WO2014185340A1

WO2014185340A1 - Brake device

Info

Publication number: WO2014185340A1
Application number: PCT/JP2014/062421
Authority: WO
Inventors: 将之斉藤; 美通高野; 千春中澤
Original assignee: 日立オートモティブシステムズ株式会社
Priority date: 2013-05-16
Filing date: 2014-05-09
Publication date: 2014-11-20
Also published as: CN105102282A; CN105102282B; JP2014223847A; JP6150112B2

Abstract

Provided is a brake device that makes it possible to minimize energy consumption. The brake device is provided with a link-type servo device (3) that connects a brake pedal (2) and a rod (4) and that amplifies the operating force (stepping force (F_p)) of the brake pedal (2) and transmits the result to the rod (4). The link-type servo device (3) is set so that the axial-direction stroke amount (rod stroke (S_r)) of the rod (4) decreases with respect to the stroke amount (pedal stroke (S_p)) of the brake pedal (2).

Description

Brake device

The present invention relates to a brake device mounted on a vehicle.

Conventionally, a brake device including a booster that generates an auxiliary force for reducing the brake operation force by using an energy source different from the driver's brake operation force is known. For example, the booster included in the brake device described in Patent Document 1 pressurizes the hydraulic fluid by advancing the pressurizing piston with a force generated by an electric motor or a force generated by gas pressure.

JP 2012-192850 A

However, since the conventional technology is configured to generate the auxiliary force using an energy source different from the driver's brake operation force, the energy consumption may increase. An object of the present invention is to provide a brake device capable of suppressing energy consumption.

In order to achieve the above object, the brake device of the present invention is preferably provided with a link type booster in which the operation amount of the output member is small relative to the operation amount of the brake operation member.

Therefore, energy consumption can be suppressed.

It is a whole perspective view of the brake pedal side unit of the brake device of Example 1. It is the whole perspective view in the state where the 2nd member of the bracket of Drawing 1 was removed. FIG. 3 is a side view of FIG. 2. It is the schematic diagram which looked at the brake pedal, link type booster, and rod in the initial state of Example 1 from the side. It is the fragmentary sectional view which looked at the stroke control part of Example 1 from the vehicle up-and-down direction. 1 is an overall perspective view of a hydraulic control unit according to Embodiment 1. FIG. It is a schematic diagram which shows the action | operation of the link type booster of Example 1. FIG. It is a schematic diagram which shows the action | operation of the link type booster of Example 1. FIG. It is a schematic diagram which shows the action | operation of the link type booster of Example 1. FIG. It is a schematic diagram which shows the action | operation of the stroke control part of Example 1. FIG. It is a schematic diagram which shows the action | operation of the stroke control part of Example 1. FIG. It is a schematic diagram which shows the action | operation of the stroke control part of Example 1. FIG. It is a schematic diagram which shows the action | operation of the stroke control part of Example 1. FIG. It is a schematic diagram which shows the action | operation of the link type booster of the comparative example which is not provided with a stroke control part. It is a schematic diagram which shows the action | operation of the link type booster of the comparative example which is not provided with a stroke control part. It shows the characteristic of change of the rod stroke S _R with respect to the pedal stroke S _P output Example 1. The characteristics of the change of the ratio S _P / S _R and the ratio F _R / F _P with respect to the pedal stroke S _P of Example 1 are shown. The characteristic of the relationship between the brake fluid quantity Q and hydraulic pressure P of Example 1 is shown. It shows the characteristics of the relationship between the pressing force F _P and the pedal stroke S _P output Example 1. It shows the characteristics of the relationship between the pressing force F _P and the vehicle deceleration G of Example 1. It shows the characteristics of the relationship between the pressing force F _P and the pedal stroke S _P output Example 1. It shows the characteristics of the relationship between the pressing force F _P and the hydraulic pressure P in the first embodiment. It shows the characteristics of the relationship between the pedal stroke S _P and the hydraulic pressure P in the first embodiment.

Hereinafter, modes for realizing the brake device of the present invention will be described with reference to the drawings.

[Example 1]
The brake device according to the first embodiment (hereinafter, referred to as device 1) is a hydraulic brake device that is applied to a vehicle brake system and generates a braking force by applying brake fluid pressure to each wheel of the vehicle. The vehicle is, for example, an electric vehicle such as a hybrid vehicle provided with an electric motor (generator) in addition to an engine as a prime mover for driving wheels, or an electric vehicle provided with only an electric motor (generator). In addition, the non-electric vehicle which uses only an engine as a drive source may be sufficient. The device 1 includes a unit on the brake pedal side and a hydraulic pressure control unit 6. FIG. 1 is an overall perspective view of a unit on a brake pedal side. This unit includes a brake pedal 2, a link booster 3, a push rod 4, and a master cylinder 5. Hereinafter, for the sake of explanation, the x-axis is provided in the axial direction of the master cylinder 5 and the side on which the master cylinder 5 is installed with respect to the brake pedal 2 (the piston of the master cylinder 5 strokes in response to the depression of the brake pedal 2). Direction) is positive.

The brake pedal 2 is a brake operation member that receives an input of a driver's brake operation, and is provided at a pedal arm 20 that extends in the vertical direction of the vehicle while being convexly curved toward the x-axis positive direction side, and at the lower end of the pedal arm 20. Pedal pad 21. The brake pedal 2 is swingably supported with respect to a bracket 7 fixedly installed on the vehicle body side. The bracket 7 is fastened and fixed with bolts to the x-axis negative direction side of the bottom of the mounting wall member 70 while a part thereof is housed in the bottomed dish-shaped mounting wall member 70. The mounting wall member 70 is provided at the lower part of the dash panel, which is a partition member on the vehicle body side that partitions the engine room (or motor room in which the power unit is installed; hereinafter simply referred to as the engine room) and the vehicle compartment. It is fixed so as to face the room and constitutes a part of the dash panel. Thereby, the bracket 7 is fixed so as to protrude toward the vehicle compartment side (x-axis negative direction side). The bracket 7 is formed in a U shape having a lower opening when viewed from the x-axis direction side by combining the first member 7a and the second member 7b. Between the first member 7a and the second member 7b facing each other in the left-right direction of the vehicle (hereinafter simply referred to as the left-right direction), a pedal rotation shaft 91 is installed so as to extend in the left-right direction. The pedal rotation shaft 91 is fixed to the bracket 7.

The brake pedal 2 is a so-called suspension type, and the upper end portion of the pedal arm 20 is rotatably connected to the pedal rotation shaft 91. Thus, the brake pedal 2 is supported by the bracket 7 so as to be rotatable about the pedal rotation shaft 91. When the pedal pad 21 at the lower end of the brake pedal 2 is depressed by the driver and receives an operating force (pedal pedaling force or pedaling force), the brake pedal 2 moves forward (in the positive x-axis direction) about the pedal rotation shaft 91. Rotate. A cylindrical rotating member 91 a is installed on the pedal rotation shaft 91 so as to be rotatable with respect to the pedal rotation shaft 91 so as to surround the outer periphery thereof. The upper end portion of the brake pedal 2 is fixed to the rotating member 91 a so as to be rotatable with respect to the pedal rotating shaft 91. The upper end side of the plate-like arm member 22 is fixed to the same rotating member 91a adjacent to the upper end portion of the brake pedal 2 in the left-right direction. The brake pedal 2 and the arm member 22 rotate at the same rotation phase (rotation angle) around the pedal rotation shaft 91. In this sense, the brake pedal 2 and the arm member 22 can be regarded as an integral member.

FIG. 2 is an overall perspective view of the unit on the brake pedal side with the second member 7b of the bracket 7 removed, and FIG. 3 is a side view of the unit in the above state. The link type booster 3 is a link type booster that connects between the brake pedal 2 and the push rod 4, amplifies the operating force of the brake pedal 2 by the driver, and transmits it to the push rod 4. The device 1 exerts a boost function that assists the brake operation by generating a hydraulic braking force that is insufficient for the driver's brake operation force by the link type booster 3. That is, the device 1 boosts or amplifies the brake pedal operation force using an energy source other than the driver's brake operation force, such as an intake pressure (negative pressure) generated by the vehicle engine or an electric motor. Does not have a booster. Instead, by operating the link booster 3 according to the operation of the brake pedal 2, the brake operating force is provided so as to be assisted.

The link type booster 3 is a link mechanism that makes the change rate of the axial movement amount (rod stroke S _R ) of the push rod 4 with respect to the rotational movement amount (pedal stroke S _P ) of the brake pedal 2 variable. The link type booster 3 includes a plurality of plate-like links, and includes a first link 31 that is a rod shape in a side view (viewed from the left-right direction) and a second link 32 that is a triangle shape in a side view. Yes. The first link 31 has one end side (x-axis negative direction side) rotatably connected to the brake pedal 2 and the other end side (x-axis positive direction side) rotatably connected to the second link 32. Has been. Specifically, one end side (x-axis negative direction side) of the first link 31 is rotatably connected to the lower end side of the arm member 22 via a pin 92 as a shaft member extending in the left-right direction. The other end side (x-axis negative direction side) of the first link 31 is rotatably connected to one end side (x-axis negative direction side) of the second link 32 via a pin 93 extending in the left-right direction.

The second link 32 is swingably connected to the bracket 7, and one end side (x-axis negative direction side) is rotatable with respect to the other end side (x-axis positive direction side) of the first link 31. The other end side (x-axis positive direction side) is connected to the push rod 4 so as to be rotatable. Specifically, the bracket 7 (between the first member 7a and the second member 7b) has a second link rotation shaft 94 in the left-right direction on the x-axis positive direction side and below the pedal rotation shaft 91. It is installed so that it may extend. The upper end side (first corner) of the second link 32 is rotatably connected to the second link rotating shaft 94. Thus, the second link 32 is supported by the bracket 7 so as to be rotatable about the second link rotation shaft 94. The lower end side of the second link 32 and the x-axis negative direction side (second corner) are connected to the other end side (x-axis positive direction side) of the first link 31 via a pin 93 extending in the left-right direction. It is connected rotatably. The lower end side of the second link 32 and the x-axis positive direction side (third corner) are connected to the clevis 40 fixed to the x-axis negative direction end of the push rod 4 via a pin 95 extending in the left-right direction. It is connected rotatably.

A push rod (hereinafter referred to as a rod) 4 is applied to the master cylinder 5 by using a driver's operation force (amplified by the link booster 3) input to the brake pedal 2 as thrust in the x-axis direction (rod thrust). It is an operating force transmission member that transmits, and operates in the x-axis direction in conjunction with the brake pedal 2 (link booster 3). The rod 4 serves as an output member of the link type booster 3 and receives an input from the second link 32 (rotational force about the second link rotating shaft 94) via the clevis 40, so that the brake pedal 2 is depressed. Strokes in the positive x-axis direction according to The rod 4 is also an input member (input rod) of the master cylinder 5, and its x-axis positive direction end is connected to the piston of the master cylinder 5.

The master cylinder 5 is connected to the link booster 3 via the rod 4. The master cylinder 5 is integrally provided with a reservoir tank (hereinafter referred to as a reservoir) 5a which is a brake fluid source for storing brake fluid, and the master cylinder 5 is supplied with brake fluid from the reservoir 5a. The master cylinder 5 is connected to a wheel cylinder (caliper) of each wheel of the vehicle via an oil passage (brake pipe) (not shown). The master cylinder 5 is a first brake fluid pressure generation source that generates fluid pressure (master cylinder fluid pressure) in response to an operation (brake operation) of the brake pedal 2 by the driver. The master cylinder hydraulic pressure is supplied to the wheel cylinder via the oil passage, and generates a wheel cylinder hydraulic pressure (brake hydraulic pressure). The master cylinder 5 is a so-called tandem type, and includes a bottomed cylindrical cylinder 50 closed on the x-axis positive direction side and two pistons slidably inserted on the inner peripheral surface of the cylinder 50. Inside the cylinder 50, a hydraulic chamber of the primary P system and a hydraulic chamber of the secondary S system are defined by these pistons. Each fluid pressure chamber communicates with a discharge port (supply port) 51 and a replenishment port 52, respectively. The discharge port 51 is connected to the hydraulic pressure control unit 6 and is provided so as to communicate with the wheel cylinder. The replenishment port 52 is connected to and communicates with the reservoir 5a.

The cylinder 50 is fastened and fixed with bolts to the x-axis positive direction side of the bottom of the mounting wall member 70. The mounting wall member 70 is fixed to the dash panel so that the mounting side (x-axis positive direction side) of the master cylinder 5 faces the engine room. Thereby, the master cylinder 5 is fixed so as to protrude to the engine room side (x-axis positive direction side). The x-axis positive direction end of the rod 4 penetrating the mounting wall member 70 is rotatably connected to the x-axis negative direction end of the P system piston. The rod 4 is inserted from the opening of the cylinder 50 on the x-axis negative direction side. The x-axis positive direction end of the rod 4 is formed in a convex spherical shape, and is fitted and installed in a receiving portion formed in a concave spherical shape on the x-axis negative direction side of the P-system piston. It is provided so as to be rotatable with respect to the piston. The piston of the S system is a free piston, and is installed on the x axis positive direction side of the piston of the P system. A P system hydraulic chamber is defined between the pistons, and an S system hydraulic chamber is defined between the S system piston and the bottom of the cylinder 50. The thrust of the rod 4 in the x-axis positive direction is transmitted to the piston of the P system by the driver's brake operation. When the P system piston strokes in the positive direction of the x-axis, the volume of each hydraulic chamber is reduced. As a result, brake fluid is supplied from each hydraulic pressure chamber to the wheel cylinder via the discharge port 51. Further, a hydraulic pressure (master cylinder hydraulic pressure) is generated in each hydraulic pressure chamber. Note that substantially the same hydraulic pressure is generated in both hydraulic pressure chambers. In each liquid chamber, a coil spring serving as a reaction force applying means for applying an appropriate reaction force to the brake pedal 2 as well as a return spring for the piston is installed in a compressed state.

FIG. 4 is a schematic view of the brake pedal 2, the link booster 3, and the rod 4 in an initial state where the driver does not perform a brake operation, as viewed from the side. In this initial state, the distance from the force point of the brake pedal 2 (pedal pad 21) to the fulcrum, that is, the pivot center of the brake pedal 2 relative to the bracket 7 (pedal rotating shaft 91) is a (> 0). In this side view, each dimension (geometry) is set to be as follows. A virtual perpendicular line passing through the rotation center 96 of the rod 4 with respect to the piston of the master cylinder 5 (the x-axis positive direction end of the rod 4 fitted to the receiving portion of the P system piston on the x-axis negative direction side) is L1. . The distance from the swing center of the brake pedal 2 (pedal rotation shaft 91) to the perpendicular L1 is 5a / 8. The distance from the rotation center (pin 95) of the second link 32 to the rod 4 to the perpendicular L1 is 5a / 17. The distance from the rotation center (pin 95) of the second link 32 relative to the rod 4 to the swing center (link rotation shaft 94) of the second link 32 is a / 8. The distance from the swing center (link rotation shaft 94) of the second link 32 with respect to the bracket 7 to the rotation center (pin 93) of the second link 32 with respect to the other end side (x-axis positive direction side) of the first link 31. Is a / 6. The distance from the swing center of the brake pedal 2 (pedal rotation shaft 91) to the rotation center (pin 92) on the one end side (x-axis negative direction side) of the first link 31 with respect to the arm member 22 (brake pedal 2) is 10a / 43.

Suppose that an imaginary horizontal line passing through the swing center of the brake pedal 2 (pedal rotating shaft 91) is L2. The distance from the rotation center 96 of the rod 4 to the piston of the master cylinder 5 to the horizontal line L2 is 5a / 14. The distance from the swing center (link rotation shaft 94) of the second link 32 to the horizontal line L2 is 5a / 21. A half line passing through the force point (pedal pad 21) of the brake pedal 2 starting from the swing center of the brake pedal 2 (pedal rotating shaft 91) is defined as L3. A half line passing through the rotation center (pin 92) on the one end side (x-axis negative direction side) of the first link 31 starting from the swing center (pedal rotation shaft 91) is defined as L4. The angle formed by the half line L3 and the half line L4 with the rocking center (pedal rotation shaft 91) as a vertex is 30.5 degrees. A virtual horizontal line passing through the swing center (link rotation shaft 94) of the second link 32 is denoted by L5. A half line passing through the rotation center (pin 93) of the second link 32 with respect to the other end side (x-axis positive direction side) of the first link 31 starting from the swing center (link rotation shaft 94) is defined as L6. . The angle formed by the horizontal line L5 and the half line L6 with the swing center (link rotation shaft 94) as a vertex is 25 degrees.

The link type booster 3 includes a stroke restricting portion 8 that restricts movement of the brake pedal 2 in the rotational direction (in other words, operation of the

links

31, 32, etc.) when the pedal stroke _SP reaches a predetermined amount. As shown in FIGS. 1 to 3, the stroke restricting portion 8 is fixed to the vehicle body side and disposed below the

links

31, 32 and the like. FIG. 5 is a partial cross-sectional view of the stroke restricting portion 8 as seen from the vertical direction of the vehicle, and shows a cross section in which the contact member 80 and the like are cut along a plane including the central axis of each shaft 81 and the like. The stroke restricting portion 8 includes a contact member 80, a first support shaft 81, a second support shaft 82, a third support shaft 83, a first holding member 84, a second holding member 85, and a first elasticity. A stroke restricting mechanism including a member 86, a second elastic member 87, and a third elastic member 88. The contact member 80 is a substantially rectangular plate member, and is disposed so as to extend in the left-right direction. The surface on the negative side of the x-axis faces the pedal arm 21 (curved portion) of the brake pedal 2 in the x-axis direction. To be installed. The contact member 80 is formed with a pair of left and right through

holes

800a and 800b. Here, the member or configuration provided on one side of the left and right is attached with a suffix a, and the member or configuration provided on the other side of the left and right is attached with a suffix b to distinguish them.

The first support shaft 81 is a shaft member that is fastened and fixed to the mounting wall member 70 with bolts, and is provided in a pair of left and right. The first support shaft 81 protrudes from the bottom of the mounting wall member 70 to the x-axis negative direction side and is installed to extend in the x-axis direction. A flange portion (nut or the like) 810 is fixed to the x-axis negative direction end of the first support shaft 81. A spring retainer (such as a nut) 700 is fixed to the positive end of the first support shaft 81 in the x-axis direction. The contact holes 80a and 800b of the contact member 80 are fitted into the

first support shafts

81a and 81b, so that the contact member 80 is supported by the first support shaft 81. The contact member 80 is provided to be movable in the x-axis direction with respect to the first support shaft 81. The movement of the contact member 80 in the negative x-axis direction is restricted when the contact member 80 (the portion around the through hole 800) contacts the flange portion 810.

The first holding member 84 is a substantially rectangular parallelepiped plate member that holds or supports the elastic members 86 to 88, and is arranged to extend in the left-right direction. The first holding member 84 is formed with a pair of left and right through

holes

840a and 840b. The first holding member 84 is supported by the first support shaft 81 by fitting the through

holes

840a and 840b of the first holding member 84 to the

first support shafts

81a and 81b, respectively. The first holding member 84 is provided between the contact member 80 and the mounting wall member 70 so as to be movable in the x-axis direction with respect to the first support shaft 81. The x-axis negative direction end of the first elastic member 86 is installed on the surface of the first holding member 84 on the x-axis positive direction side. The x-axis positive direction ends of the second elastic member 87 and the third elastic member 88 are installed on the surface of the first holding member 84 on the x-axis negative direction side. The second holding member 85 is a substantially rectangular parallelepiped plate member that holds the second elastic member 87, and is arranged to extend in the left-right direction. The second holding member 85 has a pair of left and right through

holes

850a and 850b. The second holding member 85 is supported by the first support shaft 81 by fitting the through

holes

850a and 850b of the second holding member 85 to the

first support shafts

81a and 81b, respectively. The second holding member 85 is provided between the contact member 80 and the first holding member 84 so as to be movable in the x-axis direction with respect to the first support shaft 81. The x-axis negative direction end of the second elastic member 87 is installed on the surface of the second holding member 85 on the x-axis positive direction side.

A second support shaft 82 and a third support shaft 83 are installed on the holding

members

84 and 85 in a loosely fitted state. The first holding member 84 is formed with a pair of left and right through

holes

843a and 843b so as to be sandwiched between the through

holes

840a and 840b, and a through hole 844 is formed so as to be sandwiched between the through

holes

843a and 843b. The second holding member 85 is formed with a pair of left and right through

holes

853a and 853b so as to be sandwiched between the through

holes

850a and 850b.
A through hole 854 is formed so as to be sandwiched between the through

holes

853a and 853b. A flange portion 820 having a diameter larger than that of the through hole 853 is provided at the end in the negative x-axis direction of the second support shaft 82. A flange portion 830 having a diameter larger than that of the through hole 854 is provided at the x-axis negative direction end of the third support shaft 83. The flange portions 820 and 830 are positioned on the x-axis negative direction side of the second holding member 85, and the x-axis positive direction side of each support shaft 82 and 83 passes through the through-holes 853 and 854 and the x-axis of the second holding member 85. Projects in the positive direction. The x axis positive direction ends of the support shafts 82 and 83 pass through the through holes 843 and 844 of the first holding member 84 and project to the x axis positive direction side of the first holding member 84. Flange portions (nuts or the like) 821, 831 having a larger diameter than the through holes 843, 844 are fixed to the protruding portions. The holding

members

84 and 85 are provided between the

flange portions

820, 830, 821, and 831 so as to be movable in the x-axis direction with respect to the support shafts 82 and 83.

The first elastic member 86 is a compression spring, specifically a coil spring, is installed so as to be wound around each first support shaft 81, and is supported by the first support shaft 81. The x-axis positive direction end of the first elastic member 86 is held in contact with the spring retainer 700, and the x-axis negative direction end is held in contact with the first holding member 84. The first elastic member 86 is held in a compressed state between the spring retainer 700 (mounting wall member 70) and the first holding member 84.

The second elastic member 87 is provided in a pair of left and right, and is disposed so as to be sandwiched between the

first support shafts

81a and 81b. The second elastic member 87 is an elastic body formed of resin or rubber, and is formed in a bellows shape. The second elastic member 87 is held between the first holding member 84 and the second holding member 85. The x-axis positive direction end of the second elastic member 87 is fitted and held in a recess 841 formed around the through hole 843 on the surface of the first holding member 84 on the x-axis negative direction side. The x-axis negative direction end of the second elastic member 87 is fitted and held in a recess 851 formed around the through hole 853 on the surface of the second holding member 85 on the x-axis positive direction side. On the inner peripheral side of the second elastic member 87, a second support shaft 82 is inserted and installed so as to be slidable with respect to the second elastic member 87. The second support shaft 82 supports the second elastic member 87 so that the second elastic member 87 does not fall out of the recesses 841 and 851, and guides the second elastic member 87 to compress and deform mainly in the x-axis direction. To do.

The third elastic member 88 is disposed so as to be sandwiched between the second

elastic members

87a and 87b. The third elastic member 88 is an elastic body formed of resin or rubber, and is formed in a cylindrical shape. The elastic coefficient of the third elastic member 88 in the x-axis direction is set to be larger than the elastic coefficient of the second elastic member 87 in the x-axis direction. Also, the third elastic member 88 is provided less likely to compress and deform. The x-axis positive direction end of the third elastic member 88 is fitted and held in a recess 842 formed around the through hole 844 in the surface of the first holding member 84 on the x-axis negative direction side. On the inner peripheral side of the third elastic member 88, a third support shaft 83 is inserted and installed so as to be slidable with respect to the third elastic member 88. Between the x-axis negative direction end of the third elastic member 88 and the bottom surface of the recess 852 formed around the through hole 854 in the surface on the x-axis positive direction side of the second holding member 85, a predetermined x-axis direction A distance (gap) is provided. The diameter of the recess 852 is larger than the diameter of the third elastic member 88. The third support shaft 83 supports the third elastic member 88 so as not to drop out of the recess 842, and guides the third elastic member 88 so as to be mainly compressed and deformed in the x-axis direction when the third elastic member 88 is compressed.

FIG. 6 is an overall perspective view of the hydraulic pressure control unit 6. The hydraulic pressure control unit 6 is a second brake hydraulic pressure generation source that receives supply of brake fluid from the master cylinder 5 (reservoir 5a) and can generate brake hydraulic pressure independently of the brake operation by the driver. The hydraulic pressure control unit 6 is provided between the wheel cylinder provided on each wheel and the master cylinder 5, and can individually supply the master cylinder hydraulic pressure or the control hydraulic pressure to each wheel cylinder. The hydraulic pressure control unit 6 includes a hydraulic pressure unit 6a and an electronic control unit ECU 6b that controls the operation of the hydraulic pressure unit 6a. The hydraulic unit 6a and the ECU 6b are configured as an integral unit. The hydraulic unit 6a is a hydraulic device (actuator) for generating a control hydraulic pressure, and includes a plurality of control valves that switch the communication state of a pump that is a hydraulic pressure generation source and an oil passage formed in the housing 60. Solenoid valve). A motor 6c for driving the pump is integrally attached to the hydraulic unit 6a (housing 60). Since the specific hydraulic circuit configuration of the hydraulic unit 6a is the same as that of a known hydraulic unit, description thereof is omitted. The hydraulic pressure unit 6a is provided with a hydraulic pressure sensor for detecting the hydraulic pressure (master cylinder hydraulic pressure or the like) at a predetermined portion of the oil passage, and the detected value is input to the ECU 6b. The ECU 6b controls the hydraulic pressure of each wheel cylinder independently of the driver's brake operation (increasing, depressurizing, holding) by controlling the operation of each actuator of the hydraulic pressure unit 6a based on various input information. ) Is possible.

The hydraulic unit 6a is connected to a brake pedal side unit (see FIG. 1) via a brake pipe. For example, the x-axis direction of FIG. Arranged to coincide with the axial direction. Thereby, the projection area in the vertical direction (vehicle up-down direction) of the whole apparatus 1 can be reduced, and vehicle mounting property can be improved. The housing 60 of the hydraulic unit 6a is fixedly installed on the vehicle body side (the floor of the engine room) via a damper 6d and a bracket 6e. On the upper side of the housing 60, a master cylinder port 61 for the P system and the S system and four wheel cylinder ports 62 are provided as openings of oil passages formed in the housing 60. The P-system master cylinder port 61P is connected to the P-system discharge port 51P of the master cylinder 5 via a brake pipe, and communicates with the P-system hydraulic chamber. The S system master cylinder port 61S is connected to the S system discharge port 51S of the master cylinder 5 via another brake pipe, and communicates with the S system hydraulic chamber. Each wheel cylinder port 62 is connected to each wheel cylinder via a brake pipe.

The hydraulic control unit 6 includes an anti-lock brake control (ABS) that reduces the tendency of the wheels to lock, and a brake control (vehicle behavior control such as VDC and ESC) that suppresses the side slip of the vehicle and stabilizes the vehicle behavior. Is provided to be executable. If a lock tendency of any wheel is detected in a state where the brake operation is performed, the ECU 6b executes anti-lock brake control. Specifically, the hydraulic pressure unit 6a is driven to reduce the wheel cylinder hydraulic pressure of the wheel so that the slip ratio of the wheel falls within a predetermined range (for example, the pressure reduction / holding of the wheel).・ Repeat pressure increase). The details of the antilock brake control are well known, and thus the description thereof is omitted. If a skid or the like of the vehicle is detected in a state where the brake operation is performed or not performed, the ECU 6b executes vehicle behavior control. Specifically, based on the detected vehicle behavior state quantity (lateral acceleration or the like), the hydraulic pressure unit 6a is driven to control the wheel cylinder hydraulic pressure of each wheel so as to realize a desired vehicle behavior. The details of the vehicle behavior control are well known, and the description is omitted. The hydraulic pressure control unit 6 may be provided so as to be able to execute only the anti-lock brake control, or can execute automatic brake control (such as inter-vehicle distance control or preceding vehicle follow-up control) other than the above control. It may be provided and is not particularly limited.

In a state where each actuator of the hydraulic pressure control unit 6 is inactive, the hydraulic chamber of the master cylinder 5 and the wheel cylinder of each wheel are in communication. At this time, the wheel cylinder hydraulic pressure is generated by the master cylinder hydraulic pressure generated by using the operating force (depressing force) of the brake pedal 2 by the driver (hereinafter referred to as a pedal brake). Device 1 (including the low pressure area in the initial stage of braking after That braking operation is started, the liquid pressure area at each stage of braking) the entire region of the pedal stroke S _P, the non-energized state of the pump and solenoid valve, etc. The pedal force brake is realized by disabling the hydraulic pressure control unit 6. In accordance with the depression operation of the brake pedal 2, brake fluid is supplied from each hydraulic chamber of each system of the master cylinder 5 (via an oil passage in the hydraulic unit 6a) toward each wheel cylinder (pressure increase) Time). That is, the master cylinder hydraulic pressure generated according to the depression operation of the brake pedal 2 is supplied to the wheel cylinder as it is. When the brake pedal 2 is depressed, the brake fluid is returned from each wheel cylinder (via the oil passage in the hydraulic unit 6a) toward the master cylinder 5 (when pressure is reduced). At that time, the link-type booster 3, predetermined braking characteristics, namely the amount of the brake operation by the driver (pedal stroke S _P) and the brake operating force (depression force) F _P and the brake fluid pressure P (vehicle deceleration G) It is set to realize the ideal relationship characteristics between. In the present embodiment, for example, a brake device (hereinafter referred to as a link-type booster 3) that includes a normal-size engine negative-pressure booster that boosts a brake operation force by using a negative pressure generated by a vehicle engine. In the comparative example 1), the brake characteristic realized when the engine negative pressure booster is operated is the ideal relational characteristic.

[Action]
Next, the operation of the device 1 will be described.
(Link type booster operation)
7 to 9 show the operation of the link type booster 3 by the same schematic diagram as FIG. The dashed line indicates the position of each member in the initial state the depression amount S _P output brake pedal 2 is zero (initial position). When the brake pedal 2 is depressed, the force point (pedal pad 21) and the action point (pin 92) of the brake pedal 2 rotate around the fulcrum (pedal rotating shaft 91) in the counterclockwise direction in the figure. The rotational force at the operating point (pin 92) is transmitted to the second link (pin 93) via the first link 31, and the second link is counterclockwise around the fulcrum (second link rotating shaft 94). Rotate to The rotational force of the second link is transmitted to the rod 4 through the pin 95, and moves the rod 4 in the positive x-axis direction. In this way, the rotational force (depression force) of the brake pedal 2 is converted to a linear force that moves the rod 4 in the positive x-axis direction via the link booster 3. Here, by the action of the link mechanism, in accordance with the pedal stroke S _P, the ratio S _P / S _R of the pedal stroke S _P and the rod stroke S _R is provided so as to be variable. Also, the entire region the brake pedal 2 is swingable (entire region of the pedal stroke S _P), each pedal stroke S _P, x-axis direction movement amount from the initial position of the rod 4 (rod stroke S _R), the brake The amount of depression of the pedal 2, that is, the amount of movement (the pedal stroke S _P ) from the initial position of the force point (pedal pad 21) of the brake pedal 2 is set. Further, across the pedal stroke S _P, for each pedal stroke S _P, rod stroke S _R is set to be smaller than the movement amount from the initial position of the point of application of the brake pedal 2 (pin 92) .

(Activation of stroke restriction part)
10 to 13 are schematic views of the brake pedal 2, the link type booster 3, the rod 4, and the stroke restricting portion 8 as seen from the side. FIG. 10 shows the initial position of each member. Hereinafter, a line segment connecting the pedal rotation shaft 91 and the pin 92 is L7, a line segment connecting the pin 92 and the pin 93 is L8, and a line segment connecting the pedal rotation shaft 91 and the pin 93 is L9. FIG. 11 shows the position of each member in a state where the brake pedal 2 starts to contact the contact member 80 of the stroke restricting portion 8. That is, the contact member 80 is provided so as to be able to contact the brake pedal 2. Brake pedal 2 is depressed, the pedal stroke S _P becomes a predetermined amount S _P 2, as shown in FIG. 11, the brake pedal 2 is brought into contact with the surface of the x-axis negative direction side of the contact member 80. Thus, the contact member 80 forms a contact portion. When the brake pedal 2 comes into contact with the contact member 80, further stroke of the brake pedal 2 is suppressed to some extent. That is, since the brake pedal 2 makes a further stroke, an extra force is required for moving the abutting member 80 in the positive x-axis direction while compressing and deforming the elastic members 86 to 88. In this sense, the contact member 80 regulates the stroke of the brake pedal 2.

FIG. 12 shows the position of each member in a state where the

elastic members

86 and 87 of the stroke restricting portion 8 are being compressed. The 1st elastic member 86 is a spring part comprised from the coil spring, and the 2nd elastic member 87 is a buffer member arrange | positioned in series with the said spring part (1st elastic member 86). When the brake pedal 2 is further depressed from the position shown in FIG. 11, the brake pedal 2 tries to make a stroke of S2 or more in a state where the brake pedal 2 is in contact with the contact member 80. Specifically, the contact member 80 tends to move in the positive x-axis direction with respect to the first support shaft 81 together with the second holding member 85 (see FIG. 5). Therefore, since a thrust acts on the second elastic member 87 from the x-axis positive direction side, the second elastic member 87 is slightly compressed. Further, due to the force acting on the first holding member 84 from the second elastic member 87, the first holding member 84 tends to move in the x-axis positive direction side with respect to the first support shaft 81. Therefore, a thrust acts on the first elastic member 86 from the positive side of the x-axis, so that the first elastic member 86 is slightly compressed. Since the first elastic member 86 and the second elastic member 87 are compressed and deformed, an impact when the brake pedal 2 comes into contact with the contact member 80 is absorbed. Further, the reaction force acting only on the brake pedal 2 min the compression deformation (the pedal reaction force) is increased, to attenuate the pedaling force F _P. Depending on the increase of the pedal stroke S _P, by the amount of compressive deformation of the first elastic member 86 and the second elastic member 87 is increased, the pedal reaction force is increased. Thus, the 1st elastic member 86 and the 2nd elastic member 87 comprise the damper.

FIG. 13 shows the position of each member in a state where the elastic members 86 to 88 of the stroke restricting portion 8 are maximally compressed. When the brake pedal 2 is further depressed from the position of FIG. 12, the amount of compression of the second elastic member 87 increases, and the distance in the x-axis direction between the third elastic member 88 and the recess 852 of the second holding member 85 ( Gap) disappears. The pedal stroke S _P at this time is set to S _P 30 (> S _P 2). The size of the gap corresponds to the difference between S30 and S2. Thereafter, since the third elastic member 88 is compressed, as a pedal reaction force, in addition to the elastic force of the first elastic member 86 and the second elastic member 87, the elastic force due to the compression of the third elastic member 88 is also applied. . At this time, the gap between the coil windings of the first elastic member 86 is almost eliminated by compression, and the first elastic member 86 cannot be further deformed in the x-axis direction. In the pedal stroke S _P third elastic member 88 is somewhat compressed, the stroke of the brake pedal 2 by the usual brake pedal depression operation by the driver is more substantially impossible, the pedal reaction force is increased. In other words, even if the driver exerts the maximum force normally assumed in the brake depression operation, the brake pedal 2 can no longer stroke. This pedal stroke S _P (maximum pedal stroke after regulation) is defined as S _P 3 (> S _P 30). Thus, the third elastic member 88, the pedal stroke S _P constitutes a stopper for stopping the stroke of the brake pedal 2 by S _P 30 or more (S _P 3 below). The third elastic member 88 may be held by the second holding member 85 (recessed portion 852) instead of the first holding member 84 (recessed portion 842) or fitted and held in either of the recessed

portions

842 and 852. Instead, it may be supported only by the third support shaft 83.

14, FIG. 15 is a schematic view of the link-type booster 3 and the rod 4 of Comparative Example 2 without a stroke restricting portion 8 from the side, when the pedal stroke S _P exceeds the singularity The operation | movement of a link type booster is shown. First, derived from the properties of the constructed link mechanism of the

second link

31 and 32, in the second half region of the pedal stroke S _P, to increase the S _P rod stroke S _R is switched to decrease from increase (the rod 4 The moving direction in the axial direction is reversed, and the singular point where the rod 4 moves backward) appears. S to _P reaches the S _P 3 is greater than S _P 5 is at an angle to the line segment L7, L8 forms increases toward 180 degrees. In response to this, the pin 93 rotates counterclockwise around the fulcrum (second link rotation shaft 94) so that the line segment L9 becomes longer. As the pin 93 is pushed down, the rod 4 moves to the x-axis positive direction side (FIGS. 10 to 13). When S _P reaches S _P 5, the angle formed by the line segments L7 and L8 becomes 180 degrees, the pin 92 is positioned on the line segment L9, and the line segments L7 and L8 coincide with the line segment L9 (singular posture). . The length of the line segment L9 is the maximum (sum of the lengths of the line segments L7 and L8). At this time, the torque acting on the first link 31 (the pins 92 and 93) is balanced. When S _P increases beyond S _P 5, the angle formed by the line segments L7 and L8 becomes smaller than 180 degrees. In response to this, the pin 93 rotates clockwise around the fulcrum (second link rotation shaft 94) so that the line segment L9 becomes shorter. As the pin 93 is pulled up, the rod 4 moves to the x-axis negative direction side (FIGS. 14 and 15). Thus, when the S _P exceeds S _P 5 (singular point) from less than S _P 5, the rotational direction is reversed in the second link 32, the moving direction of the rod 4 from the x-axis positive direction x-axis negative direction Reverse. FIG. 14 shows a state in which the pedal stroke S _P has increased beyond S _P 5 and the rod 4 is moving backward. FIG. 15 shows a state where the maximum amount of pedal stroke _SP that can be taken on the link mechanism (maximum pedal stroke on the link mechanism) is reached. Note that once the rod 92 starts to move backward with the pin 92 straddling the line segment L9, the second link 32 is caused by the reaction force acting on the rod 4 from the master cylinder 5 even if the foot is released from the brake pedal 2. Since the rotation in the clockwise direction is continued, the brake pedal 2 does not return to the initial position.

(Boost characteristics)
The curve shown in FIG. 16 shows the change characteristic of the rod stroke S _R with respect to the pedal stroke S _P of the device 1. The link type booster 3 makes the ratio S _P / S _R of both variable. The link booster 3 includes a first link 31 and a second link 32. Therefore, for example, the ratio S _P / S _R can be changed continuously or smoothly as compared with the case where only one link member is provided between the brake pedal 2 and the rod 4. When S _P is zero, S _R is also zero. As S _P increases from zero, S _R also increases from zero. Depending on the magnitude of S _P, variation [Delta] S _R of S _R for the same change amount [Delta] S _P of S _P is, so as to vary with the desired properties, the link mechanism is arranged. In other words, the operation amount of the brake pedal 2 is required to move the rod 4 by the same amount, so as to vary with the desired characteristics depending on the magnitude of the pedal stroke S _P, the link-type booster 3 The position of the support shaft 94 and the like, and the shapes and lengths of the

links

31 and 32 are adjusted. The initial brake depression (time S _P is small) late than towards the (S when _P is greater) is the amount of change S _R to a unit change amount [Delta] S _P of _{_{_{S P ΔS R (= ΔS R}}} / ΔS P) Is set to be less. Specifically, when S _P is from zero to less than S _P 5, ΔS _R / ΔS _P gradually decreases from a predetermined value (greater than zero) as S _P increases. In the second half of the brake depression operation, when S _P is in the vicinity of S _P 5, ΔS _R / ΔS _P becomes substantially zero (S _R hardly changes with respect to the change in S _P ). However, as S _P increases beyond S _P 5, ΔS _R / ΔS _P becomes smaller than zero and its absolute value gradually increases. Therefore, the curve indicating the change of S _R with respect to S _P is a curve that rises to the right and is convex upward.

The two curves shown in FIG. 17 are (1) the ratio S _P / S _R , and (2) the ratio F _R / F _P of the rod thrust F _{R to} the pedaling force F _P (when considering the reaction force due to the hydraulic pressure), It shows characteristic changes to S _P output, respectively. The curve shown in FIG. 18 shows the characteristic (hydraulic rigidity) of the relationship between the amount Q of brake fluid supplied from the master cylinder 5 toward the wheel cylinder and the hydraulic pressure P of the master cylinder 5 or the wheel cylinder. The ratio S _P / S _R is a lever ratio R (S) as a stroke ratio of the link type booster 3 and is variable. Plotting the ratio S _P / S _R of S _P in any S _P against S _R in FIG. 16, the curve indicated by R (S) in FIG. 17. R (S) corresponds to an integral of ΔS _P / ΔS _R , and gradually increases from a predetermined value (greater than zero) as S _P increases from zero. Curve showing the change of S _R for S _P output 16 is a convex curve on the right-up and. Therefore, as shown in FIG. 17, the ratio S _P / S _R increases gradually until at least S _P becomes S _P 5. Curve showing the change in the S _P / S _R for S _P is a gentle upward curves and convex downward.

The ratio F _R / F _P is a lever ratio R (F) as a boost ratio of the link type booster 3 and is variable. Unless the reaction force due to the hydraulic pressure P acting on the rod 4 is taken into account, the ratio F _R / F _P is inversely proportional to ΔS _R / ΔS _P. Therefore, the ratio F _R / F _{_P,} S _P approaches the _{_{S P 5 (ΔS R / ΔS}} P approaches substantially zero) as large, should significantly increase the S _P is in the vicinity of S _P 5 . However, when S _P (S _R ) increases and the hydraulic pressure P rises to some extent, the reaction force due to the hydraulic pressure P acting on the rod 4 increases. That is, the liquid amount Q increases in proportion to the increase in S _R. Here, as shown in FIG. 18, the hydraulic rigidity of the present embodiment is such that the rate of increase of the hydraulic pressure P with respect to the increase of the hydraulic quantity Q is small in the range from zero to the predetermined quantity Q1, and Q is Q1. If it exceeds, the increase rate of P with respect to the increase of Q becomes a characteristic. Thus, if S _R has a exceeds a predetermined amount (S _P exceeds the predetermined amount S _P 1) Q to Rutoki exceeds Q1, when the S _P exceeds the predetermined amount S _P 1, of the S _P The increase rate of the reaction force due to the hydraulic pressure P with respect to the increase is increased. When considering the impact of such liquid pressure rigidity (reaction force due to fluid pressure P), the increase in the ratio F _R / F _P, is suppressed and S _P is increased to some extent. Therefore, the curve showing the change with respect to S _P output ratio F _R / F _P (when considering the reaction force due to fluid pressure P), as shown in FIG. 17, S _P is a predetermined amount S _{_P} 4 (S _P Until 3 <S _P 4 <S _P 5), it goes upward and becomes S-shaped.

The slope of the curve R (F) (amount of change with respect to [Delta] S _P), the S _P from zero until S _P 4, greater than the slope of the curve R (S) indicating a change in the ratio S _P / S _R , S _P increases beyond S _P 4 and becomes smaller than the slope of the curve R (S). Therefore, the difference between the ratio S _P / S _R and the ratio F _R / F _P (the distance between the curves R (F) and R (S)) depends on the increase of S _P until S _P becomes S _P 4. The characteristics gradually increase. When S _P increases from S _P 5, the rod 4 moves backward, so that S _R decreases with respect to the increase of S _P (ΔS _R / ΔS _P becomes negative). Therefore, in a region where S _P exceeds the S _P 5, the ratio F _R / F _P decreases (curve R (F) is the right edge). On the other hand, even if S _P increases from S _P 5, the ratio S _P / S _R continues to increase (curve R (S) rises to the right). Therefore, when S _P increases from S _P 5, the difference between the ratio S _P / S _R and the ratio F _R / F _P decreases as S _P increases.

(Energy saving, miniaturization, cost reduction)
During normal braking (stepping force braking) that generates a hydraulic braking force according to the driver's braking operation, the device 1 uses the link type booster 3 to determine whether or not the driver Auxiliary force is generated to reduce brake operation force. This link type booster 3 is a mechanical booster. That is, the brake operation force is mechanically boosted exclusively using the driver's brake operation force. In other words, it is driven using an energy source different from the driver's brake operation force, such as a booster that generates hydraulic pressure using an electric motor or an accumulator, or a master back that uses negative pressure of the engine, It is not a booster that generates auxiliary power. As described above, the device 1 does not operate a booster of a type that generates an auxiliary force using an energy source different from the driver's brake operation force during normal braking (when the driver operates the brake). Therefore, compared with the structure which generate | occur | produces auxiliary force using an energy source different from a driver | operator's brake operation force, the energy consumption for generating auxiliary force can be suppressed. Moreover, since it is possible to omit the booster using an electric motor, engine negative pressure, etc., the enlargement of a booster can be suppressed.

In other words, recently, due to demands for improving the fuel efficiency of vehicles, there is a demand for a brake device that does not use engine negative pressure or uses low negative pressure even if it uses it. On the other hand, when a booster that generates hydraulic pressure using an electric motor or accumulator is provided, the brake system becomes larger and more complex, and the number of parts increases, which is disadvantageous in terms of cost and mounted on the vehicle. May deteriorate. Furthermore, since the vehicle becomes larger and the weight increases, the energy efficiency of the vehicle may be deteriorated. Thus, there is a demand for a compact and inexpensive brake system that can improve fuel consumption. On the other hand, the device 1 can use a variable link type booster to improve the fuel efficiency while satisfying at least the brake performance required in the normal range, and downsize the brake system. Also, it can be cost-effective.

The device 1 includes a hydraulic pressure control unit 6 in addition to the link booster 3. The hydraulic pressure control unit 6 is capable of executing ABS control (or vehicle behavior control), and a unit that is already provided in many brake devices can be used. While during normal braking to ensure the braking force necessary to assist the pressing force F _P by the link-type booster 3, ABS control (or the vehicle behavior control) braking force necessary to operate the fluid pressure control unit 6 at the time of intervention Can be obtained. Therefore, while satisfying the brake performance generally required for a vehicle, the number of parts can be reduced and the cost can be reduced, and a simple brake system can be realized. In other words, the entire apparatus 1 viewed as a system composed of the brake pedal unit and the fluid pressure control unit 6 can be simplified, and the mountability on the vehicle can be improved. Furthermore, the vehicle can be reduced in size and weight, and thereby the energy efficiency of the vehicle can be improved.

Note that it is also conceivable to use the hydraulic control unit 6 as an energy source to compensate for the shortage of the brake operation force. For example, in a predetermined brake operation region, the required brake fluid pressure is realized by operating the fluid pressure control unit 6 in addition to the link booster 3. However, if the hydraulic pressure control unit 6 is frequently actuated (pumped up), the above effect of suppressing energy consumption may be diminished. In addition, the durability of the pump may be reduced, and the silence (sound vibration performance) of the brake device may be reduced. On the other hand, the device 1 uses only the pedal brake (link booster 3) during normal braking and does not use the hydraulic pressure control unit 6. Therefore, it is possible to avoid the problems as described above and to obtain effects such as improving energy efficiency to the maximum. Further, since the device 1 uses a mechanical link type booster as the booster, even if the power supply system fails, the driver 1 can achieve the minimum vehicle deceleration by the brake operation force. Is possible. Therefore, it is excellent in fail-safe property.

(Operation of link booster)
The device 1 is suitable for small cars and light cars (hereinafter referred to as small cars). That is, in small cars, the capacity of the wheel cylinder (caliper) is small, and the master cylinder (piston) only needs to have a small diameter, so the force (lever ratio R) that boosts the driver's brake operation force must be so large. And not. Moreover, since the mass of a small car etc. is small, the braking force required in order to generate the same deceleration G may be small. Therefore, in a small car or the like, at least in the normal range, the brake characteristic (SFG characteristic) similar to that of the conventional brake apparatus (Comparative Example 1) can be sufficiently realized by using only the link type booster 3. As a result of the analysis, the present applicant has found out. The application target of the device 1 is not limited to a small car or the like. Specifically, the link type booster 3 has less movement amount (rod stroke S _R ) of the rod 4 in the x-axis direction than the depression amount (pedal stroke S _P ) of the brake pedal 2 in the entire operation region. Is set to As a result, the stroke ratio S _P / S _R, that is, the lever ratio R (S) becomes larger than 1, so that the operating force (stepping force F _P ) of the brake pedal 2 is amplified and transmitted to the rod 4 by the lever principle. Become. That is, in the entire region of the pedal stroke S _P, the rod thrust F _R is greater than the pedal force F _P, exerts force multiplying function, conveyed amplifies the pedal force F _P (booster) the piston of the master cylinder 5, A high brake fluid pressure P can be obtained.

More specifically, the ratio of the distance from the fulcrum (pedal rotary shaft 91) to the action point (pin 92) of the brake pedal 2 and the distance from the fulcrum (pedal rotary shaft 91) to the force point (pedal pad 21) ( depending on the pedal ratio), pressing force F _P is amplified. Furthermore, in the entire region of the pedal stroke S _P, i.e. rod stroke S _R (amount of movement from the initial state) x-axis direction movement amount of the rod 4, the point of application of the brake pedal 2 amount of movement (the pin 92) (from the initial state Is set to be smaller than the movement amount of Thus, across the pedal stroke S _P, large rod thrust F _R than the pedal ratio amplified pressing force F _P according to (the force to be input to the first link 31 through a pin 92 from the brake pedal 2) Become. For this reason, compared with the case where the link type booster 3 is not provided, a higher brake fluid pressure P can be obtained by amplifying (boosting) the operating force of the brake pedal 2 and transmitting it to the piston of the master cylinder 5. Can do.

Here, the brake characteristic showing the relationship between the pedal stroke S _P and pressing force F _P and the hydraulic pressure P (deceleration G), various requirements exist. The above requirement can be satisfied by adjusting the link characteristics of the link booster 3. In the present embodiment, the following is the basic idea (request or response).
(A) In the initial stage of the brake operation, a large amount of brake fluid Q is supplied to the wheel cylinder (caliper), thereby improving the responsiveness of the braking force (hydraulic pressure P) to the brake operation.
(A) In a frequently operated brake operation region (normal operation region), the brake operation feeling (pedal) can be achieved by bringing the brake device (Comparative Example 1) having an engine negative pressure booster closer to the brake characteristic (SFG characteristic). (Feeling) is reduced.

As shown in FIG. 16, towards the later than the stroke initial brake pedal 2 is set to [Delta] S _R / [Delta] S _P is reduced. In other words, the stroke early, the variation [Delta] S _R of S _R with respect to the change amount [Delta] S _P of S _P is large (the rod 4 tends to stroke). Therefore, in the brake operation initial, relatively short S _P, it is possible to supply more of the brake fluid amount Q to the wheel cylinders. Therefore, it is possible to supply the liquid amount Q1 or more at a relatively early time after the start of the brake depression, and the hydraulic pressure rigidity shown in FIG. 18 is low (the rate of increase of P with respect to Q is a non-linear region) from 0 to The region of Q1 (0 to P1) can be removed early. Accordingly, it is possible to improve the increase response of the braking force (hydraulic pressure P) with respect to the brake operation. In addition, since ΔS _R with respect to ΔS _P is small in the latter half of the stroke of the brake pedal 2, it is possible to increase the amplification factor of the pedaling force F _{P in} the latter half of the brake operation and to easily secure the braking force. For example, even in the event of a failure, it is possible to realize the minimum necessary vehicle deceleration by the driver's brake operation force. Here, "who later than the stroke initial brake pedal 2, it is set to [Delta] S _R is reduced with respect to [Delta] S _P", the present embodiment has a liquid pressure rigidity of the characteristics shown in FIG. 18 In the example, “the difference between the ratio S _P / S _R and the ratio F _R / F _P is set so as to increase gradually as S _P increases until S _P becomes S _P 4”. It is synonymous with. Therefore, since the difference is set to gradually increase as described above, it is possible to obtain effects such as an improvement in the response of the braking force, as described above.

Figure 19 is a curve representing the F-S characteristics showing the relationship between the pressing force F _P and the pedal stroke S _P, FIG. 20 represents the F-G characteristics showing the relationship between the pressing force F _P and the vehicle deceleration G It is a curve. Note that G is calculated assuming a mini vehicle, a small electric vehicle, and the like. The solid line indicates the characteristics of this example, and the alternate long and short dash line indicates the characteristics of Comparative Example 1 (when the engine negative pressure booster is operated). The shaded area is a regular area with relatively high frequency (for example, accounting for approximately 80% of the predetermined total number of brakes), and is a relatively low G brake operation area at the initial stage of brake operation. If it has a liquid pressure rigidity of the characteristics shown in FIG. 18, as a brake characteristic of the vehicle, and there is for example a request to the pedaling force F _P 1 or less and a hydraulic P1 or characteristic in the pedal stroke S _P 1. In this case, S _P is by adjusting the link characteristics (boosting characteristic) so that it can supply liquid amount Q1 to reach S _P 1 from the master cylinder 5, to realize the P1 or more S _P 1. Further, as shown in FIG. 19, so as to adjust the link characteristics such that F _P 1 or more in S _P 1, as shown in FIG. 20, the in F _P 1 G1 (P1 considerably) higher link Adjust the characteristics.

Here, in Comparative Example 1 to operate the engine vacuum booster, for example, relates to F-S characteristics, and F-G characteristics, FIG. 19, as shown in dashed line in FIG. 20, immediately after the brake pedal depression, predetermined F _P from zero while in a range of less than a value Fj not occur S _P and G, and F _P is equal to or greater than Fj, it increased to once a predetermined amount each generated S _P and G, there is a characteristic (jump-characteristic) that. As shown in the shaded areas in FIGS. 19 and 20, by adjusting the link characteristics, the brake characteristics (SFG) simulating the characteristics of Comparative Example 1 (jump-in characteristics, etc.) are realized in the normal range. Thus, pedal feeling can be improved. For example, in FIG. 20, the range of F _P from Fj to F _P 1, close rate of change of G with respect to F _P (slope) in Comparative Example 1. Incidentally, by adjusting the disabling depression force of the master cylinder 5 (actually S _P to the size of the F _P where G starts to occur beyond the zero), compared as a whole F-S characteristics in shaded region in FIG. 19 closer or example 1, actually the size of G may be or close to Comparative example 1 generated against F _P in FIG. 20.

On the other hand, in the high-G regions of the brake operation late humans since there is a tendency to control the deceleration G (hydraulic braking force) by pedaling force F _P, the link characteristics with an emphasis on F-G characteristics Among braking characteristics It is preferable to adjust. For example, F _P is in F _P 2 greater area, although the F-S characteristic shown in FIG. 19 embodiment is deviated with respect to Comparative Example 1, comparison with F-G characteristics shown in FIG. 20 Example 1 It is preferable to adjust so that the present embodiment approaches. In other words, as long as the FG characteristic is close to that of Comparative Example 1, there is no particular problem even if the FS characteristic is deviated. If an ideal FG characteristic cannot be obtained only by adjusting the link characteristic, the FG characteristic (FP characteristic) can be adjusted, for example, by a damper function of the stroke restricting portion 8 described later. (See FIG. 22).

As described above, the required brake characteristics can be satisfied by adjusting the link characteristics of the link type booster 3. By adjusting the link characteristics based on the vehicle specifications and the target characteristics of the pedal force brake, the brake characteristics (when the engine negative pressure booster is provided) can be simulated according to the type of vehicle mounted. The mountability of the device 1 can be improved by adapting to the difference in the vehicle type only by changing the design of the link type booster 3 alone.

(Operation of stroke restricting part)
The link-type booster 3 configuration (link characteristics), if you try to what can be obtained predetermined boost performance constraints conditions when the vehicle mounting, preferred in some areas of the pedal stroke S _P although it is possible to obtain the braking characteristics may not be exhibited favorable brake characteristics across the S _P. For example, when the brake characteristic is set to be F _P 1 or more and _P 1 or more in S _P 1 as described above, the characteristic of the lever ratio R (F) that can achieve this requirement is as shown in FIG. It may be limited to the characteristic having S _P 5, R (F) 5). Moreover, when it is going to improve the vehicle mounting property of the apparatus 1, the structure of a link mechanism, a shape, and arrangement | positioning are restrict | limited. In particular, when the device 1 is mounted on a small vehicle or the like, the space that can be mounted is narrow (the space for the driver's feet for installing the brake pedal 2 and the link type booster device 3 is limited), so the above limitation is large. Become. For example, in the characteristic of the lever ratio R (F) shown in FIG. 17, it is desired to use the link type booster 3 in the region of the pedal stroke S _P on the left side (smaller) than the singular point S _P 5. The maximum pedal stroke (on the link mechanism) that can be performed by the brake operation is on the right side of the singular point S _P 5 (due to the attachment of the device 1 to the vehicle, S _P May not be allowed to exceed S _P 5). Therefore, for example, when it is attempted to obtain a preferable brake characteristic in the pedal stroke area in the early stage of the brake operation, there is a possibility that a preferable characteristic cannot be obtained in the pedal stroke area in the late stage of the brake operation. Specifically, the lever ratio R (F) may increase excessively in the latter half of the brake operation, or the hydraulic pressure P may decrease due to the reverse movement of the rod 4.

FIG. 21 to FIG. 23 show the results of the test or analysis of the brake characteristics. FIG. 21 shows the FS characteristic. Figure 22 shows the relationship between pressing force F _P and the hydraulic pressure P (F-P characteristics). Figure 23 shows the relationship between the pedal stroke S _P and the hydraulic pressure P (S-P characteristic). The characteristic when the stroke restricting portion 8 is not provided is shown by a two-dot chain line (Comparative Example 2), and the characteristic of the present embodiment provided with the stroke restricting portion 8 is indicated by a solid line. The arrows in the figure indicate when the brake operation is depressed and when it is depressed. The brake operation later _{_{(F P> F P 2)}} , the lever ratio R (F) is too high, with the increase amount [Delta] S _R of the rod stroke S _R relative increment [Delta] S _P of the pedal stroke S _P becomes excessively small , increase [Delta] F _R of the rod thrust F _R becomes excessive against the increase [Delta] F _P of pedaling force F _P. Therefore, as shown in two-dot chain line in FIG. 21, [Delta] S _P becomes excessive relative to [Delta] F _P. Further, as shown in two-dot chain line in FIG. 22, the increase ΔP fluid pressure P becomes excessively large relative to [Delta] F _P. Therefore, the reaction force (the pedal reaction force) can not be obtained appropriately acting due to the reaction force acting on the rod 4 by the hydraulic P to the brake pedal 2, pressing force F _P is too light (brake pedal 2 is rapidly Feels lighter). Therefore, the pedal feeling may be deteriorated. When the maximum pedal stroke (on the link mechanism) is larger than the pedal stroke S _P 5 at which the lever ratio R (F) becomes the peak value R (F) 5, the pedal stroke S _P exceeds S _P 5. The rod 4 moves backward. As a result, as shown in two-dot chain line in FIG. 23, in the region where the S _P exceeds the S _P 5, omission of hydraulic P will down (deceleration G despite depressing the brake pedal 2 May occur).

In contrast, the link-type booster 3 of the present embodiment, (the second half depression of the brake pedal 2) braking late and S _P is S _P 2 or the stroke restricting portion 8 for regulating the stroke of the brake pedal 2 Prepare. Thereby, the occurrence of the above-described problem can be suppressed by adjusting the brake characteristics. The stroke restricting portion 8 includes a first elastic member 86 and a second elastic member 87 as dampers.

Elastic members

86 and 87, to increase the pedal reaction force at S _P is S _P 2 or more (less than S _P 30), (used for increasing the S _P) effective reducing pedaling force F _P (damping) Let Therefore, as shown by the solid line in FIG. 21, ΔS _P is suppressed from being excessive with respect to ΔF _{P in the} late stage of the brake operation. Further, as shown in solid line in FIG. 22, [Delta] P relative to [Delta] F _P that becomes excessive is suppressed. Therefore, an appropriate pedal reaction force can be obtained and deterioration of the pedal feeling can be suppressed.

Specifically, the brake pedal 2 is brought into contact with the contact member 80 at S _P 2 (F _P 2) which is larger than S _P 1 (F _P 1) and before the lever ratio R (F) starts to increase excessively. The

elastic members

86 and 87 are set to contact each other and start to function as a damper. The

elastic members

86 and 87 are compressed and deformed from S _P 2 (F _P 2) to S _P 30 (F _P 30). By appropriately changing the characteristics of the

elastic members

86 and 87, the brake characteristics can be arbitrarily set. The

elastic members

86 and 87 also have a function of absorbing an impact when the brake pedal 2 comes into contact with the contact member 80. In particular, by providing the first elastic member 86 as a spring portion, it is possible to effectively absorb the impact at the time of contact and improve pedal feeling. Further, by arranging the second elastic member 87 as the buffer member in series with the first elastic member 86 as the spring portion, a damping force that tends to be insufficient with only the spring portion (first elastic member 86) is secured. The brake characteristics can be adjusted effectively. Therefore, deterioration of the pedal feeling can be more effectively suppressed.

Further, when S _P (F _P ) becomes equal to or higher than S _P 30 (F _P 30), the third elastic member 88 as the buffer member is compressed and deformed until it reaches S _P 3 (F _P 3). The third elastic member 88 is provided (harder) than the second elastic member 87 to be compressed and deformed. Therefore, as shown in FIG. 21, in a state where the third elastic member 88 is compressed and deformed to some extent, the pedal reaction force becomes remarkably large, and the brake pedal 2 cannot be stroked any more (the stroke is restricted in a narrow sense). . As shown in FIG. 23, the maximum pedal stroke S _P 3 after the regulation is set smaller than S _P 5 in which the rod 4 moves backward (the lever ratio R (F) has a peak value). Thus, in the late braking operation, avoids S _P exceeds S _P 5, the hydraulic pressure P will down (deceleration omission of G occurs) Despite depressing the brake pedal 2 situation Can be suppressed. Therefore, deterioration of the pedal feeling can be suppressed. Since the third elastic member 88 is arranged in parallel to the second elastic member 87, it effectively functions as a stopper for stopping the stroke of the brake pedal 2 as compared with the case where the third elastic member 88 is arranged in series. be able to. Further, since the third elastic member 88 is provided so as to be able to be compressed and deformed to some extent, it is possible to mitigate an impact when stopping the stroke of the brake pedal 2.

As described above, the stroke restricting unit 8 constitutes a brake operating force adjusting unit that adjusts the operating force (depressing force F _P ) of the brake pedal 2 when the pedal stroke _SP is equal to or greater than the predetermined amount S _P 2. Stroke restricting portion 8, in accordance with the link characteristics of the link-type booster 3 (to complement this) by adjusting the depression force F _P, is set to arbitrarily set the brake characteristics.

[Effect of Example 1]
Hereinafter, effects exhibited by the brake device 1 of the first embodiment will be listed.
(A1) a brake pedal 2 supported swingably with respect to the bracket 7;
A rod 4 connected in an axial direction in conjunction with the brake pedal 2 and rotatably connected to a piston for generating hydraulic pressure in the master cylinder 5 for generating hydraulic pressure in the wheel cylinder;
A link type booster 3 that connects between the brake pedal 2 and the rod 4 and amplifies the operating force (stepping force F _P ) of the brake pedal 2 and transmits it to the rod 4 is provided.
The link type booster 3 is
A first link 31 having one end side rotatably connected to the brake pedal 2;
The second link 32 is connected to the bracket 7 so as to be swingable, and has one end connected to the other end of the first link 31 so as to be rotatable and the other end connected to the rod 4 so as to be rotatable. And
The axial stroke amount (rod stroke S _R ) of the rod 4 with respect to the stroke amount of the brake pedal 2 (pedal stroke S _P ) is set to be small.
Therefore, energy consumption can be suppressed while realizing the boost function.

(B1) a brake pedal 2 supported swingably with respect to the bracket 7;
A rod 4 that is pivotally connected to a piston of the master cylinder 5 to generate a hydraulic pressure of the master cylinder 5 that generates a hydraulic pressure of the wheel cylinder by stroking in the axial direction in conjunction with the brake pedal 2;
The first link 31 whose one end side is connected to the brake pedal 2 so as to be rotatable, the one end side is connected to the other end side of the first link 31 so as to be rotatable, and the other end side is rotatable relative to the rod 4. The second link 32 is connected and swingably connected to the bracket 7, and the axial direction of the rod 4 with respect to the stroke change amount ΔS _P of the brake pedal 2 in the later stage from the initial stroke of the brake pedal 2. A link type booster 3 which is set so that the stroke change amount ΔS _R is reduced, amplifies the operating force (stepping force F _P ) of the brake pedal 2 and transmits it to the rod 4;
A hydraulic pressure control unit 6 is provided between the master cylinder 5 and the wheel cylinder and controls the hydraulic pressure of the wheel cylinder.
Therefore, energy consumption can be suppressed while realizing the boost function. In addition, it is possible to improve the brake characteristics such as improving the response of braking. Furthermore, a simple brake system can be realized while satisfying the brake performance generally required for a vehicle.

(C1) a brake pedal 2 that is swingably supported with respect to the bracket 7;
A rod 4 that is pivotally connected to a piston for generating hydraulic pressure in a master cylinder 5 that generates axial pressure in association with the brake pedal 2 and that generates hydraulic pressure in a wheel cylinder;
A first link 31 whose one end is pivotally connected to the brake pedal 2, one end is pivotally connected to the other end of the first link 31, and the other end is swingable relative to the rod 4. A second link 32 that is connected and swingably connected to the bracket 7, and the stroke amount of the rod 4 until the stroke amount of the brake pedal 2 (pedal stroke S _P ) reaches a predetermined amount S _P 4. Is set so that the difference between the ratio S _P / S _R of the stroke amount of the brake pedal 2 with respect to the ratio F _R / F _P of the thrust force of the rod 4 to the operating force (stepping force F _P ) of the brake pedal 2 increases gradually, A link type booster 3 that amplifies the operating force of the brake pedal 2 and transmits it to the rod 4 is provided.
Therefore, energy consumption can be suppressed while realizing the boost function. In addition, it is possible to improve the brake characteristics such as improving the response of braking.

[Other embodiments]
As mentioned above, although the form for implement | achieving this invention has been demonstrated based on the Example, the concrete structure of this invention is not limited to these Examples, and is the range which does not deviate from the summary of invention. Design changes and the like are included in the present invention. For example, the specific configurations of the brake pedal, the link type booster, and the stroke restricting unit are not limited to those of the embodiment. You may provide so that the contact part of a stroke control part may contact members other than a brake pedal (each link, rod, etc. of a link type booster). In the embodiment, since the contact portion comes into contact with the brake pedal, the force acting on the contact portion by the contact becomes a small force before the boosting by the link type booster.
For this reason, while being able to improve the durability of an abutting part, the rigidity of an abutting part can be made low and this can be reduced in size. Further, the force that the elastic members 86 to 88 should attenuate by compression is also a small force before the boosting by the link booster. Therefore, the durability of the elastic members 86 to 88 can be improved, and the elastic members 86 to 88 can be downsized. Therefore, the stroke restricting portion can be reduced in size, and the entire apparatus can be reduced in size.

In the following, inventions other than those described in the scope of claims ascertained from the examples are listed.
(A2) In the brake device according to claim 1,
A brake device comprising a hydraulic pressure control unit capable of executing anti-lock brake control between the master cylinder and the wheel cylinder connected to the master cylinder via an oil passage.
Therefore, a simple brake system can be realized while satisfying brake performance generally required for a vehicle.
(A3) In the brake device according to claim 1,
Brake device comprising a hydraulic pressure control unit capable of executing anti-lock brake control and vehicle behavior control between the master cylinder and the wheel cylinder connected to the master cylinder via an oil passage .
Therefore, a simple brake system can be realized while satisfying brake performance generally required for a vehicle.
(A4) In the brake device according to claim 1,
The link type booster includes a stroke restricting portion that restricts a stroke of the brake pedal when a stroke amount of the brake pedal reaches a predetermined amount.
Therefore, the brake characteristics can be adjusted by complementing the link characteristics of the link type booster.
(A5) In the brake device described in (A4) above,
The said stroke control part is provided with the contact part which can contact | abut to the said brake pedal, The brake device characterized by regulating the stroke of the said brake pedal by the said contact part.
Therefore, the durability of the contact portion can be improved and the stroke restricting portion can be reduced in size.
(A6) In the brake device according to (A5) above,
A brake device comprising a damper that absorbs an impact when the brake pedal comes into contact with the contact portion.
Therefore, deterioration of the pedal feeling can be suppressed.
(A7) In the brake device according to (A6) above,
The damper includes a spring portion and a buffer member arranged in series with the spring portion.
Therefore, deterioration of the pedal feeling can be suppressed.
(A8) In the brake device according to (A6) above,
The brake device according to claim 1, wherein the stroke restricting portion includes a stopper that stops the stroke of the brake pedal when the stroke amount of the brake pedal is equal to or greater than the predetermined amount.
Therefore, deterioration of the pedal feeling can be suppressed.

(B2) In the brake device according to claim 2,
The brake device according to claim 1, wherein the hydraulic pressure control unit includes an anti-lock brake control unit that reduces the hydraulic pressure of the wheel cylinder.
Therefore, a simple brake system can be realized while satisfying brake performance generally required for a vehicle.
(B3) In the brake device according to (B2) above,
The link type booster includes a stroke restricting portion that restricts a stroke of the brake pedal when a stroke amount of the brake pedal reaches the predetermined amount.
Therefore, the brake characteristics can be adjusted by complementing the link characteristics of the link type booster.
(B4) In the brake device according to (B3) above,
The stroke restricting portion is
A contact portion with which the brake pedal contacts;
A brake device comprising: a damper that absorbs an impact when the brake pedal comes into contact with the contact portion.
Therefore, the durability of the contact portion can be improved and the stroke restricting portion can be reduced in size. Moreover, deterioration of the pedal feeling can be suppressed.
(B5) In the brake device according to (B4) above,
The damper includes a spring portion and a buffer member arranged in series with the spring portion.
Therefore, deterioration of the pedal feeling can be suppressed.
(B6) In the brake device according to claim 2,
In the initial state where the brake operation by the driver is not performed, the link type booster has a distance from the force point of the brake pedal to the swing center with respect to the bracket as a.
A distance from the swing center of the brake pedal to a perpendicular passing through the rotation center of the rod with respect to the piston is 5a / 8;
A distance from the rotation center of the second link to the rod to the perpendicular is 5a / 17;
The distance from the rotation center of the second link with respect to the rod to the swing center of the second link with respect to the bracket is a / 8,
The distance from the swing center of the second link to the rotation center of the second link with respect to the other end of the first link is a / 6,
The distance from the pivot center of the brake pedal to the pivot center on the one end side of the first link with respect to the brake pedal is 10a / 43,
A distance from the rotation center of the rod relative to the piston to a horizontal line passing through the swing center of the brake pedal is 5a / 14;
A distance from the swing center of the second link to the horizontal line is 5a / 21;
An angle formed by a half line passing through the force point of the brake pedal starting from the swing center of the brake pedal and a half line passing through the rotation center on the one end side of the first link is 30.5 degrees,
A horizontal line passing through the swing center of the second link and a half line passing through the rotation center of the second link with respect to the other end side of the first link starting from the swing center of the second link. The brake device is characterized in that the angle formed is set to 25 degrees.
With such a specific geometry, the link characteristic (boost characteristic) as in (B1) can be obtained.

(C2) In the brake device according to claim 3,
A brake device comprising a hydraulic pressure control unit that is provided between the master cylinder and the wheel cylinder and controls the hydraulic pressure of the wheel cylinder.
Therefore, a simple brake system can be realized while satisfying brake performance generally required for a vehicle.
(C3) In the brake device according to claim 3,
The link type booster includes a stroke restricting portion that restricts a stroke of the brake pedal when a stroke amount of the brake pedal is equal to or greater than a second predetermined amount.
Therefore, the brake characteristics can be adjusted by complementing the link characteristics of the link type booster.
(C4) In the brake device according to (C3) above,
The stroke restricting portion is
A contact portion with which the brake pedal contacts;
A brake device comprising: a damper that absorbs an impact when the brake pedal comes into contact with the contact portion.
Therefore, the durability of the contact portion can be improved and the stroke restricting portion can be reduced in size. Moreover, deterioration of the pedal feeling can be suppressed.
(C5) In the brake device according to (C4) above,
The damper includes a spring portion and a buffer member arranged in series with the spring portion.
Therefore, deterioration of the pedal feeling can be suppressed.
(C6) In the brake device according to claim 3,
In the initial state where the brake operation by the driver is not performed, the link type booster has a distance from the force point of the brake pedal to the swing center with respect to the bracket as a.
A distance from the swing center of the brake pedal to a perpendicular passing through the rotation center of the rod with respect to the piston is 5a / 8;
A distance from the rotation center of the second link to the rod to the perpendicular is 5a / 17;
The distance from the rotation center of the second link with respect to the rod to the swing center of the second link with respect to the bracket is a / 8,
The distance from the swing center of the second link to the rotation center of the second link with respect to the other end of the first link is a / 6,
The distance from the pivot center of the brake pedal to the pivot center on the one end side of the first link with respect to the brake pedal is 10a / 43,
A distance from the rotation center of the rod relative to the piston to a horizontal line passing through the swing center of the brake pedal is 5a / 14;
A distance from the swing center of the second link to the horizontal line is 5a / 21;
An angle formed by a half line passing through the force point of the brake pedal starting from the swing center of the brake pedal and a half line passing through the rotation center on the one end side of the first link is 30.5 degrees,
A horizontal line passing through the swing center of the second link and a half line passing through the rotation center of the second link with respect to the other end side of the first link starting from the swing center of the second link. The brake device is characterized in that the angle formed is set to 25 degrees.
With such a specific geometry, the link characteristic (boost characteristic) as in (C1) can be obtained.

Claims

A brake pedal supported swingably with respect to the bracket;
A rod connected to the piston for generating the hydraulic pressure of the master cylinder for generating the hydraulic pressure of the wheel cylinder while being operated in the axial direction in conjunction with the brake pedal;
A link type booster that connects between the brake pedal and the rod, amplifies the operating force of the brake pedal and transmits it to the rod;
The link type booster has a first link whose one end is rotatably connected to the brake pedal;
A second link that is swingably connected to the bracket, one end of which is pivotally connected to the other end of the first link, and the other end of which is pivotally connected to the rod; With
The brake device is set so that an axial stroke amount of the rod with respect to a stroke amount of the brake pedal is reduced.
The brake device according to claim 1, wherein
A brake device comprising a hydraulic pressure control unit capable of executing anti-lock brake control between the master cylinder and the wheel cylinder connected to the master cylinder via an oil passage.
The brake device according to claim 1, wherein
Brake device comprising a hydraulic pressure control unit capable of executing anti-lock brake control and vehicle behavior control between the master cylinder and the wheel cylinder connected to the master cylinder via an oil passage .
The brake device according to claim 1, wherein
The link type booster includes a stroke restricting portion that restricts a stroke of the brake pedal when a stroke amount of the brake pedal reaches a predetermined amount.
The brake device according to claim 4,
The said stroke control part is provided with the contact part which can contact | abut to the said brake pedal, The brake device characterized by regulating the stroke of the said brake pedal by the said contact part.
The brake device according to claim 5,
A brake device comprising a damper that absorbs an impact when the brake pedal comes into contact with the contact portion.
The brake device according to claim 6,
The damper includes a spring portion and a buffer member arranged in series with the spring portion.
A brake pedal supported swingably with respect to the bracket;
A rod that is connected to the piston of the master cylinder so as to be rotatable in order to generate a hydraulic pressure of the master cylinder that generates a hydraulic pressure of the wheel cylinder by stroking in an axial direction in conjunction with the brake pedal;
A first link whose one end is rotatably connected to the brake pedal, one end is rotatably connected to the other end of the first link, and the other end is rotatably connected to the rod. And a second link that is swingably connected to the bracket, and the amount of change in the axial stroke of the rod relative to the amount of change in the stroke of the brake pedal in the later stage from the initial stroke of the brake pedal A link-type booster that is set so as to reduce, and amplifies the operating force of the brake pedal and transmits it to the rod;
A brake device comprising a hydraulic pressure control unit that is provided between the master cylinder and the wheel cylinder and controls the hydraulic pressure of the wheel cylinder.
The brake device according to claim 8,
The brake device according to claim 1, wherein the hydraulic pressure control unit includes an anti-lock brake control unit that reduces the hydraulic pressure of the wheel cylinder.
The brake device according to claim 9,
The link type booster includes a stroke restricting portion that restricts a stroke of the brake pedal when a stroke amount of the brake pedal reaches the predetermined amount.
The brake device according to claim 10, wherein
The stroke restricting portion includes a contact portion with which the brake pedal contacts,
A brake device comprising: a damper that absorbs an impact when the brake pedal comes into contact with the contact portion.
The brake device according to claim 11,
The damper includes a spring portion and a buffer member arranged in series with the spring portion.
The brake device according to claim 8,
In the initial state where the brake operation by the driver is not performed, the link type booster has a distance from the force point of the brake pedal to the swing center with respect to the bracket as a.
A distance from the swing center of the brake pedal to a perpendicular passing through the rotation center of the rod with respect to the piston is 5a / 8;
A distance from the rotation center of the second link to the rod to the perpendicular is 5a / 17;
The distance from the rotation center of the second link with respect to the rod to the swing center of the second link with respect to the bracket is a / 8,
The distance from the swing center of the second link to the rotation center of the second link with respect to the other end of the first link is a / 6,
The distance from the pivot center of the brake pedal to the pivot center on the one end side of the first link with respect to the brake pedal is 10a / 43,
A distance from the rotation center of the rod relative to the piston to a horizontal line passing through the swing center of the brake pedal is 5a / 14;
A distance from the swing center of the second link to the horizontal line is 5a / 21;
An angle formed by a half line passing through the force point of the brake pedal starting from the swing center of the brake pedal and a half line passing through the rotation center on the one end side of the first link is 30.5 degrees,
A horizontal line passing through the swing center of the second link and a half line passing through the rotation center of the second link with respect to the other end side of the first link starting from the swing center of the second link. A brake device characterized in that an angle formed is set to 25 degrees.
A brake pedal supported swingably with respect to the bracket;
A rod connected to the piston for generating a hydraulic pressure of the master cylinder that generates a hydraulic pressure of the wheel cylinder by being axially stroked in conjunction with the brake pedal;
A first link whose one end is pivotally connected to the brake pedal, one end is pivotally connected to the other end of the first link, and the other end is pivotably connected to the rod. A second link that is swingably connected to the bracket, and a ratio of a stroke amount of the brake pedal to a stroke amount of the rod until the stroke amount of the brake pedal reaches a predetermined amount; A link-type booster that is set so as to gradually increase the difference between the ratio of the thrust of the rod to the operating force of the brake pedal, and that amplifies the operating force of the brake pedal and transmits it to the rod And brake device.
The brake device according to claim 14,
A brake device comprising a hydraulic pressure control unit that is provided between the master cylinder and the wheel cylinder and controls the hydraulic pressure of the wheel cylinder.
The brake device according to claim 14,
The link type booster includes a stroke restricting portion that restricts a stroke of the brake pedal when a stroke amount of the brake pedal is equal to or greater than a second predetermined amount.
The brake device according to claim 16, wherein
The stroke restricting portion includes a contact portion with which the brake pedal contacts,
A brake device comprising: a damper that absorbs an impact when the brake pedal comes into contact with the contact portion.
The brake device according to claim 17,
The damper includes a spring portion and a buffer member arranged in series with the spring portion.
The brake device according to claim 14,
In the initial state where the brake operation by the driver is not performed, the link type booster has a distance from the force point of the brake pedal to the swing center with respect to the bracket as a.
A distance from the swing center of the brake pedal to a perpendicular passing through the rotation center of the rod with respect to the piston is 5a / 8;
A distance from the rotation center of the second link to the rod to the perpendicular is 5a / 17;
The distance from the rotation center of the second link with respect to the rod to the swing center of the second link with respect to the bracket is a / 8,
The distance from the swing center of the second link to the rotation center of the second link with respect to the other end of the first link is a / 6,
The distance from the pivot center of the brake pedal to the pivot center on the one end side of the first link with respect to the brake pedal is 10a / 43,
A distance from the rotation center of the rod relative to the piston to a horizontal line passing through the swing center of the brake pedal is 5a / 14;
A distance from the swing center of the second link to the horizontal line is 5a / 21;
An angle formed by a half line passing through the force point of the brake pedal starting from the swing center of the brake pedal and a half line passing through the rotation center on the one end side of the first link is 30.5 degrees,
A horizontal line passing through the swing center of the second link and a half line passing through the rotation center of the second link with respect to the other end side of the first link starting from the swing center of the second link. A brake device characterized in that an angle formed is set to 25 degrees.