JP6512550B2 - Brake device - Google Patents

Description

  The present invention relates to a brake device.

  Patent Document 1 discloses a technique for adjusting the inflow of the brake fluid into the stroke simulator so that the operation reaction force of the brake pedal changes in accordance with the driver's brake operation speed.

Unexamined-Japanese-Patent No. 2006-248473

However, in the above-mentioned prior art, for example, when the brake operation speed is high, the stroke increase amount is reduced, and the brake operation force is controlled to be delayed and increased. There was a risk that the performance could not be fully utilized and the responsiveness of the brake actuation force would be reduced.
An object of the present invention is to provide a brake device capable of realizing a pedal operation feel according to the deceleration of a vehicle while fully utilizing the response performance of the actuator.

  In the present invention, the inflow of the brake fluid into the stroke simulator is adjusted according to the deceleration of the vehicle.

  Therefore, the pedal operation feel according to the deceleration of the vehicle can be realized.

FIG. 1 is a view showing a braking system of a vehicle equipped with a brake system of a first embodiment. FIG. 1 is a view showing a brake device of a first embodiment. FIG. 7 is a flow chart showing the flow of the opening degree control of the stroke simulator out valve 12 executed by the control unit CU of the first embodiment. FIG. It is a figure which shows the relationship between the vehicle deceleration G and the vehicle deceleration equivalent stroke Sg. 7 is a time chart of a master pressure Pmc, a stroke S, a vehicle deceleration G, and a stroke simulator out valve drive request at the time of a sudden depression in the brake system of the first embodiment. 5 is a time chart of a master pressure Pmc, a stroke S, a vehicle deceleration G, and a stroke simulator out valve drive request at the time of spike stepping in the brake system of the first embodiment. FIG. 7 is a view showing a brake device of Example 2; FIG. 13 is a flow chart showing the flow of the opening degree control of the electromagnetic on-off valve 30 executed by the control unit CU of the second embodiment. FIG.

Example 1
FIG. 1 is a diagram showing a braking system of a vehicle equipped with the brake system of the first embodiment.
The valve unit BU and the pump unit PU operate based on a drive command from the control unit CU, and the wheel cylinder W / C (FL) for the left front wheel FL, the wheel cylinder W / C (RR) for the right rear wheel, the left rear The fluid pressure of the wheel cylinder W / C (RL) of the wheel RL and the wheel cylinder W / C (FR) of the right front wheel is increased or decreased or held. The control unit CU includes detection values of a stroke sensor 1, a master pressure sensor 2, a primary system pressure sensor 3, a secondary system pressure sensor 4 and a pump pressure sensor 5, which are provided in the valve unit BU, and the longitudinal acceleration sensor 6 The detected longitudinal acceleration and various information (such as wheel speeds) regarding the traveling state are input from the vehicle side. The control unit CU includes a brake operation state detection unit 28 that detects a brake operation state from the detection values of the stroke sensor 1 and the master pressure sensor 2. The control unit CU performs information processing in accordance with a built-in program based on the brake operation state, detection values of each sensor, and various information. The control unit CU generates a drive command for the valve unit BU and the pump unit PU according to the result of the information processing, and controls the brake fluid supplied to each wheel cylinder W / C.

FIG. 2 is a view showing the brake device of the first embodiment.
The brake system of the first embodiment includes a brake pedal BP, a valve unit BU, a pump unit PU, a reservoir tank RSV, and a control unit CU.
The brake pedal BP is provided with a stroke sensor 1 for detecting a driver's brake operation amount (stroke of the brake pedal BP).
The valve unit BU has a master cylinder M / C and a stroke simulator SS. Master cylinder M / C has primary fluid chamber 7a and secondary fluid chamber 7b, and brake fluid is supplied from reservoir tank RSV. When the brake pedal BP is depressed, brake fluid is output from the primary fluid chamber 7a to the primary system via the primary piston 7c. At the same time, the brake fluid is output from the secondary fluid chamber 7b to the secondary system via the secondary piston 7d. The primary fluid chamber 7a is connected to the wheel cylinders W / C of the left front wheel FL and the right rear wheel RR via an oil passage (first oil passage) 8a. The secondary fluid chamber 7b is connected to the wheel cylinder W / C of the left rear wheel RL and the right front wheel FR via the oil passage 8b. The oil passage 8a is provided with a primary system pressure sensor 3 for detecting a primary system pressure. The oil path 8b is provided with a secondary system pressure sensor 4 for detecting a secondary system pressure.

A primary cut valve 9a is provided on oil passage 8a to shut off between primary fluid chamber 7a and wheel cylinder W / C, and a secondary fluid chamber 7b and wheel cylinder W are provided on oil passage 8b. A secondary cut valve 9b is provided which shuts off the valve C./C. The primary cut valve 9a and the secondary cut valve 9b are both normally open solenoid valves.
Between the positive pressure chamber (first chamber) 10 a and the back pressure chamber (second chamber) 10 b of the stroke simulator SS, the brake fluid can not pass each other. The positive pressure chamber 10a is connected to an oil passage (second oil passage) 25a. The oil passage 25a is connected to the oil passage 8a at a position upstream of the primary cut valve 9a (on the side of the primary fluid chamber 7a). A master pressure sensor 2 for detecting a master pressure is provided at a connection position of the oil passage 8a and the oil passage 25a. The stroke simulator SS has a spring 10c in the back pressure chamber 10b, and generates an operation reaction force on the brake pedal BP according to the stroke of the piston 10d. The back pressure chamber 10b is connected to the oil passage 13a via the oil passage (third oil passage) 11a, and connected to the oil passage 8a via the oil passage 11a and the oil passage (fourth oil passage) 11b. There is. A stroke simulator out valve (stroke simulator adjustment valve) 12 is provided in the oil passage 11a. A stroke simulator in valve 14 is provided in the oil passage 11b. The stroke simulator out valve 12 and the stroke simulator in valve 14 are both normally closed solenoid valves. Further, a check valve 26 is provided in parallel with the stroke simulator out valve 12. The check valve 26 permits the outflow of the brake fluid to the oil passage 11a when the pressure in the oil passage 11a is smaller than that of the oil passage 13a. Further, a check valve 27 is provided in parallel with the stroke simulator in valve 14. The check valve 27 permits the flow of the brake fluid to the oil passage 15a when the pressure in the oil passage 15a is smaller than the pressure in the oil passage 11a. Between the oil passage 8a and the oil passage 15a, a primary communication valve 16a capable of switching communication / shutoff between the primary system and the pump discharge system is provided. Further, between the oil passage 8b and the oil passage 15a, a secondary communication valve 16b capable of switching communication / shutoff between the secondary system and the pump discharge system is provided. The primary communication valve 16a and the secondary communication valve 16b are both normally closed electromagnetic valves. A pump pressure sensor 5 for detecting a pump discharge pressure is provided in the oil passage 15a.

The pump unit PU has a pump motor (actuator) PM. The pump motor PM is configured by a gear pump and a brush motor, and discharges the brake fluid sucked by the gear pump from the reservoir tank RSV through the oil passage 17a to the oil passage 15a through the oil passage 18a. The oil passage 18a is provided with a discharge valve 19 that allows only the flow from the gear pump toward the oil passage 15a. In the housing of the pump unit PU, a liquid reservoir 20 is provided on the suction side of the pump motor PM. Even when the brake fluid leaks from the oil passage 17a, the liquid reservoir 20 functions as a supply source (to the pump motor PM) or a discharge destination (from the wheel cylinder W / C) of the brake fluid. The wheel cylinder hydraulic pressure increase / decrease control can be continued.
A pressure regulating valve 21 is provided between the oil passage 15a and the oil passage 13a, and the surplus portion of the brake fluid discharged from the pump motor PM can be returned to the reservoir tank RSV via the oil passage 13a. . The pressure regulating valve 21 is a normally open type solenoid valve, but may be a normally closed type.
A left front wheel pressure increasing valve 22a is provided between the oil passage 8a and the wheel cylinder W / C (FL) to adjust the brake fluid flowing from the oil passage 8a to the wheel cylinder W / C (FL). Further, a check valve 23a is provided in parallel with the left front wheel pressure increasing valve 22a. The check valve 23a permits the outflow of the brake fluid to the oil passage 8a when the pressure in the oil passage 8a is smaller than the pressure of the wheel cylinder W / C (FL). Between the wheel cylinder W / C (FL) and the oil passage 13a, a left front wheel pressure reducing valve 24a for reducing the pressure of the wheel cylinder W / C (FL) is provided.

A right rear wheel pressure increasing valve 22b is provided between the oil passage 8a and the wheel cylinder W / C (RR) to adjust the brake fluid flowing from the oil passage 8a to the wheel cylinder W / C (RR). Further, a check valve 23b is provided in parallel with the right rear wheel pressure increase valve 22b. The check valve 23b allows the brake fluid to flow to the oil passage 8a when the pressure in the oil passage 8a is smaller than the pressure of the wheel cylinder W / C (RR). A right rear wheel pressure reducing valve 24b is provided between the wheel cylinder W / C (RR) and the oil passage 13a to reduce the pressure of the wheel cylinder W / C (RR).
A left rear wheel pressure increasing valve 22c is provided between the oil passage 8b and the wheel cylinder W / C (RL) for adjusting the brake fluid flowing from the oil passage 8b to the wheel cylinder W / C (RL). Further, a check valve 23c is provided in parallel with the left rear wheel pressure increasing valve 22c. The check valve 23c allows the brake fluid to flow to the oil passage 8b when the pressure in the oil passage 8b is smaller than the pressure of the wheel cylinder W / C (RL). A left rear wheel pressure reducing valve 24c for reducing the pressure of the wheel cylinder W / C (RL) is provided between the wheel cylinder W / C (RL) and the oil passage 13a.
A right front wheel pressure increasing valve 22d is provided between the oil passage 8b and the wheel cylinder W / C (FR) to adjust the brake fluid flowing from the oil passage 8b to the wheel cylinder W / C (FR). Further, a check valve 23d is provided in parallel with the right front wheel pressure increase valve 22d. The check valve 23d permits the outflow of the brake fluid to the oil passage 8b when the pressure in the oil passage 8b is smaller than the pressure of the wheel cylinder W / C (FR). A right front wheel pressure reducing valve 24d is provided between the wheel cylinder W / C (FR) and the oil passage 13a to reduce the pressure of the wheel cylinder W / C (FR).
Each of the pressure increasing valves 22a, 22b, 22c and 22d is a normally open solenoid valve, and each of the pressure reducing valves 24a, 24b, 24c and 24d is a normally closed solenoid valve.

  The control unit CU controls the primary cut valve 9a and the secondary cut valve 9b in the valve closing direction to close the stroke simulator in valve 14 during normal braking in which braking force corresponding to the amount of brake operation by the driver is generated on each wheel. It controls in the valve direction, controls the stroke simulator out valve 12 in the valve opening direction, controls the primary communication valve 16a and the secondary communication valve 16b in the valve opening direction, and controls the pressure regulating valve 21 in the valve closing direction. Activate PM. Thereby, a desired brake fluid can be sent from the reservoir tank RSV to the respective wheel cylinders W / C via the oil passage 17a, the pump motor PM, the oil passage 18a, the oil passage 15a, the oil passage 8a and the oil passage 8b. . At this time, the desired braking force is obtained by feeding back the detected values of primary system pressure sensor 3, secondary system pressure sensor 4 and pump pressure sensor 5 so that the motor rotation of pump motor PM and pressure regulating valve 21 become the target pressure. Is obtained. Further, the brake fluid sent from the primary fluid chamber 7a of the master cylinder M / C is guided to the positive pressure chamber 10a of the stroke simulator SS, and the piston 10d moves to cause a reaction force to act on the spring 10c. A reaction force corresponding to the operation is created. Therefore, an appropriate braking force and a reaction force and a stroke of the brake pedal BP can be generated at the time of the braking operation.

  In the first embodiment, the relationship between the vehicle deceleration and the stroke of the brake pedal BP at the time of sudden depression (during sudden braking) when the driver's brake operation speed is high corresponds to vehicle deceleration in a brake system having a conventional negative pressure booster. The opening degree of the stroke simulator out valve 12 is controlled so that the stroke of the brake pedal BP becomes a stroke corresponding to the vehicle deceleration detected by the longitudinal acceleration sensor 6 with the aim of approximating to the relationship between. Even in the case of rapid depression, the target hydraulic pressure of each wheel cylinder W / C is calculated from the detection values of the stroke sensor 1 and the master pressure sensor 2 as in the normal control, so the state in which the stroke is controlled Even if the master pressure is output, it does not affect the target fluid pressure. Therefore, the relationship between the stroke and the vehicle deceleration can be controlled without affecting the vehicle deceleration.

FIG. 3 is a flowchart showing the flow of the opening degree control of the stroke simulator out valve 12 executed by the control unit CU of the first embodiment.
In step S1, the stroke S of the brake pedal BP, the master pressure Pmc, and the vehicle deceleration G are acquired.
In step S2, it is determined whether or not the brake is depressed. In the case of YES, the process proceeds to step S6, and in the case of NO, the process proceeds to step S3.
In step S3, the spike depression determination flag f1 is reset (= 0). The spiked stepping refers to the case where the brake pedal BP is rapidly and strongly depressed.
In step S4, the rapid depression determination flag f2 is reset (= 0).
In step S5, the stroke simulator out valve 12 is controlled in the valve closing direction.
In step S6, it is determined whether the spike depression determination flag f1 is reset. In the case of YES, the process proceeds to step S7, and in the case of NO, the process proceeds to step S5.
In step S7, the brake operation state detection unit 28 calculates a master pressure change gradient ΔPmc / dt (brake operation speed), and ΔPmc / dt is less than or equal to a predetermined spike depression determination threshold (second predetermined operation speed) α It is determined whether or not. In the case of YES, the process proceeds to step S9, and in the case of NO, the process proceeds to step S8.
In step S8, the spike treading determination flag f1 is set (= 1).
In step S9, it is determined whether the rapid depression determination flag f2 is reset. In the case of YES, the process proceeds to step S10, and in the case of NO, the process proceeds to step S15.

In step S10, it is determined whether or not the master pressure change gradient ΔPmc / dt is larger than the sudden depression determination threshold value β (first predetermined operation speed). In the case of YES, the process proceeds to step S12, and in the case of NO, the process proceeds to step S11. It is assumed that β <α.
In step S11, the stroke simulator out valve 12 is controlled in the valve opening direction.
In step S12, a vehicle deceleration equivalent stroke Sg is calculated. The vehicle deceleration equivalent stroke Sg is calculated, for example, based on the SG characteristic when the brake operation speed is low, as shown by the solid line in FIG. 4. The SG characteristics are set by simulating the SG characteristics in a brake system having a conventional negative pressure booster. Alternatively, as shown by the broken line in FIG. 4, the vehicle deceleration equivalent stroke Sg is made larger as the master pressure change gradient ΔPmc / dt becomes larger, in order to reduce the feeling of depression of the brake pedal BP at the time of sudden depression. It may be set.
In step S13, it is determined whether the vehicle deceleration equivalent stroke Sg is smaller than the stroke S detected by the stroke sensor 1. In the case of YES, the process proceeds to step S14, and in the case of NO, the process proceeds to step S11.
In step S14, the sudden-stroke determination flag f2 is set (= 1).
In step S15, the stroke simulator out valve 12 is controlled in both opening and closing directions so that the stroke S detected by the stroke sensor 1 approaches the vehicle deceleration equivalent stroke Sg. If S> Sg, the stroke simulator out valve 12 is controlled in the valve closing direction, and if S ≦ Sg, the stroke simulator out valve 12 is controlled in the valve opening direction.
In the above flow, controlling the stroke simulator out valve 12 in the valve closing direction means suppressing the amount of increase in stroke, and controlling the stroke simulator out valve 12 in the valve opening direction. Means to increase the stroke.

FIG. 5 is a time chart of the master pressure Pmc, the stroke S, the vehicle deceleration G, and the stroke simulator out valve drive request at the time of sudden depression in the brake system of the first embodiment.
In the conventional brake system, during rapid depression (t1 to t2), the amount of increase of the stroke is made smaller than the amount of increase of the brake operation force as compared with the time of normal depression, and the brake operation force is delayed and increased. Since the control is performed, the response performance of the actuator related to the hydraulic pressure source can not be sufficiently utilized, and there is a possibility that the response of the brake operating force is reduced.
On the other hand, in the opening control of the stroke simulator out valve 12 in the first embodiment, the stroke simulator out valve 12 is opened and closed so that the stroke S corresponds to the vehicle deceleration equivalent stroke Sg according to the vehicle deceleration G when stepping on. Do. That is, since the stroke S is controlled in accordance with the vehicle deceleration G, it is possible to suppress the deviation between the response of the stroke S and the response of the vehicle deceleration G. As a result, it is possible to realize a pedal operation feel according to the vehicle deceleration G, that is, a conventional pedal operation feel equivalent to a brake system having a conventional negative pressure booster.
FIG. 6 is a time chart of the master pressure Pmc, the stroke S, the vehicle deceleration G, and the stroke simulator out valve drive request at the time of spike depression in the brake system of the first embodiment.
In the opening control of the stroke simulator out valve 12 in the first embodiment, the stroke simulator out valve 12 is controlled in the valve closing direction at the time of spike depression (t1 to t2). As a result, the brake fluid stored in the back pressure chamber 10b of the stroke simulator SS is sent out to the oil passage 8a via the check valve 27, and is supplied from the oil passages 8a and 8b to the respective wheel cylinders W / C. As a result, the pressure increase response of the wheel cylinder W / C at the time of spiked stepping can be improved.

In Example 1, the following effects can be obtained.
(1) The brake operation state detection unit 28 for detecting the driver's brake operation state, and when the brake operation state is detected, operates to generate hydraulic pressure in the wheel cylinder W / C to cause the vehicle to generate deceleration. According to vehicle deceleration G, the pump motor PM, and the stroke simulator SS, in which the brake fluid flowing out of the master cylinder M / C flows in with the driver's brake operation to generate the operation reaction force, enter the stroke simulator SS according to the vehicle deceleration G. And a stroke simulator out valve 12 for adjusting the inflow of the brake fluid.
Therefore, the pedal operation feel according to the vehicle deceleration G can be realized.
(2) The brake operation state detection unit 28 calculates the master pressure change gradient ΔPmc / dt, and the stroke simulator out valve 12 detects the stroke simulator SS when the master pressure change gradient ΔPmc / dt is larger than the sudden depression determination threshold β. Adjust the inflow of brake fluid to the inside.
Therefore, the pedal operation feel according to the vehicle deceleration G can be realized when the brake operation speed is equal to or higher than the predetermined operation speed (ΔPmc / dt> β).
(3) The stroke simulator SS comprises two chambers separated by a piston 10d, an oil passage 8a connecting the master cylinder M / C and the wheel cylinder W / C, and a branch from the oil passage 8a. An oil passage 25a connected to the positive pressure chamber 10a and an oil passage 11a connected to the back pressure chamber 10b of the stroke simulator SS and the reservoir tank RSV and provided with the stroke simulator out valve 12 are provided.
Therefore, the pedal operation feel according to the vehicle deceleration G can be easily realized by controlling the stroke simulator out valve 12 to open and close to adjust the inflow amount of the brake fluid to the reservoir tank RSV.

(4) When the master pressure change gradient ΔPmc / dt is larger than the sudden depression determination threshold β and smaller than or equal to the spike depression determination threshold α, the inflow amount of the brake fluid into the stroke simulator SS is adjusted.
Therefore, the pedal operation feel according to the vehicle deceleration G can be realized at the time of rapid depression (ΔPmc / dt> β).
(5) The brake operation state detection unit 28 for detecting the driver's brake operation state, the pump motor PM for causing the vehicle to decelerate when the brake operation state is detected, and the master cylinder M with the driver's brake operation. The brake fluid that has flowed out from the controller C / C flows in to create an operation reaction force, and the vehicle when the master pressure change gradient ΔPmc / dt calculated by the brake operation state detection unit 28 is larger than the sudden depression determination threshold β The stroke simulator out valve 12 which adjusts the operation reaction force of the stroke simulator SS according to the deceleration G was provided.
Therefore, the pedal operation feel according to the vehicle deceleration G can be realized when the brake operation speed is equal to or higher than the predetermined operation speed (ΔPmc / dt> β).

Example 2
FIG. 7 is a view showing a brake system of a second embodiment. The same parts as those of the first embodiment are denoted by the same reference numerals, and the description thereof is omitted. The brake system of the second embodiment is obtained by replacing the stroke simulator out valve 12 of the first embodiment with a solenoid on-off valve (stroke simulator adjustment valve) 30. The solenoid on-off valve 30 is provided in the oil passage 25a. Further, in the second embodiment, the stroke simulator in valve 14, the primary communication valve 16a, the secondary communication valve 16b, and the pressure regulating valve 21 of the first embodiment are eliminated. The oil passage 8a is connected only to the wheel cylinder W / C of the left front wheel FL, and the oil passage 8b is connected only to the wheel cylinder W / C of the right front wheel FR. In the oil passage 8a, a secondary master pressure sensor 31a is provided upstream of the secondary cut valve 9a. Further, in the oil passage 8b, a primary-side master pressure sensor 31b is provided upstream of the primary cut valve 9b. The oil passage 18a is provided with an accumulator 32 for storing the brake fluid pressurized by the operation of the pump motor PM, and an accumulator pressure sensor 33 for detecting the pressure of the accumulator 32. The oil passage 18a is connected to the pressure increasing valves 22a, 22b, 22c and 22d via oil passages 33a, 33b, 33c and 33d. Wheel pressure sensors 34a, 34b, 34c, 34d are provided in the oil passages 33a, 33b, 33c, 33d.

  FIG. 8 is a flowchart showing the flow of the opening degree control of the solenoid on-off valve 30 executed by the control unit CU of the second embodiment, which corresponds to the step S3 related to the control of the first embodiment shown in FIG. , Step S6, step S7 and step S8 are omitted. In step S5, the solenoid on-off valve 30 is controlled in the valve closing direction, in step S11, the solenoid on-off valve 30 is controlled in the valve opening direction, and in step S15, the stroke S detected by the stroke sensor 1 is set to the vehicle deceleration equivalent stroke Sg. The solenoid on-off valve 30 is controlled in both opening and closing directions so as to approach. That is, in the opening control of the solenoid on-off valve 30 in the second embodiment, the on-off control of the solenoid on-off valve 30 is performed so that the stroke S corresponds to the vehicle deceleration corresponding stroke Sg according to the vehicle deceleration G at the time of rapid depression. Therefore, as in the first embodiment, when the brake operation speed is equal to or higher than the predetermined operation speed (ΔPmc / dt> β), the pedal operation feel according to the vehicle deceleration G can be realized. In the brake system of the second embodiment, the pressure increase response of the wheel cylinder W / C at the time of the spike depression is secured by the accumulator 32.

Hereinafter, technical ideas other than the invention described in the claims grasped from the embodiments will be described.
(a) In the brake device according to claim 1,
The brake device characterized in that the actuator is a pump that operates when the brake operation state is detected.
Therefore, the desired deceleration according to the brake operation state can be obtained.
(b) In the brake device according to claim 4,
The third oil passage is connected to the first oil passage, and a fourth oil passage provided with a stroke simulator in valve is provided.
A brake device characterized in that when the second predetermined operation speed or more is reached, the stroke simulator adjustment valve is closed and the wheel cylinder hydraulic pressure is pressurized via a check valve provided in parallel with the stroke simulator in valve. .
Therefore, the pressure increase response of the wheel cylinder at the time of spiked stepping can be improved.

M / C master cylinder
PM pump motor (actuator)
RSV reservoir tank
SS stroke simulator
W / C wheel cylinder
8a Oilway (First oilway)
10a Positive pressure chamber (first chamber)
10b Back pressure chamber (second chamber)
10c spring
10d piston
11a Oilway (3rd oilway)
11b Oilway (4th oilway)
12 Stroke simulator out valve (stroke simulator adjustment valve)
25a Oilway (2nd oilway)
28 Brake operation status detection unit
30 Solenoid on-off valve (stroke simulator adjusting valve)

Claims (5)

A brake operation state detection unit that detects an operation state of a driver's brake pedal ;
An actuator for generating a deceleration to the vehicle by the front Kimisao operation state to generate a hydraulic pressure actuated wheel cylinder to be detected,
A stroke simulator that brake fluid flowing out from the master cylinder with the operation of the brake pedal of the driver to the creation of the inflow operation reaction force,
When the stroke at the time of depression of the brake pedal detected by the brake operation state detection unit is larger than the deceleration equivalent stroke based on the characteristic of the stroke of the brake pedal with respect to the deceleration set in advance, the brake pedal and the stroke simulator control valve stroke during depression of suppressing the inflow of the brake fluid to the deceleration corresponding stroke become as said stroke simulator,
A brake device characterized by comprising. In the brake device according to claim 1,
The brake operation state detection unit detects a driver's brake operation speed,
The said stroke simulator adjustment valve suppresses the inflow of the said brake fluid in the said stroke simulator, when the detected brake operation speed is more than 1st predetermined operation speed. In the brake device according to claim 2,
The stroke simulator comprises two chambers separated by pistons,
A first oil passage connecting the master cylinder and the wheel cylinder;
A second oil passage branched from the first oil passage and connected to a first chamber of the stroke simulator;
A third oil passage connecting the second chamber of the stroke simulator and the reservoir tank and provided with the stroke simulator adjustment valve;
A brake device characterized by comprising. In the brake device according to claim 2,
When the detected brake operation speed is equal to or higher than the first predetermined operation speed and equal to or lower than a second predetermined operation speed, the inflow of the brake fluid into the stroke simulator is suppressed. Brake system. A brake operation state detection unit that detects an operation state of a driver's brake pedal ;
When the front Kimisao operation condition is detected and an actuator for generating a deceleration of the vehicle,
A stroke simulator that brake fluid flowing out from the master cylinder with the operation of the brake pedal of the driver to the creation of the inflow operation reaction force,
When the stroke at the time of depression of the brake pedal detected by the brake operation state detection unit is larger than the deceleration equivalent stroke based on the characteristic of the stroke of the brake pedal with respect to the deceleration set in advance , the brake pedal Stroke simulator adjustment means for increasing the operation reaction force of the stroke simulator so that the stroke at the time of stepping on the vehicle becomes the deceleration equivalent stroke ;
A brake device characterized by comprising.

Images