JP5887257B2 - Pedal device for vehicle - Google Patents

Description

  The present invention relates to a vehicular pedal device having a function of acquiring an operation amount of a pedal provided in a vehicle by converting it into an electric signal.

  In recent vehicles, a brake system called a By Wire system in which a brake pedal and an actuator for generating braking force are connected via a wire and a control device is adopted. There is. In such a by-wire type brake system, the amount of operation of the brake pedal by the driver is acquired by converting it into an electric signal, and the electric signal related to the acquired amount of operation is sent to the actuator. In response to this, the actuator generates a braking force by operating the friction brake according to the electric signal related to the operation amount.

  As an example of such a by-wire brake system, Patent Literature 1 discloses an electrically controlled brake device including a brake operation amount sensor having an output characteristic that increases with an increase in an operation amount related to a brake pedal. Discloses a failure detection device for detecting a failure of a brake operation amount sensor.

In the fail detection device according to Patent Document 1, when the brake pedal is operated from the initial position in order to actuate the brake, the output signal is changed after the first brake switch whose output signal changes first and the first brake switch. When the output value of the brake operation amount sensor at the moment when the output signal of the second switch changes and the output signal of the second switch changes is not larger than the output value of the brake operation amount sensor at the moment of change of the output signal of the first switch, And a failure detection unit that the brake operation amount sensor has failed.
According to the failure detection device according to Patent Literature 1, it is possible to detect a failure of the brake operation amount sensor with a simple configuration of the first brake switch, the second brake switch, and the failure detection unit.

JP-A-4-221258

  However, the failure detection device according to Patent Document 1 does not disclose or suggest how to detect a failure in which the linkage between the brake pedal and the brake operation amount sensor is removed. Therefore, in the failure detection device according to Patent Document 1, if a failure occurs in which the linkage between the brake pedal and the brake operation amount sensor is lost, the detection of this failure may be delayed.

  The present invention has been made to solve the above-described problems, and even when a failure occurs in which the linkage between the pedal member and the pedal operation amount detection unit occurs, this failure can be detected early. An object is to provide a pedal device for a vehicle.

In order to achieve the above object, the invention according to (1) includes a pedal member that is operated in an available area defined by an initial position and an end position, and a return position and the end that are wider than the available area. An operation range defined by the position is set, a linkage member that is urged in a return direction from the end position toward the return position and operates in conjunction with the operation of the pedal member; and the linkage member is provided. and a pedal operation amount detecting section for outputting an electric signal exhibiting an output characteristic value corresponding to the operation amount according to the pedal member that is transmitted through the該連engaging member, on the basis of the output characteristic value of the pedal operation amount detecting unit A failure determination unit that determines a failure in which the linkage between the pedal member and the pedal operation amount detection unit is disengaged.

In the invention according to (1), the failure determination unit causes the position of the linking member to deviate from the available region toward the failure region defined by the return position and the initial position. When the output characteristic value of the pedal operation amount detection unit is less than a predetermined threshold, it is determined that the failure has occurred, and the linear output characteristic of the pedal operation amount detection unit in the failure region Is set steeper than the linear output characteristic in the available area.

According to the invention according to (1), even if a failure occurs in which the linkage between the pedal member and the pedal operation amount detection unit is removed, this failure can be detected at an early stage.
Furthermore, according to the invention according to (1), the space required for the rotation of the linking member in the failed region can be reduced as compared with the prior art, so that the effect of extending the degree of design freedom is expected. can do.

The invention according to (2) is the vehicle pedal device according to (1), wherein the switching unit of the linear output characteristic of the pedal operation amount detection unit is a boundary between the usable region and the failure region. It is set corresponding to the part.
According to the invention according to (2), it is possible to accurately detect the occurrence timing of the failure and to detect the failure early and reliably.

Further, the invention according to (3) is the vehicle pedal device according to (1) or (2), wherein the linear output characteristic of the pedal operation amount detector is an increase in an operation amount related to the pedal member. This is an output characteristic that increases along with the increase in the right shoulder, and the threshold value is set to a positive value.
According to the invention according to (3), even if a power supply abnormality to the vehicle pedal device occurs, the occurrence of this power supply abnormality can be easily and accurately grasped.

  The invention according to (4) is a vehicle brake device including the vehicle pedal device according to any one of (1) to (3), wherein the pedal member is configured to brake the vehicle. The pedal operation amount detection unit is a stroke sensor that detects a stroke of the brake pedal, and includes a first hydraulic pressure chamber and a second hydraulic pressure chamber, and an operation for depressing the brake pedal is performed. And a master cylinder that generates the brake fluid pressure of the first system and the second system, and generates at least a reaction force corresponding to the depressing operation amount of the brake pedal by receiving the brake fluid pressure generated in the master cylinder. A stroke simulator, a first fluid path connecting the first hydraulic chamber and the wheel cylinder belonging to the first system, the second hydraulic chamber, and the second A second fluid passage for connecting a wheel cylinder belonging to the main, and a first shutoff valve provided in the first fluid passage and capable of shutting off communication between the first hydraulic pressure chamber and the wheel cylinder belonging to the first system A second shut-off valve provided in the second fluid passage and capable of shutting off communication between the second fluid pressure chamber and the wheel cylinder belonging to the second system, and the first fluid passage and the second fluid passage. A slave cylinder that generates a brake fluid pressure by a driving force of an actuator, a branch fluid passage that branches from the second fluid passage and connects the master cylinder and the stroke simulator, and a branch fluid passage A third cutoff valve that is provided and capable of blocking communication between the master cylinder and the stroke simulator, and when the determination that the failure has occurred is made by the failure determination unit, And a control unit which performs control to close the third shut-off valve with opening the serial first shut-off valve and the second shut-off valve, and further comprising a.

  According to the invention according to (4), the hydraulic backup brake system can be quickly activated even when a failure occurs in which the linkage between the brake pedal and the stroke sensor is disengaged. Can be realized.

  According to the pedal device for vehicles concerning the present invention, even if it is a case where the failure which a linkage of a pedal member and a pedal operation amount detection part comes off, this failure can be detected at an early stage.

1 is a schematic configuration diagram of a vehicle brake device including a vehicle pedal device according to an embodiment of the present invention. It is a perspective view showing the attachment state of the stroke sensor with respect to a brake pedal. It is a disassembled perspective view showing the assembly state of a brake pedal, a bracket, and a stroke sensor. It is a figure with which it uses for description of the operating range of the sensor arm which a stroke sensor has, and the failure which a brake pedal and a stroke sensor disengage. It is explanatory drawing showing the periphery structure of ECU which the brake device for vehicles has. It is explanatory drawing showing the output characteristic of the brake operation amount which takes the rotation angle of a sensor arm on a horizontal axis, and takes the output voltage of a stroke sensor on a vertical axis | shaft.

DESCRIPTION OF EMBODIMENTS Hereinafter, a vehicle pedal device according to an embodiment of the present invention will be described in detail with reference to the drawings, taking an example applied to a vehicle brake device.
Note that, in the drawings shown below, in principle, common reference numerals are assigned between members having a common function or between members having functions corresponding to each other. Further, for convenience of explanation, the size and shape of the member may be schematically represented by being deformed or exaggerated.

[Schematic configuration of vehicle brake device 10 including vehicle pedal device 9]
First, a schematic configuration of a vehicle brake device 10 including a vehicle pedal device 9 according to an embodiment of the present invention will be described with reference to FIG. FIG. 1 is a schematic configuration diagram of a vehicle brake device 10 including a vehicle pedal device 9 according to an embodiment of the present invention.

  The vehicle brake device 10 including the vehicle pedal device 9 can be applied to any of front-wheel drive vehicles, rear-wheel drive vehicles, and four-wheel drive vehicles. In addition to the existing brake system that generates a braking force via a hydraulic circuit, the vehicle brake device 10 includes a By Wire type brake system that generates a braking force via an electric circuit. I have.

  As shown in FIG. 1, the vehicle brake device 10 is abbreviated as an input device 14, a motor cylinder device 16, and a vehicle stability assist device 18 (hereinafter referred to as “VSA device 18”. However, VSA is registered. Trademark).

  The input device 14 has a function of inputting a braking operation of a brake pedal (corresponding to a “pedal member” of the present invention) 12 by a driver and generating a brake fluid pressure according to the input braking operation. The motor cylinder device 16 corresponding to the “slave cylinder” of the present invention has a function of generating a brake fluid pressure based on an electric signal corresponding to a driver's braking operation. The VSA device 18 has a function of supporting stabilization of the behavior of the vehicle based on the brake fluid pressure generated by the motor cylinder device 16.

  As shown in FIG. 1, the brake pedal 12 includes a pedal arm portion 200 that is rotated by a stepping operation by a driver. The brake pedal 12 is provided with a stroke sensor (corresponding to the “pedal operation amount detection unit” of the present invention) 202 that detects the stroke of the pedal arm unit 200. The stroke sensor 202 and its peripheral configuration will be described later in detail.

The VSA device 18 has an ABS (anti-lock braking system) function to prevent wheel lock during braking operation, a TCS (traction control system) function to prevent wheel slipping during acceleration, etc., and a function to suppress side slip when turning Etc. are provided.
Instead of the VSA device 18, an ABS device having an ABS function may be connected.

  Each of the input device 14, the motor cylinder device 16, and the VSA device 18 is connected and connected to each other via a later-described liquid path formed of, for example, a hose or a tube. The input device 14 and the motor cylinder device 16 as a by-wire brake system are electrically connected to an ECU (Electronic Control Unit) 307 (see FIG. 3) described later via an electric wire (not shown). The internal configuration of the input device 14, the motor cylinder device 16, and the VSA device 18 will be described later in detail.

  First, the configuration of the fluid path for circulating the brake fluid will be described. The connection port 20a of the input device 14 and the introduction port 26a of the VSA device 18 are connected via a piping tube (liquid channel). Further, the other connection port 20b of the input device 14 and the other introduction port 26b of the VSA device 18 are connected via a piping tube (liquid channel).

Further, the branch port 20c communicating with the connection port 20a of the input device 14 and the output port 24a of the motor cylinder device 16 are connected via a piping tube (liquid passage). Furthermore, the branch port 20d communicating with the other connection port 20b of the input device 14 and the other output port 24b of the motor cylinder device 16 are connected via a piping tube (liquid channel).
In FIG. 1, the output ports 24a and 24b of the motor cylinder device 16 are shown on the lower side for convenience, unlike the actual positions.

  The VSA device 18 is provided with a plurality of outlet ports 28a to 28d. The first outlet port 28a is connected to a wheel cylinder 32FR of the disc brake mechanism 30a provided on the right front wheel by a piping tube. The second outlet port 28b is connected to a wheel cylinder 32RL of the disc brake mechanism 30b provided on the left rear wheel by a piping tube. The third outlet port 28c is connected to a wheel cylinder 32RR of a disc brake mechanism 30c provided on the right rear wheel by a piping tube. The fourth outlet port 28d is connected to a wheel cylinder 32FL of a disc brake mechanism 30d provided on the left front wheel by a piping tube.

  In this case, the brake fluid is supplied to the wheel cylinders 32FR, 32RL, 32RR, 32FL of the disc brake mechanisms 30a-30d by the piping tubes connected to the outlet ports 28a-28d, and the wheel cylinders 32FR, 32RL, 32RR are supplied. As the hydraulic pressure in the 32FL rises, each wheel cylinder 32FR, 32RL, 32RR, 32FL is actuated and braking force is applied to the corresponding wheel (right front wheel, left rear wheel, right rear wheel, left front wheel). Is granted.

  The input device 14 includes a tandem master cylinder 34 that can generate a brake fluid pressure in accordance with a depression operation of the brake pedal 12 by a driver, and a first reservoir 36 attached to the master cylinder 34. In the cylinder tube 38 of the master cylinder 34, two pistons 40a and 40b spaced apart by a predetermined distance along the axial direction of the cylinder tube 38 are slidably disposed. One piston 40a is disposed close to the brake pedal 12, and is connected to the brake pedal 12 via the push rod 42 and directly driven. The other piston 40b is arranged farther from the brake pedal 12 than the one piston 40a.

A pair of cup seals 44a and 44b are respectively attached to the outer peripheral surfaces of the one and the other pistons 40a and 40b via annular step portions. Back chambers 48a and 48b communicating with supply ports 46a and 46b, which will be described later, are formed between the pair of cup seals 44a and 44b, respectively. A spring member 50a is disposed between the one and the other pistons 40a and 40b, and another spring member 50b is disposed between the other piston 40b and the side end of the cylinder tube 38. The
The pair of cup seals 44a and 44b may be mounted on the inner wall side of the cylinder tube 38 via an annular groove.

  The cylinder tube 38 of the master cylinder 34 is provided with two supply ports 46a and 46b, two relief ports 52a and 52b, and two output ports 54a and 54b. In this case, each supply port 46 a (46 b) and each relief port 52 a (52 b) are provided so as to join and communicate with a reservoir chamber (not shown) in the first reservoir 36.

  Further, in the cylinder tube 38 of the master cylinder 34, there are provided a first hydraulic pressure chamber 56b and a second hydraulic pressure chamber 56a for generating a brake hydraulic pressure corresponding to the depression force of the driver depressing the brake pedal 12. The first fluid pressure chamber 56b communicates with the connection port 20b through the first fluid path 58b. On the other hand, the second hydraulic pressure chamber 56a communicates with the connection port 20a through the second liquid path 58a.

  A first shut-off valve 60b composed of a normally open type (normally open type) solenoid valve is provided between the master cylinder 34 and the connection port 20b and upstream of the first liquid path 58b. A pressure sensor Pp is provided on the downstream side of the liquid path 58b. The pressure sensor Pp has a function of detecting the hydraulic pressure on the downstream side that is on the wheel cylinders 32FR, 32RL, 32RR, and 32FL side of the first shutoff valve 60b on the first liquid path 58b.

  Between the master cylinder 34 and the connection port 20a, a pressure sensor Pm is disposed on the upstream side of the second fluid path 58a, and a normally open type (normally open) is disposed on the downstream side of the second fluid path 58a. A second shut-off valve 60a composed of an open type solenoid valve is provided. The pressure sensor Pm has a function of detecting the upstream hydraulic pressure on the master cylinder 34 side of the second shutoff valve 60a on the second fluid path 58a.

The normal open in the first shutoff valve 60b and the second shutoff valve 60a refers to a valve configured such that the normal position (the position of the valve body when not energized) is in the open position (normally open). .
In FIG. 1, the first shut-off valve 60 b and the second shut-off valve 60 a respectively show valve closed states in which solenoids are energized and valve bodies (not shown) are activated.

A branch liquid path 58c branched from the first liquid path 58b is provided in the first liquid path 58b between the master cylinder 34 and the first cutoff valve 60b. A third shut-off valve 62 composed of a normally closed type (normally closed type) solenoid valve and a stroke simulator 64 are connected in series to the branch liquid path 58c. The normal close in the third shutoff valve 62 refers to a valve configured such that the normal position (the position of the valve body when not energized) is in the closed position (normally closed).
In FIG. 1, the third shut-off valve 62 shows a valve open state in which a solenoid (not shown) is actuated by energizing a solenoid.

  The stroke simulator 64 is a device that simulates a reaction force and a stroke corresponding to the stroke of the brake during the by-wire control, and makes the driver feel as if the braking force is generated by a pedaling force. . The stroke simulator 64 is disposed on the first liquid passage 58b and closer to the master cylinder 34 than the first shutoff valve 60b. The stroke simulator 64 is provided with a hydraulic chamber 65 that communicates with the branch liquid passage 58c. The brake fluid led out from the first hydraulic chamber 56b of the master cylinder 34 can be absorbed through the hydraulic chamber 65.

  The stroke simulator 64 includes first and second return springs 66a and 66b arranged in series with each other, and a simulator piston 68 biased through the first and second return springs 66a and 66b. . The spring constant of the first return spring 66a is set higher than the spring constant of the second return spring 66b. When setting the spring constants of the first and second return springs 66a and 66b, the feeling generated when the brake pedal 12 is depressed is equivalent to the feeling by the master cylinder having the existing configuration. To.

  The fluid path is roughly divided from a first hydraulic system (corresponding to the “first system” of the present invention) 70b and a second hydraulic system (corresponding to the “second system” of the present invention) 70a. Composed. The first hydraulic system 70b has a function of communicating and connecting the first hydraulic chamber 56b of the master cylinder 34 and the plurality of wheel cylinders 32RR and 32FL. On the other hand, the second hydraulic system 70a has a function of communicating and connecting the second hydraulic chamber 56a of the master cylinder 34 and the plurality of wheel cylinders 32FR, 32RL.

  The first hydraulic system 70 b includes a first fluid path 58 b that connects the output port 54 b of the master cylinder 34 (cylinder tube 38) and the connection port 20 b in the input device 14, the connection port 20 b of the input device 14, and the VSA device 18. Piping tube connecting the introduction port 26b, piping tube connecting the branch port 20d of the input device 14 and the output port 24b of the motor cylinder device 16, and outlet ports 28c and 28d of the VSA device 18 and each wheel cylinder 32RR, Each has a tube for connecting to 32FL.

  The second hydraulic system 70 a includes a second fluid path 58 a that connects the output port 54 a of the master cylinder 34 (cylinder tube 38) and the connection port 20 a in the input device 14, the connection port 20 a of the input device 14, and the VSA device 18. A piping tube connecting the introduction port 26a, a piping tube connecting the branch port 20c of the input device 14 and the output port 24a of the motor cylinder device 16, and the outlet ports 28a and 28b of the VSA device 18 and each wheel cylinder 32FR, Each has a piping tube for connecting 32RL.

  Thus, since the fluid path is configured including the first hydraulic system 70b and the second hydraulic system 70a, each wheel cylinder 32RR, 32FL and each wheel cylinder 32FR, 32RL are independently operated, Mutually independent braking forces can be generated.

  The motor cylinder device 16 includes a power transmission mechanism 74 having an electric motor (corresponding to an “actuator” of the present invention) 72 and a driving force transmission unit 73, and a cylinder mechanism 76 biased by the power transmission mechanism 74. . The electric motor 72, the driving force transmission unit 73, and the cylinder mechanism 76 are provided in a separable manner.

  The driving force transmission unit 73 of the power transmission mechanism 74 includes a gear mechanism (deceleration mechanism) 78 that transmits the rotational driving force of the electric motor 72 and a cylinder that converts this rotational driving force into linear motion (axial force in a linear direction). It has a ball screw structure (conversion mechanism) 80 that transmits to the first and second slave pistons 88b, 88a side of the mechanism 76.

  The electric motor 72 is, for example, a servo motor that is driven and controlled based on a control signal (electric signal) from a control unit (not shown). The electric motor 72 is disposed above the power transmission mechanism 74. By adopting such an arrangement, it is possible to suitably avoid a situation in which oil components such as grease in the driving force transmission unit 73 enter the electric motor 72 due to the gravitational action.

The ball screw structure 80 includes a ball screw shaft (rod) 80a whose one end along the axial direction contacts the second slave piston 88a of the cylinder mechanism 76, and a helical shape formed on the outer peripheral surface of the ball screw shaft 80a. A plurality of balls 80b that roll along the thread groove, a substantially cylindrical nut member 80c that is fitted in a ring gear of the gear mechanism 78, rotates together with the ring gear, and is screwed into the ball 80b; The nut member 80c includes a pair of ball bearings 80d that rotatably support one end side and the other end side along the axial direction.
The nut member 80c is, for example, press-fitted and fixed to the inner diameter surface of the ring gear of the gear mechanism 78.

  The driving force transmission unit 73 converts the rotational driving force of the electric motor 72 transmitted through the gear mechanism 78 into the nut member 80c, and then converts it into a linear axial force (linear motion) by the ball screw structure 80. The ball screw shaft 80a has a function of moving forward and backward along the axial direction.

The motor cylinder device 16 transmits the driving force of the electric motor 72 to the first slave piston 88b and the second slave piston 88a of the cylinder mechanism 76 via the driving force transmission unit 73, and the first slave piston 88b and the second slave piston. It has a function of generating brake fluid pressure by driving the piston 88a forward.
In the following description, the displacement of the first slave piston 88b and the second slave piston 88a in the direction of the arrow X1 (see FIG. 1) is “forward”, and the displacement in the direction of the arrow X2 (see FIG. 1) is “backward”. ". The arrow X1 may indicate “front”, and the arrow X2 may indicate “rear”.

  The cylinder mechanism 76 has a bottomed cylindrical cylinder main body 82 and a second reservoir 84 attached to the cylinder main body 82, and includes two pistons (a first slave piston 88 b and a second slave piston in the cylinder main body 82. 88a) is composed of a tandem type arranged in series. The second reservoir 84 is connected to the first reservoir 36 attached to the master cylinder 34 of the input device 14 by a piping tube 86, and the brake fluid stored in the first reservoir 36 is passed through the piping tube 86 to the second reservoir 84. 84 is provided so as to be supplied in the inside.

  The cylinder mechanism 76 is configured by integrally assembling peripheral components including the first slave piston 88b and peripheral components including the second slave piston 88a. And a second piston mechanism. The first piston mechanism and the second piston mechanism are configured to be integrally assembled so as to partially overlap each other via a connecting pin 79.

  The first piston mechanism is related to a first slave piston 88b disposed so as to face the first hydraulic chamber 98b in front of the cylinder body 82 and a through hole 91 formed at an intermediate portion of the first slave piston 88b. In combination, the stopper pin 102 that restricts the moving range of the first slave piston 88b is disposed between the first slave piston 88b and the side end (bottom wall) of the cylinder body 82, and the first slave piston 88b It has the 1st spring 96b pressed toward back (arrow X2 direction).

  The second piston mechanism includes a second slave piston 88a, a first slave piston 88b, and a second slave piston arranged to face the second hydraulic chamber 98a behind the first slave piston 88b (in the direction of the arrow X2). 88a, and a second spring 96a that urges the first slave piston 88b and the second slave piston 88a away from each other.

  A long hole 107 through which the connecting pin 79 is inserted is formed in the shaft portion 105 in front of the second slave piston 88a. The long hole 107 is formed so as to extend along the axial direction of the second slave piston 88a, and is formed so as to penetrate in a direction orthogonal to the axial direction. The connecting pin 79 inserted through the long hole 107 regulates the separation position between the first slave piston 88b and the second slave piston 88a and regulates the initial position of the second slave piston 88a.

  The second slave piston 88a is disposed in the vicinity of the ball screw structure 80, contacts the one end of the ball screw shaft 80a, and is integrated with the ball screw shaft 80a in the direction indicated by the arrow X1 or in the direction indicated by the arrow X2. It is provided to be displaced. The first slave piston 88b is disposed at a position farther from the ball screw structure 80 side than the second slave piston 88a.

  A first back chamber 94b and a second back chamber 94a communicating with reservoir ports 92a and 92b described later are formed on the outer peripheral surfaces of the first and second slave pistons 88b and 88a, respectively.

  The cylinder body 82 of the cylinder mechanism 76 is provided with two reservoir ports 92a and 92b and two output ports 24a and 24b. The reservoir port 92a (92b) communicates with a reservoir chamber (not shown) in the second reservoir 84.

  Further, in the cylinder body 82, a first hydraulic pressure chamber 98b for controlling the brake hydraulic pressure output from the output port 24b to the wheel cylinders 32RR, 32FL side, and the output port 24a, output to the wheel cylinders 32FR, 32RL side. And a second hydraulic pressure chamber 98a for controlling the brake hydraulic pressure.

The first slave piston 88b engages with a through hole 91 that penetrates in a direction substantially orthogonal to the axis of the first slave piston 88b, restricts the sliding range of the first slave piston 88b, and controls the second slave piston 88a. A stopper pin 102 is provided to prevent over-return to the side. For example, even if a failure occurs in the second hydraulic system 70a during backup when braking with the brake hydraulic pressure generated in the master cylinder 34 by the stopper pin 102, the first hydraulic system 70b is reached. It does not affect that.
The stopper pin 102 is inserted from the opening of the reservoir port 92 b and is locked by a locking hole formed in the cylinder body 82.

  As the VSA device 18, a known configuration can be adopted as appropriate. Specifically, the VSA device 18 includes, for example, a first brake system 110b and a second brake system 110a. The first brake system 110b has a function of controlling the first hydraulic system 70b connected to the disc brake mechanisms 30c and 30d (the wheel cylinder 32RR and the wheel cylinder 32FL) of the right rear wheel and the left front wheel. On the other hand, the second brake system 110a has a function of controlling the second hydraulic system 70a connected to the disc brake mechanisms 30a and 30b (the wheel cylinder 32FR and the wheel cylinder 32RL) of the right front wheel and the left rear wheel.

  The second brake system 110a is composed of a hydraulic system connected to a disc brake mechanism provided on the left front wheel and the right front wheel, and the first brake system 110b is a disc provided on the left rear wheel and the right rear wheel. A hydraulic system connected to the brake mechanism may be used. Further, the second brake system 110a includes a hydraulic system connected to a disc brake mechanism provided on the right front wheel and the right rear wheel on one side of the vehicle body, and the first brake system 110b includes the left front wheel and the left rear wheel on the vehicle body side. A hydraulic system connected to a disc brake mechanism provided on the wheel may be used.

  The first brake system 110b and the second brake system 110a have the same structure. For this reason, the same reference numerals are assigned to the corresponding parts in the first brake system 110b and the second brake system 110a, and the description of the first brake system 110b is focused on the description of the second brake system 110a. Will be added in parentheses.

  The second brake system 110a (first brake system 110b) has a first common liquid path 112 and a second common liquid path 114 that are common to the wheel cylinders 32FR and 32RL (32RR and 32FL).

  The VSA device 18 includes a regulator valve 116 including a normally open type solenoid valve disposed between the introduction port 26a (introduction port 26b) and the first common liquid path 112, and an introduction port disposed in parallel with the regulator valve 116. Allow the brake fluid to flow from the 26a side (introduction port 26b side) to the first common fluid path 112 side (block the brake fluid from the first common fluid path 112 side to the introduction port 26a side) A check valve 118, a first in valve 120 including a normally open type solenoid valve disposed between the first common liquid path 112 and the first outlet port 28a (fourth outlet port 28d); The first common liquid passage 112 is arranged in parallel from the first outlet port 28a side (fourth outlet port 28d side). The second check valve 122, the first common liquid path 112, the second common check path 112, the second common check path 112, and the second check valve 122. A second in valve 124 composed of a normally open type solenoid valve disposed between the outlet port 28b (third outlet port 28c) and the second outlet valve 28b side (third outlet) arranged in parallel with the second inlet valve 124. The third check valve allows the brake fluid to flow from the port 28c side) to the first common fluid path 112 side (blocks the brake fluid from the first common fluid path 112 side to the second outlet port 28b side). 126.

  The VSA device 18 includes a first out valve 128 including a normally closed type solenoid valve disposed between the first outlet port 28a (fourth outlet port 28d) and the second common liquid path 114, and a second outlet valve 128. A second out valve 130 comprising a normally closed solenoid valve disposed between the outlet port 28b (third outlet port 28c) and the second common liquid path 114, and a reservoir connected to the second common liquid path 114 132, and between the first common liquid path 112 and the second common liquid path 114, the flow of the brake fluid from the second common liquid path 114 side to the first common liquid path 112 side is permitted. The fourth check valve 134, the fourth check valve 134, and the first common liquid path 112, which inhibits the flow of brake fluid from the common liquid path 112 side to the second common liquid path 114 side. A pump 136 that is disposed between the second common liquid path 114 and the first common liquid path 112 to supply brake fluid, a suction valve 138 and a discharge valve 140 that are provided before and after the pump 136, and drives the pump 136. And a suction valve 142 made up of a normally closed solenoid valve disposed between the second common liquid path 114 and the introduction port 26a (introduction port 26b).

  In the second brake system 110a, the brake fluid pressure output from the output port 24a of the motor cylinder device 16 and controlled by the second fluid pressure chamber 98a of the motor cylinder device 16 is detected on the fluid path close to the introduction port 26a. A pressure sensor Ph is provided. Detection signals detected by the pressure sensors Pm, Pp, and Ph are supplied to the ECU 307.

[Configuration of Periphery of Stroke Sensor 202 as a Component of Vehicle Brake Device 10]
Next, the peripheral configuration of the stroke sensor 202, which is one component of the vehicle brake device 10 according to the embodiment of the present invention, will be described with reference to FIGS. FIG. 2 is a perspective view illustrating a state in which the stroke sensor 202 is attached to the brake pedal 12. FIG. 3 is an exploded perspective view showing an assembled state of the brake pedal 12, the bracket 206, and the stroke sensor 202.

As shown in FIG. 2, the brake pedal 12 is pivotally supported with respect to a bracket 206 fixed to a dashboard (not shown) in the vehicle interior. The bracket 206 is divided into an upper bracket 206a that covers the stroke sensor 202 and a lower bracket 206b that is fixed to the dashboard.
In the following description, when both the upper bracket 206a and the lower bracket 206b are generically referred to, they may be simply referred to as the bracket 206.
In this embodiment, the bracket 206 is configured by being divided into the upper bracket 206a and the lower bracket 206b. However, the bracket 206 may be a single bracket 206 integrally formed with the upper bracket 206a and the lower bracket 206b. Good.

  As shown in FIG. 2, the brake pedal 12 includes a pedal arm portion 200 that is depressed by a driver and a pedal rotation that is pivotally attached to the lower bracket 206b and pivotally supports the upper end of the pedal arm portion 200. A moving shaft 208, a substantially arc-shaped auxiliary arm 210 that is fixed to the upper end of the pedal arm unit 200 and rotates integrally with the pedal arm unit 200, and an extension of the auxiliary arm 210 that is fixed to the upper end of the auxiliary arm 210. And a pin 212 protruding in a direction substantially orthogonal to the direction (stroke sensor 202 side).

  As shown in FIGS. 2 and 3, the pedal rotation shaft 208 is fixed to the lower bracket 206b at one end and cantilevered, and the rod 208a is externally fitted to the rod 208a. And a cylindrical body 208b that slides in the circumferential direction along the outer peripheral surface. The upper end of the pedal arm unit 200 and the lower end of the auxiliary arm 210 are fixed to the cylindrical body 208b by welding or the like, for example. Thereby, the pedal arm part 200 and the auxiliary arm 210 can be rotated about the rod 208a as the rotation center O1.

  A stroke sensor (pedal operation amount detection unit) 202 that detects a stroke (pedal stroke) of the tread surface 200a of the pedal arm unit 200 is provided inside the upper bracket 206a.

  For example, the stroke sensor 202 composed of a rotary encoder constitutes a sensor main body 214 and a sensor arm (a part of the sensor main body) provided so as to be rotatable with respect to the sensor main body 214 around the sensor rotation shaft 216 as a rotation center O2. ) 218, a fixing portion 220 that fixes the sensor main body 214 to the bracket 206, and a pair of protrusions 222 that are arranged symmetrically with the rotation center O 2 of the sensor arm 218 interposed therebetween. The ends of the pair of protrusions 222 are inserted into a pair of positioning holes 224 (see FIG. 3) formed in the bracket 206, so that the stroke sensor 202 is positioned and fixed at a predetermined position of the bracket 206. .

  The stroke sensor 202 is fixed to the bracket 206 with a pair of bolts 242 so as to be adjacent to the pedal rotation shaft 208. That is, as shown in FIG. 3, the bolts 242 are fastened by screwing a pair of bolts 242 through the insertion holes 244 formed in the bracket 206 and into the fastening holes 246 formed in the fixing portion 220. .

  As shown in FIG. 3, the sensor arm 218 included in the stroke sensor 202 has a pair of branch portions 254 that branch into two branches and extend substantially in parallel like a scissors of a heel. Between the pair of branch portions 254, a guide groove 256 is provided that extends in a radially outward direction from the sensor rotation shaft 216 and has a linear shape. A pin 212 fixed to the auxiliary arm 210 is slidably engaged with the guide groove 256. The sensor arm 218 corresponds to the “linking member” of the present invention.

  A return spring (not shown) is engaged with the pin 212. The pedal arm portion 200 is returned to the initial position by the spring force of the return spring. Similarly, a return spring (not shown) is also engaged with the sensor arm 218. In short, the sensor arm 218 is urged in the return direction RTN (see FIG. 4) toward the return position 311 shown in FIG. The urging force in the return direction RTN causes the sensor arm 218 to return to the return position 311 as shown in FIG.

  However, the sensor arm 218 is in an initial state 312 shown in FIG. 4 in a normal state where there is no failure in which the linkage between the brake pedal 12 and the stroke sensor 202 is not generated and the brake pedal 12 is not operated. Positioned on.

  When the brake pedal 12 is depressed by the driver, the pedal arm unit 200 rotates forward (in the direction of the arrow X1) with the pedal rotation shaft 208 as the rotation center O1 against the spring force of the return spring. In conjunction with the rotation of the pedal arm unit 200, the auxiliary arm 210 fixed to the upper end of the pedal arm unit 200 rotates backward (in the direction of the arrow X2) about the pedal rotation shaft 208 as the rotation center O1. In conjunction with the rotation of the auxiliary arm 210, the pin 212 fixed to the auxiliary arm 210 presses the guide groove 256 of the branch portion 254. In conjunction with the pressing by the pin 212, the sensor arm 218 rotates about the sensor rotation shaft 216 as the rotation center O2.

  As a result, the stroke sensor 202 outputs an electric (voltage) signal having an output characteristic that increases as the rotation angle (brake operation amount) of the sensor arm 218 increases. In short, the stroke sensor 202 can detect the stroke of the brake pedal 12 by outputting an electric (voltage) signal corresponding to the rotation angle (brake operation amount) of the sensor arm 218.

[About the operation range of the sensor arm 218 of the stroke sensor 202]
Next, the operation range of the sensor arm 218 included in the stroke sensor 202 will be described with reference to FIG. FIG. 4 is a diagram for explaining the operating range of the sensor arm 218 of the stroke sensor 202 and the failure in which the linkage between the brake pedal 12 and the stroke sensor 202 is disengaged.

  An operation range in which the sensor arm 218 can rotate is set in the sensor arm 218 of the stroke sensor 202. The operating range of the sensor arm 218 is defined by a return position 311 and an end position 313 as shown in FIG.

On the other hand, the brake pedal 12 has an operating range in which the pedal arm unit 200 can stroke. Corresponding to the operation range of the pedal arm unit 200, a first operation range 321 for detecting the stroke of the pedal arm unit 200 is preset in the sensor arm 218 of the stroke sensor 202. The first operating range 321 corresponding to the “usable area” of the present invention is defined by an initial position 312 and an end position 313 as shown in FIG.
Here, the usable area means an operation range (first operation range 321) of the sensor arm 218 corresponding to an operation range in which the pedal arm unit 200 can stroke.

  Therefore, the operation range of the sensor arm 218 is set wider than the first operation range (usable region) 321 by a second operation range (failure region) 323 described below.

  As shown in FIG. 4, a second operation range 323 is set in advance in the sensor arm 218 of the stroke sensor 202 in order to detect the occurrence of a failure in which the linkage between the brake pedal 12 and the stroke sensor 202 is disengaged. Is done. The second operation range 323 corresponding to the “failure area” of the present invention is defined by a return position 311 and an initial position 312 as shown in FIG.

[About failure where the linkage between the brake pedal 12 and the stroke sensor 202 is disengaged]
Next, the failure of the linkage between the brake pedal 12 and the stroke sensor 202 will be described with reference to FIG.

  The failure of the mechanical linkage between the brake pedal 12 and the stroke sensor 202 is typically caused by the engagement between the pin 212 and the sensor arm 218 being disengaged. As a mode in which the engagement between the pin 212 and the sensor arm 218 is disengaged, a mode in which one of the pair of branch portions 254 included in the sensor arm 218 is broken (see FIG. 4), or the pin 212 fixed to the auxiliary arm 210 is the sensor. A mode in which the arm 218 is detached from the guide groove 256 can be exemplified.

  Incidentally, the pin 212 operates in conjunction with the brake pedal 12. For this reason, the pin 212 substantially constitutes a part of the brake pedal 12. The sensor arm 218 has a function of transmitting the operation of the pin 212 to the stroke sensor 202. For this reason, the sensor arm 218 substantially constitutes a part of the stroke sensor 202.

  Therefore, the above-described aspect in which the pin 212 and the sensor arm 218 are disengaged can be paraphrased (identified) as a failure in which the linkage between the brake pedal 12 and the stroke sensor 202 is disengaged.

  If the branching portion 254 of the sensor arm 218 breaks (see FIG. 4) and the brake pedal 12 and the stroke sensor 202 are disengaged, the sensor arm 218 becomes usable by the action of the return spring described above. It deviates from the region 321 to the failure region 323 side and quickly returns to the return position 311 side. At this time, the stroke sensor 202 outputs a voltage signal corresponding to the rotation angle (brake operation amount) of the sensor arm 218. In response to this, the failure determination unit (see FIG. 5) 331 determines whether or not a failure has occurred in which the linkage between the brake pedal 12 and the stroke sensor 202 is released, as will be described in detail later.

[Peripheral configuration of ECU 307 included in vehicle brake device 10 according to the embodiment of the present invention]
Next, a peripheral configuration of the ECU 307 included in the vehicle brake device 10 according to the embodiment of the present invention will be described with reference to FIG. FIG. 5 is an explanatory diagram illustrating a peripheral configuration of the ECU 307 included in the vehicle brake device 10.

  As shown in FIG. 5, the ECU 307 included in the vehicle hydraulic pressure generator 10 according to the embodiment of the present invention includes the ignition key switch 301, the stroke sensor 202, the first cutoff valve 60 b, and the second cutoff valve. 60a and a third shut-off valve 62 are connected.

  The ignition key switch 301 is a switch operated when power is supplied to each part of the vehicle from a battery (not shown). When the ignition key switch 301 is turned on, power is supplied to the ECU 307 so that the ECU 307 is activated.

The stroke sensor 202 has a function of detecting the stroke of the brake pedal 12 by outputting an electric (voltage) signal corresponding to the amount of operation of the brake pedal 12 (rotation angle of the sensor arm 218) by the driver. An electric (voltage) signal corresponding to the operation amount of the brake pedal 12 detected by the stroke sensor 202 is sent to the ECU 307.
In the following description, “the operation amount of the brake pedal 12” may be abbreviated as “the brake operation amount”.

  As shown in FIG. 5, the ECU 307 includes a pedal operation amount acquisition unit 331, a failure determination unit 333, and a control unit 335.

  The ECU 307 is configured by a microcomputer including a CPU (Central Processing Unit), a ROM (Read Only Memory), a RAM (Random Access Memory), and the like. This microcomputer reads and executes a program and data stored in the ROM, and opens the pedal operation amount acquisition function, the failure determination function, and the first to third shut-off valves 60b, 60a, 62 of the ECU 307. / Operates to perform execution control related to various functions including a closing control function.

  The pedal operation amount acquisition unit 331 has a function of acquiring information related to the rotation angle (brake operation amount) of the sensor arm 218 transmitted from the stroke sensor 202. The information related to the brake operation amount acquired by the pedal operation amount acquisition unit 331 is executed by the failure determination unit 333 to determine whether or not a failure has occurred in which the linkage between the brake pedal 12 and the stroke sensor 202 has been removed. Referenced when.

  The failure determination unit 333 determines that the linkage between the brake pedal 12 and the stroke sensor 202 is based on information related to the brake operation amount acquired by the pedal operation amount acquisition unit 331 (output characteristic value related to the operation amount of the pedal arm unit 200). Judgment of falling off is performed. Specifically, as will be described in detail later, in the failure determination unit 333, the rotation position of the sensor arm 218 is changed from the first operation range (available region) 321 to the second operation range (failure region) 323. When the output characteristic value of the brake operation amount becomes less than a predetermined threshold value by deviating to the side, a configuration is adopted in which it is determined that the failure has occurred.

  Note that the output characteristic of the brake operation amount in the second operation range (failure area) 323 is set steeper (see FIG. 6) than the output characteristic in the first operation range (usable area) 321. . The steep output characteristics in this “failure region” will be described in detail later, and play an important role in early detection of the occurrence of a failure in which the linkage between the brake pedal 12 and the stroke sensor 202 is disengaged.

  The control unit 335 has a function of performing opening / closing control of the first to third shut-off valves 60b, 60a, 62 based on the determination result relating to the occurrence of failure in which the linkage between the brake pedal 12 and the stroke sensor 202 is disengaged. Specifically, for example, when the driver steps on the brake pedal 12 in the event of an abnormality such as the occurrence of a failure in which the linkage between the brake pedal 12 and the stroke sensor 202 is disengaged, the control unit 335 detects the existing hydraulic brake system. Control to activate.

  More specifically, the control unit 335 determines that the failure determination unit 333 determines that a failure has occurred in which the linkage between the brake pedal 12 and the stroke sensor 202 has been disengaged. Control is performed so that the shut-off valves 60a are opened, and the third shut-off valve 62 is closed. Thereby, the brake hydraulic pressure generated in the master cylinder 34 is transmitted to the disc brake mechanisms 30a to 30d (wheel cylinders 32FR, 32RL, 32RR, 32FL), and the disc brake mechanisms 30a to 30d (wheel cylinders 32FR, 32RL, 32RR, 32FL) is activated.

[Output characteristics of brake operation amount]
Next, output characteristics of the brake operation amount will be described with reference to FIG. FIG. 6 is an explanatory diagram showing the output characteristics of the brake operation amount in which the rotation angle of the sensor arm 218 is taken on the horizontal axis and the output voltage of the stroke sensor 202 is taken on the vertical axis. In FIG. 6, the output characteristics of the brake operation amount in each of the first operation range (available region) 321 and the second operation range (failure region) 323 are shown in comparison.

  Both the first operation range (available region) 321 and the second operation range (failure region) 323 increase as the rotation angle (brake operation amount) of the sensor arm 218 increases as shown in FIG. It has a linearly rising output characteristic (may be non-linear).

It should be noted here that there is a switching unit in the output characteristics of the brake operation amount. That is, the linear output characteristic of the brake operation amount in the second operation range (failure region) 323 (see FIG. 4) (the portion where the rotation angle of the sensor arm 218 shown in FIG. 6 is a0 to a2) is A first operating range (usable region) 321 (see FIG. 4) with a boundary portion with the failure region (a portion where the rotation angle of the sensor arm 218 shown in FIG. 6 is a2 and the output voltage is Va2). ) Is set steeper than the linear output characteristic of the brake operation amount (the rotation angle of the sensor arm 218 shown in FIG. 6 is a2 to a3).
In short, the switching unit for the output characteristic of the operation amount related to the brake pedal 12 is set corresponding to the boundary part a2 between the usable area and the failed area.

  In the first operating range (usable region) 321, a portion where the rotation angle of the sensor arm 218 is a3 and the output voltage is Va3 is a terminal position where the brake pedal 12 is fully depressed (see FIG. 4) 313. Corresponding to Further, at the boundary part a2 between the usable area and the failed area, the part where the rotation angle of the sensor arm 218 is a2 and the output voltage is Va2 is the initial position where the brake pedal 12 is not depressed (see FIG. 4). 312).

  In the second operating range (failure region) 323, the portion where the rotation angle of the sensor arm 218 is a0 and the output voltage is Va0 (zero potential) is the return position of the sensor arm 218 (see FIG. 4). ) 311.

In the second operating range (failure region) 323, a portion where the rotation angle of the sensor arm 218 is a1 and the output voltage is Va1 (corresponding to the “threshold” of the present invention) is the portion of the sensor arm 218. This corresponds to the position for detecting the rotational movement toward the return side (intermediate position of the second movement range 323 shown in FIG. 4).
The threshold value Va1 is set with a sufficiently large margin with respect to the output voltage Va2 related to the boundary part a2. This is because if the margin between the threshold value Va1 and the output voltage Va2 is small, the risk of erroneously detecting the occurrence of a failure in which the linkage between the brake pedal 12 and the stroke sensor 202 is mechanically increased increases.

[Basic operation of vehicle brake device 10]
First, the basic operation of the vehicle brake device 10 will be described with reference mainly to FIG.
During normal operation of the vehicle brake device 10, the first shut-off valve 60b and the second shut-off valve 60a, which are normally open solenoid valves, are excited regardless of whether or not the brake fluid pressure is generated in the master cylinder 34. Then, the valve is closed, and the third shut-off valve 62 composed of a normally closed solenoid valve is excited to open the valve.

  Therefore, since the first hydraulic pressure system 70b and the second hydraulic pressure system 70a are shut off by the first shut-off valve 60b and the second shut-off valve 60a, the brake hydraulic pressure generated in the master cylinder 34 of the input device 14 is applied to the disc brake mechanism. It is not transmitted to the wheel cylinders 32FR, 32RL, 32RR, 32FL of 30a to 30d. This is because when the vehicle brake device 10 is normally operated, an electric brake system by the motor cylinder device 16 is actually operated.

  At this time, when a brake fluid pressure is generated in the first fluid pressure chamber 56b of the master cylinder 34, the generated brake fluid pressure is transmitted through the branch fluid passage 58c and the third shut-off valve 62 in the valve open state to the stroke simulator 64. The reaction force is transmitted to the hydraulic pressure chamber 65. When the simulator piston 68 is displaced against the spring force of the first and second return springs 66a and 66b by the brake hydraulic pressure supplied to the reaction force hydraulic pressure chamber 65, the stroke of the brake pedal 12 is allowed. At the same time, a pseudo pedal reaction force is created and fed back to the brake pedal 12. As a result, it is possible to obtain a braking operation feeling that is comfortable for the driver.

  In such a system state, when the ECU 307 (see FIG. 5) detects the depression of the brake pedal 12 by the driver, the ECU 307 drives the electric motor 72 of the motor cylinder device 16 and uses the driving force of the electric motor 72 as a power transmission mechanism. 74, the first slave piston 88b and the second slave piston 88a are displaced in the direction of arrow X1 in FIG. 1 against the spring force of the first spring 96b and the second spring 96a. Due to the displacement of the first slave piston 88b and the second slave piston 88a, the brake fluid pressure in the first fluid pressure chamber 98b and the second fluid pressure chamber 98a is pressurized to generate a desired brake fluid pressure. .

  The brake hydraulic pressure in the first hydraulic pressure chamber 98b and the second hydraulic pressure chamber 98a in the motor cylinder device 16 is supplied to the disc brake mechanism 30a via the first and second inlet valves 120 and 124 in the valve open state of the VSA device 18. To 30d wheel cylinders 32FR, 32RL, 32RR, 32FL, and the wheel cylinders 32FR, 32RL, 32RR, 32FL are operated to apply a desired braking force to each wheel.

  In short, in the vehicle brake device 10, when the driver steps on the brake pedal 12 during normal operation of the ECU 307 (see FIG. 5) that controls the motor cylinder device 16 and the by-wire, a so-called brake-by-wire system is used. The brake system is activated. Specifically, in the vehicle brake device 10 during normal operation, when the driver steps on the brake pedal 12, the first cutoff valve 60b and the second cutoff valve 60a are disc brakes that brake the master cylinder 34 and each wheel. The disc brake mechanisms 30a to 30d are operated using the brake hydraulic pressure generated by the motor cylinder device 16 in a state where the communication with the mechanisms 30a to 30d (wheel cylinders 32FR, 32RL, 32RR, 32FL) is cut off.

  On the other hand, in the vehicle brake device 10, the driver steps on the brake pedal 12 when the motor cylinder device 16 or the control unit is inoperative or when an abnormality occurs such as when the brake pedal 12 and the stroke sensor 202 are not linked. And the existing hydraulic brake system becomes active. Specifically, in the vehicle brake device 10 at the time of abnormality, when the driver steps on the brake pedal 12, the first cutoff valve 60b and the second cutoff valve 60a are opened, and the third cutoff valve 62 is set. Is closed, the brake fluid pressure generated in the master cylinder 34 is transmitted to the disc brake mechanisms 30a to 30d (wheel cylinders 32FR, 32RL, 32RR, 32FL), and the disc brake mechanisms 30a to 30d (wheel cylinders 32FR, 32RL, 32RR, 32FL) are activated.

[Operation of vehicle brake device 10 when failure occurs]
Next, the operation of the vehicle brake device 10 when a failure occurs will be described with reference to FIGS. 4 to 6 as appropriate.
Assume that a failure has occurred in which the linkage between the brake pedal 12 and the stroke sensor 202 is disengaged. Then, as shown in FIGS. 4 and 6, the sensor arm 218 deviates from the usable region 321 to the failure region 323 side by the action of the return spring acting on the sensor arm 218, and to the return position 311 side. Return.

  At this time, the stroke sensor 202 outputs a voltage signal having an output characteristic (see FIG. 6) corresponding to the rotation angle (brake operation amount) of the sensor arm 218. The pedal operation amount acquisition unit 331 (see FIG. 5) acquires information related to the rotation angle (brake operation amount) of the sensor arm 218 from the stroke sensor 202, and the information related to the acquired brake operation amount is determined as a failure determination unit (FIG. 5). 5)) to 331. In response to this, the failure determination unit (see FIG. 5) 331 determines whether or not a failure has occurred in which the linkage between the brake pedal 12 and the stroke sensor 202 has been released based on information related to the brake operation amount.

  When determining the failure, the failure determination unit 333 causes the rotation position of the sensor arm 218 to deviate from the first operation range (available region) 321 to the second operation range (failure region) 323 side. Thus, when the output characteristic value (output voltage value: mV) of the brake operation amount becomes less than a predetermined threshold value (see Va1 in FIG. 6), it is determined that the failure has occurred.

  Here, the output characteristic of the brake operation amount in the second operation range (failure area) 323 is steeper than the output characteristic in the first operation range (usable area) 321 (see “failure” shown in FIG. 6). The output characteristic of the brake operation amount in the region "is set in comparison with the output characteristic of the brake operation amount according to the prior art).

  Therefore, the amount of rotation of the sensor arm 218 when the sensor arm 218 returns to the threshold value on the return position 311 side (see Va1 in FIG. 6) by the action of the return spring acting on the sensor arm 218 (deviation of the rotation angle). ) Is the same, the output characteristic value of the brake operation amount according to the present embodiment dynamically changes as compared with the output characteristic of the brake operation amount according to the related art. The failure determination unit 333 can detect the occurrence of the failure in which the linkage between the brake pedal 12 and the stroke sensor 202 is disengaged early in time by capturing the dynamic change in the output characteristic value of the brake operation amount. .

[Effects of the vehicle brake device 10 according to the embodiment of the present invention]
Next, the effect of the vehicle brake device 10 according to the embodiment of the present invention will be described.
In the vehicle brake device 10 according to the embodiment of the present invention, the failure determination unit 333 causes the position of the sensor arm (linkage member) 218 to deviate from the available region 321 toward the failure region 323 side. When the output characteristic value of the operation amount related to the pedal member) 12 is less than a predetermined threshold (see “Va1” in FIG. 6), the brake pedal (pedal member) 12 and the stroke sensor (pedal operation amount detection unit) A determination is made that a failure has occurred in which the linkage between 202 has been lost.

According to the vehicle brake device 10 according to the embodiment of the present invention, the output characteristic of the operation amount related to the brake pedal (pedal member) 12 in the failure area 323 is set steeper than the output characteristic in the available area 321. Therefore, even when a failure occurs in which the mechanical linkage between the brake pedal (pedal member) 12 and the stroke sensor (pedal operation amount detection unit) 202 is disengaged, the failure is detected early. Can do.
Furthermore, according to the vehicle brake device 10 according to the embodiment of the present invention, the necessary space for the rotation of the sensor arm (linking member) 218 in the failure region 323 can be reduced as compared with the related art. Therefore, it is possible to expect the effect of extending the degree of freedom of design.

  In addition, according to the vehicle brake device 10 according to the embodiment of the present invention, the switching unit for the output characteristic of the operation amount related to the brake pedal (pedal member) 12 is located at the boundary between the usable region 321 and the failure region 323. Since it is set correspondingly, it is possible to accurately detect the timing of the occurrence of the failure and to detect the failure early and reliably.

  Further, according to the vehicle brake device 10 according to the embodiment of the present invention, the output characteristic of the operation amount related to the brake pedal (pedal member) 12 is a linearly increasing right shoulder that increases as the operation amount increases. The threshold value (see “Va1” in FIG. 6) is an output characteristic, and a positive voltage value is set. Therefore, even if a power supply abnormality to the vehicle brake device 10 occurs, this power Occurrence of supply abnormality can be grasped easily and accurately.

Further, in the vehicle brake device 10 according to the embodiment of the present invention, the control unit 335 determines that the first cutoff valve 60b and the second shut-off valve 60b and the second cutoff valve 333 when the failure determination unit 333 determines that a failure has occurred. Control is performed to open the shut-off valve 60a and close the third shut-off valve 62.
Therefore, according to the vehicle brake device 10 according to the embodiment of the present invention, the hydraulic backup brake system can be quickly activated even when a failure occurs in which the brake pedal 12 and the stroke sensor 202 are not linked. And a high level of fail-safety can be realized.

[Other Embodiments]
The plurality of embodiments described above show examples of realization of the present invention. Therefore, the technical scope of the present invention should not be limitedly interpreted by these. This is because the present invention can be implemented in various forms without departing from the gist or main features thereof.

9 Brake device for vehicle 10 Pedal device for vehicle 12 Brake pedal (pedal member)
16 slave cylinder 34 master cylinder 58b first fluid path 58a second fluid path 60b first shutoff valve 60a second shutoff valve 62 third shutoff valve 64 stroke simulator 72 electric motor (actuator)
202 Stroke sensor (operation amount detection unit)
218 Sensor arm (linkage member)
321 First operating range (available area)
323 Second operation range (failure area)
333 Failure determination unit 335 control unit Va1 threshold

Claims (4)

A pedal member operated in an available area defined by an initial position and an end position;
An operation range defined by the return position and the end position, which is wider than the usable area, is set, and is urged in the return direction from the end position toward the return position, and is linked to the operation of the pedal member. A linking member that operates
A pedal operation amount detection unit that includes the linkage member and outputs an electrical signal that exhibits an output characteristic value corresponding to the operation amount of the pedal member transmitted through the linkage member;
A failure judging unit for judging failure of association is out between the pedal operation amount the pedal member based on the output characteristic value of the detecting unit and the pedal operation amount detecting unit,
With
The failure determination unit outputs the pedal operation amount detection unit by causing the position of the linkage member to deviate from the available region to a failure region defined by the return position and the initial position. When the characteristic value is less than a predetermined threshold, a determination is made that the failure has occurred,
The linear output characteristic of the pedal operation amount detection unit in the failure area is set steeper than the linear output characteristic in the available area.
The pedal device for vehicles characterized by the above-mentioned. The pedal device for a vehicle according to claim 1,
The switching unit of the linear output characteristic of the pedal operation amount detection unit is set corresponding to a boundary portion between the available area and the failure area.
The pedal device for vehicles characterized by the above-mentioned. The pedal device for a vehicle according to claim 1 or 2,
The linear output characteristic of the pedal operation amount detecting unit is an output characteristic of the ever-increasing which increases with increasing the operation amount according to the pedal member,
The threshold value is set to a positive value.
The pedal device for vehicles characterized by the above-mentioned. A vehicle brake device including the vehicle pedal device according to any one of claims 1 to 3,
The pedal member is a brake pedal operated when braking the vehicle,
The pedal operation amount detection unit is a stroke sensor that detects a stroke of the brake pedal,
A master cylinder having a first hydraulic pressure chamber and a second hydraulic pressure chamber, and operating by depressing the brake pedal to generate brake hydraulic pressures of the first system and the second system;
A stroke simulator that receives the brake fluid pressure generated in the master cylinder and generates at least a reaction force corresponding to the amount of depression of the brake pedal;
A first fluid path connecting the first hydraulic chamber and the wheel cylinder belonging to the first system;
A second fluid path connecting the second fluid pressure chamber and the wheel cylinder belonging to the second system;
A first shut-off valve provided in the first fluid passage and capable of shutting off communication between the first hydraulic pressure chamber and the wheel cylinder belonging to the first system;
A second shut-off valve provided in the second fluid passage and capable of shutting off communication between the second hydraulic chamber and the wheel cylinder belonging to the second system;
A slave cylinder connected to the first fluid path and the second fluid path to generate a brake fluid pressure by a driving force of an actuator;
A branch liquid path that branches from the second liquid path and connects between the master cylinder and the stroke simulator;
A third shut-off valve provided in the branch liquid passage and capable of shutting off communication between the master cylinder and the stroke simulator;
A control unit that performs control to open the first shut-off valve and the second shut-off valve and close the third shut-off valve when the determination that the fault has occurred is made by the fault judgment unit; ,
A vehicle brake device further comprising:

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