WO2010055842A1

WO2010055842A1 - Braking device

Info

Publication number: WO2010055842A1
Application number: PCT/JP2009/069168
Authority: WO
Inventors: 和由阿久津; 孝明大西; 亜良太井上; 邦道波多野
Original assignee: 本田技研工業株式会社
Priority date: 2008-11-12
Filing date: 2009-11-11
Publication date: 2010-05-20
Also published as: JPWO2010055842A1

Abstract

A push rod (63) and a counterforce spring (66) are arranged between a brake pedal (12) and a master cylinder (11), and a void (α), wherein the master cylinder (12) is not activated even when the brake pedal (12) is operated, is set for the push rod (63); thus, until the stroke of the brake pedal (12) eliminates the void (α), the pedal force applied to the brake pedal (12) is transmitted to the master cylinder (11) while elastically deforming the counterforce spring (66), and after the void (α) is eliminated the pedal force applied to the brake pedal (12) is transmitted directly to the master cylinder (11) via the push rod (63). Accordingly, when the brake pedal (12) is operated, the pedal counterforce which is generated initially can be generated by the counterforce spring (66) instead of the master cylinder (11), and the pedal counterforce of the brake pedal (12) can be adjusted freely by setting the spring constant and the set load of the counterforce spring (66), enabling an improvement in the feeling of the pedal.

Description

Brake device

This invention relates to the brake device which improved the pedal feeling of the brake pedal.

A small piston connected to the brake pedal via an input rod is slidably fitted inside the large piston facing the hydraulic chamber of the master cylinder, and between the wall and the large piston that defines the hydraulic chamber. By placing a small load spring on the large piston and a small load spring between the large piston and small piston, the change in the output fluid volume is reduced in the small operation stroke area of the brake pedal, and the large operation stroke area of the brake pedal Then, the thing which enlarged the change of the amount of output liquids is well-known by the following patent document 1. FIG.
Japanese Unexamined Patent Publication No. 2007-176413

By the way, since the piston of the master cylinder is urged in the reverse direction by a return spring having a predetermined set load, when the driver depresses the brake pedal and moves the piston forward by the push rod, the pedaling force input to the brake pedal is not The piston does not advance until the set load (that is, the starting load of the master cylinder) is exceeded, and when the set load is exceeded, the piston starts moving forward, and the pedal feeling is accompanied by a step feeling in the operation of the brake pedal. There was a problem that made it worse.

In particular, in the BBW (brake-by-wire) type brake device, a stroke simulator that generates a pseudo pedal reaction force is provided in the brake pedal, and when the stroke simulator is activated in accordance with the activation of the master cylinder, The stroke simulator does not start until the brake fluid pressure generated by the master cylinder exceeds the set load of the simulator spring. When the brake load exceeds the set load, the stroke simulator starts, and when the master cylinder starts and when the stroke simulator starts In addition, there is a problem of further deteriorating the pedal feeling with a two-step feeling.

The present invention has been made in view of the above-described circumstances, and an object thereof is to improve the pedal feeling by reducing the step feeling when the brake pedal is depressed.

In order to achieve the above object, according to the present invention, a pedaling force transmission member and a resilient member are disposed between a brake pedal operated by a driver and a master cylinder that generates brake fluid pressure, and the pedaling force transmission member A gap is set between the master cylinder and the master cylinder so that the brake pedal can idle with respect to the master cylinder when the brake pedal is operated, and the pedal force applied to the brake pedal in the initial stage of operation is the elastic member. And the gap is reduced against the biasing force of the resilient member. After the members forming the gap contact each other, the brake pedal A brake device having a first feature is proposed in which the pedal force applied to the pedal is directly transmitted to the master cylinder via the pedal force transmission member.

According to the present invention, in addition to the first feature, before the pedaling force applied to the brake pedal is directly transmitted to the master cylinder via the pedaling force transmission member, the pedaling force is applied to the master cylinder. A brake device having a second feature of exceeding the starting load is proposed.

According to the present invention, in addition to the second feature, a return spring that is compressed after the master cylinder is started is provided, and the pedal force applied to the brake pedal after the master cylinder is started is transmitted to the pedal force. A brake device according to a third feature is proposed in which the resilient member gradually increases the pedal reaction force together with the return spring while being directly transmitted through the member.

According to the present invention, in addition to the first feature, before the pedaling force applied to the brake pedal is directly transmitted to the master cylinder via the pedaling force transmission member, the pedaling force is applied to the master cylinder. A brake device having a fourth feature of exceeding the starting load is proposed.

According to the invention, in addition to the fourth feature, a simulator spring that is compressed after the stroke simulator is started is provided, and a pedal force applied to the brake pedal after the master cylinder is started is transmitted to the pedal force. A brake device according to a fifth feature is proposed in which the elastic member increases a pedal reaction force together with the simulator spring while being directly transmitted through the member.

According to the present invention, in addition to the first feature, there is proposed a brake device characterized by including a return spring that biases the brake pedal to an initial position where the gap is effective. .

According to the present invention, in addition to the first feature, a brake device having the seventh feature is that the brake pedal, the treading force transmission member, and the resilient member are arranged on a common support shaft. Is done.

The simulator spring 28 of the embodiment corresponds to the return spring of the present invention, the push rod 63 and the arm 78 of the embodiment correspond to the treading force transmission member of the present invention, and the reaction force spring 66 of the embodiment corresponds to the main spring. Corresponding to the elastic member of the invention, the rear and

front return springs

68A, 68B of the embodiment correspond to the return spring of the present invention.

According to the first aspect of the present invention, the pedal force transmission member and the resilient member are disposed between the brake pedal operated by the driver and the master cylinder that generates the brake fluid pressure, and the pedal force transmission member and the master cylinder are Since there is a gap in which the brake pedal can run idle with respect to the master cylinder, the pedaling force applied to the brake pedal is a resilient member until the brake pedal strokes and the members that form the gap contact each other. After the brake pedal strokes and the members forming the gap contact each other, the pedal force applied to the brake pedal is directly transmitted to the master cylinder via the pedal force transmission member. Is done. Therefore, the pedal reaction force that is initially generated when the brake pedal is operated can be generated not by the master cylinder but by the resilient member, and by setting the spring constant and set load of the resilient member, the pedal reaction force of the brake pedal can be reduced. The pedal feeling can be improved by arbitrarily adjusting the force.

Further, according to the second feature of the present invention, the pedal force when the brake pedal strokes and the members forming the gap contact each other exceeds the starting load of the master cylinder. When the two come into contact with each other, the master cylinder has already been activated. Therefore, a sudden increase in the pedal reaction force accompanying the activation of the master cylinder can be prevented, and deterioration of the pedal feeling can be prevented.

According to the third aspect of the present invention, since the return spring is compressed after the master cylinder is started, the pedal force applied to the brake pedal after the master cylinder is started is directly transmitted via the pedal force transmission member. During this time, the elastic member can gradually increase the pedal reaction force together with the return spring, and the brake reaction force can be applied in cooperation with the return spring and the elastic member.

Further, according to the fourth feature of the present invention, since the pedaling force when the brake pedal strokes and the members forming the gap contact each other exceeds the starting load of the stroke simulator, the member forming the gap When the two come into contact with each other, the stroke simulator has already been activated. Therefore, a sudden increase in the pedal reaction force accompanying the activation of the stroke simulator is prevented, and deterioration of the pedal feeling can be prevented.

According to the fifth aspect of the present invention, since the simulator spring is compressed after the stroke simulator is activated, the pedal force applied to the brake pedal after the master cylinder is activated is directly transmitted via the pedal force transmitting member. During this time, the elastic member can increase the pedal reaction force together with the simulator spring, and the brake reaction force can be applied in cooperation with the simulator spring and the elastic member.

According to the sixth aspect of the present invention, a return spring that biases the brake pedal to an initial position where the gap is effective is provided, so that the pedal reaction force can be adjusted over the entire stroke of the brake pedal by the return spring. Can do.

According to the seventh feature of the present invention, since the brake pedal, the treading force transmitting member, and the resilient member are arranged on a common support shaft, the space is larger than when the resilient member is expanded and contracted in the stroke direction of the brake pedal. Efficiency can be improved.

FIG. 1 is a hydraulic circuit diagram of the vehicle brake device when it is normal. (First embodiment) FIG. 2 is a hydraulic circuit diagram at the time of abnormality corresponding to FIG. (First embodiment) FIG. 3 is an enlarged view of part 3 of FIG. (First embodiment) FIG. 4 is a graph showing the relationship between the brake pedal stroke and the pedal reaction force. (First embodiment) FIG. 5 is a front view of the brake device. (Second Embodiment) 6 is a view taken along line 6-6 in FIG. (Second Embodiment) FIG. 7 is an enlarged sectional view of part 7 of FIG. (Second Embodiment) FIG. 8 is an exploded perspective view of the brake pedal, arm, and reaction force spring. (Second Embodiment) 9 is a cross-sectional view taken along line 9-9 of FIG. (Second Embodiment)

11 Master cylinder 12 Brake pedal 28 Simulator spring (return spring)
63 Push rod (treading force transmission member)
66 Reaction spring (elastic member)
68A Rear return spring (return spring)
68B Front return spring (return spring)
75 Support shaft 78 Arm (pedal force transmission member)
79 Return spring α Clearance F Pedal reaction force F1 Master cylinder starting load F1 + F2 Stroke simulator starting load

Hereinafter, embodiments of the present invention will be described with reference to the accompanying drawings.

First embodiment

1 to 4 show a first embodiment of the present invention.

As shown in FIG. 1, the tandem master cylinder 11 includes a rear hydraulic chamber 13A and a front hydraulic chamber 13B that output a brake hydraulic pressure corresponding to a pedaling force applied by the driver to the brake pedal 12. The rear hydraulic chamber 13A is connected to, for example, the wheel cylinders 16 and 17 of the

disc brake devices

14 and 15 of the left front wheel and the right rear wheel via the fluid paths Pa, Pc, Pd, and Pe. For example, the right front wheel and the left rear wheel are connected to the

wheel cylinders

20 and 21 of the

disc brake devices

18 and 19 via the roads Qa, Qc, Qd, and Qe. The brake pedal 12 is biased toward the initial position by the return spring 79.

The slave cylinder 23 is disposed between the liquid paths Pa and Qa and the liquid paths Pc and Qc. A stroke simulator 26 is connected to the liquid paths Ra and Rb branched from the liquid path Qa via a reaction force permission valve 25 that is a normally closed electromagnetic valve. The stroke simulator 26 has a piston 29 urged by a simulator spring 28 slidably fitted to a cylinder 27, and a liquid chamber 30 formed on the anti-simulator spring 28 side of the piston 29 is connected to a liquid path Rb. Communicate.

The actuator 51 of the slave cylinder 23 includes a drive bevel gear 53 provided on the rotating shaft of the electric motor 52, a driven bevel gear 54 that meshes with the drive bevel gear 53, and a ball screw mechanism 55 that is operated by the driven bevel gear 54. A sleeve 58 is rotatably supported on the actuator housing 56 via a pair of

ball bearings

57, 57. An output shaft 59 is coaxially disposed on the inner periphery of the sleeve 58, and a driven bevel gear 54 is provided on the outer periphery thereof. Fixed.

A pair of pistons 38A and 38B urged in a backward direction by a pair of return springs 37A and 37B are slidably disposed in the cylinder main body 36 of the slave cylinder 23, and a pair of pistons 38A and 38B are disposed on the front surfaces of the pistons 38A and 38B. The

hydraulic chambers

39A and 39B are partitioned. The front end of the output shaft 59 contacts the rear end of the rear piston 38A. One hydraulic chamber 39A communicates with fluid paths Pa and Pc via

ports

40A and 41A, and the other hydraulic chamber 39B communicates with fluid paths Qa and Qc via

ports

40B and 41B.

The fluid passage Qa is provided with a fluid pressure sensor Sa for detecting the brake fluid pressure generated by the master cylinder 11, and the fluid passage Qc is provided with a fluid pressure sensor Sb for detecting the brake fluid pressure generated by the slave cylinder 23. An electronic control unit (not shown) to which signals from the hydraulic pressure sensors Sa and Sb are input controls the operation of the reaction force permission valve 25 and the slave cylinder 23.

As is clear from FIG. 3, the rear end of the push rod 63 is pivotally supported via the fulcrum pin 62 on the intermediate portion of the brake pedal 12 whose upper end is pivotally supported by the fulcrum pin 61. A reaction force spring 66 formed of a coil spring is contracted between a spring seat 64 provided at the end of the push rod 63 on the brake pedal 12 side and the rear end of the rear piston 67A of the master cylinder 11. The rear piston 67A arranged behind the rear hydraulic chamber 13A of the master cylinder 11 is urged rearward by a rear return spring 68A, and the front piston 67B arranged behind the front hydraulic chamber 13B of the master cylinder 11 is moved forward. Part return spring 68B is urged rearward. When the brake pedal 12 is not operated, a gap α for generating an invalid stroke is formed between the front end of the push rod 63 extending forward from the brake pedal 12 and the rear end of the rear piston 67A.

Next, the operation of the first embodiment of the present invention having the above configuration will be described.

When the system is functioning normally, the reaction force permission valve 25 comprising a normally closed solenoid valve is excited and opened. In this state, when the driver depresses the brake pedal 12, the master cylinder 11 is activated, and when the hydraulic pressure sensor provided in the fluid passage Qa detects an increase in the brake hydraulic pressure, the actuator 51 of the slave cylinder 23 is activated. That is, when the electric motor 52 is driven in one direction, the output shaft 59 advances through the drive bevel gear 53, the driven bevel gear 54, and the ball screw mechanism 55, so that the pair of pistons 38A and 38B pressed against the output shaft 59 Advance. Immediately after the pistons 38A and 38B start moving forward, the

ports

40A and 40B connected to the fluid paths Pa and Qa are closed, so that brake fluid pressure is generated in the fluid pressure chambers 39A and 39B. 14, 15, 18, 19 wheel cylinders 16, 17; 20, 21 to brake each wheel.

At this time, the brake fluid pressure generated in the front fluid pressure chamber 13B of the master cylinder 11 is transmitted to the fluid chamber 30 of the stroke simulator 26 via the opened reaction force permission valve 25, and the piston 29 is transferred to the simulator spring 28. By moving it against, the stroke of the brake pedal 12 can be allowed and a pseudo pedal reaction force can be generated to eliminate the driver's uncomfortable feeling.

The brake fluid pressure detected by the slave cylinder 23 detected by the fluid pressure sensor Sb provided in the fluid passage Qc becomes a magnitude corresponding to the brake fluid pressure detected by the master cylinder 11 detected by the fluid pressure sensor Sa provided in the fluid passage Qa. As described above, by controlling the operation of the actuator 51 of the slave cylinder 23, it is possible to cause the

disc brake devices

14, 15, 18, and 19 to generate a braking force corresponding to the pedaling force input to the brake pedal 12 by the driver.

When the slave cylinder 23 becomes inoperable due to a power failure or the like, braking is performed by the brake fluid pressure generated by the master cylinder 11 instead of the brake fluid pressure generated by the slave cylinder 23.

That is, when the power supply fails, as shown in FIG. 2, the reaction force permission valve 25 composed of a normally closed solenoid valve is automatically closed. In this state, the brake hydraulic pressure generated in the front and rear

hydraulic chambers

13A and 13B of the master cylinder 11 passes through the

hydraulic chambers

39A and 39B of the slave cylinder 23 without being absorbed by the stroke simulator 26. The wheel cylinders 16, 17; 20, 21 of the

disc brake devices

14, 15, 18, 19 of each wheel can be operated to generate a braking force without any trouble.

When the driver steps on the brake pedal 12, as shown in FIG. 3, the push rod 63 advances while compressing the reaction force spring 66, but there is a gap α between the push rod 63 and the rear piston 67A. Therefore, the pedaling force applied by the driver to the brake pedal 12 is transmitted from the brake pedal 12 to the rear piston 67A via the reaction force spring 66 without passing through the push rod 63.

FIG. 4 shows the relationship of the pedal reaction force F (that is, the depression force of the brake pedal 12) with respect to the pedal stroke L. The broken line indicates the pedal reaction force F by the master cylinder 11 when it is assumed that the reaction force spring 66 does not exist. Even if the brake pedal 12 starts a stroke, it reaches the start stroke L1 of the master cylinder 11, that is, push. The pedal reaction force F is not generated until the rod 63 comes into contact with the rear piston 67A and the gap α disappears. At the moment when the pedal stroke L reaches the start stroke L1, the pedal reaction force F increases rapidly to the start load F1 determined by the set load of the rear and front return springs 68A and 68B of the master cylinder 11, and from there to the rear and front It gradually increases with a slope corresponding to the combined spring constant k1 of the return springs 68A and 68B.

The alternate long and short dash line indicates the relationship between the pedal reaction force F by the stroke simulator 27 and the pedal stroke L when the reaction force spring 66 is not present. When the master cylinder 11 generates a brake fluid pressure exceeding the start stroke L1 of the cylinder 11 and the brake fluid pressure is transmitted to the stroke simulator 27 (pedal stroke = L2), the pedal reaction force F changes from 0 to the simulator spring 28. The starting load F2 determined by the set load increases rapidly, and then gradually increases at an inclination corresponding to the spring constant k2 of the simulator spring 28.

Therefore, the pedal reaction force F obtained by superimposing the pedal reaction force F of the master cylinder 11 and the pedal reaction force F of the stroke simulator 27 is 0 from the stroke 0 to the start stroke L1 of the master cylinder 11 as shown by a solid line in FIG. The start stroke L1 suddenly increases from 0 to F1, gradually increases from the start stroke L1 to the start stroke L2 of the stroke simulator 26 with a slope k1, rapidly increases to F1 + F2 with the start stroke L2, and exceeds the start stroke L2 with a slope (k1 × k2) / (k1 + k2).

Thus, when the reaction force spring 66 does not exist, the pedal reaction force F rapidly increases discontinuously by F1 when the pedal stroke L = L1, and the pedal reaction force F discontinuously increases by F2 when the pedal stroke L = L2. Therefore, there is a problem that the pedal feeling felt by the driver is lowered.

On the other hand, the chain double-dashed line in FIG. 4 corresponds to the present embodiment. When the driver steps on the brake pedal 12, the reaction force spring 66 is immediately compressed at the point a, corresponding to the set load of the reaction force spring 66. A pedal reaction force F of F0 is generated. The pedal reaction force F = F0 at this time is set to be significantly smaller than the pedal reaction force F = F1 by the master cylinder 11 and is generated simultaneously with the depression of the brake pedal 12, so that the driver's uncomfortable feeling is eliminated. Pedal feeling is improved.

When the brake pedal 12 starts a stroke, the pedal reaction force F increases with an inclination corresponding to the spring constant k0 of the reaction force spring 66, but at the point d, the push rod 63 contacts the rear piston 67A and the gap α disappears. Before, the pedal reaction force F reaches the starting reaction force F1 of the master cylinder 11 at the point b, so that the master cylinder 11 is started and brake fluid pressure is generated. When the master cylinder 11 is activated, in addition to the reaction force spring 66, the rear and front return springs 68A and 68B of the master cylinder 11 are compressed, so that the pedal reaction force F is inclined (k0 × k1) / (k0 + k1) = k3. Increase gradually.

Then, before the push rod 63 contacts the rear piston 67A at the point d and the clearance α disappears, the pedal reaction force F becomes the start reaction force F1 + F2 of the stroke simulator 26 at the point c (the start load F1 and the stroke of the master cylinder 11 alone). Therefore, the stroke simulator 26 is activated and the simulator spring 28 is compressed. When the stroke simulator 26 is activated, the simulator spring 28 is compressed in addition to the reaction force spring 66 and the rear and front return springs 68A and 68B of the master cylinder 11, so that the pedal reaction force F is inclined (k3 × k2) / (k3 + k2). ) Gradually increase. Here, k2 is a spring constant of the simulator spring 28.

When the push rod 63 comes into contact with the rear piston 67A at the point d and the clearance α disappears, the reaction force spring 66 is not compressed thereafter. Therefore, the rear and front return springs 68A and 68B of the master cylinder 11 and the stroke simulator are used. Only the 26 simulator springs 28 are compressed, and the pedal reaction force F gradually increases with an inclination (k1 × k2) / (k1 + k2).

As described above, according to the present embodiment, since the pedal reaction force F of the brake pedal 12 continuously increases without increasing discontinuously, the pedal feeling felt by the driver can be improved. Moreover, by setting the spring constant and set load of the reaction force spring 66, the pedal reaction force of the brake pedal 12 can be arbitrarily adjusted to further improve the pedal feeling.

Moreover, the pedal reaction force F can be applied by the cooperation of the return spring 79, the reaction force spring 66, the rear and front return springs 68A and 68B of the master cylinder 11, and the simulator spring 28 of the stroke simulator 26. The degree of freedom in adjusting the pedal reaction force F is greatly increased. In particular, the pedal reaction force F can be adjusted over the entire stroke of the brake pedal 12 by the return spring 79.

For example, when a very strong pedal force is input to the brake pedal 12 to avoid a collision, the push rod 63 abuts against the rear piston 67A at the point d and the gap α disappears. 11 is directly input to improve the response of the brake fluid pressure generation.

Second embodiment

5 to 9 show a second embodiment of the present invention.

A support shaft 74 is fixed to a bracket 73 fixed to the dash panel 71 with a plurality of bolts 72 with bolts 75 and nuts 76, and an upper portion of the brake pedal 12 is pivotally supported on the left half portion of the support shaft 74. At the same time, the upper portion of the arm 78 is pivoted on the right half. The brake pedal 12 is urged rearward by a return spring 79 stretched between the brake pedal 12 and the bracket 73.

A reaction force spring 66 made of a torsion spring surrounding the support shaft 74 is disposed between the brake pedal 12 and the arm 78, and both ends of the reaction spring 66 are a locking hole 12 a of the brake pedal 12 and a locking hole of the arm 78. 78a, respectively. Arc-shaped

protrusions

12b and 78b are respectively provided on surfaces of the brake pedal 12 and the arm 78 facing each other, and first and

second stoppers

12c and 12d are formed at both circumferential ends of the protrusion 12b of the brake pedal 12. At the same time, first and

second stoppers

78c and 78d are formed at both ends of the projection 78b of the arm 78 in the circumferential direction. The brake pedal 12 and the arm 78 are urged in the directions of arrows a and b in FIG. 9A by the reaction force spring 66, respectively. When the brake pedal 12 is not operated, the brake pedal 12 and the arm 78 are applied with the urging forces a and b. The

first stoppers

12c and 78c of the arm 78 come into contact with each other, and a gap α (see FIG. 9A) is formed between the

second stoppers

12d and 78d. When a large pedaling force is input to the brake pedal 12, the brake pedal 12 and the arm 78 rotate relative to each other while compressing the reaction force spring 66, the gap α disappears, and the

second stoppers

12d and 78d of the brake pedal 12 and the arm 78 are lost. They come into contact with each other (see FIG. 9B).

In the second embodiment, the clearance α (see FIG. 3) is not set between the tip of the push rod 63 and the rear piston 67A of the master cylinder 11, and the tip of the push rod 63 and the master cylinder 11 The rear piston 67A is always in contact.

When the brake pedal 12 is stepped on from the non-operation position, the brake pedal 12 starts a stroke when the pedaling force exceeds the set load of the reaction force spring 66, and the brake pedal 12 and the

first stoppers

12c and 78c of the arm 78 are started. The stroke of the brake pedal 12 is transmitted to the master cylinder 11 through the reaction force spring 66, the arm 78 and the push rod 63 while releasing the contact between them and compressing the reaction force spring 66. Then, before the brake pedal 12 and the

second stoppers

12d, 78d of the arm 78 come into contact with each other, the pedaling force exceeds the starting load F1 of the master cylinder 11, whereby the rear piston 67A of the master cylinder 11 starts moving forward.

According to the second embodiment, the function of the gap α (see FIG. 3) formed between the push rod 63 and the rear piston 67A of the first embodiment is used for the brake pedal 12 and the arm 78. The clearance α between the

second stoppers

12d and 78d (see FIG. 9A) is achieved, and the function of the reaction force spring 66 made of the coil spring of the first embodiment is the reaction force spring made of a torsion spring. As 66 performs, the same operational effects as those of the first embodiment can be achieved. Moreover, since the brake pedal 12, the arm 78, and the reaction force spring 66 are disposed on the common support shaft 74, space efficiency can be improved as compared with the case where the reaction force spring 66 is expanded and contracted in the stroke direction of the brake pedal 12. .

Although the embodiments of the present invention have been described above, various design changes can be made without departing from the scope of the present invention.

For example, in the embodiment, the BBW type brake device is exemplified, but the present invention can also be applied to a conventional brake device other than the BBW type.

Claims

A pedaling force transmission member (63, 78) and a resilient member (66) are arranged between the brake pedal (12) operated by the driver and the master cylinder (11) generating the brake fluid pressure, and the pedaling force transmission member (63, 78) and the master cylinder (11), a gap (α) between which the brake pedal (12) can run idle with respect to the master cylinder (11) when the brake pedal (12) is operated. Is set,
The pedal force applied to the brake pedal (12) in the initial stage of operation is transmitted to the master cylinder (11) via the elastic member (66), and the gap (α) is transmitted to the elastic member (66). Configured to decrease against the biasing force of
After the members forming the gap (α) come into contact with each other, the pedaling force applied to the brake pedal (12) is directly transmitted to the master cylinder (11) via the pedaling force transmission member (63, 78). Brake device characterized by being made.
Before the pedaling force applied to the brake pedal (12) is directly transmitted to the master cylinder (11) via the pedaling force transmission member (63, 78), the pedaling force is applied to the starting load of the master cylinder (11). The brake device according to claim 1, wherein the brake device exceeds (F1).
Return springs (68A, 68B) that are compressed after the master cylinder (11) is started, and the pedal force applied to the brake pedal (12) after the master cylinder (11) is started are transmitted to the pedal force transmission member ( 63. The elastic member (66) gradually increases the pedal reaction force (F) together with the return spring (68A, 68B) during direct transmission via 63, 78). Brake equipment.
A stroke simulator (26) for absorbing a brake fluid delivered by the master cylinder (11) and generating a simulated brake reaction force;
Before the pedaling force applied to the brake pedal (12) is directly transmitted to the master cylinder (11) via the pedaling force transmission member (63, 78), the pedaling force is applied to the start load ( The braking device according to claim 1, wherein F1 + F2) is exceeded.
A simulator spring (28) compressed after activation of the stroke simulator (26) is provided, and the pedal force applied to the brake pedal (12) after the master cylinder (11) is activated is transmitted to the pedal force transmission member (63, The brake device according to claim 4, characterized in that the resilient member (66) increases the pedal reaction force (F) together with the simulator spring (28) during direct transmission via 78).
The brake device according to claim 1, further comprising a return spring (79) for urging the brake pedal (12) to an initial position where the gap (α) is effective.
The brake device according to claim 1, wherein the brake pedal (12), the treading force transmission member (78) and the elastic member (66) are arranged on a common support shaft (74).