat 26. The cam 29 moves the second spring seat 24 to the vertical part of the vehicle body by the urging force of the second compression coil spring 25 via the third spring seat 26 abutting against the cam surface 29a in a state where the pedal force F is not applied to the brake pedal 15. G1 is brought into contact with the front surface. As the cam 29 rotates, the initial compression deformation amount of the second compression coil spring 25, that is, the brake pedal 15 is in the initial position while the second spring seat 24 is kept in contact with the vehicle body vertical portion G1. The amount of compressive deformation in the state is adjusted within a predetermined range.
[0029]
The stepping motor 27 is operated by a control signal from the outside 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 the brake force adjusting device 33 based on a signal from the brake force selection switch 32 operated by the driver.
[0030]
The brake force selection switch 32 has a normal mode for obtaining a normal brake force corresponding to the stepping stroke S, a winter mode for making the brake force weaker than usual, and a fade mode for making the brake force stronger than usual. It is provided to select either one.
[0031]
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 as a predetermined normal deformation amount. The brake force adjusting device 33 similarly sets the initial compression deformation amount to a predetermined winter deformation amount smaller than the normal deformation amount when the winter mode is selected, and similarly when the fade mode is selected. The initial compression deformation amount is set to a predetermined fade-time deformation amount that is larger than the normal deformation amount.
[0032]
The load sensor 12 is, for example, a strain gauge type load cell, and is provided on the tread surface side of the pedal portion 18. The load sensor 12 detects a pedal force F generated in the pedal portion 18 when the driver depresses and returns the brake pedal 15 and outputs a detection signal to the brake ECU 14. The brake actuator 13 is provided in 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 to apply a brake with a strength corresponding to the pedaling force F based on the detection signal.
[0033]
Note that the brake actuator 13, the brake ECU 14, and the brake force adjusting device 33 are operated by 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.
[0034]
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 the 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 compressed and deformed according to the magnitude of the load applied at that time. Then, the pedal 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 compression deformation, that is, the reaction force generated by the second compression coil spring 25 according to the amount of compression deformation. Is done.
[0035]
At this time, since the initial compression deformation amount of the second compression coil spring 25 is the normal deformation amount, the compression deformation amount increases with the normal deformation amount as the initial deformation amount as the load increases. In addition, since both the first and second compression coil springs 23 and 25 have a load-compression deformation characteristic in which the amount of increase in compression deformation gradually decreases as the load increases, the load increases as the load increases. The amount of increase in compression deformation gradually decreases.
[0036]
Therefore, as shown in FIG. 2, the operating characteristics of the brake device 11 in the normal mode are as follows. The pedaling force F is predetermined from “0” with respect to the stepping stroke S in the range from the initial position to the predetermined maximum normal stepping stroke SN. The maximum pedaling force Fmax increases. Further, as the stepping stroke S increases, the amount of increase in the stepping force F gradually increases over the entire stepping stroke range.
[0037]
Then, the pedaling force F at that time is detected by the load sensor 12, and the brake ECU 13 is driven by the brake ECU 14, and the brake is applied with a strength corresponding to the pedaling force F. Accordingly, during braking in the normal mode, the brake is applied with a strength from “0” to a predetermined maximum braking force with a stepping stroke S in a range from “0” to a predetermined normal maximum pedal stroke SN.
[0038]
When the winter mode is selected by the brake force selection switch 32, the cam 29 rotates and the third spring seat 26 moves to the vehicle front side as shown by a two-dot chain line in FIG. The initial amount of compressive deformation 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 load applied to the first and second compression coil springs 23 and 25 increases. As the amount increases, the amount of increase in the amount of compressive deformation gradually decreases.
[0039]
Therefore, as shown in FIG. 2, the operation characteristics of the brake device 10 in the winter mode are as follows. The stepping force F is “0” to the maximum stepping force Fmax with respect to the stepping stroke S in the range from the initial position to the winter maximum stepping stroke SF. Increased characteristics. Further, as the stepping stroke S increases, the increase amount of the stepping force F gradually increases.
[0040]
As a result, at the time of braking in winter mode, the 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 larger than the normal maximum stepping stroke SN. The brake is applied.
[0041]
When the fade mode is selected by the brake force selection switch 32, the cam 29 rotates and the third spring seat 26 moves to the rearmost side of the vehicle as shown by a two-dot chain line in FIG. The initial amount of compressive deformation is the amount of deformation at the time of fade greater than the amount of deformation at the time of normal. If the brake pedal 15 is depressed in this state, the amount of compressive deformation of the second compression coil spring 25 increases with the fade deformation value as the initial deformation amount, and the load applied to the first and second compression coil springs 23 and 25 increases. As the amount increases, the amount of increase in the amount of compressive deformation gradually decreases.
[0042]
Therefore, as shown in FIG. 2, the operating characteristics of the brake device 11 in the fade mode are as follows. The stepping force F ranges from “0” to the maximum stepping force Fmax with respect to the stepping stroke S in the range from the initial position to the maximum stepping stroke SE during fading. Increased characteristics. Further, as the stepping stroke S increases, the increase amount of the stepping force F gradually increases.
[0043]
As a result, at the time of braking in the fade mode, the strength from “0” to the maximum braking force with respect to the stepping stroke S in the range from the initial position to the maximum stepping stroke SE at the time of fading smaller than the maximum stepping stroke SN at the normal time. The brake is applied.
[0044]
According to the embodiment described in detail above, the following effects can be obtained.
(1) In the present embodiment, the second compression coil spring 25 of the spring mechanism 19 that generates the depression force F of the brake pedal 15 can change the reaction force generated with respect to the amount of compressive deformation. Accordingly, the depression stroke-depression force characteristic of the brake device 11 can be changed. That is, when braking on a road surface with extremely low frictional resistance such as a snowy road or an icy road, a pedaling force F from “0” to the maximum pedaling force Fmax may be generated in a range larger than the normal stepping stroke S range. it can. For this reason, since the stepping force F can be adjusted in the range of the stepping stroke S larger than the normal time, the brake can be easily weakened. In addition, when the brake temperature is not sufficiently high just after the start of driving, or when the brake performance is lower than normal, such as during a brake fade, the brake pedal must be depressed less than normal. In the range of the stroke S, the pedaling force F from “0” to the maximum pedaling force Fmax can be generated. For this reason, since the stepping force F can be adjusted in the range of the stepping stroke S smaller than the normal time, the brake can be applied easily and strongly. As a result, it is possible to easily perform a brake operation for applying a brake with a necessary strength according to the situation.
[0045]
(2) In addition, in the present embodiment, the first and the first are provided with nonlinear load-compression deformation characteristics that are wound in a conical shape at unequal pitches, and the amount of increase in the amount of compressive deformation decreases as the load increases. The treading force F is generated by compressive deformation of the two compression coil springs 23 and 25. Accordingly, the stepping stroke-treading force characteristic of the brake device 11 increases with a relatively large increase amount in the first half of the full pedaling force range, and is relatively small in the second half, like the operation characteristic 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.
[0046]
(3) In addition, in this embodiment, the maximum pedaling force Fmax generated by the spring mechanism 19 is not changed by changing the initial compression deformation amount of the first and second compression coil springs 23 and 25 by the pedaling force generation mechanism 16. The maximum depression stroke of the depression stroke S is changed to 3 steps. Therefore, the brake can be weakly applied by the brake operation in the range of the small depression stroke S, and the brake can be strongly applied by the brake operation in the range where the depression stroke S does not become large. Can do.
[0047]
(4) In addition, in this embodiment, since it implemented in the brake device 11 of the electric brake device 10 for vehicles, the brake of appropriate strength can be easily applied according to a condition.
[0048]
(Second Embodiment)
Next, a second embodiment of the present invention will be described with reference to FIG. The present embodiment differs from the first embodiment only in that the pedal force generation mechanism 16 in the first embodiment is changed to the pedal force generation mechanism 40 and the shape of the vehicle body vertical portion G1 is changed. Accordingly, the same components as those in the first embodiment are denoted by the same reference numerals and the description thereof is omitted, and only the pedal force generation mechanism 40 and the vehicle body vertical portion G1 will be described in detail.
[0049]
As shown in FIG. 4, the pedaling force generating mechanism 40 includes a spring mechanism 41 as a pedaling force generating unit and a pedaling force adjusting mechanism 42 as a pedaling force changing unit. The spring mechanism 41 includes a first spring seat 43, a compression coil spring 44 as a spring member, and a second spring seat 45.
[0050]
The first spring seat 43 is provided with a disc-shaped seat 43a, and the first spring seat 43 is connected to the arm 17 of the brake pedal 15 by a convex connecting portion 43b provided on the rear surface (the vehicle rear side surface) of the seat 43a. With the point as the center of rotation, the brake pedal 15 is connected so as to be rotatable within the rotation surface. The compression coil spring 44 is a coil spring wound in a conical shape, and the small diameter side thereof 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 with an increase in the load for compressive elastic deformation. The second spring seat 45 includes 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 (surface on the vehicle rear side) of the seat portion 45a. A convex connecting portion 45b for supporting the second spring seat 45 on the vehicle body vertical portion G1 is provided on the front surface of the seat portion 45a.
[0051]
The compression coil spring 44 biases the brake pedal 15 via the first spring seat 43 so as to turn to the vehicle rear side and holds the brake pedal 15 at the initial position. Further, the compression coil spring 44 is compressed and elastically deformed by a load applied via the first spring seat 43 when the brake pedal 15 is depressed from the initial position, and the brake is generated by a reaction force generated according to the amount of compression deformation. A pedaling force F is applied to the pedal 15.
[0052]
The pedal force adjusting mechanism 42 includes a stepping motor 46, a pinion gear 47, and a sliding support 48. The stepping motor 46 is disposed such 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. The pinion gear 47 is fixed to the output shaft 46 a of the stepping motor 46.
[0053]
The sliding support 48 is formed in a rectangular parallelepiped shape extending in the vertical direction, and is supported in a rectangular through hole G3 provided in the vehicle body vertical portion G1 so as to be movable within a predetermined range in the vertical direction. A rack portion 48a extending in the vertical direction is formed on the front surface (front surface of the vehicle) of the sliding support 48, and the pinion gear 47 is engaged with the rack portion 48a. The sliding support 48 moves up and down as the pinion gear 47 rotates as the stepping motor 46 rotates to drive the rack portion 48a.
[0054]
In addition, a convex connecting portion 48b is formed on the rear surface of the sliding support 48, and the convex connecting portion 45b of the second spring seat 45 is connected to the convex connecting portion 48b. Then, when the sliding support 48 moves up and down, the second spring seat 45 is rotated in the rotation plane of the brake pedal 15 with the connecting portion with the arm portion 17 of the brake pedal 15 as the rotation center. It has become. Thus, the sliding support 48 urges the initial compression deformation amount of the compression coil spring 44, that is, the brake pedal 15 according to the position within the predetermined range, and holds it at the initial position. The amount of compressive deformation at that time can be adjusted within a predetermined range. That is, as shown by the solid line in FIG. 4, when the sliding support 48 is disposed at the highest position within the predetermined range, the distance between the convex connecting portion 43b and the convex connecting portion 45b is the shortest. The initial compression deformation amount of the compression coil spring 44 becomes the largest. On the other hand, when the sliding support 48 is disposed at the lowest position within the predetermined range, the distance between the convex coupling portion 43b of the first spring seat 43 and the convex coupling portion 45b of the second spring seat 45 is the longest. Since it becomes longer, the initial compression deformation amount of the compression coil spring 44 becomes the smallest.
[0055]
The stepping motor 46 adjusts the position of the sliding support 48 by an electric signal from the outside, and adjusts the initial compression deformation amount of the compression coil spring 44 within a 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 compression deformation amount of the compression coil spring 44 as a predetermined normal deformation amount. 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 amount when the fade mode is selected. The deformation amount is set to a predetermined fade-time deformation amount that is larger than the normal deformation amount.
[0056]
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 48 is driven by the stepping motor 46, and is arranged at the position in the normal mode indicated 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 initial compression deformation amount of the compression coil spring 44 becomes the normal deformation amount. When the brake pedal 15 is depressed in this state, the compression coil spring 44 is compressed and elastically deformed according to the magnitude of the load applied at that time. Then, the treading 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.
[0057]
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 with the normal deformation amount as the initial deformation amount as the load increases. 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 as the load increases, the amount of increase in the amount of compressive deformation gradually increases as the load increases. To decrease.
[0058]
Accordingly, the operating characteristics of the brake device 11 in the normal mode are the same as in the first embodiment in that the pedal force F is maximum from “0” with respect to the stepping stroke S in the range from the initial position to the predetermined normal maximum stepping stroke SN. The characteristic increases to the pedaling force Fmax. Further, as the stepping stroke S increases, the amount of increase in the stepping force F gradually increases over the entire stepping stroke range.
[0059]
Then, the pedaling force F at that time is detected by the load sensor 12, and the brake ECU 13 is driven by the brake ECU 14, and the brake is applied with a strength corresponding to the pedaling force F. Therefore, when braking in the normal mode, as in the first embodiment, the brake is applied with the stepping stroke S in the range from “0” to the normal maximum stepping stroke SN with the strength from “0” to the maximum braking force. .
[0060]
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, and the initial compression of the compression coil spring 44 is performed. The deformation amount is a winter deformation amount that is smaller than the normal deformation amount. When the brake pedal 15 is depressed in this state, the amount of compressive deformation of the compression coil spring 44 increases with the amount of deformation in winter as the initial deformation amount, and the amount of compressive deformation increases as the load applied to the compression coil spring 44 increases. The mass gradually decreases.
[0061]
Therefore, the operating characteristics of the brake device 11 in the winter mode are the same as in the first embodiment, with the pedaling force F from “0” to the maximum pedaling force Fmax with respect to the pedaling stroke S in the range from the initial position to the winter maximum pedaling stroke SF. It becomes the characteristic which increases to. Further, as the stepping stroke S increases, the increase amount of the stepping force F gradually increases.
[0062]
As a result, at the time of braking in winter mode, the 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 larger than the normal maximum stepping stroke SN. The brake is applied.
[0063]
When the fade mode is selected by the brake force selection switch 32, the sliding support 48 moves upward, the distance between the second spring seat 45 and the first spring seat 43 becomes the shortest, and the initial compression of the compression coil spring 44 is performed. The amount of deformation is the amount of deformation at the time of fade greater than the amount of compressive deformation at normal time. When the brake pedal 15 is depressed in this state, the amount of compressive deformation of the compression coil spring 44 increases with the amount of deformation during fading as the initial amount of deformation, and the amount of increase in the amount of compressive deformation gradually decreases as the load increases. To do.
[0064]
Therefore, as in the first embodiment, the operating characteristics of the brake device 11 in the fade mode are as follows. As shown in FIG. The characteristic increases from “0” to the maximum pedaling force Fmax. Further, as the stepping stroke S increases, the increase amount of the stepping force F gradually increases.
[0065]
As a result, at the time of braking in the fade mode, the strength from “0” to the maximum braking force with respect to the stepping stroke S in the range from the initial position to the maximum stepping stroke SE at the time of fading smaller than the maximum stepping stroke SN at the normal time. The brake is applied.
[0066]
The effects described in (1) to (4) in the first embodiment can also be obtained by this embodiment described in detail above.
(Third embodiment)
Next, a third embodiment of the present invention will be described with reference to FIG. The present embodiment is different from the second embodiment only in that the pedal force generation mechanism 40 in the second embodiment is changed to the pedal force generation mechanism 50 and the brake pedal 15 is supported by the vehicle body horizontal portion G4. Accordingly, the same components as those in the second embodiment are denoted by the same reference numerals, and the description thereof is omitted. Only the pedal force generation mechanism 50 and the vehicle body horizontal portion G4 will be described in detail.
[0067]
As shown in FIG. 5, the brake pedal 15 is supported so as to be rotatable about a rotation shaft 17a as a rotation center with respect to a vehicle body horizontal portion G4 provided on the vehicle rear side of the vehicle body vertical portion G1. The pedaling force generating mechanism 50 includes a spring mechanism 51 as a pedaling force generating unit and a pedaling force adjusting mechanism 52 as a pedaling force changing unit. The spring mechanism 51 includes a drum 53 and a plate spring 54 as a spring member.
[0068]
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.
The leaf spring 54 has a proximal end wound around and fixed to the drum 53, and a distal end portion 54 a extending from the upper side of the drum 53 to the lower front side of the vehicle.
[0069]
The leaf spring 54 biases the brake pedal 15 via the drum 53 so as to rotate toward the rear of the vehicle and holds the brake pedal 15 at the initial position. The leaf spring 54 is wound around the drum 53 when the brake pedal 15 is stepped on from the initial position, is bent and elastically deformed by the load, and is applied to the brake pedal 15 by a reaction force generated according to the amount of bending deformation. F is given.
[0070]
The pedal force adjusting mechanism 52 includes a stepping motor 46, a pinion gear 47, and a sliding support 55. The sliding support body 55 includes a base portion 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 moves within a predetermined range in the vertical direction in a state where the base portion 56 is accommodated in a through hole G3 provided in the vehicle body vertical portion G1, and the guide portion 57 is in sliding contact with the rear surface of the vehicle body vertical portion G1. Supported as possible. A rack portion 56a extending in the vertical direction is formed on the front surface (surface on the vehicle front side) of the base portion 56, and a pinion gear 47 is engaged with the rack portion 56a. The sliding support 55 moves up and down as the pinion gear 47 rotates as the stepping motor 46 rotates to drive the rack portion 56a.
[0071]
Further, a fixing portion 56b is formed at the lower part of the rear surface of the base portion 56, and the tip of the tip portion 54a of the leaf spring 54 is fixed to the fixing portion 56b. When the sliding support 55 moves up and down, the position of the tip 54a of the leaf spring 54 is adjusted within a predetermined range in the vertical direction. As a result, the sliding support 55 has an initial bending deformation amount of the leaf spring 54, that is, a bending deformation amount when the brake pedal 15 is held at the initial position, in accordance with the position within the predetermined range. 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 most around the drum 53. The initial deflection amount is minimized. On the contrary, when the sliding support 55 is disposed at the highest position within the predetermined range, the leaf spring 54 is not wound most around the drum 53, so that the initial deflection deformation amount of the leaf spring 54 is the largest. Become.
[0072]
The guide portion 57 is a plate that is displaced toward the front of the vehicle as shown by a two-dot chain line in FIG. 5 when the brake pedal 15 is depressed and the base end side of the leaf spring 54 is wound more around the drum 53. The distal end portion 54a of the 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 portion 57 supports the distal end portion 54a of the leaf spring 54 on the proximal end side with the increase of the stepping stroke S, thereby gradually increasing the amount of reaction force that the leaf spring 54 applies to the brake pedal 15. Increase to.
[0073]
The stepping motor 46 adjusts the position of the sliding support 55 within a predetermined range by an electric signal from the outside, and adjusts the initial bending deformation amount 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. The brake force adjusting device 33 controls the stepping motor 46 when the normal mode is selected, and sets the initial bending deformation amount of the leaf spring 54 as a predetermined normal deformation amount. The brake force adjusting device 33 sets the initial bending deformation amount to a predetermined winter deformation amount smaller than the normal deformation amount when the winter mode is selected, and the initial bending deformation amount when the fade mode is selected. The amount is set to a predetermined fade deformation amount that is larger than the normal deformation amount.
[0074]
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 body 55 is driven by the stepping motor 46, and is arranged at a position corresponding to the normal mode indicated by a two-dot chain line in FIG. Then, the position of the tip 54a of the leaf spring 54 is adjusted to the position in the normal mode, and the initial deflection 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 according to the magnitude of the load applied at that time. Then, the treading 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.
[0075]
At this time, since the initial bending deformation amount of the leaf spring 54 is the normal deformation amount, the bending deformation amount increases with the normal deformation amount as the initial deformation amount as the applied load increases. 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 flexural deformation gradually decreases as the load increases.
[0076]
Accordingly, the operating characteristics of the brake device 11 in the normal mode are the same as in the first embodiment in that the pedal force F is maximum from “0” with respect to the stepping stroke S in the range from the initial position to the predetermined normal maximum stepping stroke SN. The characteristic increases to the pedaling force Fmax. Further, as the stepping stroke S increases, the amount of increase in the stepping force F gradually increases over the entire stepping stroke range.
[0077]
Then, the pedaling force F at that time is detected by the load sensor 12, and the brake ECU 13 is driven by the brake ECU 14, and the brake is applied with a strength corresponding to the pedaling force F. Therefore, when braking in the normal mode, as in the first embodiment, the brake is applied with the stepping stroke S in the range from “0” to the normal maximum stepping stroke SN with the strength from “0” to the maximum braking force. .
[0078]
When the winter mode is selected by the brake force selection switch 32, as shown by a solid line in FIG. 5, the sliding support 55 moves downward and the position of the tip 54a of the leaf spring 54 is the lowest within a predetermined range. Thus, the initial bending deformation amount of the leaf spring 54 becomes the winter deformation amount. When the brake pedal 15 is depressed in this state, the amount of bending deformation of the leaf spring 54 increases with the amount of deformation in winter as the initial amount of deformation, and the amount of increase in the amount of bending deformation increases as the load applied to the leaf spring 54 increases. Decrease gradually.
[0079]
Therefore, the operating characteristics of the brake device 11 in the winter mode are the same as in the first embodiment, with the pedaling force F from “0” to the maximum pedaling force Fmax with respect to the pedaling stroke S in the range from the initial position to the winter maximum pedaling stroke SF. It becomes the characteristic which increases to. Further, as the stepping stroke S increases, the increase amount of the stepping force F gradually increases.
[0080]
As a result, at the time of braking in winter mode, the 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 larger than the normal maximum stepping stroke SN. The brake is applied.
[0081]
Also, when the fade mode is selected by the brake force selection switch 32, the sliding support 55 moves upward, the position of the tip 54a of the leaf spring 54 becomes the highest within a predetermined range, and the initial deformation of the leaf spring 54 is deformed. The amount of deformation during fading is greater than the amount of deformation during normal time. When the brake pedal 15 is depressed in this state, the amount of bending deformation of the leaf spring 54 increases with the amount of deformation at the time of fading as the initial amount of deformation, and the amount of increase in the amount of bending deformation gradually decreases as the load increases. To do.
[0082]
Therefore, the operating characteristics of the brake device 11 in the fade mode are the same as in the first embodiment, with the pedaling force F from “0” to the maximum pedaling force Fmax with respect to the pedaling stroke S in the range from the initial position to the maximum pedaling stroke SE during the fade. It becomes the characteristic which increases to. Further, as the stepping stroke S increases, the increase amount of the stepping force F gradually increases.
[0083]
As a result, at the time of braking in the fade mode, the strength from “0” to the maximum braking force with respect to the stepping stroke S in the range from the initial position to the maximum stepping stroke SE at the time of fading smaller than the maximum stepping stroke SN at the normal time. The brake is applied.
[0084]
The effects described in (1) to (4) in the first embodiment can also be obtained by this embodiment described in detail above.
(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.
[0085]
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.
[0086]
The brake device 61 includes a pedal force generation cylinder 63 as a pedal force generation unit and a gas pressure cylinder, and a pedal force adjustment device 64 as a pedal force change unit. The pedal 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.
[0087]
The cylinder body 65 includes a body portion 70 and an end plate 71, and a piston chamber 72 that closes a hole provided in the body portion 70 with the end plate 71 is formed. The first piston 66 is disposed in the piston chamber 72, and an oil chamber 73 is formed 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 forms an air chamber 74 on the first piston 66 side.
[0088]
The base end of the piston rod 68 is fixed to the end plate 71 side of the second piston 67, and the distal end side extends through a through hole 71 a provided in the end plate 71 and extends outside from the piston chamber 72. Yes. Between the second piston 67 and the end plate 71, an atmospheric chamber 75 is formed which communicates with the outside through a gap between the through hole 71a and the piston rod 68.
[0089]
The brake pedal 69 is fixed to the tip of the piston rod 68. A sensor mounting hole 76 that communicates with the oil chamber 73 is formed at the base end of the cylinder body 65. In the sensor mounting hole 76, the pressure sensor 62 is provided in a state where the oil pressure in the oil chamber 73 can be detected.
[0090]
Then, the pedal force generation cylinder 63 maintains the air chamber 74 at a predetermined air pressure higher than the atmospheric pressure, thereby energizing the second piston 67 and depressing the brake pedal 69 so that the depression stroke S is “0”. It is held at the initial position (position indicated by a two-dot chain line in FIG. 6). The pedal force generating cylinder 63 compresses the volume of the air chamber 74 by a load applied via the piston rod 68 and the second piston 67 when the brake pedal 69 is depressed from the initial position, and the amount of the compression is increased. A pedaling force F is applied to the brake pedal 69 by the generated reaction force.
[0091]
The pedal force adjusting device 64 includes a pedal force adjusting cylinder 77, a cylinder drive mechanism 78, a first electromagnetic valve 79, and a second electromagnetic valve 80. The pedal force adjusting cylinder 77 includes a cylinder body 81, a piston 82, and a piston rod 83. The cylinder body 81 includes a body portion 84 and an end plate 85, and includes a piston chamber 86 formed so that a hole provided in the body portion 84 is closed by the end plate 85 so as to extend in the central axis direction thereof. . The piston 82 is disposed in the piston chamber 86, and an oil chamber 87 is formed on the side opposite to the end plate 85 side.
[0092]
The base end of the piston rod 83 is fixed to the end plate 85 side of the piston 82, and the distal end side extends through a through hole 85 a provided in the end plate 85 and extends from the piston chamber 86 to the outside. Between the piston 82 and the end plate 85, an air chamber 88 is formed which communicates with the outside through a gap between the through hole 85a and the piston rod 83.
[0093]
The cylinder drive mechanism 78 includes a stepping motor 89, a male screw cylinder 90, and a female screw body 91. The stepping motor 89 is disposed on the center axis of the pedaling force adjusting cylinder 77 with its output shaft 89 a facing the end plate 85. The male screw cylinder 90 is fixed in a state of being externally fitted to the output shaft 89 a of the stepping motor 89. The female screw body 91 is fixed to the tip of the piston rod 83, and a male screw cylinder 90 is screwed into a female screw hole 91a that opens to the end face.
[0094]
The stepping motor 89 is actuated by a control signal from the outside, rotates the male screw cylinder 90, and adjusts the position of the piston 82 in the piston chamber 86 via the female screw body 91 and the piston rod 83, whereby the oil chamber 87. Adjust the volume.
[0095]
The first solenoid valve 79 is a two-port, two-position hydraulic direction switching valve, and is provided on a hydraulic flow path 92 that communicates the oil chamber 73 of the pedal force generating cylinder 63 and the oil chamber 87 of the pedal force adjusting cylinder 77. Is arranged. The first solenoid valve 79 opens the hydraulic flow path 92 in an operating state based on an electrical signal input from the outside, and establishes a communication state between the oil chambers 73 and 87, and closes the hydraulic flow path 92 in a non-operating state. As a result, the oil chambers 73 and 87 are not connected.
[0096]
The second solenoid valve 80 is a 2-port 2-position pneumatic direction switching valve, and is a pneumatic flow path 93 that communicates the air chamber 74 of the pedal force generating cylinder 63 and the atmospheric chamber 88 of the pedal force adjusting cylinder 77. Is placed on top. The second electromagnetic valve 80 opens the pneumatic flow path 93 in an operating state based on an electric signal input from the outside to establish communication between the air chamber 74 and the atmospheric chamber 88, and closes the pneumatic flow path 93 in a non-operating state. As a state, the air chamber 74 and the atmospheric chamber 88 are not connected.
[0097]
As in the first embodiment, the stepping motor 89, the first electromagnetic valve 79, and the second electromagnetic valve 80 are operated based on a signal from the brake force selection switch 32 that is operated in the vehicle by the driver. Controlled by.
[0098]
When the normal mode is selected, the brake force adjusting device 33 controls the stepping motor 89 and both electromagnetic valves 79 and 80 to set the initial volume of the air chamber 74 of the pedal force generating cylinder 63 to a predetermined normal volume. To do. That is, the brake force adjusting device 33 operates the first and second electromagnetic valves 79 and 80 to bring both the oil chambers 73 and 87 into communication, and also connects the air chamber 74 to the atmospheric chamber 88. In this state, the brake force adjusting device 33 drives the stepping motor 89 to adjust the volume of the oil chamber 73 to a predetermined volume corresponding to the normal time by setting the volume of the oil chamber 87 to a predetermined volume at the normal time. To do. Thus, the brake force adjusting device 33 sets the initial volume of the air chamber 74 to the normal time volume.
[0099]
In addition, 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. Similarly, the initial volume of the air chamber 74 is set to a predetermined fade time volume smaller than the normal time volume.
[0100]
The pressure sensor 62 is, for example, a strain gauge type pressure sensor or a semiconductor pressure sensor, and detects the hydraulic pressure of the oil chamber 73 according to the pedaling force F applied to the brake pedal 69 of the pedaling force generating cylinder 63 by the driver during braking. The detection signal is output to the brake ECU 14.
[0101]
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 connect the air chamber 74 to the atmospheric chamber 88. Then, after the stepping motor 89 is controlled to drive the piston rod 83 and the piston 82 is disposed at the position in the normal mode in the piston chamber 86, the oil chambers 73 and 87 are not in communication with each other and air Chamber 74 is sealed. Then, the volume of the oil chamber 73 is adjusted by adjusting the volume of the oil chamber 87, and the volume of the air chamber 74 becomes the normal time volume.
[0102]
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. The pedal force F of the brake pedal 69 is generated by the reaction force generated by the pedal force generation cylinder 63 according to the compression amount of the air chamber 74.
[0103]
At this time, since the initial volume of the air chamber 74 is the normal volume, the amount of compression increases with the normal volume as the initial volume as the load increases. Further, since the pedal force generating cylinder 63 has a non-linear load-extension amount characteristic in which the increase amount of the compression amount of the air chamber 74 gradually decreases as the load increases, the piston rod 83 increases as the load increases. The amount of increase in the amount of immersion decreases gradually.
[0104]
Accordingly, the operating characteristic of the brake device 61 in the normal mode is the same as in the first embodiment in that the pedal force F is maximum from “0” with respect to the stepping stroke S in the range from the initial position to the predetermined normal maximum stepping stroke SN. The characteristic increases to the pedaling force Fmax. Further, as the stepping stroke S increases, the amount of increase in the stepping force F gradually increases over the entire stepping stroke range.
[0105]
Then, the pedaling force F at that time is detected by the pressure sensor 62, and the brake actuator 13 is driven by the brake ECU 14, and the brake is applied with a strength corresponding to the pedaling force F. Accordingly, when braking in the normal mode, the brake is applied with the stepping stroke S in the range from “0” to the maximum stepping-in SN at the normal time and with the strength from “0” to the maximum braking force.
[0106]
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 so that the volume of the oil chamber 87 of the pedal force adjusting cylinder 77 becomes the maximum volume within a predetermined range. Then, the capacity of the oil chamber 73 of the pedal force generating cylinder 63 becomes the minimum capacity within a predetermined range, and the volume of the air chamber 74 becomes a winter initial volume larger than the normal initial volume.
[0107]
When the brake pedal 69 is depressed in this state, the compression amount of the air chamber 74 increases with the winter volume as the initial volume, and the increase amount of the dip amount of the piston rod 83 gradually decreases as the load increases.
[0108]
Accordingly, the operating characteristics of the brake device 61 in the winter mode are the same as those in the first embodiment in that the pedal force F is “0” to the maximum pedal force Fmax with respect to the pedal stroke S in the range from the initial position to the winter maximum pedal stroke SF. It becomes the characteristic which increases to. Further, as the stepping stroke S increases, the increase amount of the stepping force F gradually increases.
[0109]
As a result, at the time of braking in winter mode, the 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 larger than the normal maximum stepping stroke SN. The brake is applied.
[0110]
When the fade mode is selected by the brake force selection switch 32, both solenoid valves 79 and 80 and the stepping motor 89 are controlled so that the volume of the oil chamber 87 of the pedal force adjusting cylinder 77 becomes the minimum capacity within a predetermined range. Then, the volume of the oil chamber 73 of the pedal force generating cylinder 63 becomes the maximum capacity within a predetermined range, and the volume of the air chamber 74 becomes the initial volume at the time of fading smaller than the normal initial volume.
[0111]
When the brake pedal 69 is depressed in this state, the compression amount of the air chamber 74 increases with the fade-time volume as the initial volume, and the increase amount of the dip amount of the piston rod 83 decreases as the load increases.
[0112]
Accordingly, the operating characteristics of the brake pedal 69 in the fade mode are the same as in the first embodiment, with the pedal force F ranging from “0” to the maximum pedal force Fmax with respect to the pedal stroke S in the range from the initial position to the maximum pedal stroke SE during the fade. It becomes the characteristic which increases to. Further, as the stepping stroke S increases, the increase amount of the stepping force F gradually increases.
[0113]
As a result, when the brake is operated in the fade mode, the force from “0” to the maximum braking force is applied to the stepping stroke S in the range from the initial position to the maximum stepping stroke SE during the fade that is smaller than the normal stepping-up stroke SN. Now the brakes are applied.
[0114]
According to the embodiment described above in detail, the effects (1) to (4) in the first embodiment can be obtained.
Hereinafter, embodiments of the invention other than the above embodiment will be listed.
[0115]
In the first embodiment, the magnitude of the reaction force that the second compression coil spring 25 generates with the initial deformation amount at the time of fading is the same as the reaction force that the first compression coil spring 23 generates when the brake pedal 15 is in the initial position. I did not exceed my strength. Then, as the stepping stroke S is increased from “0”, the second compression coil spring 25 is compressed and elastically deformed together with the first compression coil spring 23, so that the stepping stroke-stepping force characteristics in the entire stepping stroke S. Was made different. This is because the magnitude of the reaction force that the second compression coil spring 25 generates with the initial deformation amount during fading is somewhat larger than the reaction force that the first compression coil spring 23 generates when the brake pedal 15 is in the initial position. To do. Then, until the stepping stroke S reaches the predetermined stepping stroke S1, only the first compression coil spring 23 is compressed and elastically deformed, and after the stepping stroke S1 is exceeded, the second compression coil spring 25 is both compressed and elastically deformed. To do. Thereby, as shown in FIG. 3, the stepping stroke-stepping force characteristic may be changed only in the 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 the situation.
[0116]
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 the spring The mechanism 19 changes the stepping force F generated according to the stepping stroke S. As shown in FIG. 7, the second compression coil spring 25 is not provided and the first compression coil spring 23 is supported by a spring seat 94 fixed to the rear surface of the vehicle body vertical portion G1. Then, the male screw shaft 95a fixed to the rear surface of the first spring seat 22 is screwed into the female screw cylinder 95b rotatably connected to the arm portion 17 of the brake pedal 15, so that the first spring seat 22 is engaged with the arm portion 17. Are connected. Then, for example, the driver rotates the first spring seat 22 to adjust the screwing length between the male screw shaft 95a and the female screw cylinder 95b, thereby changing the initial compression deformation amount of the first compression coil spring 23. May be.
[0117]
In the second embodiment, the support state of the spring mechanism 41 is changed by electrically controlling the stepping motor 46 of the pedal force adjusting mechanism 42, and the pedal force generated by the spring mechanism 41 according to the amount of compression deformation of the compression coil spring 44. F was 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, and 96C provided in the vertical direction on the rear surface of the vehicle body vertical portion G1. For example, the driver may change the support state of the spring mechanism 41 by changing it.
[0118]
In the third embodiment, the support state of the spring mechanism 51 is changed by electrically controlling the stepping motor 46 of the pedal force adjusting mechanism 52, and the pedal force F generated by the spring mechanism 51 according to the amount of deformation of the leaf spring 54. Was changed. As shown in FIG. 9, the spring 54 is supported by supporting the tip end 54a of the leaf spring 54 on any one of the spring support portions 97A, 97B, 97C provided in the vertical direction on the rear surface of the vehicle body vertical portion G1. The support state of the mechanism 51 may be changed. As shown in FIG. 10, each of the spring support portions 97A to 97C includes cylinders 98A, 98B, and 98C that are fixed to the vehicle body vertical portion G1, and support rods 99A and 99B that are supported in the cylinders 98A to 98C. , 99C. And each cylinder 97A-97C is arrange | positioned at the side of the front-end | tip part 54a of the leaf | plate spring 54, and each support bar 99A-99C can be projected and retracted from the cylinder 98A-98C to the leaf | plate spring 54 side. When the leaf spring 54 is bent and deformed, as shown by a two-dot chain line in FIG. 9, the distal end portion 54a is supported more proximally along the guide portion 99D fixed to the rear surface of the vehicle body vertical portion G1. You can do it.
[0119]
In the fourth embodiment, the reaction force generated with respect to the depression stroke S of the brake pedal 69 is changed by changing the initial volume of the air chamber 74 of the depression force generation cylinder 63. Thus, the maximum depression stroke is changed without changing the maximum depression force Fmax. Alternatively, the pedal force generation cylinder may be a simple air cylinder, and the reaction force generated by the cylinder against the depression stroke S may be changed by changing the initial pressure of the air chamber of the air cylinder. In this case, as shown in FIG. 11, the maximum pedaling force Fmax can be changed without changing the predetermined maximum pedaling stroke Smax. Then, by setting the characteristic when the maximum depression force Fmax with respect to the maximum depression stroke Smax is smaller than the normal time as the characteristic of the winter mode, the amount of increase in the depression force F accompanying the increase in the depression stroke S is further reduced, and the frictional resistance is reduced. We can easily apply weak brakes on low road surfaces. On the contrary, by making the characteristic at the time when the maximum depression force Fmax with respect to the maximum depression stroke Smax becomes larger than that at the normal time as the characteristic of the fade mode, the amount of increase in the depression force F accompanying the increase in the depression stroke S is increased. A strong brake can be applied easily.
[0120]
In each of the above embodiments, the pedaling force F of the brake pedals 15 and 69 is detected and the brake is applied with the strength corresponding to the pedaling force F. However, the brake may be applied based on the depression stroke S. . In this case, for example, in the depression stroke-depression force characteristics shown in FIG. When braking on a road surface with extremely low frictional resistance, the stepping stroke S is increased by setting the stepping force F to the maximum stepping force Fmax within a range up to the maximum stepping stroke SE smaller than the normal maximum stepping stroke SN. The brakes can be applied easily and weakly. On the contrary, at the time of brake fade, the stepping stroke S is likely to increase by setting the stepping force F to the maximum stepping force Fmax in the range up to the stepping stroke S larger than the maximum stepping stroke SF larger than the normal maximum stepping stroke SN. Thus, the brake can be applied easily and strongly. Even with such a configuration, it is possible to easily perform a brake operation for applying a brake with a necessary strength according to the situation.
[0121]
Further, even when the brake device having the depression stroke-depression force characteristic shown in FIG. 11 is used, the characteristics of the winter mode and the fade mode may be interchanged. Then, by setting the characteristic when the maximum depression force Fmax with respect to the maximum depression stroke Smax is larger than that in the normal time as the characteristic of the winter mode, the amount of increase in the depression force F accompanying the increase in the depression stroke S is increased, and the depression force F is increased. In such a way that it is difficult to increase, a weak brake can be easily applied on a road surface with low frictional resistance. On the contrary, by making the characteristic when the maximum pedaling force Fmax with respect to the maximum pedaling stroke Smax becomes smaller than the normal time as the characteristic of the fade mode, the amount of increase in the pedaling force F accompanying the increase in the pedaling stroke S is made smaller, and during the fade A strong brake can be applied easily.
[0122]
In each of the above embodiments, the brake device 11 of the electric brake device 10 for a vehicle is used. However, the brake device may be provided in a driving simulator. In this case, at the time of 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.
[0123]
  Hereinafter, the technical idea grasped from each embodiment mentioned above is described with the effect.
  (1) Claim 1Or claim 2A brake device (11) for detecting a pedal force of the brake pedal (load sensor 12, pressure sensor 62), a brake actuator (13) for actuating a brake by an electric signal, and the pedal force An electric brake device for a vehicle, comprising: a brake control device (brake electronic control device 14) that controls the brake actuator so as to apply a brake with a strength according to According to such a configuration, it is possible to easily apply a brake having an appropriate strength according to the situation.
[0124]
【The invention's effect】
  Claim 1Or claim 2According to the invention described in (1), the operating characteristics of the brake pedal can be adjusted, and the control characteristics of the braking force based on the pedaling force or the stepping stroke can be adjusted, so that the brake can be applied with the necessary strength depending on the situation. Brake operation 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 showing a brake device according to a second embodiment.
FIG. 5 is a schematic configuration diagram illustrating a brake device according to a third embodiment.
FIG. 6 is a schematic configuration diagram of a vehicle electric brake device according to a fourth embodiment.
FIG. 7 is a main part schematic configuration diagram showing a brake device according to another embodiment.
FIG. 8 is a main part schematic configuration diagram showing the brake device.
FIG. 9 is a main part schematic configuration diagram showing the brake device.
FIG. 10 is a main part schematic configuration diagram showing the pedal effort adjusting mechanism.
FIG. 11 is a graph showing a depression stroke-depression force characteristic according to 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]
DESCRIPTION OF SYMBOLS 11 ... Brake device for vehicles, 15 ... Brake pedal, 19 ... Spring mechanism as pedal force production | generation means, 20 ... Treading force adjustment mechanism as pedal force change means, 23 ... 1st compression coil spring as a spring member, 25 ... Similarly 2nd Compression coil spring, 41... Spring mechanism as treading force generating means, 42... Treading force changing mechanism as treading force changing means, 44... Compression coil spring as spring member, 51. Pedal force adjusting mechanism, 54 ... leaf spring as a spring member, 63 ... pedal force generating cylinder and pedal force generating cylinder as a gas pressure cylinder, 64 ... pedal force adjusting device as pedal force changing means, F ... pedal force, S ... step stroke .

Claims (2)

  1. In a vehicle brake device provided with a pedal force generating means that operates by a load applied in accordance with a depression and return operation of a brake pedal and generates a pedal force of the brake pedal by a reaction force generated according to the amount of the operation.
    Brake mode selection means for selecting any mode from a plurality of brake modes by the driver,
    The pedal force generation means includes
    A spring mechanism that generates a reaction force according to the amount of elastic deformation as the operation amount,
    A first compression spring member connected to the brake pedal and penetrating through a vertical part of the vehicle body;
    A second compression spring member that is connected in series to the opposite side of the first compression spring member to the brake pedal, and contacts the opposite side of the vehicle pedal vertical portion of the vehicle body at the initial position of the stepping stroke;
    Depending on the result of selection of the brake mode by the brake mode selection means, the depression stroke, which is the operation amount of the depression and return operation of the brake pedal, is only in a range exceeding a predetermined amount with respect to the depression stroke and the operation amount. It has a pedal force changing means for changing the relationship between the magnitude of the reaction force generated, and
    The pedal force changing means is
    The amount of elastic deformation in a state where the brake pedal is in the initial position is determined so that only the first compression spring member is deformed when the stepping stroke is smaller than the predetermined amount and the stepping stroke exceeds the predetermined amount. A vehicular brake device that changes according to a selection result of the brake mode by the brake mode selection means so that both the first compression spring member and the second compression spring member are deformed .
  2. 2. The vehicle brake device according to claim 1, wherein the pedaling force changing unit changes the maximum value of the stepping stroke when the reaction force that generates the maximum value of the pedaling force is generated. 3.
JP2000061968A 2000-03-07 2000-03-07 Brake device for vehicle Expired - Fee Related JP4359995B2 (en)

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Application Number Priority Date Filing Date Title
JP2000061968A JP4359995B2 (en) 2000-03-07 2000-03-07 Brake device for vehicle

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Families Citing this family (15)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2005075162A (en) * 2003-09-01 2005-03-24 Matsushita Electric Ind Co Ltd Brake system
JP4217567B2 (en) * 2003-09-04 2009-02-04 豊田鉄工株式会社 Pedal reaction force device
JP4313219B2 (en) 2004-02-09 2009-08-12 豊田鉄工株式会社 Pedal reaction force device
JP4313233B2 (en) 2004-03-19 2009-08-12 トヨタ自動車株式会社 Brake device for vehicle
JP4313243B2 (en) 2004-04-26 2009-08-12 トヨタ自動車株式会社 Electric operation device for vehicle
JP4857994B2 (en) * 2006-07-31 2012-01-18 株式会社アドヴィックス Brake fluid pressure generator
FR2913119B1 (en) * 2007-02-23 2010-12-10 Peugeot Citroen Automobiles Sa Vehicle control pedal system, in particular of a motor vehicle
FR2924645A3 (en) * 2007-12-10 2009-06-12 Renault Sas Pivoting clutch pedal actuation assisting device for motor vehicle, has guiding unit defining clutch assistance law different from declutch assistance law that allows spring to exert moment to assist rotation of pedal to declutch position
GB2465761A (en) * 2008-11-27 2010-06-02 Gm Global Tech Operations Inc A clutch pedal with a spring having an adjustable spring characteristic
WO2011021094A1 (en) * 2009-08-18 2011-02-24 Ksr Technologies Co. Brake pedal assembly non-contacting sensor
KR101491182B1 (en) 2009-12-02 2015-02-06 현대자동차주식회사 Active accel pedal device
KR101371717B1 (en) * 2011-11-24 2014-03-10 현대자동차(주) Pedal effort adjusting apparatus of accelerator pedal
KR101326949B1 (en) 2011-12-07 2013-11-20 주식회사 동희산업 Pedal effort adjusting apparatus
JP6178765B2 (en) * 2014-07-29 2017-08-09 豊田鉄工株式会社 Pedal operation amount detection device
JP6587413B2 (en) * 2015-04-17 2019-10-09 三菱プレシジョン株式会社 Brake pedal device

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