JP4470601B2 - Hydraulic brake device for vehicles - Google Patents

Description

  The present invention relates to a vehicle hydraulic brake device, and more particularly to a vehicle hydraulic brake device including a stroke simulator.

  As a hydraulic brake device for a vehicle, for example, an input rod that moves back and forth in conjunction with a brake operation member, an operation rod that moves relative to the input rod, and a brake fluid that corresponds to the operation amount of the operation rod A simulator that includes a master cylinder that generates pressure and a wheel cylinder that is connected to the master cylinder and applies braking force to each wheel of the vehicle by the supplied brake hydraulic pressure, and that moves back and forth in conjunction with the input rod 2. Description of the Related Art An apparatus including a stroke simulator having a piston and an elastic member that gives a stroke corresponding to the operation force of a brake operation member to the simulator piston is known.

  The by-wire brake operation device described in Patent Document 1 below includes a hydraulic pressure control unit that has an assisting device that can be electrically driven and controls an output hydraulic pressure of a master cylinder, and a stroke simulator. In such an abnormality, a configuration is disclosed in which the connection shaft (21) corresponding to the input rod is rotationally driven to release the connection between the transmission member (26) corresponding to the simulator piston and the input rod (connection shaft). Accordingly, it is understood that loss due to the elastic member (spring 28) of the stroke simulator with respect to the operating force of the brake pedal (1) corresponding to the brake operating member can be prevented. The following Patent Document 2 discloses a vehicle hydraulic brake device having a negative pressure booster as an assisting device, and the following Patent Document 3 discloses a housing in which a constant pressure chamber and a variable pressure chamber are defined. A negative pressure booster in which a working chamber is formed is disclosed.

International Publication WO2004-005095A1 Specification JP 2001-138896 A JP 2001-138898 A

  However, in the device described in Patent Document 1, in addition to the electrical means for the assisting device, in order to rotationally drive the input rod (connection shaft 21), for example, a drive device using electrical means is required. It is inevitable that the device becomes expensive.

  Therefore, the present invention provides an inexpensive device that can prevent a loss caused by the elastic member of the stroke simulator with respect to the operating force of the brake operating member when the hydraulic control means is abnormal in the hydraulic brake device for a vehicle provided with the stroke simulator. The task is to do.

  To achieve the above object, the present invention provides an input rod that moves back and forth in conjunction with a brake operation member, an operation rod that moves relative to the input rod, and a control rod that moves relative to the input rod. A master cylinder that generates a brake fluid pressure corresponding to the operation amount of the operation rod, and a wheel cylinder that is connected to the master cylinder and applies a braking force to each wheel of the vehicle by the supplied brake fluid pressure. The vehicle hydraulic pressure includes a stroke simulator having a simulator piston that moves back and forth in conjunction with the input rod, and a first elastic member that applies a stroke corresponding to the operating force of the brake operating member to the simulator piston. In the brake device, an electromagnetic valve interposed in a communication path between the master cylinder and the wheel cylinder, and a suction port A hydraulic pump that is connected to a communication path between the master cylinder and the solenoid valve, and a discharge port is connected to a communication path between the solenoid valve and the wheel cylinder; and the input rod and the operation rod When the relative movement distance from the initial position of the input rod to the operation rod is less than a predetermined value, the input rod and the simulator piston are connected, and the input When the relative movement distance from the initial position of the rod to the operation rod is equal to or greater than a predetermined value, a connection control means for releasing the connection between the input rod and the simulator piston is provided.

  In the vehicle hydraulic brake device, as described in claim 2, the connection control unit is configured to input the input when a relative movement distance of the input rod from the initial position with respect to the operation rod is smaller than a predetermined value. When the rod and the simulator piston are engaged, and the relative movement distance of the input rod from the initial position with respect to the operation rod is a predetermined value or more, the engagement state between the input rod and the simulator piston is released. An engagement control member may be provided.

  According to a third aspect of the present invention, when the relative movement distance from the initial position of the input rod to the operation rod is equal to or greater than a predetermined value, the engagement control member is moved from the central axis of the input rod by the operation rod. It is good to form so that it may expand outward and the engagement state of the said input rod and the said simulator piston may be cancelled | released.

  Alternatively, as described in claim 4, when the relative movement distance from the initial position of the input rod to the operation rod is equal to or greater than a predetermined value, the engagement control member moves toward the central axis of the input rod. You may form so that it may move and the engagement state of the said input rod and the said simulator piston may be cancelled | released.

  Further, in the vehicle hydraulic brake device, as described in claim 5, the connection control means has a relative movement distance from the initial position of the input rod with respect to the operation rod becomes a predetermined value or more, When the input rod returns to the initial position from the state where the connection between the input rod and the simulator piston is released, the input rod and the simulator piston may be connected. Furthermore, as described in claim 6, an assisting means for assisting a force applied to the operating rod may be provided between the operating rod and the master cylinder. According to a seventh aspect of the present invention, the assisting unit can be electrically driven by an electric driving unit. The electromagnetic valve may be a proportional electromagnetic valve that adjusts the hydraulic pressure of the wheel cylinder by reducing the hydraulic pressure supplied from the hydraulic pump to the wheel cylinder.

  Since this invention is comprised as mentioned above, there exist the following effects. That is, in the hydraulic brake device for a vehicle according to claim 1, the suction port is connected to the electromagnetic valve interposed between the master cylinder and the wheel cylinder and the communication path between the master cylinder and the electromagnetic valve. And a hydraulic pump having a discharge port connected to the communication path between the solenoid valve and the wheel cylinder. The wheel cylinder hydraulic pressure is controlled by these pumps, and the operating force of the brake operating member is applied to the simulator piston. A stroke simulator having a first elastic member for applying a corresponding stroke, and a second elastic member interposed between the input rod and the operation rod, and the connection control means from the initial position of the input rod with respect to the operation rod When the relative movement distance is smaller than a predetermined value, the input rod and the simulator piston are connected to operate the input rod. When the relative movement distance from the initial position with respect to the cylinder is equal to or greater than a predetermined value, the connection between the input rod and the simulator piston is released. Since the connection is released, loss due to the first elastic member with respect to the operating force of the brake operating member can be prevented. Moreover, since an electric drive device is not required for connection control between the input rod and the simulator piston, the device is inexpensive.

  And if the said connection control means is comprised by an engagement control member as described in Claim 2, it will control connection of an input rod and a simulator piston reliably, without requiring an electric drive device. be able to. Even if the engagement control member is configured as described in claim 3 or configured as described in claim 4, the engagement control member is easy to manufacture, so that an inexpensive device can be provided.

  Further, in the vehicle hydraulic brake device, when the connection control means is configured as described in claim 5, when the abnormality of the hydraulic pressure control means is resolved and the normal state is restored, It is possible to return to a normal state where the simulator piston is connected. Furthermore, if the assist means according to claim 6 is provided, a high brake fluid pressure can be generated even when the fluid pressure control means is abnormal. In particular, as described in claim 7, if the electric driving means for driving the assisting means is provided, the degree of freedom in setting the first elastic member of the stroke simulator can be increased. If the solenoid valve is a proportional solenoid valve according to an eighth aspect of the present invention, hydraulic pressure control can be easily performed.

  Embodiments of the present invention will be described below with reference to the drawings. The hydraulic brake device for a vehicle in this embodiment can electrically control the brake hydraulic pressure generated according to the operation amount of the brake pedal BP, and in particular, an engine (not shown) and an electric motor (not shown). ) Is suitable for a regenerative cooperative brake device of a hybrid vehicle. As a specific configuration example, as shown in FIG. 1, a stroke simulator SM for applying a stroke according to the operating force of a brake pedal BP as a brake operating member, a vacuum booster VB as an assisting means, two brake hydraulic systems HC1, and A master cylinder MC is provided which can pressurize and supply the brake fluid of the reservoir RS to the wheel cylinders Wfr, Wrl, Wfl, Wrr mounted on each wheel of the HC2. In addition, hydraulic pressure control means including proportional electromagnetic valves SC1 and SC2 and hydraulic pumps HP1 and HP2 constituting the electromagnetic valve of the present invention is provided, and these are electrically controlled in accordance with the operation of the brake pedal BP to control the brake fluid. Pressure is configured to be supplied to each wheel cylinder.

  Thus, in the present embodiment, a brake-by-wire is configured and the master cylinder MC can be directly driven according to the operation of the brake pedal BP when the hydraulic control means is abnormal. . That is, the brake pedal BP is disposed so as to move back and forth in conjunction with the brake pedal BP, and is disposed so as to move relative to the input rod 10 and is mounted on the pressure regulating valve AV of the vacuum booster VB. It is connected to the master cylinder MC via the operating rod 20 so that it can be driven in conjunction with the vacuum booster VB or directly. The vacuum booster VB shown in FIG. 1 is schematically shown, and its basic configuration is the same as that of the prior art. A constant pressure chamber B2 and a variable pressure chamber B3 are formed via a movable wall B1, and the constant pressure chamber B2 is always in the intake air of the engine. It is configured to communicate with a pipe (not shown) so as to have a negative pressure. The variable pressure chamber B3 is regulated by a pressure regulating valve AV, and the movable wall B1 is driven according to the differential pressure. A specific configuration example of the vacuum booster VB is as shown in FIG. 16 and will be described later. The configuration and operation of the stroke simulator SM according to the embodiment of the present invention will be described first with reference to FIGS. 2 to 7, and then the configuration and operation of the hydraulic pressure control system shown in FIG. 1 will be described. The overall operation will be described.

  As shown in an enlarged view in FIG. 2, the stroke simulator SM is configured such that a simulator piston 30 is slidably accommodated in a cylindrical housing SH and is compressed by a compression spring 50 as a first elastic member accommodated in the housing SH. The simulator piston 30 is configured to be biased toward the rear (right side in FIG. 2) brake pedal BP. As the compression spring 50 of the present embodiment, an unequal pitch spring is used, and the relationship between the operation force (brake operation force) on the brake pedal BP and the stroke (brake operation stroke) of the brake pedal BP is changed from the master cylinder MC to the brake fluid. It is set to have the same characteristics as when brake fluid pressure is supplied to the pressure systems HC1 and HC2. A C-ring 60 is attached to the rear end of the housing SH, which restricts the rearward movement of the simulator piston 30 and sets the initial position.

  The simulator piston 30 has a disc shape, and a through hole 31 is formed at the center thereof, and a circular flange 32 is formed so as to extend forward and surround the through hole 31. On the other hand, a flange portion 11 having substantially the same diameter as the flange portion 32 is also formed in the intermediate portion of the input rod 10, and this flange portion 11 is located in front of the flange portion 32 of the simulator piston 30 (left side in FIG. 2). And it arrange | positions so that it may contact | abut to the front-end surface of the collar part 32. FIG. Furthermore, the engaging member 40 is arrange | positioned so that these collar parts 32 and collar parts 11 may be enclosed. The engagement member 40 constitutes an engagement control member of the present invention, and hence a connection control means, and is constituted by a plurality of members, which are held by an annular elastic member (for example, rubber) 41, as shown in FIG. It is formed in a cylindrical shape. The engaging member 40 is formed with an engaging protrusion 42 and an engaging protrusion 43 extending inward at the intermediate portion and the rear end portion (right side in FIG. 2). The engaging protrusion 43 is a simulator piston. The engagement member 40 is engaged with the simulator piston 30 and can move integrally with the gap 33 between the main body portion 30 and the flange portion 32. As shown in FIGS. 2 to 7, a tapered surface is formed in front of the opening of the engaging member 40 and in front of the engaging protrusion 42, and a tapered surface substantially parallel to the tapered surface is behind the flange portion 11. Is formed.

  On the other hand, a cylindrical portion 21 is formed in the operating rod 20, and the enlarged diameter portion 10 a at the front end of the input rod 10 is slidably fitted in the cylindrical portion 21. In addition, the retainer 22 is accommodated in the cylindrical portion 21 of the operation rod 20, the rod 12 fixed to the input rod 10 is movable relative to the retainer 22, and the head 12 a of the rod 12 is retained by the retainer 22. Is arranged so that the distance between the bottom surface of the cylindrical portion 21 and the distal end surface of the input rod 10 is maximized (in other words, the distance between the two can be regulated to a predetermined distance). Has been. A so-called suspension structure in which a compression spring 70 as a second elastic member is stretched between the bottom surface of the cylindrical portion 21 of the operation rod 20 and the tip surface of the input rod 10 and biases them in the direction of separating them. Thus, the gap between the input rod 10 and the operation rod 20 at the initial position (state shown in FIG. 2) is regulated at a predetermined interval. A tapered surface that is slightly gentler than the tapered surface of the engagement member 40 in front of the opening is formed at the rear end of the operation rod 20.

  Thus, the input rod 10 moves relative to the operation rod 20 until the front end surface thereof abuts against the rear end surface of the retainer 22 accommodated in the cylindrical portion 21 of the operation rod 20. After contact, it is configured to move together. On the other hand, the operation rod 20 moves back and forth together with the pressure regulating valve AV as will be described later. Further, the input rod 10 moves relative to the engaging member 40 and thus the simulator piston 30 during the distance d1 until the front end surface of the flange portion 11 comes into contact with the rear end surface of the engaging protrusion 42. After contact, it is configured to move together. This distance d1 is set to a stroke at which the master cylinder hydraulic pressure is increased by 0.3 MPa. Further, the mounting load of the compression spring 70 is also set to a load at which the master cylinder hydraulic pressure is increased by 0.3 MPa. Even if the compression spring 70 is bent, the master cylinder hydraulic pressure is hardly increased and the change in the load is determined by the driver. The spring constant is set to such a low level that it does not feel. Furthermore, the initial position between the minimum diameter portion of the front tapered surface of the engagement member 40 and the maximum diameter portion of the rear tapered surface of the cylindrical portion 21 of the operating rod 20 is a distance d2 as shown in FIG. Although they are separated from each other, the two are relatively close to each other, and when both coincide with each other, the engagement state between the flange portion 11 of the input rod 10 and the engagement protrusion 42 is released (in FIG. 7). As shown in the lower part, the state of FIG. 5 shifts to the state of FIG. 6).

  When the operation of the brake pedal BP is released in a state where the engagement between the input rod 10 and the simulator piston 30 is released, the input rod 10 is returned to the initial position by the urging force of the compression spring 70. The brake pedal BP is provided with a stroke sensor BS for detecting the operation stroke, and a hydraulic pressure sensor for monitoring the output brake hydraulic pressure (hereinafter referred to as master cylinder hydraulic pressure) of the master cylinder MC, a hydraulic pump. It is input to the electronic control unit ECU together with a detection signal such as a hydraulic pressure sensor for monitoring the output hydraulic pressure of HP1 and HP2 (indicated in FIG. 1 by P).

  Next, the hydraulic pressure control system in FIG. 1 will be described. In the present embodiment, the master cylinder MC is boosted via the vacuum booster VB according to the operation of the brake pedal BP, so that the brake fluid in the low pressure reservoir RS is boosted and the master cylinder fluid pressure is output. It is configured. The master cylinder MC of this embodiment is a tandem master cylinder, and two pressure chambers MCa and MCb are connected to the first and second hydraulic systems HC1 and HC2, respectively. That is, the first pressure chamber MCa is connected in communication with the first hydraulic system HC1 on the wheels FR and RL side, and the second pressure chamber MCb is connected in communication with the second hydraulic system HC2 on the wheels FL and RR side. Has been. In addition, in this embodiment, what is called X piping is comprised, However, It is good also as front and back piping.

  In the first hydraulic system HC1 on the wheels FR and RL side of the present embodiment, the first pressure chamber MCa is connected to the wheel cylinders Wfr and Wrl via the main hydraulic path MF and the branched hydraulic paths MFr and MFl, respectively. A proportional solenoid valve SC1 is interposed in the main hydraulic pressure path MF. The first pressure chamber MCa is connected between check valves CV5 and CV6, which will be described later, via an auxiliary hydraulic path MFc, and a suction valve SI1 is interposed in the auxiliary hydraulic path MFc. Further, a check valve CV11 is provided in parallel with the proportional solenoid valve SC1, which allows the flow of brake fluid downstream (in the wheel cylinders Wfr and Wrl directions) and prohibits the reverse flow. With the check valve CV11, even when the proportional solenoid valve SC1 is in the closed position, the brake fluid can be supplied when the master cylinder fluid pressure becomes larger than the brake fluid pressure in the wheel cylinders Wfr and Wrl.

  Furthermore, in the present embodiment, normally open valves NOfr and NOrl are interposed in the branch hydraulic pressure paths MFr and MFl, respectively. Further, check valves CV1 and CV2 are interposed in parallel with these. The check valves CV1 and CV2 allow the flow of brake fluid in the direction of the master cylinder MC and restrict the flow of brake fluid in the direction of the wheel cylinders Wfr and Wrl. The check valves CV1 and CV2 and the open position The brake fluid in the wheel cylinders Wfr and Wrl is returned to the master cylinder MC and thus to the low pressure reservoir RS via the proportional solenoid valve SC1. Thus, when the brake pedal BP is released, the hydraulic pressure in the wheel cylinders Wfr and Wrl can quickly follow the decrease in hydraulic pressure on the master cylinder MC side. Further, normally closed valves NCfr and NCrl are interposed in the discharge side branch hydraulic pressure paths RFr and RFl connected to the wheel cylinders Wfr and Wrl, and the discharge hydraulic pressure obtained by joining the branch hydraulic pressure paths RFr and RFl. The path RF is connected to the reservoir RS1. This reservoir RS1 is provided separately from the low pressure reservoir RS of the master cylinder MC, and can also be referred to as an accumulator. The reservoir RS1 includes a piston and a spring, and is configured to store brake fluid having a capacity necessary for various controls. ing.

  A hydraulic pump HP1 is interposed in the first hydraulic system HC1 on the wheels FR and RL side. Specifically, the suction port of the hydraulic pump HP1 is connected to a communication path between the master cylinder MC and the proportional solenoid valve SC1 (via the suction valve SI1), and the discharge port of the hydraulic pump HP1 is a proportional solenoid valve. It is connected to the communication path between SC1 and the wheel cylinders Wfr and Wrl. The reservoir RS1 is connected to the suction port of the hydraulic pump HP1 via check valves CV5 and CV6. The hydraulic pump HP1 is driven by a single electric motor M together with the hydraulic pump HP2, and is configured to introduce brake fluid from the suction port, boost the pressure, and output the pressure from the discharge port.

  The master cylinder MC is connected in communication between the check valve CV5 and the check valve CV6 on the suction port side of the hydraulic pump HP1 via the auxiliary hydraulic pressure path MFc and the suction valve SI1 interposed therein. Yes. The check valve CV5 blocks the flow of brake fluid to the reservoir RS1 and allows a reverse flow. The check valves CV6 and CV7 restrict the flow of brake fluid discharged through the hydraulic pump HP1 in a certain direction, and are normally configured integrally with the hydraulic pump HP1. In the suction valve SI1, communication between the master cylinder MC and the suction port of the hydraulic pump HP1 is cut off at the normal closed position shown in FIG. 1, and communication between the master cylinder MC and the suction port of the hydraulic pump HP1 is established at the open position. To be switched.

  Similarly, in the second hydraulic system HC2 on the wheels FL and RR side, the proportional solenoid valve SC2, the suction valve SI2, the reservoir RS2, the normally open valves NOfl and NOrr, the normally closed valves NCfl and NCrr, and the check valve CV3. , CV4, CV8 to CV10, and a check valve CV12. The hydraulic pump HP2 is driven by the electric motor M together with the hydraulic pump HP1, and after the electric motor M is started, both the hydraulic pumps HP1 and HP2 are continuously driven. The proportional solenoid valve SC2, the suction valve SI2, the normally open valves NOfl and NOrr, and the normally closed valves NCfl and NCrr are driven and controlled by the aforementioned electronic control unit ECU, and the hydraulic pressure in the wheel cylinders Wfl and Wrr is adjusted. .

  In the hydraulic pressure control system configured as described above, during normal times, each electromagnetic valve is in the normal position shown in FIG. 1, and the electric motor M is stopped. When the brake pedal BP is depressed in this state, the proportional solenoid valves SC1 and SC2 are first set to the closed position, and then the hydraulic pumps HP1 and HP2 are driven and controlled, and these output hydraulic pressures are set to the first and second hydraulic pressures. It is output to the pressure systems HP1 and HP2, and is supplied to the wheel cylinders Wfr and Wrl and the wheel cylinders Wfl and Wrr via the normally open valves NOfr and NOrl in the open position and the normally open valves NOfl and NOrr, respectively. Then, the proportional solenoid valves SC1 and SC2 are controlled by the electronic control unit ECU according to the detected stroke of the stroke sensor BS, the wheel cylinder hydraulic pressure in each wheel cylinder is reduced, and the liquid according to the operation amount of the brake pedal BP. Controlled by pressure.

  Further, for example, when the anti-skid control is performed, in the decompression mode, for example, the normally open valve NOrl is closed, the normally closed valve NCrl is opened, and the wheel cylinder Wrl is connected via the normally closed valve NCrl. The brake fluid in the wheel cylinder Wrl communicates with the reservoir RS1 and flows into the reservoir RS1 to be depressurized. When the wheel cylinder Wrl is in the pulse pressure increasing mode, the normally open valve NCrl is opened after the normally closed valve NCrl is closed, and the output hydraulic pressure of the hydraulic pump HP1 is passed through the normally open valve NOrl. It is supplied to the wheel cylinder Wrl. Then, the normally open valve NOrl is driven and controlled, and the brake fluid in the wheel cylinder Wrl is repeatedly increased and held to increase in a pulsed manner and gradually increase in pressure. When the rapid pressure increasing mode is set for the wheel cylinder Wrl, the normally closed valve NCrl is set to the closed position, and then the normally open valve NOrl is set to the open position, so that the output hydraulic pressure of the hydraulic pump HP1 is supplied to the wheel cylinder Wrl. Is done. Then, when the brake pedal BP is released, the proportional solenoid valve SC1 is opened, and when the master cylinder hydraulic pressure becomes smaller than the hydraulic pressure of the wheel cylinder Wrl, the brake fluid in the wheel cylinder Wrl becomes the check valve CV2. Then, it is returned to the master cylinder MC and eventually to the low-pressure reservoir RS via the proportional solenoid valve SC1 in the open position. In this way, independent braking force control is performed for each wheel.

  On the other hand, when an abnormality occurs in the hydraulic pressure control means such as the stroke sensor BS, the hydraulic pressure sensor P, and the electronic control unit ECU, the master cylinder MC is directly driven according to the operation of the brake pedal BP, and the first of the master cylinder MC From the second pressure chambers MCa and MCb, the proportional solenoid valves SC1 and SC2 in which the master cylinder hydraulic pressure is in the initial position (open position), the normally open valves NOfr and NOrl in the initial position (open position), and the normally open valves NOfl and It is configured to be supplied to the wheel cylinders Wfr and Wrl and the wheel cylinders Wfl and Wrr via NOrr, respectively.

  The overall operation of the vehicle hydraulic brake apparatus having the above-described configuration will be described. When the hydraulic control means such as the electronic control unit ECU is normal, the input rod 10 moves forward according to the operation of the brake pedal BP. 2. The operating rod 20 is moved forward by the mounting load of the compression spring 70 of the elastic member, and the pressure is increased until the master cylinder hydraulic pressure becomes 0.3 MPa. When the flange portion 11 of the input rod 10 is engaged with the engagement protrusion 42 (movement of the distance d1 in FIG. 2), the input rod 10 moves integrally with the simulator piston 30. At this time, the regenerative braking force and the wheel cylinder hydraulic pressure are controlled according to the operation stroke of the brake pedal. Specifically, based on detection signals from the stroke sensor BS and the hydraulic pressure sensor P, the proportional solenoid valves SC1 and SC2 and the hydraulic pumps HP1 and HP2 are controlled by the electronic control unit ECU according to the operation stroke of the brake pedal BP. The regenerative braking force and the wheel cylinder hydraulic pressure are controlled. That is, the wheel cylinder hydraulic pressure is controlled in accordance with the regenerative braking force obtained at that time so that the relationship between the operation stroke of the brake pedal BP and the braking force becomes a predetermined relationship.

  For example, when the regenerative braking force is ensured to the maximum, the wheel cylinder hydraulic pressure is changed from a minute region shown by a solid line to a minute region shown by a two-dot chain line in FIG. 8 and FIG. 9 according to the operation of the brake pedal BP. Control is performed as indicated by the alternate long and short dash line. 8 and 9 corresponds to the master cylinder hydraulic pressure of 0.3 MPa described above. When the characteristics of the alternate long and short dash line are shown, the constituent members of the stroke simulator SM have the relationship shown in FIG. That is, although the input rod 10 is in a state of moving integrally with the simulator piston 30 (d1 = 0), the minimum diameter portion of the front tapered surface of the engaging member 40 and the rear of the cylindrical portion 21 of the operating rod 20 As shown in FIG. 3, it is separated from the maximum diameter portion of the side taper surface, and the engaging member 40 is in a position where it is not expanded outward. In other words, the distance between the minimum diameter portion of the front tapered surface of the engagement member 40 and the maximum diameter portion of the rear tapered surface of the cylindrical portion 21 of the operating rod 20 at this time is as follows. Is set to a value that does not break the connection.

  On the other hand, when the vehicle is stopped, or when a battery (not shown) as a power source of the electric motor is sufficiently charged and regenerative braking force cannot be obtained, the wheel cylinder hydraulic pressure is as shown in FIGS. Are controlled as indicated by solid lines. The components of the stroke simulator SM in this case have the relationship shown in FIG. 4, and when the brake pedal BP is operated, the input rod 10 moves together with the simulator piston 30, and the operation rod 20 is also shown in FIG. Move as much as these as shown. It should be noted that the wheel cylinder hydraulic pressure at the time of brake operation while the vehicle is traveling at a low speed shows a characteristic intermediate between the solid line and the one-dot chain line shown in FIGS.

  On the other hand, when an abnormality occurs in the hydraulic pressure control means, the control of the proportional electromagnetic valves SC1 and SC2 and the hydraulic pumps HP1 and HP2 by the electronic control unit ECU is stopped. In this state, when the brake pedal BP is operated and the input rod 10 moves forward according to the operation, the operating rod 20 moves forward due to the mounting load of the compression spring 70 of the second elastic member, and the master cylinder hydraulic pressure becomes 0.3 MPa. When the pressure is increased to, the flange 11 engages with the engagement protrusion 42 and moves together with the simulator piston 30. At this time, since the hydraulic pumps HP1 and HP2 are stopped and the suction valves SI1 and SI2 are in the normal closed position, the brake fluid is not sucked and the master piston 90 hardly advances. Therefore, when the input rod 10 further advances, the compression spring 70 is greatly bent, and when the movement distance from the initial position of the input rod 10 reaches a predetermined distance, the engagement member 40 is cylindrical against the urging force of the elastic member 41. 5 is driven outward by the rear taper surface of the portion 21 (that is, the engagement member 40 constituting the engagement control member expands outward), and the front taper surface of the engagement member 40 as shown in FIG. When the minimum diameter portion matches the maximum diameter portion of the rear tapered surface of the cylindrical portion 21 of the operating rod 20, the engagement state between the flange portion 11 and the engagement protrusion 42 is released. This means that the input rod 10 has moved the total distance of the distance d1 and the distance d2 from the initial position with respect to the operating rod 20, and this total distance (= d1 + d2) corresponds to the predetermined distance in the present invention.

  As a result, from the state shown in FIG. 5, the connection between the input rod 10 and the simulator piston 30 is released as shown in FIG. 6, and the simulator piston 30 is returned to the initial position by the urging force of the compression spring 50. The operation rod 20 can be directly pressed by the input rod 10. Thereafter, the master cylinder MC can be driven directly in accordance with the operation of the brake pedal BP, and the characteristics shown by the broken lines in FIGS. 8 and 9 are obtained (the right side of the broken line portion parallel to the hydraulic pressure axis in FIG. 8). Is polymerized to the characteristics of the solid line). The relationship between the input rod 10, the operating rod 20 and the engaging member 40 during this period goes from the state shown in the upper part of FIG. 7 (corresponding to FIG. 2) to the state shown in the middle part of FIG. 7 (corresponding to FIG. 5). The state shown in the lower part of FIG. 7 is obtained (corresponding to FIG. 6). From this state, when the operation of the brake pedal BP is released, the input rod 10 is returned to the initial position by the urging force of the compression spring 70. At this time, the engagement member 40 expands outward by the taper surface of the flange portion 11 and the taper surface of the engagement protrusion 42, and the state returns to the state of FIG. 2 where the input rod 10 and the simulator piston 30 are connected.

  FIG. 10 relates to another embodiment of the present invention, and the operation rod 200 and the engaging member 400 are accommodated in the input rod 100 so that the input rod 100 is slidably supported with respect to the simulator piston 300. It is configured. Therefore, since the structure in the stroke simulator is different from that in the embodiment shown in FIG. 2, the stroke simulator is SM2, but the configuration of the vacuum booster VB and the like is the same as that in the embodiment shown in FIG. Constituent elements that are substantially the same as those in FIG. The simulator piston 300 according to the present embodiment includes a disc portion 301 and a cylindrical portion 302. A through hole 303 is formed in the center of the simulator piston 300, and an annular groove 304 is formed in the inner peripheral surface at the rear (right side in FIG. 10). . The input rod 100 fitted into the through hole 303 of the simulator piston 300 is a bottomed cylindrical body having a cylindrical portion 101 formed on the front side (left side in FIG. 10), and its front opening end extends outward and is circular. The flange portion 102 is formed, and the flange portion 102 is disposed so as to be in contact with the front opening end of the cylindrical portion 302 of the simulator piston 300. A plurality of (for example, four) holes 103 are continuously formed in the circumferential direction in the intermediate portion of the input rod 100. The diameters of these holes 103 are set to a size through which a sphere 403 constituting a part of the engaging member 400 can pass.

  On the other hand, the operation rod 200 is configured such that a front end portion thereof is attached to the pressure regulating valve AV and a rear end portion thereof is fitted to the cylindrical portion 101 of the input rod 100. Further, the rod 202 is fixed to the rear end surface of the operation rod 200 and is movable relative to the retainer 201 accommodated in the cylindrical portion 101 of the input rod 100, and the head of the rod 202 is the tip of the retainer 201. When engaged with each other, the gap between the bottom surface of the cylindrical portion 101 and the rear end surface of the operating rod 200 is maximized (in other words, the distance between the two can be regulated to a predetermined distance). Yes. A compression spring 70 as a second elastic member is stretched between the bottom surface of the cylindrical portion 101 of the input rod 100 and the rear end surface of the operation rod 200 to form a suspension structure. In the state), the distance between the input rod 100 and the operation rod 200 is restricted to a predetermined interval.

  Further, a stepped cylindrical engaging member 400 is accommodated in an annular space between the compression spring 70 and the inner peripheral surface of the cylindrical portion 101 of the input rod 100, and the engaging member 400 is accommodated in the cylindrical portion 101. The compression spring 404 accommodated is pressed against the rear end surface of the operation rod 200. A step portion between the small diameter portion 401 and the large diameter portion 402 of the engaging member 400 is formed in a tapered surface, and an annular shape is formed between the outer peripheral surface of the small diameter portion 401 and the inner peripheral surface of the cylindrical portion 101 of the input rod 100. A void is formed. In contrast, the outer peripheral surface of the large-diameter portion 402 is in sliding contact with the inner peripheral surface of the cylindrical portion 101, and the hole 103 of the input rod 100 is blocked by the outer peripheral surface on the rear end side of the large-diameter portion 402 at the initial position. Is arranged. Thus, the engagement member 400 and the connection control means of the present invention are constituted by the engagement member 400.

  As shown in FIG. 10, the input rod 100, the simulator piston 300, and the engaging member 400 are set in a dimensional relationship in which the sphere 403 is accommodated in the space formed by the annular groove 304 and the hole 103 at the initial position. ing. That is, the sum of the radial depth of the annular groove 304 and the thickness of the cylindrical portion 101 of the input rod 100 is set to be slightly larger than the diameter of the sphere 403. Similarly, the dimensional relationship is set such that the sphere 403 is accommodated in the space formed by the gap 103 between the outer peripheral surface of the small diameter portion 401 and the inner peripheral surface of the cylindrical portion 101 and the hole 103. That is, the sum of the radial depth of the gap between the outer peripheral surface of the small diameter portion 401 and the inner peripheral surface of the cylindrical portion 101 and the thickness of the cylindrical portion 101 is set to be slightly larger than the diameter of the sphere 403. The width of the gap in the axial direction is set larger than the diameter of the sphere 403. The axial width of the annular groove 304 is larger than the diameter of the sphere 403, and a tapered surface is formed in front. For example, the center of the sphere 403 when contacting the tapered surface and the rear of the annular groove 304 are formed. The axial distance between the center of the sphere 403 when contacting the end surface is set to d1, and the center of the sphere 403 when contacting the tapered surface of the rear end of the small diameter portion 401 of the engaging member 400 is annular. The axial distance between the center of the sphere 403 when contacting the rear end surface of the groove 304 is set to d3.

  Thus, the input rod 100 moves relative to the operation rod 200 until the front end surface of the retainer 201 in the cylindrical portion 101 comes into contact with the rear end surface of the operation rod 200. And is configured to move. Further, the input rod 100 moves relative to the engaging member 400 and thus the simulator piston 300 during the distance d1 until the spherical body 403 comes into contact with the tapered surface of the annular groove 304, and is integrated after the contact. Configured to move. The distance d1 is set to a stroke at which the master cylinder hydraulic pressure is increased by 0.3 MPa, as in the above-described embodiment. Also, the mounting load of the compression spring 70 is set to a load at which the master cylinder hydraulic pressure is increased by 0.3 MPa. Even if the compression spring 70 is bent, the master cylinder hydraulic pressure is hardly increased, and the change in the load is determined by the driver. The spring constant is set to such a low level that it does not feel. Note that the compression spring 404 is an attachment load that merely urges the engaging member 400 forward, and is set to a low spring constant that hardly contributes to the increase in the master cylinder hydraulic pressure.

  The center of the sphere 403 passes through the front end of the large-diameter portion 402, and the sphere 403 is accommodated in a space formed by the gap 103 and the hole 103 between the outer peripheral surface of the small-diameter portion 401 and the inner peripheral surface of the cylindrical portion 101. When the input rod 100 is driven forward until the distance (d3 or more from the initial position), the engagement state between the input rod 100 and the simulator piston 300 is released (from the state of FIG. 13 to the state of FIG. 14). State). Accordingly, the distance d3 in the present embodiment corresponds to the predetermined distance of the present invention.

  In the vehicle hydraulic brake device configured as described above, when the hydraulic control means such as the electronic control unit ECU is normal, the input rod 100 moves forward according to the operation of the brake pedal BP, and the second elastic member is compressed. The operating rod 200 moves forward due to the mounting load of the spring 70, and the pressure is increased until the master cylinder hydraulic pressure becomes 0.3 MPa. When the sphere 403 comes into contact with the tapered surface in front of the annular groove 304 (distance d1 movement), the input rod 100 moves together with the simulator piston 300. At this time, based on detection signals from the stroke sensor BS, the hydraulic pressure sensor P, and the like, the relationship between the operation stroke of the brake pedal BP and the braking force becomes a predetermined relationship by the electronic control unit ECU as in the above-described embodiment. In addition, the wheel cylinder hydraulic pressure is controlled according to the regenerative braking force obtained at that time.

  For example, when the regenerative braking force is ensured to the maximum, the wheel cylinder hydraulic pressure is controlled as shown by the one-dot chain line in FIGS. Each component of the stroke simulator SM2 in this case has a relationship shown in FIG. That is, the input rod 100 is in a state of moving integrally with the simulator piston 300, and the distance between the center of the sphere 403 and the front end of the large diameter portion 402 of the engaging member 400 is as shown in FIG. The connection between the input rod 100 and the simulator piston 300 is not released because it is not accommodated in the space formed by the gap 103 between the outer peripheral surface of the small diameter portion 401 and the inner peripheral surface of the cylindrical portion 101 and the hole 103.

  On the other hand, when the vehicle is stopped or when the battery (not shown) is sufficiently charged and the regenerative braking force cannot be obtained, the wheel cylinder hydraulic pressure is indicated by the solid line in FIGS. Controlled as shown. The components of the stroke simulator SM2 in this case have the relationship shown in FIG. 12, and when the brake pedal BP is operated, the input rod 100 moves together with the simulator piston 300, and the pressure regulating valve AV and the operating rod 200 are also As shown in FIG. 12, it moves to the same extent as these.

  On the other hand, when an abnormality occurs in the hydraulic pressure control means, the control of the proportional electromagnetic valves SC1 and SC2 and the hydraulic pumps HP1 and HP2 by the electronic control unit ECU is stopped. In this state, when the brake pedal BP is operated and the input rod 100 moves forward in accordance with the operation, the operation rod 200 moves forward due to the mounting load of the compression spring 70 and the master cylinder hydraulic pressure is increased to 0.3 MPa. The spherical body 403 contacts the tapered surface of the annular groove 304 and moves together with the simulator piston 300. At this time, since the master piston 90 hardly advances, when the input rod 100 further advances, the compression spring 70 is greatly bent and the axial movement distance from the center of the sphere 403 in contact with the rear end surface of the annular groove 304 is increased. When d3 (FIG. 10) or more, as shown in FIG. 13, the sphere 403 is accommodated in the space formed by the gap and the hole 103 between the outer peripheral surface of the small diameter portion 401 and the inner peripheral surface of the cylindrical portion 101. That is, the sphere 403 constituting the engagement control member moves toward the central axis of the input rod 100, and the engagement state between the input rod 100 and the simulator piston 300 is released.

  As a result, as shown in FIG. 14, the simulator piston 300 is returned to the initial position by the urging force of the compression spring 50, and the front end surface of the retainer 201 in the cylindrical portion 101 of the input rod 100 abuts the rear end surface of the operation rod 200. Since the operation rod 200 can be directly pressed by the input rod 100, the master cylinder MC can be directly driven in accordance with the operation of the brake pedal BP, which is shown by the broken lines in FIGS. 8 and 9 described above. It becomes a characteristic. From this state, when the operation of the brake pedal BP is released, the input rod 100 is returned to the initial position by the urging force of the compression spring 70. At this time, as shown in FIG. 15, the engaging member 400 compresses the spring 404, moves away from the rear end surface of the operation rod 200, and moves backward together with the input rod 100. Then, the state returns to the state in which the sphere 403 is accommodated in the space formed by the annular groove 304 and the hole 103, that is, the state of FIG. 10 in which the input rod 100 and the simulator piston 300 are connected.

  The vacuum booster VB shown in FIG. 1 and FIG. 10 is configured as shown in FIG. 16, and the aforementioned operating rod 20 or 200 is connected to them. These are the same as those described in the above-mentioned Patent Document 2, but an outline will be described below. The vacuum booster VB includes a vacuum valve V1 that intermittently connects the constant pressure chamber B2 and the variable pressure chamber B3 in the power piston B4 integrally connected to the movable wall B1, and a space between the variable pressure chamber B3 and the atmosphere. An air valve V2 for interrupting communication is provided, and a pressure regulating valve AV is constituted by a power piston B4, a vacuum valve V1, an air valve V2, a reaction disk RD for transmitting force to the master cylinder MC, and the like. The vacuum valve V1 and the air valve V2 open and close according to the operation of the brake pedal BP (FIGS. 1 and 10), and the differential pressure according to the operating force of the brake pedal BP between the constant pressure chamber B2 and the variable pressure chamber B3. And the output amplified in response to the operation of the brake pedal BP is transmitted to the master cylinder MC.

  Thus, when the operating rod 20 or 200 moves according to the operation of the brake pedal BP, the valve body of the air valve V2 moves integrally. As a result, when the vacuum valve V1 is closed, the communication between the variable pressure chamber B3 and the constant pressure chamber B2 is blocked. Further, when the operating rod 20 or 200 is moved, the air valve V2 is opened, the atmosphere is introduced into the variable pressure chamber B3, a differential pressure is generated between the variable pressure chamber B3 and the constant pressure chamber B2, and the power piston B4 is driven forward. The brake fluid pressure is output from the master cylinder MC.

  17 to 20 show still another embodiment of the present invention, which relates to a vehicle hydraulic brake device including a booster having an electric drive means. In the present embodiment, an electric drive device BE is attached as an electric drive means to the vacuum booster VB in the embodiment shown in FIG. Further, the compression spring 500 of the stroke simulator SM in this embodiment has a brake operation stroke that is greater in the relation between the brake operation force and the brake operation stroke than when the brake hydraulic pressure is supplied from the master cylinder MC to the brake hydraulic pressure systems HC1 and HC2. It is set to be shorter. Other configurations are the same as those of the embodiment shown in FIG. 2, and the same reference numerals are given to substantially the same components as those of FIG. Accordingly, the overall configuration including the hydraulic pressure control system is the same as in FIG. 1, but the constant pressure chamber B2 of the vacuum booster VB of the present embodiment has a working chamber B6 via a movable wall B5 as shown in FIG. Is formed, and an electromagnetic switching valve SL is provided for performing switching control of communication between the negative pressure and the atmospheric pressure with respect to the working chamber B6 in accordance with the drive signal of the electronic control unit ECU. Has been.

  As shown in FIG. 17, the pressure regulating valve AV is formed with an output rod 80 that penetrates the movable wall B <b> 5 and extends forward, and the master piston 90 of the master piston 90 is accommodated so as to accommodate the output rod 80. A cylindrical extending portion 91 is formed to extend from the rear end surface, and the movable wall B5 is disposed so as to contact the rear end surface of the extending portion 91. When the electric drive unit BE is not in operation, the front end surface of the output rod 80 is disposed so as to contact the bottom surface of the extending portion 91, and the input rod 10 and the operation rod are connected to the master piston 90 via the output rod 80. Twenty forces can be directly transmitted. In the present embodiment, the distance d1 is set to a stroke at which the master cylinder hydraulic pressure is increased by 0.4 MPa, and the mounting load of the compression spring 70 is also set to a load at which the master cylinder hydraulic pressure is increased by 0.4 MPa. (The reason for this will be described later).

  As shown in FIG. 17, the electromagnetic switching valve SL is excited at the first position where the working chamber B6 communicates with the negative pressure source (for example, the aforementioned intake pipe) via the communication path B7, as shown in FIG. As shown in FIG. 18, the working chamber B6 is switched to the second position communicating with the atmospheric pressure. As a result, when the working chamber B6 becomes atmospheric pressure, the movable wall B5 is driven forward by the pressure difference from the negative pressure in the constant pressure chamber B2, the extension portion 91 of the master piston 90 is pressed, and the master piston 90 is driven forward. Is done. As a result, the master piston 90 moves relative to the output rod 80 regardless of the operation of the output rod 80. Specific examples of the configuration of the vacuum booster VB and the electric drive device BE according to the present embodiment are as shown in FIGS. 19 and 20, and are the same as those described in the above-mentioned Patent Document 3. The same reference numerals are assigned to the parts corresponding to the elements shown in FIGS.

  Thus, in this embodiment, when the hydraulic pressure control means such as the electronic control unit ECU is normal, when the input rod 10 moves forward according to the operation of the brake pedal BP, the compression spring 70 of the second elastic member The operating rod 20 moves forward by the mounting load, and the pressure is increased until the master cylinder hydraulic pressure becomes 0.4 MPa. In this case, in this embodiment, when it is detected that the master cylinder hydraulic pressure exceeds 0.3 MPa based on the detection signal of the hydraulic pressure sensor P (or the stroke corresponding to 0.3 MPa is detected by the stroke sensor BS. Is detected), the electromagnetic switching valve SL is excited and switched to the second position. As a result, the working chamber B6 is at atmospheric pressure. The effective pressure receiving sectional area in the working chamber B6 is set so that the master cylinder hydraulic pressure increased by the forward drive of the movable wall B5 is 0.3 MPa. The mounting load of the compression spring 70 at this time is set so that the master cylinder hydraulic pressure is 0.4 MPa as described above, and is a value exceeding 0.3 MPa, so that the working chamber B6 is almost expanded. Without this, the flange 11 of the input rod 10 engages with the engaging protrusion 42, and the input rod 10 moves integrally with the simulator piston 30. Thereafter, the operation is performed in the same manner as in the embodiment of FIG. 2 described above, and the operation is performed in the same manner when the maximum regenerative braking force is ensured.

  Next, when the regenerative braking force cannot be obtained, in this embodiment, as shown in FIG. 18, a slight gap is formed between the bottom surface of the extension portion 91 of the master piston 90 and the front end surface of the output rod 80. Therefore, in this case, the master cylinder hydraulic pressure is 0.3 MPa. At this time, the load acting on the input rod 10 via the compression spring 70 of the second elastic member is 0. 0 in a state in which no gap is formed between the bottom surface of the extending portion 91 and the tip surface of the output rod 80. Although it will change by 1 MPa, this load change is slight and there is no possibility of giving the driver a sense of incongruity.

  On the other hand, when an abnormality occurs in the hydraulic pressure control means, the brake pedal BP is operated, and when the input rod 10 moves forward according to the operation, the operating rod 20 moves forward due to the mounting load of the compression spring 70 of the second elastic member. When the master cylinder hydraulic pressure is increased to 0.4 MPa, the flange portion 11 engages with the engagement protrusion 42 and moves together with the simulator piston 30. At this time, since the master piston 90 hardly moves forward, when the input rod 10 further moves forward, the compression spring 70 is greatly bent, and when the moving distance from the initial position of the input rod 10 reaches a predetermined distance, the biasing force by the elastic member 41 is reduced. On the contrary, the engaging member 40 is driven outward by the rear-side tapered surface of the cylindrical portion 21. As a result, when the minimum diameter portion of the front tapered surface of the engagement member 40 and the maximum diameter portion of the rear tapered surface of the cylindrical portion 21 of the operating rod 20 coincide with each other, the engagement between the flange portion 11 and the engagement protrusion 42 is achieved. The state is released, the simulator piston 30 is returned to the initial position by the urging force of the compression spring 50, and the operating rod 20 can be directly pressed by the input rod 10, and the master cylinder MC is operated according to the operation of the brake pedal BP. Can be driven directly.

  In each of the above embodiments, the compression spring 50 or 500 is used as the first elastic member of the stroke simulator, and the relationship between the brake operation force and the brake operation stroke is supplied from the master cylinder to the wheel cylinder. Although the same characteristic or the brake operation stroke is set to be short, the brake operation force may be set to be light. In the above embodiment, the negative pressure booster (vacuum booster VB) is used. However, a hydraulic booster may be used, and further, as described in FIGS. 2 and 10 described above. About embodiment, it is good also as composition which is not provided with a booster.

It is sectional drawing of the hydraulic brake device for vehicles which concerns on one Embodiment of this invention. It is sectional drawing which expands and shows the structure which functions as a brake hydraulic pressure generator in one Embodiment of this invention. It is sectional drawing which shows the operation state in the stroke simulator in one Embodiment of this invention. It is sectional drawing which shows the operation state in the stroke simulator in one Embodiment of this invention. It is sectional drawing which shows the operation state in the stroke simulator in one Embodiment of this invention. It is sectional drawing which shows the operation state in the stroke simulator in one Embodiment of this invention. It is a perspective view which shows the operating state of the connection control means in one Embodiment of this invention. It is a graph which shows the brake operation force-hydraulic pressure characteristic in one embodiment of the present invention. It is a graph which shows the brake operation stroke-fluid pressure characteristic in one Embodiment of this invention. In the hydraulic brake device for vehicles concerning other embodiments of the present invention, it is a sectional view expanding and showing composition which functions as a brake fluid pressure generating device. It is sectional drawing which shows the operation state in the stroke simulator in other embodiment of this invention. It is sectional drawing which shows the operation state in the stroke simulator in other embodiment of this invention. It is sectional drawing which shows the operation state in the stroke simulator in other embodiment of this invention. It is sectional drawing which shows the operation state in the stroke simulator in other embodiment of this invention. It is sectional drawing which shows the operation state in the stroke simulator in other embodiment of this invention. It is sectional drawing which expands and shows a part of vacuum booster in each said embodiment. FIG. 6 is an enlarged cross-sectional view illustrating a configuration that functions as a brake hydraulic pressure generating device in a vehicle hydraulic brake device according to still another embodiment of the present invention. It is sectional drawing which shows the operating state in the vacuum booster and stroke simulator in other embodiment of this invention. It is sectional drawing which expands and shows a part of structure in the vacuum booster in other embodiment of this invention. It is sectional drawing which expands and shows the structure of the electric drive device in further another embodiment of this invention.

Explanation of symbols

BP Brake pedal MC Master cylinder VB Vacuum booster SM, SM2 Stroke simulator AV Pressure regulating valve BE Electric drive SH Housing 10, 100 Input rod 20, 200 Operation rod 30, 300 Simulator piston 40, 400 Engagement member 50, 500 Compression spring 70 Compression spring

Claims (8)

  An input rod that moves back and forth in conjunction with a brake operation member, an operation rod that moves relative to the input rod, a master cylinder that generates a brake fluid pressure in accordance with an operation amount of the operation rod, and the master A wheel cylinder that is connected to the cylinder and applies a braking force to each wheel of the vehicle by the supplied brake fluid pressure, and a simulator piston that moves back and forth in conjunction with the input rod; In a vehicle hydraulic brake device including a stroke simulator having a first elastic member that applies a stroke according to an operation force of a brake operation member, the vehicle is provided in a communication path between the master cylinder and the wheel cylinder. Connect a solenoid valve and a suction port to the communication path between the master cylinder and the solenoid valve, A hydraulic pump in which a fluid is connected to a communication path between the solenoid valve and the wheel cylinder, a second elastic member interposed between the input rod and the operation rod, and the operation of the input rod When the relative movement distance from the initial position with respect to the rod is smaller than a predetermined value, the input rod and the simulator piston are connected, and the relative movement distance of the input rod from the initial position with respect to the operation rod is not less than a predetermined value. In some cases, the vehicle hydraulic brake device includes connection control means for releasing connection between the input rod and the simulator piston.   When the relative movement distance from the initial position of the input rod to the operation rod is smaller than a predetermined value, the connection control means engages the input rod and the simulator piston, and operates the input rod. 2. The vehicle according to claim 1, further comprising an engagement control member that releases an engagement state between the input rod and the simulator piston when a relative movement distance from the initial position with respect to the rod is equal to or greater than a predetermined value. Hydraulic brake device.   When the relative movement distance from the initial position of the input rod to the operation rod is greater than or equal to a predetermined value, the engagement control member is expanded outward from the central axis of the input rod by the operation rod, and the input 3. The vehicle hydraulic brake device according to claim 2, wherein the hydraulic brake device is formed so as to release the engagement state between the rod and the simulator piston.   The engagement control member moves toward the center axis of the input rod when the relative movement distance from the initial position of the input rod to the operation rod is equal to or greater than a predetermined value, and the input rod, the simulator piston, The hydraulic brake device for a vehicle according to claim 2, wherein the hydraulic brake device is configured to release the engaged state.   The connection control means is configured such that the input rod is moved from a state in which a relative movement distance from the initial position of the input rod to the operation rod is equal to or greater than a predetermined value, and the connection between the input rod and the simulator piston is released. The hydraulic brake device for a vehicle according to any one of claims 1 to 4, wherein the input rod and the simulator piston are connected when returning to the initial position.   The vehicular hydraulic brake device according to any one of claims 1 to 5, further comprising assisting means for assisting a force applied to the operation rod between the operation rod and the master cylinder.   The vehicle hydraulic brake device according to claim 6, further comprising an electric drive unit that electrically drives the assisting unit. 8. The solenoid valve according to claim 1, wherein the solenoid valve is a proportional solenoid valve that adjusts a hydraulic pressure of the wheel cylinder by reducing a hydraulic pressure supplied from the hydraulic pump to the wheel cylinder. A hydraulic brake device for a vehicle as described in 1.

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