JP4491829B2 - Brake device for vehicle - Google Patents

Description

  The present invention relates to a brake operator, a master cylinder connected to a wheel brake, a motor that can be rotated forward and backward, and a vehicle brake device that can transmit the power of the motor to a master piston provided in the master cylinder.

Conventionally, such a brake device for a vehicle is already known from, for example, Patent Document 1, Patent Document 2, and Patent Document 3.
Japanese Patent Publication No. 6-9964 Japanese Patent No. 3605460 JP 2002-321611 A

  In Patent Document 1, a bolt in which one end of a bolt of a ball screw mechanism whose rotation is restricted comes into contact with a master piston and the other end is connected to a brake pedal is constrained in the position in the rotation axis direction with respect to the housing. Further, there is disclosed an electric brake booster in which a bolt moves forward and backward in the rotation axis direction by rotation of a nut formed on the inner periphery of the rotor.

  However, in the above disclosed example, when the brake pedal is depressed when the rotation of the motor becomes free, the master piston cannot be pushed unless the nut is rotated as the bolt advances.

  Generally, a ball screw has a high reverse efficiency when rotating a nut by pushing a bolt, but a nut with a small lead and a large inertial force and a rotating body on which the cogging torque of the motor is applied. In order to rotate, a large pressing force is required, so that the pedal operation force transmitted to the master piston is greatly lost.

  Furthermore, if the motor rotor is stuck, the operating force of the brake pedal cannot be transmitted to the master piston, and a problem remains in fail-safe.

  Since the brake pedal is connected to the bolt so as not to be separated, the brake pedal also enters as the bolt automatically advances when the automatic brake operation is performed, which causes the driver to feel uncomfortable. Become.

  In Patent Document 2, a bar-like pushing member connected to a bolt, which is a linear motion member of a ball screw mechanism driven by a motor in parallel with the master cylinder axis, pushes the master piston from behind, and brakes There is disclosed a vehicular brake device including assist force applying means configured such that a front end of an input rod connected to a pedal passes through the bar-like pressing member and can push a master piston.

  With the assist force applying means configured as described above, the operation force loss when the motor becomes free, which is the subject of Patent Document 1, is large, and the master cylinder cannot be operated when the motor is fixed. The input rod penetrating the member without interference is solved because the master piston can be pushed directly.

  However, when automatic brake operation control that generates brake fluid pressure is performed regardless of whether or not there is an input from the brake operation member, and the brake pedal is operated during that control, the master piston that is moving forward and the input that is in the backward limit A so-called idling of the brake pedal occurs at the saddle.

  Furthermore, when control is performed to weaken the assist force in coordination with the electric regenerative brake, the amount of advance of the master cylinder piston decreases, so the amount of brake pedal operation (stroke relative to input) is less than the vehicle braking force. Will be less.

  In other words, since the stroke of the brake operation member during automatic braking and regenerative cooperative brake control is different from that during normal assist, there is a discrepancy between the input by the driver's learning and the relationship between the stroke and the generated deceleration. It will make you feel uncomfortable.

  In Patent Document 3, the motor power corresponding to the input amount of the brake pedal is added via a rack that meshes with the pinion in conjunction with the input amount of the brake pedal. When the master cylinder is operated and the brake is automatically applied, there is an increase in play when the brake pedal is further depressed (first embodiment) or an increase in reaction force (second and third embodiments). .

  In order to operate the input member and the output member with the same stroke even during normal braking operation, the relationship of boost ratio = input member pressure receiving cross-sectional area / output member pressure receiving cross-sectional area is required (second and third). Example) The degree of freedom in design is low, and problems remain in brake operation feeling and function.

  The present invention has been made in view of such circumstances, and transmits power of a motor that can freely rotate forward and backward to a master cylinder with a simple structure, and has excellent operation feeling and fail-safe of a brake operator, and cooperative regeneration. An object of the present invention is to provide an electrohydraulic vehicular brake device suitable for a brake or an automatic brake.

  In order to achieve the above object, an invention according to claim 1 is directed to an input transmission member for connecting a rear end to a brake operator, a master cylinder connected to a wheel brake, a motor capable of rotating forward and backward, and a front arm. One end of the front arm is pivotally connected to the rear end of the master piston and the other end of the front arm is pivotally connected to the reaction force bearing means whose rear end is restricted by the housing. And a V-shaped link that can push the master piston by a bending and extending movement centered on an intermediate fulcrum where the other end of the rear arm is connected, and the V-shaped link by displacing the intermediate fulcrum of the V-shaped link A link drive mechanism that converts the rotational motion of the motor into a bending and stretching motion of the motor, and enables the link drive mechanism to move forward and backward in parallel with the master cylinder axis along with the intermediate fulcrum of the V-shaped link. Both the construction for exposing the push capable the input transmission member the front end of the master piston in the master piston rear end was a vehicle brake system.

  According to a second aspect of the present invention, in addition to the first aspect of the invention, the link drive mechanism has a drive shaft having an eccentric portion linked to the intermediate fulcrum to displace the intermediate fulcrum of the V-shaped link. And a gear pair for transmitting the rotation of the motor to the drive shaft, and a worm gear provided on the motor side and a worm wheel gear provided on the drive shaft side. It is characterized by having a meshing configuration.

  According to a third aspect of the present invention, in addition to the first or second aspect of the present invention, the reaction force support means has a retracting limit restricted by the housing and is capable of moving forward and backward substantially coaxially with the master cylinder. The input transmission member is connected between the input transmission member and the sleeve so as to connect one end of the rear arm of the V-link to the rear end of the master piston. A stroke simulator capable of applying an operation stroke corresponding to an operation input to the brake operator by compressing an elastic member provided is provided, and the elastic member is connected to the link driving mechanism together with the input transmission member and the sleeve. It is possible to move forward and backward.

  The invention according to claim 4 includes an input detector and an electronic control unit in addition to the invention according to any one of claims 1 to 3, wherein the input transmission member is at least input by the brake operator. The power of the motor is controlled so that the thrust for moving the master piston forward is increased by the driving force of the link drive mechanism rather than the thrust for moving the master piston forward.

  According to the first aspect of the present invention, the intermediate fulcrum of the V-shaped link driven by the motor is displaced and the included angle of the V-shaped link is driven to the wide angle side, thereby automatically operating the master cylinder and operating amount of the brake operator. In addition, it is possible to add pressure to the master piston and also input from the brake operator via the input transmission member facing the rear end of the master piston.

  In the unlikely event that the motor becomes free because the motor cannot be controlled, etc., if the link drive mechanism is constrained in the master cylinder axial direction, the front end of the input transmission member that connects the rear end to the brake operator is the master. The displacement of the intermediate fulcrum and the rotation of the motor along with the displacement of the intermediate fulcrum become indispensable as the V-link angle is changed to the wide-angle side by pushing the rear end of the piston, and the motor inertia and motor cogging torque Therefore, a large invalid operating force is required for the brake operator.

  However, in the present invention, the link drive mechanism for displacing the intermediate fulcrum of the V-shaped link so as to convert the rotation of the motor into the bending and extending motion of the V-shaped link enables the forward and backward movement in the master cylinder axial direction together with the intermediate fulcrum. The V-link angle and the rotation of the motor are not necessary when the input transmission member is pushed, and the input of the brake operator can be transmitted to the master piston without loss, and the master cylinder is boosted with extremely high input / output efficiency. be able to.

  Furthermore, even if the motor is locked and cannot rotate, it is not necessary to change the V-link angle and rotate the motor, so the thrust of the input transmission member due to the depression of the brake operator is As the link drive mechanism moves forward and backward, it is transmitted to the master piston without loss, and the additional boosting of the master cylinder can be efficiently performed.

  According to the second aspect of the present invention, the worm and worm wheel gear pair has good power transmission positive efficiency when the rotation of the worm gear is transmitted to the worm wheel gear, but conversely the rotation of the worm wheel gear is the worm gear. Since the power transmission reverse efficiency is extremely low when transmitting to the motor, even if a high load reverse rotation force is applied to the drive shaft via the V-shaped link and eccentric part, such as when maintaining the high pressure of the master cylinder, The transmitted load torque is small, and motor power consumption can be largely omitted.

  In the unlikely event that the master cylinder is boosted by the high power of the motor, even if the motor power suddenly expires, the existing hydraulic reaction force acting on the master piston will cause the drive shaft to move through the V-shaped link. When reverse rotation is attempted, the reverse efficiency of the reverse rotation power transmitted from the worm wheel gear to the worm gear is low, so resistance is applied to the reverse rotation of the drive shaft, delaying the decrease in the master cylinder hydraulic pressure and braking force. The pushing force of the input transmission member due to the input of the operating element is transmitted to the master cylinder with high efficiency without the need for rotation of the drive shaft and the motor accompanying the pushing, so that the reduction range of the braking force can be kept small. it can.

  In other words, using a worm and worm wheel gear pair to drive the V-shaped link means that when the motor becomes free, an orifice and a wheel brake are connected in parallel between the master cylinder and the wheel brake if compared to a hydraulic circuit. A large-diameter one-way valve that opens to the side can be provided, and the existing hydraulic pressure drop delay and additional pressure increase can be easily performed.

  According to the third aspect of the present invention, when the V-link is changed to the wide-angle side by the rotational force of the motor and the drive shaft and the master piston is pushed up to increase the pressure of the master cylinder, It is possible to construct a stroke simulator by compressing an elastic member interposed between the sleeve and the input transmission member, which is a force bearing means and is connected to one end of the rear arm of the V-shaped link and is in the retreat limit. The stroke amount with respect to the input of the brake operator can be freely set by setting the rigidity of the elastic member compressed by the input transmission member connected to the brake operator.

  When the rigidity of the elastic member is set so that the front end of the input transmission member can push the rear end of the master piston, the master piston is pushed by the resultant force of the rotational force of the motor and the pushing force of the input transmission member. When the rigidity of the elastic member is set so that the generated hydraulic pressure can be obtained and the stroke of the input transmission member becomes smaller than the stroke of the master piston, the master cylinder generated hydraulic pressure cannot be increased by the brake operator input. Thus, it is possible to produce a suitable brake operation feeling by reducing the operation work of the driver.

  When the master cylinder must be boosted by the pushing force of the brake operating element and the input transmission member without the rotational force of the motor, the elastic member that absorbs the brake operation amount together with the sleeve and the input transmission member is a V-shaped link and Since it can be moved forward and backward together with the link drive mechanism, the thrust of the input transmission member is consumed for pushing the master piston without being consumed for compressing the elastic member, and the input and stroke of the brake operator are wasted. It can be converted into the master cylinder hydraulic pressure with high efficiency.

  According to the fourth aspect of the present invention, since the motor is controlled so that the thrust for pushing the master piston by the motor power is greater than the input of the brake operator, the master cylinder is increased in pressure and a high braking force is generated. At the same time, the input transmission member is set so that the master cylinder's pressure increase can be reinforced by pushing the rear end of the master piston, or the stroke of the input transmission member is set smaller than the stroke of the master piston by adding a stroke simulator. Any brake feeling setting can be made.

  DESCRIPTION OF THE PREFERRED EMBODIMENTS Embodiments of the present invention will be described below based on examples of the present invention shown in the accompanying drawings.

  In the expression used in the following description, forward and backward, or forward and reverse does not correspond to the traveling direction of the vehicle or the mounting direction of the device. Forward rotation is used, and reverse and reverse rotation are used when the master cylinder acts in the pressure reducing direction.

  1 to 7 show an embodiment of the present invention, FIG. 1 is a brake hydraulic pressure system diagram showing the overall configuration of a vehicle brake device, and FIG. 2 is a non-operation initial position of the brake hydraulic pressure generating device. 3 is a cross-sectional view of the main part of the left side surface (cross section taken along line AA in FIG. 3), FIG. 3 is a cross-sectional view of the main part of the back surface of the brake hydraulic pressure generating device (cross section taken along line BB in FIG. FIG. 5 is a cross-sectional view of the main part of the left side of the brake hydraulic pressure generator at the non-intensifying brake operating position, FIG. 6 is a characteristic diagram of the stroke simulator, and FIG. It is an output hydraulic pressure characteristic figure.

  First, in FIG. 1, a brake fluid pressure generating device 10 includes a link drive mechanism 90 including a motor 110, an input unit 30 connected to a brake operation element 11 as a brake operation member at a rear portion of the link drive mechanism 90, and a link drive mechanism. A tandem-type master cylinder 60 is provided at the top of which a master reservoir 12 that is made of resin or the like and stores brake fluid is mounted.

  The electronic control device 13 is a small-sized power source 8 and stores power sufficient for the electronic control device 13 to perform several times of pressure-increasing brake operation control of the brake fluid pressure generating device 10 when a failure occurs in the power supply 8. Connected to the capacitor 9, the vehicle brake device can be controlled in an integrated manner.

  The operation amount of the brake operation element 11 is detected by an input detector A25 configured by an encoder, a potentiometer or the like and detecting an operation stroke, and an input detector B26 configured by a strain sensor or the like and detected by an operation load. The value is transmitted to the electronic control device 13, and the electronic control device 13 controls the power of the motor 110 provided in the brake fluid pressure generating device 10 based on the detected value.

  Further, the detection value of the output detector 27 that detects the pressure generated by the master cylinder 60, the position detector 28 that detects the rotational position of the motor 110, and the current detection value of the motor 110 are transmitted to the electronic control unit 13. Based on these values, feedback control of the power of the motor 110 provided in the brake fluid pressure generator 10 is made possible.

  Further, the electronic control device 13 controls the brake fluid pressure generating device 10 and the ABS 15 described below based on the detected values of a wheel speed sensor, a yaw sensor, a G sensor, etc. (not shown) to perform integrated control of the vehicle. Allows for the wiring of electrical circuits. And the alarm device 14 which issues a warning to a driver at the time of abnormality of these vehicle brake devices is provided.

  The hydraulic pressure output from the front output port 16F and the rear output port 16R of the master cylinder 60 is guided to the front hydraulic pressure path 17F and the rear hydraulic pressure path 17R, and the generated hydraulic pressure in the rear hydraulic pressure path 17R is a pressure sensor. It can be detected by an output detector 27 constituted by

  The front hydraulic pressure path 17F is connected to the left front wheel brake BFL and the right front wheel brake BFR via the ABS 15. The rear hydraulic pressure path 17R is also connected to the left rear wheel brake BRL and the right rear wheel brake BRR via the ABS 15.

  The ABS 15 branches to the front hydraulic pressure passage 17F and is connected to a normally open solenoid valve 18, 18 and a normally open solenoid valve 18, 18 provided between the left front wheel brake BFL and the right front wheel brake BFR. One-way valves 19 and 19 connected in parallel, a pressure reducing reservoir 21, a left front wheel brake BFL, a right front wheel brake BFR and a normally closed solenoid valve 20 provided between the pressure reducing reservoir 21, a pressure reducing An ABS pump 23 driven by an ABS motor 22 is provided to recirculate the brake fluid from the reservoir 21 to the front hydraulic pressure path 17F side.

  Further, the ABS 15 branches the rear hydraulic pressure path 17R, and a normally open solenoid valve 18, 18 provided between the left rear wheel brake BRL and the right rear wheel brake BRR, and a normally open solenoid valve 18, 18, one-way valves 19 and 19 connected in parallel, a pressure reducing reservoir 21, a left rear wheel brake BRL, a right rear wheel brake BRR and a normally closed solenoid valve 20 provided between the pressure reducing reservoir 21, 20 and an ABS pump 23 driven by an ABS motor 22 to recirculate the brake fluid from the decompression reservoir 21 to the rear hydraulic pressure passage 17R side.

  The ABS 15 is controlled by the electronic control unit 13, and the normally open solenoid valve 18 that opens the normally open solenoid valve 18 and closes the normally closed solenoid valve 20 corresponding to each wheel brake BFL, BFR, BRL, BRR, and the normally open solenoid valve. The pressure reducing mode in which the normally closed solenoid valve 20 is closed and the normally open solenoid valve 18 and the normally closed solenoid valve 20 are both closed and controlled in a closed mode, thereby controlling the wheel brakes BFL, BFR, The brake fluid pressure of BRL and BRR can be optimally controlled individually according to the situation.

  The electronic control unit 13 controls the brake fluid pressure generating device 10 and the ABS 15 in an integrated manner. The brake fluid pressure generating device 10 increases brake operation control and anti-lock according to the operation amount of the brake operator 11. Brake control, automatic brake control that automatically generates the hydraulic pressure in the brake hydraulic pressure generator 10 regardless of whether or not the brake operator 11 is operated, and further, the ABS 15 is controlled from the automatic brake control to optimize the individual wheel brake hydraulic pressure. Traction control and vehicle stability control can be performed.

  Further, the electronic control unit 13 can cope with cooperation with an electric regenerative braking device (not shown), and the wheel brake braking force obtained by subtracting the braking force of the electric regenerative braking device from the vehicle braking force desired by the driver. In this way, the brake fluid pressure generating device 10 can be controlled to increase pressure braking.

  In FIG. 2, the brake hydraulic pressure generating device 10 that is the initial non-operation position includes a link drive mechanism 90, a master cylinder 60 at the front of the link drive mechanism 90, and an input means 30 at the rear of the link drive mechanism 90. Is configured.

  The rear end of the rear master piston 62 provided in the master cylinder 60 is one end of the front arm 95 of the V-shaped link 90A connected to the eccentric part 93b of the drive shaft 93 provided in the link drive mechanism 90 supported by the housing A31 and the housing B91. Connected to

  The master cylinder 60 is of a tandem type, and includes a front master piston 71 that generates hydraulic pressure in the front hydraulic chamber FPL and the front output port 16F, and a hydraulic pressure in the rear hydraulic chamber RPL and the rear output port 16R. And a rear master piston 62 for generating.

  In the bottomed cylindrical cylinder of the master body 61, the front and rear master pistons 71 and 62 are slidably fitted.

  A master reservoir made of a synthetic resin is provided above the master body 61 so that the brake fluid can be supplied to the front and rear hydraulic chambers FPL and RPL defined by the front and rear master pistons 71 and 62. 12 (see FIG. 1) is installed to fill the brake fluid.

  In order to replenish brake fluid between the axially intermediate portion of the front master piston 71 and the inner diameter of the master body 61, a replenishment port FSP that opens to the axially intermediate portion of the front master piston 71 is provided in the master body 61 at all times. Is done.

  A cup 72 slidably in contact with the cylinder inner surface of the master body 61 is attached to the front portion of the front master piston 71 in order to generate a hydraulic pressure in the front hydraulic chamber FPL. A cup 73 that slides on the inner surface of the cylinder of the master body 61 is mounted on the rear side of the front master piston 71 so as to receive the hydraulic pressure generated in the rear hydraulic chamber RPL.

  The front master piston 71 is provided with a central relief valve 74 that communicates the front hydraulic chamber FPL and the master reservoir 12 when the front master piston 71 returns to the retreat limit position by the urging force of the return spring 76. It is done. The relief valve 74 is coaxially mounted on the front end of the front master piston 71, and holds the relief valve 74 in the forward position against the spring biasing force of the valve spring 75 when the front master piston 71 is in the retreat limit. Then, when the front master piston 71 moves forward, a valve opening rod 77 whose both ends are fixedly supported by the master body 61 so as to allow the relief valve 74 to be moved backward or closed by the valve spring 75 is allowed. And can be opened and closed.

  Both ends of the valve opening rod 77 are supported by the master body 61 and are inserted into the elongated holes 71 a of the front master piston 71, and the rear end of the relief valve 74 is brought into contact with the valve opening rod 77.

  When the front master piston 71 is in the retreat limit, the relief valve 74 is opened by pressing the relief valve 74 with the valve opening rod 77, and the front hydraulic chamber FPL and the master reservoir 12 are communicated with each other. Brake fluid can be supplied to the hydraulic chamber FPL. When the front master piston 71 moves forward from the retreat limit, the valve opening rod 77 moves rearward relative to the front master piston 71, so that the relief valve 74 is closed and the pressure in the front hydraulic chamber FPL is increased. Allows generation.

  The rear master piston 62 is a stepped shaft with a different diameter, the large diameter shaft is fitted to the cylinder inner diameter of the master body 61, and the small diameter shaft is fitted to the rear end of the master body 61 with a seal member 69 on the outer periphery. Are slidably fitted to the inner diameter of each.

  An annular stepped portion of the rear master piston 62 is in contact with the front end of the guide 67, and a rear end of the guide 67 is in contact with a stopper 70 fitted in the rear end groove of the master body 61. The backward limit of the piston 62 is restricted.

  The rear master piston 62 is provided with a cup 63 that slides on the inner diameter of the master body 61 while allowing the brake fluid to flow only from the rear on the front outer periphery, and the outer periphery of the rear small-diameter shaft of the rear master piston 62 is mounted on the inner periphery of the guide 67 The slidable contact with the cup 68 made.

  The master body 61 communicates with the master reservoir 12 and the rear hydraulic chamber RPL when the rear master piston 62 is in the retreat limit position. A relief port RP that closes and closes the communication of the rear hydraulic chamber RPL, and a replenishment port RSP that constantly replenishes brake fluid from the master reservoir 12 to the cup 63 and the cup 68 are provided.

  In order to restrict the maximum distance between the front and rear master pistons 71 and 62, the set length of the retainer 65 that contacts the rear end of the front master piston 71 and the return spring 66 that is contracted between the rear master piston 62 is set to the rear master piston. A retainer guide 64 that is screwed onto the piston 62 is regulated.

  The set load of the return spring 66 of the rear master piston 62 is set larger than the return spring 76 of the front master piston 71, and the maximum distance between the front and rear master pistons 71 and 62 is set at the rearward limit of the rear master piston 62. The retreat limit of the front master piston 71 is also set at the position where is placed.

  In the master cylinder 60 configured as described above, when the rear master piston 62 is pushed, the return spring 76 of the front master piston 71 set to a smaller set load than the return spring 66 of the rear master piston 62 is first applied. The rear master piston 62 and the front master piston 71 start to advance simultaneously.

  The relief valve 74 is closed at the front master piston 71 and the relief port RP is closed at the rear master piston 62 almost simultaneously.

  After the valve closing operation, the front master piston 71 floats and balances so that the rear hydraulic chamber RPL and the front hydraulic chamber FPL become the same pressure as the rear master piston 62 moves forward. The hydraulic pressure is supplied to the rear and rear output ports 16F and 16R.

  When the rear master piston 62 and the front master piston 71 return to the retreat limit, the relief valve 74 is opened in front of the front master piston 71, and the relief port RP is opened in front of the rear master piston 62, so that the front hydraulic chamber FPL is opened. The rear hydraulic pressure chamber RPL communicates with the master reservoir 12 and returns to the atmospheric pressure release state.

  The input means 30 has a cylindrical inner diameter formed at the rear part of the housing A31 and is small like a cartridge so as to apply a reaction force and a stroke to the brake operator 11 in response to an input to the brake operator 11 by the driver. The assembled stroke simulator SS is slidably inserted.

  The stroke simulator SS abuts the corner portion of the rear end against a substantially cylindrical sleeve 36 slidably inserted into the cylindrical inner diameter portion of the housing A31 and a locking ring 41 fitted into the groove portion at the rear inner diameter of the sleeve 36. An input transmission member 35 in which the retraction limit is restricted and the inner diameter of the sleeve 36 is slidably inserted into the large diameter shaft and the small diameter shaft is inserted through the bottom of the sleeve 36, and the inner diameter portion is inserted into the small diameter shaft of the input transmission member 35. A retainer 37 whose outer diameter shaft is slidable to the inner diameter of the sleeve 36, a simulated spring 38 which is stretched between the front step portion of the retainer 37 and the bottom portion of the sleeve 36 and is formed of a winding spring, and a rear step portion of the retainer 37. And a simulation traverse 39 made of an elastic material such as rubber and stretched between the front steps of the input transmission member 35.

  The sleeve 36 is in contact with a locking ring 40 fitted in the groove at the rear of the cylindrical inner diameter of the housing A31 at the rear end thereof, and the retreat limit is restricted, and the rear fulcrum of the V-shaped link 90A provided at the link drive mechanism 90 at the front end. It also has a function as a reaction force support means P2S that connects the P2 and supports the reaction force of the V-shaped link 90A during the bending / extending movement.

  The input transmission member 35 is connected at its rear end to a yoke 32 connected to the brake operating element 11 (FIG. 1) so that a push rod 33 screwed together with a nut 34 can be swung freely, and a small-diameter front end inserted through an inner diameter of a retainer 37. Further, the sleeve 36 is inserted through the bottom of the sleeve 36 and faces the arcuate rear surface of the rear end of the rear master piston 62 connected to the rear fulcrum P3 of the V-shaped link 90A provided in the link driving mechanism 90.

  The spring constant of the simulated spring 38 is set to be smaller than that of the simulated traversal 39, and the retainer 37 is positioned so that the set load of the simulated spring 38 and the simulated traversal 39 is balanced, and the front step portion of the retainer 37 and the inner diameter step portion of the sleeve 36 A distance L1 is provided between them, and a distance L2 is provided between the rear end of the retainer 37 and the front step portion of the input transmission member 35.

  The distances L1 and L2 are provided so as not to exceed the allowable stresses of the simulated spring 38 and the simulated traverse 39, and the entire stroke of the stroke simulator SS is also set to L1 + L2. In the position, since the separation distance between the rear end of the rear master piston 62 and the front end of the input transmission member 35 is not set, the stroke of the input transmission member 35, that is, the stroke simulation operation by the stroke simulator SS alone is restricted. Will be.

  The link drive mechanism 90 is configured to be sandwiched between the housing A31 and the housing B91, and the link drive mechanism 90 is movable forward and backward in parallel with the axis of the master cylinder 60.

  The link driving mechanism 90 has a V-shaped link 90A whose angle of change is variable with the intermediate fulcrum P1 as a fulcrum, and an eccentric portion 93b that is connected to the intermediate fulcrum P1 of the V-shaped link 90A to constitute a crank. A shaft 93, a drive shaft holder 92 that supports the drive shaft 93 and slides in parallel with the axis of the master cylinder 60 so as to be movable forward and backward, and a rotating shaft 110a is inserted into the housing B91 from the front of the housing B91. The motor 110 is configured to be fixedly coupled to be freely reversible, and a worm and worm wheel gear pair that transmits the rotation of the motor 110 as the rotation of the drive shaft 93.

  Referring also to FIG. 3, the V-shaped link 90A includes a front fulcrum P3 that rotatably connects one end of the front arm 95 to the rear end of the rear master piston 62 with a pin 98, and a pair of rear arms 94, 94. A rear fulcrum P2 pivotally supported by pins 97, 97 on a pair of support portions formed at the front end of the sleeve 36, which is the reaction force support means P2S, with one end thereof being restricted to the housing A31. An intermediate that is pivotally supported by a pin 96 so that the eccentric portion 93b of the drive shaft 93 holds the other end of the front arm 95 and the other end of the rear arms 94, 94 sandwiching the other end of the front arm 95. It constitutes a fulcrum P1.

  The drive shaft 93 has a rotation axis 93a orthogonal to the axis of the master cylinder 60 and an eccentric portion 93b having a predetermined radius. The eccentric portion 93b rotates with the intermediate fulcrum P1 of the V-shaped link 90A as described above. It is connected freely.

  A rotation axis 93 a of the drive shaft 93 is pivotally supported by a pair of arms 92 a and 92 a protruding above the drive shaft holder 92 with a pin 104.

  The drive shaft holder 92 pivotally supports the drive shaft 93 in the upper part, and a guide hole 92b is provided in the lower part. The drive shaft holder 92 is inserted into the guide rod 103 sandwiched between the holes of the housing A31 and the housing B91, and the axis of the master cylinder 60 Guided so that it can move forward and backward.

  Further, a worm gear shaft 102 having both ends rotatably supported by bearings 99 and 100 is inserted into holes 92c and 92d formed in parallel to the axis of the master cylinder 60 in the drive shaft holder 92, and the clip 101 is inserted. It has been retained by.

  A worm gear 102 w is formed on the outer periphery of the worm gear shaft 102, and the worm gear 102 w meshes with a worm wheel gear 93 wh formed on the outer periphery of the drive shaft 93 to constitute a worm & worm wheel gear pair. .

  A sliding spline hole 102a is formed in the shaft center of the worm gear shaft 102, and a rotating shaft 110a of the motor 110 formed on the sliding spline shaft having the same cross section is inserted into the sliding spline hole 102a with a loose fit. The worm gear shaft 102 is capable of moving back and forth in the axial direction while restricting relative rotation of the motor 110 with respect to the rotating shaft 110a.

  The link drive mechanism 90 configured as described above transmits the rotation connected to the motor 110 that can freely rotate in the forward and reverse directions to the drive shaft 93 and is connected to the eccentric portion 93b of the drive shaft 93. The arc drawn by the eccentric portion 93b (which is also the intermediate fulcrum of the V-shaped link 90A) centered on the rotation axis 93a of the drive shaft 93 exerted on the intermediate fulcrum P1 when the angle of the V-shaped link 90A is varied by displacing And the arc trajectory drawn by the intermediate fulcrum P1 centered on the front fulcrum P3 of the V-shaped link 90A and the arc trajectory drawn by the intermediate fulcrum P1 centered on the rear fulcrum P2 of the V-shaped link 90A The drive shaft holder 92 can be moved forward and backward to absorb it.

  In FIG. 4, the link is obtained by the pressure-increasing brake operation control of the electronic control unit 13 based on the operation stroke detection value of the input detector A25 and the operation load detection value of the input detector B26 obtained by the operation of the brake operator 11 of the driver. Power is generated in the motor 110 that transmits the rotation to the drive shaft 93 of the drive mechanism 90.

  The drive shaft holder 92 absorbs the interference of the arc trajectory drawn by the V-shaped link 90A and the eccentric portion 90b of the drive shaft 93, and the sliding spline hole 102a of the rotating shaft 110a of the motor 110 and the worm gear shaft 102. The guide rod 103 and the guide hole 92b of the drive shaft holder 92 slide to advance and retreat.

  Here, when the boost of the master cylinder 60 is maintained, the driving shaft 93 generates a rotational force in the reverse direction by the hydraulic reaction force, but the worm gear meshes with the worm wheel gear 93wh formed on the driving shaft 93. Since the reverse efficiency of transmission of the rotational force to the worm gear shaft 102 forming 102w is low, the reverse rotational force transmitted to the motor 110 is low, and the electric power consumed for maintaining the hydraulic pressure is small.

  Further, the crank operating angle of the link drive mechanism 90 configured as a crank mechanism is set to around 90 degrees before the top dead center at the non-operation initial position in FIG. 2, and the full stroke state of the rear master piston 62 in FIG. In that case, it is set near the top dead center.

  By setting the crank operating angle in this way, the displacement of the intermediate fulcrum P1 of the V-shaped link 90A with respect to the rotation angle of the drive shaft 93 is large at the initial boosting time of the master cylinder 60 with a small hydraulic load, and the V-shaped link In the vicinity of the full stroke of the rear master piston 62, the master hydraulic pressure increases most while increasing the speed of the 90A wide angle side to increase the rising of the braking force of the vehicle and decreasing the speed with a sine curve as the drive shaft 93 further rotates. Although the pressure increase speed is low, the hydraulic reaction force applied to the drive shaft 93 can be reduced.

  On the other hand, in the stroke simulator SS provided in the input means 30, the elastic member simulation provided between the bottom portion of the sleeve 36 which is pressed against the rear fulcrum P2 of the V-shaped link 90A to which the hydraulic reaction force is applied and the forward step portion of the input transmission member 35 is provided. An operation stroke corresponding to an operation input is given to the brake operation element 11 in which the input transmission member 35 compresses the spring 38 and the simulation rubber 39 and is connected to the rear end of the input transmission member 35.

  At this time, the rigidity of the simulation spring 38 and the simulation rubber 39, which are elastic members of the stroke simulator SS, is set so that the forward stroke of the input transmission member 35 is smaller than the forward stroke of the rear master piston 62. The arcuate rear surface of the end and the front end of the input transmission member 35 are separated from each other.

  Therefore, since the pushing force of the input transmission member 35 is not transmitted to the rear master piston 62, the brake operation element 11 cannot reinforce the boost of the master cylinder 60, but the brake operation which is the work amount of the driver. The rear master piston can reduce the operation stroke load of the child 11 and further reduce the power of the motor 110 by a certain amount so as to obtain a wheel brake braking force obtained by subtracting the electric regenerative braking force from the braking force desired by the driver in the cooperative regenerative braking control. Even if 62 moves backward, since there is no interference between the rear end of the rear master piston 62 and the front end of the input transmission member 35, the input, stroke, and vehicle braking force of the brake operator 11 can always be constant.

  Since the link driving mechanism 90 and the rear master piston 62 of the output member that is the control target of the electronic control device 13 and the input transmission member 35 that is the input member are separated and stroked independently, the electronic control device 13 uses the input detector. Since input / output control is established using only the stroke detection value of the brake operator 11 detected by A25 as a source, the input detector B26 constituted by a load sensor is omitted in order to detect the operation load of the brake operator 11. Is also possible.

  When the brake operation element 11 and the wheel brakes BFL, BFR, BRL, BRR are separated from each other, a so-called brake-by-wire state is achieved, thereby enabling various controls other than the cooperative regenerative brake control.

  For example, when all of the wheel brakes BFL, BFR, BRL, and BRR are in the ABS operation mode, excessive boosting of the master cylinder 60 should not be necessary, and the electronic control unit 13 that controls the vehicle in an integrated manner Even if one of the wheel brakes BFL, BFR, BRL, and BRR is controlled to reduce the hydraulic pressure of the master cylinder 60 until the ABS operation is finished, there is no interference with the brake operator 11.

Further, even when the brake assist control is performed so as to increase the braking force in an emergency, the brake operator 11 can improve the operation feeling of the driver without following the rapid advance of the rear master piston 62.

  However, in a vehicle that does not require control such as cooperative regenerative braking as described above, the stroke simulator SS is configured such that the rear end of the rear master piston 62 during pressure-increasing brake operation control can be pushed by the front end of the input transmission member 35. You may set the rigidity of the simulation spring 38 and the simulation rubber | gum 39 which are the elastic members with which it is equipped.

  In such a setting, the thrust of the input transmission member 35 that contacts and pushes the rear master piston 62 is added, and this thrust assists the driving shaft 93 of the motor 110 to save power consumption, or the motor power is The generated hydraulic pressure of the master cylinder 60 can be further increased while maintaining it.

  Further, the thrust of the input transmission member 35 that is partially lost to deflect the stroke simulator SS is transmitted as a reaction force to the brake operator 11 together with the reaction force that pushes the rear end of the rear master piston 62, and the stroke simulator. It is also possible to impart a moderate repulsion feeling as an elastic member of the simulated spring 38 and the simulated rubber 39 provided for the SS.

  In FIG. 4, the pressure increasing brake control corresponding to the input of the brake operator 11 has been described. However, the electronic control unit 13 is based on information from a vehicle sensor (not shown) regardless of whether the brake operator 11 is operated. The master cylinder 60 can be boosted by controlling the motor 110 to perform automatic brake control.

  Regardless of whether or not the brake operator 11 is operated, the brake fluid pressure generating device 10 is boosted to perform automatic braking for keeping a predetermined inter-vehicle distance from the preceding vehicle, and after performing automatic brake control, the ABS 15 is activated to control the outer ring. Alternatively, stability control for applying braking force to the inner wheel, traction control for appropriately applying braking force to the drive wheel, and the like can be performed.

  Even if the brake operator 11 is stepped on during such control, the brake operator 11 does not cause the brake operator 11 to swing or feel a step on the plate, and the brake operator 11 has a rigidity set in advance by the stroke simulator SS. The operation is started without any sense of incongruity, and the hydraulic pressure of the master cylinder 60 is also controlled to the hydraulic pressure desired by the immediate driver.

  FIG. 5 shows the non-intensifying brake operating state of the brake fluid pressure generating device 10, in which the motor 110 is not rotated and the master cylinder 60 is boosted only by the operating force of the brake operating element 11 of the driver.

  When the front end of the input transmission member 35 that connects the rear end to the brake operator 11 pushes the rear end arcuate rear surface of the rear master piston 62, the stroke simulator SS moves forward together with the input transmission member 35 together with the sleeve 36, and the V-shaped link. 90A does not rotate the drive shaft 93 while maintaining the initial included angle, and the drive shaft holder 92 that supports the drive shaft 93 is a sliding spline shaft and a worm gear shaft formed on the rotating shaft 110a of the motor 110. The input transmission member 35 moves forward with the sliding of the sliding spline hole 102a formed at the center of the shaft 102 and the sliding of the guide hole 103b formed at the guide rod 103 and the drive shaft holder 92 without causing a large resistance. The master cylinder 60 is pressurized by pushing the rear master piston 62.

  Even if a force that changes to the narrow-angle side or the wide-angle side acts on the V-shaped link 90A, the reverse transmission from the worm wheel gear 93wh formed on the drive shaft 93 to the worm gear 102w formed on the worm gear shaft 102 Since the efficiency is low, the drive shaft 93 moves forward by the above-mentioned sliding operation without rotating in the reverse direction due to the resistance.

  In the stroke simulator SS, the simulator spring 38 and the simulator rubber 39, which are elastic members, together with the sleeve 36, are allowed to advance together with the drive shaft holder 92. Therefore, the input transmission member 35 is provided with a simulator based on the advance of the input transmission member 35. The compression of the spring 38 and the simulator rubber 39 is unnecessary, so that the operation stroke and the operation load applied to the stroke simulator SS of the brake operator 11 are not wasted.

  Thus, when the motor 110 does not rotate and becomes free, the rotation of the drive shaft 93 and the rotating shaft 110a of the motor 110 associated with the advance of the input transmission member 35 is unnecessary. The cogging torque of the motor 110 to be amplified and the resistance of the inertial force including the drive shaft 93 are not applied to the input transmission member 35, and the stroke and load consumption applied to the stroke simulator SS are eliminated, and the input of the brake operator 11 is performed. Conversion to boosting of the master cylinder 60 can be performed with high input / output efficiency.

  Even if the motor 110 loses power during the pressure increase operation control of the master cylinder 60 and becomes free, the transmission reverse efficiency from the worm gear 93w of the drive shaft 93 to the worm gear 102w of the worm gear shaft 102 is low. Accordingly, the decrease in the existing hydraulic pressure is delayed, and the thrust of the input transmission member 35 can be transmitted to the rear master piston 62 with high efficiency as described above, so that it is easy to add the braking force while delaying the decrease in the existing braking force. Can be.

  With reference to the stroke simulator characteristics of FIG. 6, when the pressure increasing brake operation control of the brake fluid pressure generator 10 is performed, the stroke simulator SS corresponds to the input of the brake operator 11 in the brake simulator 11. Are operated so that the strokes of C0 to C1 to C2 to C3 are obtained.

  First, when the input of the brake operator 11 is applied, the simulation spring 38 whose spring constant is set lower than the return spring 76 of the front master piston 71 of the master cylinder 60 and the simulation traverser 39 of the stroke simulator SS is set load. Beyond this, it becomes the point of C0 that begins to bend, and the stroke rises.

  When the input of the brake operator 11 is further applied, the simulated traverse 39 stretched in series with the simulated spring 38 also becomes the point of C1, and both the simulated spring 38 and the simulated traversal 39 bend at the same time. Start.

  In the process from the point C0 to the point C1, the input detector A25 detects the operation stroke of the brake operator 11 and the input detector B26 detects the load, and the electronic control unit 13 detects the load based on the detected value. In order to start the power supply to 110, the rear fulcrum P2 of the V-shaped link 90A increases the abutting force against the reaction force support means P2S due to the generated hydraulic reaction force of the master cylinder 60, and the sleeve 36 is able to increase the backward limit restricting force. ing.

  When the input is further applied and the stroke is increased by the combined spring constant of the simulated spring 38 and the simulated traverse 39, the retainer 37 comes into contact with the forward limit (L1 in FIG. 2 is zero) and becomes the C2 point.

  From the point C2 to the point C3 when the input transmission member 35 contacts the forward limit (L1 and L2 in FIG. 2 are zero), the stroke increases with the single spring constant of the simulated traversal 39, and the rubber characteristics of the simulated traversing 39 As a result, a non-linear diagram is obtained.

  As the input of the brake operator 11 decreases, the stroke of the brake operator 11 also decreases so as to fall below the diagram of C3 to C2 to C1 to C0 due to the rubber material hysteresis characteristic of the simulation rubber 39.

  The hysteresis reduces a driver's operation burden, and reduces a feeling of repulsion when a constant pedal force is applied to the brake operator 11.

  Referring to the output hydraulic pressure characteristics of FIG. 7, the electronic control unit 13 causes K0 to K1 to K2 to K3 to K8 indicated by solid lines to be the braking force desired by the driver corresponding to the operation amount of the brake operator 11. FIG. 3 is a diagram for controlling the brake fluid pressure generating device 10 to perform pressure-increasing brake operation.

  Electronic control devices K0 to K4 to K5 to K6 indicated by broken lines are provided in the vehicle and cooperate with a regenerative braking device (not shown) so that the wheel brake hydraulic pressure is obtained by subtracting the regenerative braking force from the braking force desired by the driver. 13 is a fluid pressure diagram of cooperative regenerative brake operation control for controlling the brake fluid pressure generating device 10 to increase pressure brake operation.

  K7 to K8 indicated by two-dot chain lines are hydraulic pressure diagrams of non-intensifying brake operation in which the motor 110 has no power and only the input of the brake operator 11 is transmitted to the rear master piston 62.

  In the pressure-increasing brake operation control for increasing the wheel brake fluid pressure so as to obtain the braking force desired by the driver, first, when the input of the brake operator 11 is applied, the input detector A25 detects the operation stroke of the brake operator 11. The load is detected by the input detector B26, and the electronic control unit 13 becomes the K0 point at which power supply to the motor 110 starts based on the detected value.

  In K0 to K1, so-called hydraulic pressure jumping is performed, and the wheel brake hydraulic pressure is increased to a predetermined pressure all at once in order to cancel the inertial force of the wheels and the drive system.

  In K1 to K2, the output hydraulic pressure is increased approximately in proportion to the brake operation amount, and the K2 point holds the power of the motor 110 and becomes the limit of pressure increase, but the wheel brake is locked (actually) Is set with a sufficient margin for the ABS to operate before the lock.

  When the input of the brake operator 11 is further increased, the force that the rear fulcrum P2 of the V-shaped link 90A presses the sleeve 36 to the backward limit due to the existing hydraulic reaction force of the master cylinder 60 generated by the power of the motor 110. However, as the force by which the input transmission member 35 pushes the sleeve 36 forward is overcome and the V-shaped link 90A changes to the narrow angle side, the drive shaft 93 reverses and the input transmission member 35 is moved to the rear end of the rear master piston 62. After the drive shaft holder 92 is moved forward until it comes into contact with the front end, the input transmission member 35 resumes the forward movement of the rear master piston 62, whereby pressure increase is resumed along the non-pressure increasing brake operation diagrams K7 to K8. It becomes a point.

  In the cooperative regenerative brake operation control, when power is supplied to the motor 110 that falls below the line K7 to K8, the retraction limit regulating force of the sleeve 36 is weakened, and the sleeve 36 and the input transmission member 35 are advanced to advance the brake operator. In order to impair the 11 operation feeling, after jumping to a low level from K0 to K4, it is offset substantially parallel to the K7 to K8 line and boosted to K4 to K5.

  In K5 to K6, the region surrounded by K4 to K5 to K6 to K2 to K1 to K4 is boosted by being offset substantially parallel to the normal pressure increasing brake operation diagram K1 to K2, thereby regenerating the electric regenerative brake. Electric power can be regenerated as power.

  When it is no longer necessary to recover the regenerative power, the wheel brake hydraulic pressure may be increased by moving vertically to the normal pressure increasing brake operation diagram K0 to K1 to K2 to K3.

  Although the embodiments of the present invention have been described above, the present invention is not limited to the above-described embodiments, and various design changes can be made without departing from the present invention described in the claims. It is.

  For example, in the above embodiment, a description has been given of a crank structure in which the stroke of the master piston changes with a substantially sine curve with respect to the rotation angle of the drive shaft as the drive shaft provided in the link drive mechanism. The present invention may be applied to a vehicle brake device including a mechanism for displacing an intermediate fulcrum of a V-shaped link by a drive shaft using a plate cam or the like that is a flat cam having an outer peripheral contour whose radius changes.

  In the above embodiment, the stroke simulator is configured as the reaction force support means and the rear fulcrum of the V-shaped link is connected to the sleeve whose rearward limit is restricted to the housing. However, the rear fulcrum of the V-shaped link is the housing. Since the hydraulic reaction force of the master cylinder can be supported as long as it is pivotably connected while the retreat limit is restricted, the present invention is applied to a vehicle brake device configured to be directly pivotally coupled to a housing. You may apply.

  Moreover, although the said Example demonstrated as a vehicle brake device provided with a tandem-type master cylinder, you may apply this invention to the brake device for vehicles provided with the single master cylinder with a single master piston.

Brake hydraulic system diagram showing overall configuration of vehicle brake system Cross section of the main part of the left side of the brake fluid pressure generator at the initial non-operation position Cross-sectional view of the main part of the back surface at the initial non-operation position of the brake fluid pressure generator Cross section of the main part on the left side of the brake fluid pressure generator at the booster brake operating position Cross section of the main part on the left side of the brake fluid pressure generator at the non-intensifying brake operating position Stroke simulator characteristics Output hydraulic pressure characteristics

Explanation of symbols

10 Brake fluid pressure generator 11 Brake operator 13 Electronic controller 15 ABS
25 Input detector A
26 Input detector B
27 Output detector 30 Input means 31, 91 Housing 35 Input transmission member 36 Sleeve constituting reaction force support means 38 Simulated spring as elastic member 39 Simulated traverser as elastic member 60 Master cylinder 62 Rear master piston 71 Front master Piston 90 Link drive mechanism 90A V-shaped link 94 Rear arm 95 Front arm P1 Intermediate fulcrum where the other end of the front arm and the other end of the rear arm are connected P2 Rear fulcrum that is one end of the rear arm P3 One end of the front arm Front fulcrum P2S Reaction force support means 92 Drive shaft holder 93 Drive shaft 93a Rotating shaft center 93b Eccentric portion 93wh Worm wheel gear 102 Worm gear shaft 102w Worm gear 102a Sliding spline hole 110 Motor 110a Rotating shaft SS sliding force Configure the support means Stroke simulator FPL front fluid pressure chamber to RPL rear fluid pressure chamber BFL, BFR, BRL, BRR wheel brake

Claims (4)

  An input transmission member that connects the rear end to the brake operator, a master cylinder connected to the wheel brake, a motor that can be rotated forward and backward, and one end of the front arm that is rotatable to the rear end of the master piston of the master cylinder. Connect and pivotally connect one end of the rear arm to the reaction force bearing means whose rearward limit is restricted by the housing, and center the intermediate fulcrum where the other end of the front arm and the other end of the rear arm are connected A V-shaped link capable of pushing the master piston by a bending and stretching movement, and a link driving mechanism for displacing the intermediate fulcrum of the V-shaped link and converting the rotational movement of the motor into the bending and stretching movement of the V-shaped link The link drive mechanism is movable forward and backward in parallel with the master cylinder axis together with the intermediate fulcrum of the V-shaped link and the master piston can be pushed. Configuration and the brake system for exposing the reach member front end to the master piston rear end.   The link drive mechanism includes a drive shaft having an eccentric portion linked to the intermediate fulcrum to displace the intermediate fulcrum of the V-shaped link, and a gear pair that transmits the rotation of the motor to the drive shaft. The vehicle gear according to claim 1, wherein the gear pair is configured such that a worm gear provided on the motor side and a worm wheel gear provided on the drive shaft side mesh with each other. Brake device.   The reaction force support means connects one end of the rear arm of the V-shaped link to the front of a sleeve whose back end is restricted by the housing and can move forward and backward substantially coaxially with the master cylinder, and the sleeve is further inserted. Then, the input transmission member that causes the front end to face the rear end of the master piston compresses an elastic member provided between the input transmission member and the sleeve, whereby the operation corresponding to the operation input to the brake operator is performed. The vehicle according to claim 1 or 2, wherein a stroke simulator capable of applying a stroke is provided, and the elastic member is allowed to move forward and backward together with the link driving mechanism together with the input transmission member and the sleeve. Brake device.   A thrust including an input detector and an electronic control unit, and at least a thrust that causes the master piston to move forward by a driving force of the link driving mechanism rather than a thrust that causes the input transmission member to advance the master piston by an input of the brake operator The vehicular brake device according to any one of claims 1 to 3, wherein the power of the motor is controlled so that is larger.

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