JP2010000925A - Stroke simulator and braking device for vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To improve a braking operation feeling by securing an ideal absorption stroke and braking reaction force according to a braking operation force in a stroke simulator and a braking device for a vehicle. <P>SOLUTION: A first piston 3 and a second piston 7 are movably supported in series in a housing 2. A compression spring 6 elastically deformed by an advance of the first piston 3 is provided. A rubber member 8 is provided which is elastically deformed by the first piston 3 advancing for a previously set initial stroke and pressed by the second piston 7. An initial gap S<SB>1</SB>between the first piston 3 and the second piston 7 is set as an elastic deformation suppression means for suppressing the elastic deformation of the rubber member 8 by the second piston while the first piston is advanced for the initial stroke. <P>COPYRIGHT: (C)2010,JPO&INPIT

Description

  The present invention relates to a stroke simulator that absorbs a stroke according to a braking operation force of an occupant and generates a braking reaction force, and a vehicle that applies a braking force to the vehicle with respect to the occupant's braking operation by applying the stroke simulator. The present invention relates to a braking device.

  As a vehicle braking device, an electronic device that electrically controls the braking force of the vehicle, that is, the hydraulic pressure supplied to the wheel cylinder that generates the braking force, in response to the brake operation force or the brake operation amount input from the brake pedal. Control braking devices are known. As this electronically controlled braking device, an ECB (Electronically Controlled) that controls a braking force is set by setting a target braking hydraulic pressure according to a brake operation amount, adjusting a hydraulic pressure stored in an accumulator, and supplying the hydraulic pressure to a wheel cylinder. Brake) is known.

  The ECB includes a master cylinder that operates in response to a brake pedal operation by a driver, a stroke simulator connected to the master cylinder, a master cut valve provided in a hydraulic path that connects the master cylinder and the brake wheel cylinder, And an accumulator capable of storing hydraulic pressure, and a pressure adjusting mechanism for adjusting the hydraulic pressure stored in the accumulator. Therefore, when the driver depresses the brake pedal, the master cylinder generates hydraulic pressure corresponding to the operation amount, and part of the hydraulic fluid flows into the stroke simulator, absorbs the brake pedal stroke, and counteracts the brake pedal. By applying force, the amount of operation of the brake pedal is adjusted. On the other hand, the brake ECU sets the target braking force of the vehicle, that is, the target braking hydraulic pressure according to the amount of brake operation, adjusts the hydraulic pressure of the accumulator by the pressure adjusting mechanism, and supplies it to each wheel cylinder, so that the occupant desires Braking force is obtained.

  By the way, the stroke simulator described above absorbs the operation amount of the brake pedal operated by the driver, and adjusts the brake operation amount by applying a brake reaction force to the brake pedal. An example of this stroke simulator is described in Patent Document 1 below.

  In the stroke simulator described in Patent Document 1, a simulator piston interlocked with a brake pedal in a simulator housing, and first elastic means and second elasticity for applying a stroke according to the brake operation force to the simulator piston. The first elastic member is made of rubber, the second elastic member is a spring, the first elastic member and the second elastic member are arranged in series in the simulator housing, and the first elastic member and the second elastic member are arranged in series. The initial loads of the two elastic members are set to substantially equal loads.

JP 2004-338492 A

  By the way, when the occupant depresses the brake pedal, the occupant generally depresses a predetermined minute stroke and thereafter adjusts the operation amount. Therefore, the stroke simulator generates an absorption stroke (brake reaction force) with respect to the input load when the occupant depresses the brake pedal. This absorption stroke is the first absorption stroke (first brake reaction force) at the initial stage of operation. Force) and a second absorption stroke (second brake reaction force) for adjusting the braking force thereafter.

  In the conventional stroke simulator described above, when the occupant steps on the brake pedal, the simulator piston moves forward, pressing the rubber as the first elastic means and pressing the spring as the second elastic member. Then, the rubber and the spring are elastically deformed simultaneously with respect to the input load at the initial stage of operation, and the brake reaction force acting on the brake pedal increases non-linearly immediately after the brake pedal is depressed (first absorption stroke). Therefore, there is a problem in that the brake pedal starts to move smoothly and the feeling of stability when the brake pedal is held at a predetermined depression amount is poor, and the operation feeling of the brake pedal is deteriorated.

  The present invention is intended to solve such problems, and a stroke simulator and a vehicle that improve the braking operation feeling by ensuring an ideal absorption stroke and braking reaction force according to the braking operation force. An object of the present invention is to provide a braking device for a vehicle.

  In order to solve the above-described problems and achieve the object, a stroke simulator of the present invention is a stroke simulator that absorbs a stroke according to a braking operation force and generates a reaction force. A first elastic member that can be elastically deformed by the advancement of the piston, a second elastic member that can be elastically deformed by being pushed after the piston has advanced by a preset initial stroke, and the piston is advanced by an initial stroke. And an elastic deformation suppressing means for suppressing the elastic deformation of the second elastic member by the piston.

  The stroke simulator of the present invention is characterized in that the first elastic member changes linear rigidity during elastic deformation, while the second elastic member changes nonlinear rigidity during elastic deformation.

  In the stroke simulator of the present invention, the first elastic member is constituted by a compression spring, and the second elastic member is constituted by a rubber member.

  In the stroke simulator of the present invention, the piston is provided with a conical portion that presses the second elastic member, and the second elastic member has a deforming portion that elastically deforms in a direction intersecting the pressing direction by the pressing of the piston. It is characterized by being provided.

  In the stroke simulator of the present invention, the conical portion and the deforming portion are provided to face each other.

  In the stroke simulator of the present invention, a plurality of the second elastic members are provided in series.

  In the stroke simulator of the present invention, a first piston and a second piston arranged in series in a housing are provided as the piston, and the first piston can be advanced into the housing by a braking operation force. The elastic member is urged and supported in a retracted position with respect to the housing, and the second piston can be advanced by being pushed into the housing after the first piston has advanced by an initial stroke, and the second elastic The member is biased and supported in a retracted position with respect to the housing, and an initial gap as the elastic deformation suppressing means is provided between the first piston and the second piston.

  In the stroke simulator of the present invention, a first piston and a second piston arranged in series in a housing are provided as the piston, and the first piston can be advanced into the housing by a braking operation force. The second piston is urged and supported by the elastic member in a retracted position. The second piston can be advanced by being pushed into the housing after the first piston has advanced by an initial stroke. The elastic member is urged and supported by the elastic member in the retracted position, and an initial gap as the elastic deformation suppressing means is provided between the first piston and the second piston. A third elastic portion as the elastic deformation suppressing means for urging the housing backward by the same elastic force as the first elastic member with respect to the housing It is characterized in that is provided.

  The vehicle braking device of the present invention includes an operation member that can be braked by an occupant, and a master that can output a predetermined hydraulic pressure by pressurizing a working fluid by moving a piston according to an operation stroke of the operation member. A cylinder, pressure adjusting means capable of adjusting and outputting a hydraulic pressure of a hydraulic pressure supply source according to an operation stroke of the operating member, and receiving a hydraulic pressure from the master cylinder or the pressure adjusting means to generate a braking force on the wheel A wheel cylinder, a master cut valve provided in a hydraulic path connecting the master cylinder and the wheel cylinder, a stroke simulator that absorbs a stroke according to a braking operation force and generates a reaction force, the mass cut valve, and the Control means capable of controlling pressure regulating means, and the stroke simulator can be elastically deformed by the advance of the piston A first elastic member; a second elastic member that is pressed and then elastically deformed after the piston has advanced by a preset initial stroke; and the second elasticity by the piston while the piston advances by the initial stroke. And elastic deformation suppressing means for suppressing elastic deformation of the member.

  In the vehicular braking apparatus according to the present invention, the master cylinder has a front pressure chamber and a rear pressure chamber defined by the piston being movably supported in the cylinder, and the piston is advanced by the operation member. Thus, the hydraulic pressure of the front pressure chamber can be output, and a compression spring as the first elastic member is stretched between the housing and the base end portion of the piston, and rubber as the second elastic member A member is accommodated between the housing and the tip of the piston.

  In the vehicular braking apparatus according to the present invention, the master cylinder has a front pressure chamber and a rear pressure chamber defined by the piston being movably supported in the cylinder, and the piston is advanced by the operation member. Thus, the hydraulic pressure of the front pressure chamber is configured to be output, and a compression spring as the first elastic member is stretched between the housing and a base end portion of the piston, and is connected to the master cylinder by the master cut valve. An auxiliary piston that moves forward by the hydraulic pressure of the hydraulic path on the side is provided, and a rubber member as the second elastic member is elastically deformed by the advance of the auxiliary piston.

  According to the stroke simulator of the present invention, the first elastic member that can be elastically deformed by the piston that moves forward by the braking operation force, and the second elasticity that can be elastically deformed by being pressed after the piston has advanced by the preset initial stroke. The member and an elastic deformation suppressing means for suppressing the elastic deformation of the second elastic member by the piston while the piston moves forward by the initial stroke are provided. Therefore, the piston moves forward by the initial braking operation force and elastically deforms only the first elastic member, and the piston moves forward by the initial stroke and then the second elastic member elastically deforms, which is ideal according to the braking operation force. By ensuring a sufficient absorption stroke and braking reaction force, it is possible to improve the braking operation feeling.

  Further, according to the vehicle braking apparatus of the present invention, the master cylinder, the pressure adjusting means, the wheel cylinder, the master cut valve, the stroke simulator, and the control means are provided, and as the stroke simulator, the first elastically deformable by the advance of the piston. An elastic member, a second elastic member that can be elastically deformed by being pressed after the piston has been advanced by a preset initial stroke, and suppressing elastic deformation of the second elastic member by the piston while the piston is advanced by the initial stroke Elastic deformation suppressing means is provided. Therefore, when the occupant performs a braking operation on the operation member, a predetermined hydraulic pressure is output as the piston of the master cylinder moves, and the stroke simulator absorbs a stroke corresponding to the braking operation force and generates a reaction force. At this time, the piston moves forward by the initial braking operation force and elastically deforms only the first elastic member, and after the piston moves forward by the initial stroke, the second elastic member elastically deforms, which is ideal according to the braking operation force. The braking operation feeling can be improved by securing a typical absorption stroke and braking reaction force.

  Embodiments of a stroke simulator and a vehicle braking device according to the present invention will be described below in detail with reference to the drawings. In addition, this invention is not limited by this Example.

  FIG. 1 is a schematic sectional view showing a stroke simulator according to the first embodiment of the present invention, and FIG. 2 is a graph showing an absorption stroke with respect to an input load in the stroke simulator of the first embodiment.

  In the first embodiment, as shown in FIG. 1, the stroke simulator 1 absorbs a stroke corresponding to a braking (brake) operating force and generates a brake reaction force. In the stroke simulator 1, a hollow cylindrical housing 2 is composed of a housing body 2a and a lid 2b. In the housing 2, a first piston 3 is supported on one end side in the axial direction inside so as to be movable along the axial direction. The first piston 3 has a seal member 3 a that is in sliding contact with the inner peripheral surface of the housing 2 on the outer peripheral portion. Further, the first piston 3 is formed with a recess 3 b at one end, so that a hydraulic chamber 4 is formed between the first piston 3 and the housing 2. A supply / exhaust port 2c is formed at the end of the housing 2 (housing main body 2a), and the brake hydraulic pressure as a braking operation force is applied to the hydraulic chamber 4 through the supply / discharge port 2c.

  In the housing 2, a case 5 having a through hole 5 a in the center is fitted in the step 2 d on the other end side in the axial direction inside. A compression coil spring 6 as a first elastic member is stretched between the first piston 3 and the case 5. The 2nd piston 7 has the axial part 7a and the press part 7b which makes a disk shape. The shaft portion 7 a of the second piston 7 passes through the through hole 5 a of the case 5, and its end is movably fitted in a fitting hole 3 c formed in the other end of the first piston 3. In the case 5, a rubber member 8 as a second elastic member is disposed in close contact with the lid portion 2 b of the housing 2, and a minute amount is provided between the inner peripheral surface of the case 5 and the outer peripheral surface of the rubber member 8. A gap is secured. As for the 2nd piston 7, the press part 7b is located in the case 5, and the front-end | tip part is contacting the rubber member 8. FIG.

In this case, the 1st piston 3 and the 2nd piston 7 which are arrange | positioned in series in the housing 2 function as a piston of this invention. The first piston 3 can be advanced by a braking hydraulic pressure (braking operation force) acting on the hydraulic chamber 4, and is moved backward with respect to the housing 2 by the urging force of the compression coil spring 6, that is, one end of the first piston 3. Is urged and supported at a position in contact with one end of the housing 2. An initial gap S ₁ is secured between the first piston 3 and the second piston 7. The second piston 7 can be pushed forward after the first piston 3 advances in the housing 2 by the initial stroke (initial gap S ₁ ), and is retracted relative to the housing 2 by the biasing force of the rubber member 8. In other words, the pressing portion 7 b of the second piston 7 is urged and supported at a position where the pressing portion 7 b contacts the case 5.

In this embodiment, the first piston 3 and the second piston 3 are used as the elastic deformation suppressing means of the present invention that suppresses the elastic deformation of the rubber member 8 by the first piston 3 while the first piston 3 advances by the initial stroke. initial clearance S ₁ between the piston 7 to work.

  Further, in the stroke simulator 1 of the present embodiment, the first piston 3 moves forward by the braking hydraulic pressure acting on the hydraulic chamber 4 so that only the compression coil spring 6 is elastically deformed, and the first piston 3 causes the second piston 7 to move. The rubber member 8 is elastically deformed by pressing and moving forward. Therefore, the compression coil spring 6 makes a linear rigidity change during elastic deformation, while the rubber member 8 makes a non-linear rigidity change during elastic deformation.

That is, as shown in FIG. 2, the stroke simulator 1 generates the first absorption stroke at the initial stage of operation after the startup absorption stroke S ₀ taking into account play and play is generated for the input load (braking hydraulic pressure). (First brake reaction force) S ₁ is generated, and subsequently, a second absorption stroke (second brake reaction force) S ₂ for adjusting the braking force is generated. At this time, the first absorption stroke (first brake reaction force) S ₁ is a linear rigidity change because the first piston 3 elastically deforms only the compression coil spring 6. The second absorption stroke (second brake reaction) S _2, the second piston 7 in order to elastically deform the rubber member 8, a nonlinear stiffness change.

  As shown in FIG. 1, the second piston 7 is provided with a conical portion 7 c having a truncated cone shape at the tip of the pressing portion 7 b that presses the rubber member 8. On the other hand, the rubber member 8 is provided with a deforming portion 8a having a spherical shape that is elastically deformed in a direction (radial direction) intersecting the pressing direction (axial direction) by the pressing of the second piston 7. In this case, the conical part 7c of the second piston 7 and the deformed part 8a of the rubber member 8 are located facing each other. Note that the conical portion 7c of the second piston 7 may have a tapered shape such as a conical shape or a spherical shape, regardless of the shape of the truncated cone. Further, the deformable portion 8a of the rubber member 8 may have a tapered shape such as a conical shape or a truncated cone shape regardless of the spherical shape.

  Here, the operation of the stroke simulator 1 of the present embodiment will be specifically described.

For example, when an occupant depresses a brake pedal (not shown), braking oil pressure is generated according to the brake stroke, and this braking oil pressure acts on the hydraulic chamber 4 through the supply / discharge port 2c. Then, the first piston 3 moves forward (moves to the left in FIG. 1) against the urging force of the compression coil spring 6 by the braking hydraulic pressure applied to the hydraulic chamber 4, so that only the compression coil spring 6 is present. Contracts and elastically deforms. In this case, the second piston 7 is not pressed while the first piston 3 moves forward by the initial stroke (first absorption stroke) S ₁ , and the urging force of the compression coil spring 6 acts on the rubber member 8. Therefore, the rubber member 8 is not elastically deformed. Therefore, the compression coil spring 6 undergoes a linear rigidity change, and the stroke is absorbed early and a reaction force with a constant change amount is applied to the initial operation of the brake pedal by the occupant.

Then, the occupant further depresses the brake pedal, the first piston 3 is advanced beyond the initial stroke (first absorber stroke) S _1, the first piston 3 presses the second piston 7. Then, the first piston 3 further moves forward against the biasing force of the compression coil spring 6, so that the compression coil spring 6 contracts and elastically deforms, and the second piston 7 resists the biasing force of the rubber member 8. By moving forward, the rubber member 8 contracts and elastically deforms. Therefore, although the compression coil spring 6 changes linearly, the rubber member 8 changes nonlinearly when elastically deformed, and the stroke is properly absorbed with respect to the brake pedal adjustment operation by the occupant. A stable reaction force is applied.

  Moreover, when the 2nd piston 7 presses the rubber member 8 and elastically deforms, the cone part 7c of the 2nd piston 7 presses the center part of the rubber member 8, and the center part of the rubber member 8 is dented. It is elastically deformed. Subsequently, when the front surface of the conical portion 7c of the second piston 7 is in close contact with the rubber member 8 and presses the whole, the deformed portion 8a of the rubber member 8 is elastically deformed outward in the radial direction. Therefore, when the second piston 7 elastically deforms the rubber member 8, the elastic change rate at the initial elastic end and the final elastic end increases, and an appropriate reaction force is applied to the brake pedal.

Thus, in the stroke simulator 1 of the first embodiment, the first piston 3 and the second piston 7 are supported in the housing 2 so as to be movable in series, and the compression coil can be elastically deformed by the advancement of the first piston 3. A spring 6 is provided, and a rubber member 8 that is elastically deformed by being pressed by the second piston 7 after the first piston 3 is advanced by a preset initial stroke is provided, and the first piston 3 is advanced by the initial stroke. An initial gap S ₁ is set between the first piston 3 and the second piston 7 as elastic deformation suppressing means for suppressing elastic deformation of the rubber member 8 by the second piston 7.

  Therefore, the first piston 3 moves forward by the initial braking operation force and elastically deforms only the compression coil spring 6, and the second piston 7 elastically deforms the rubber member 8 after the first piston 3 moves forward by the initial stroke. Thus, the braking operation feeling can be improved by securing the ideal absorption stroke and braking reaction force according to the braking operation force.

In this case, the first piston 3 can be advanced in the housing 2 by a braking operation force, and is urged and supported in the retracted position with respect to the housing 2 by the urging force of the compression coil spring 6. 2, the first piston 3 can be pushed forward after being advanced by the initial stroke, and is urged and supported in the retracted position with respect to the housing 2 by the urging force of the rubber member 8. Therefore, it is possible to properly secure the initial clearance S ₁ between the first piston 3 as an elastic deformation suppressing means and the second piston 7.

  In the stroke simulator 1 of the first embodiment, the first elastic member is the compression coil spring 6 and the second elastic member is the rubber member 8, so that the first elastic member (compression coil spring 6) is While making a linear rigidity change, the second elastic member (rubber member 8) makes a non-linear rigidity change at the time of elastic deformation. Therefore, when the occupant depresses the brake pedal, the braking hydraulic pressure acts on the first piston 3 to move forward, and only the compression coil spring 6 contracts and elastically deforms, and this compression coil spring 6 changes in linear rigidity. For this reason, it is possible to absorb the stroke at an early stage and apply a reaction force with a constant change amount to the initial operation of the brake pedal by the occupant. When the occupant further depresses the brake pedal, the first piston 3 moves forward beyond the initial stroke and then moves forward by pressing the piston 7, and the rubber member 8 contracts and elastically deforms. Therefore, the stroke can be properly absorbed and a stable reaction force can be applied to the adjustment operation of the brake pedal by the occupant.

  Moreover, in the stroke simulator 1 of Example 1, while providing the cone part 7c in the press part 7b which presses the rubber member 8 in the front-end | tip part of the 2nd piston 7, it presses on the rubber member 8 by the press of a 2nd piston. Is provided with a deformable portion 8a that is elastically deformed in a direction intersecting with. Therefore, when the second piston 7 presses and elastically deforms the rubber member 8, first, after the conical portion 7 c presses the center portion of the rubber member 8 and elastically deforms, the front surface of the conical portion 7 c is the entire rubber member 8. Will be elastically deformed by pressing the rubber member 8, and the elastic change rate at the initial elastic end and the final elastic end will be high, and an appropriate reaction force can be applied to the brake pedal. In this case, the conical portion 7c and the deformable portion 8a are provided to face each other, so that the second piston 7 and the rubber member 8 can be miniaturized, and the apparatus can be simplified and made compact.

  FIG. 3 is a schematic configuration diagram illustrating a vehicular braking apparatus according to a second embodiment of the present invention, and FIG. 4 is a cross-sectional view of a pressure control valve in the vehicular braking apparatus according to the second embodiment.

  In the vehicular braking apparatus of the second embodiment, as shown in FIG. 3, the master cylinder 11 is configured such that an input piston 13 as a piston and a pressurizing piston 14 are supported in a cylinder 12 so as to be movable in the axial direction. Yes. The cylinder 12 has a cylindrical shape with an open base end and a closed end, and an input piston 13 and a pressurizing piston 14 are coaxially disposed inside and supported so as to be movable in the axial direction. Yes.

  Further, the brake pedal 15 as an operation member is supported at its upper end portion by a support shaft 16 so as to be rotatable by a mounting bracket of a vehicle body (not shown), and a pedal 17 that can be depressed by the driver is attached to the lower end portion. Yes. The brake pedal 15 has a clevis 19 attached to an intermediate portion by a connecting shaft 18, and a base end portion of an operation rod 20 is connected to the clevis 19. And as for the input piston 13 arrange | positioned at the base end part side of the cylinder 12, the front-end | tip part of the operating rod 20 of the brake pedal 15 is connected with the base end part.

  The input piston 13 is movably supported by an inner peripheral surface of a support member 21 having a cylindrical shape whose outer peripheral surface is fixed by being press-fitted or screwed into the inner peripheral portion of the cylinder 12. The input piston 13 includes a support portion 13a fitted to the inner peripheral surface of the support member 21, a bracket 13b fixed to the base end portion, and a pressing portion 13c having a larger diameter than the support portion 13a at the distal end portion. ing. A reaction force spring (first elastic member) 22 is interposed between the support member 21 and the bracket 13b of the input piston 13, and the input piston 13 is attached in one direction (rightward in FIG. 3). It is supported.

  The pressurizing piston 14 is disposed on the tip end side of the input piston 13 in the cylinder 12, and the outer peripheral surface is supported movably on the inner peripheral surface of the cylinder 12. The pressurizing piston 14 includes a first support portion 14a fitted to the first inner peripheral surface 12a of the cylinder 12, and a second inner periphery formed on the first inner peripheral surface 12a with a large diameter via a step portion 12b. And a second support portion 14b fitted to the surface 12c. Further, the pressurizing piston 14 is formed with a support hole 14c opening rearward in the second support portion 14b, and the outer peripheral surface of the pressing portion 13c of the input piston 13 is movable on the inner peripheral surface of the support hole 14c. It is mated. The support member 23 is press-fitted or screwed to the tip of the support hole 14c, and the pressurizing piston 14 and the support member 23 are integrated with the support portion 13a of the input piston 13. Relative movement is possible.

  Therefore, the input piston 13 is urged and supported by the urging force of the reaction force spring 22 at a position where the pressing portion 13c contacts the support member 23. When the input piston 13 moves forward against the urging force of the reaction force spring 22, The pressing portion 13 c can abut on the bottom surface of the support hole 14 c in the pressure piston 14. The pressurizing piston 14 is urged and supported at a position where the support member 23 abuts on the support member 21 through the input piston 13 by the urging force of the reaction force spring 22. Further, the input piston 13 further advances after the pressing portion 13c contacts the bottom surface of the support hole 14c in the pressurizing piston 14, thereby pressing the pressurizing piston 14, and the input piston 13 and the pressurizing piston 14 are The front end of the pressure piston 14 can come into contact with the bottom of the cylinder 12.

The input piston 13 has a pressing hole 13c formed with a support hole 13d that opens on the tip side, and a rubber member (second elastic member) 24 is disposed in the support hole 12d. The input piston 13 has a conical portion 13e that presses the rubber member 24 on the bottom surface of the support hole 13d of the pressing portion 13c. On the other hand, the rubber member 24 has a flat end at the rear end facing the conical portion 13e, and the pressing direction (axial direction) when the front end abuts against the pressure piston 14 by pressing the input piston 13. A deformed portion 24a having a truncated cone shape that is elastically deformed in a direction (radial direction) intersecting with the shape is formed. In this case, when the input piston 13 and the pressure piston 14 are positioned in the retracted position by the urging force of the reaction spring 22, an initial clearance S ₁ is set between the rubber member 24 and the pressure piston 14. ing. That is, the input piston 13 suppresses the elastic deformation of the rubber member 24 by the input piston 13 during the forward only the initial stroke, as the elastic deformation suppressing means of the present invention, the initial clearance S ₁ is functioning.

In this embodiment, a stroke simulator is constituted by the input piston 13, the reaction force spring 22, and the rubber member 24. When the input piston 13 moves forward, only the reaction force spring 22 is elastically deformed, and the input piston 13 is initially set. and advanced over the stroke S _1, that the rubber member 24 is pressed in contact with the pressure piston 14, the rubber member 24 is elastically deformed. Here, the reaction force spring 22 changes linear rigidity during elastic deformation, while the rubber member 24 changes nonlinear rigidity during elastic deformation.

Accordingly, when the driver depresses the pedal 17 and the brake pedal 15 rotates, the operating force is transmitted to the input piston 13 through the operating rod 20, and the input piston 13 resists the urging force of the reaction force spring 22. Then you can move forward. When the input piston 13 moves forward only the initial stroke S _1, the rubber member 24 can abut against the pressurizing piston 14 is elastically deformed, the input piston 13 and the pressurizing piston 14 is pressed, together forward can do.

The relationship between the pressure receiving areas of the input piston 13 and the pressurizing piston 14 is expressed as follows. In this case, A1 is a cross-sectional area of the first support portion 14a of the pressurizing piston 14, A2 is a cross-sectional area of the second support portion 14b of the pressurizing piston 14, and A3 is a cross-sectional area of the support portion 13a of the input piston 13. It is.
A1 = A2-A3

Thus, the input piston 13 and the pressurizing piston 14 are arranged coaxially in the cylinder 12 so as to be movable coaxially, so that the first pressure chamber (in the left direction in FIG. (Front pressure chamber) R ₁ is partitioned, and the retreat direction of the pressurizing piston 14 (rightward in FIG. 3), that is, the second pressure chamber R ₂ is partitioned between the input piston 13 and the pressurizing piston 14. A backward pressure chamber (rear pressure chamber) R ₃ is defined between the input piston 13 and the pressure piston 14 in the backward direction (rightward in FIG. 3), that is, between the pressure piston 14 and the support member 23 and the support member 21. Has been. In addition, a relief chamber R ₄ is formed between the cylinder 12 and the pressure piston 14.

On the other hand, front cylinders FR, FL and rear wheels RR, RL are provided with wheel cylinders 25FR, 25FL, 25RR, 25RL for operating brake devices (braking devices), respectively, and ABS (Antilock Brake System) constituting pressure regulating means. ) 70 to enable operation. That is, one end of the first hydraulic pipe 27 is connected to the first pressure port 26 communicating with the first pressure chamber R ₁ of the master cylinder 11, and the other end of the first hydraulic pipe 27 is 2 Branched into two hydraulic pressure supply pipes 28a and 28b and connected to wheel cylinders 25FR and 25FL of a brake device disposed on the front wheels FR and FL. The second pressure port 29 communicating with the back pressure chamber R ₃ of the master cylinder 11, and one end of the second hydraulic pipe 30 is connected, the other end of the second hydraulic pipe 30, the two Branched to hydraulic pressure supply pipes 31a and 31b and connected to wheel cylinders 25RR and 25RL of a brake device disposed on the rear wheels RR and RL.

  A master cut valve 32 is provided in the first hydraulic pipe 27. The master cut valve 32 is a normally open type electromagnetic on-off valve that closes when power is supplied. In addition, a communication hydraulic pipe 33 is provided between the first hydraulic pipe 27 and the second hydraulic pipe 30, and a communication valve 34 is provided in the communication hydraulic pipe 33. The communication valve 34 is a normally closed electromagnetic open / close valve that opens when power is supplied.

Further, base ends of hydraulic discharge pipes 35a and 35b are connected to the hydraulic supply pipes 28a and 28b branched from the first hydraulic pipe 27, and the hydraulic supply pipes 31a and 31b branched from the second hydraulic pipe 30 are connected. 31b is connected to base end portions of hydraulic discharge pipes 36a and 36b. The hydraulic discharge pipes 35 a, 35 b, 36 a, and 36 b are connected to the third hydraulic pipe 37 by gathering leading ends. The tip of the third hydraulic pipe 37 is connected to the first relief port 38 that communicates with the relief chamber R ₄ of the master cylinder 11.

  And each hydraulic pressure supply pipe 28a, 28b, 31a, 31b is connected to the upstream side (first and second hydraulic pipes 27, 30 side) from the connection part with each hydraulic pressure discharge pipe 35a, 35b, 36a, 36b, respectively. Electromagnetic pressure increasing valves 39a, 39b, 40a, 40b are arranged. In addition, electromagnetic pressure reducing valves 41a, 41b, 42a, and 42b are disposed in the hydraulic pressure discharge pipes 35a, 35b, 36a, and 36b, respectively. The pressure increasing valves 39a, 39b, 40a, and 40b are normally open type on-off valves that are closed when power is supplied. On the other hand, the pressure reducing valves 41a, 41b, 42a, and 42b are normally closed type on-off valves that are opened when power is supplied.

  The hydraulic pump 43 can be driven by a motor 44 and is connected to a reservoir tank 46 through a fourth hydraulic pipe 45 and is connected to an accumulator 48 through a pipe 47. Accordingly, when the motor 44 is driven, the hydraulic pump 43 can pressurize the hydraulic oil stored in the reservoir tank 46 and supply it to the accumulator 48, and the accumulator 48 can accumulate a predetermined hydraulic pressure.

  The hydraulic pump 43 and the accumulator 48 are connected to the pressure control valve 50 via a high pressure supply pipe 49. This pressure control valve 50 regulates the hydraulic pressure accumulated in the accumulator 48 by electromagnetic force and can output it to the master cylinder 11 and the wheel cylinders 25FR, 25FL, 25RR, 25RL. Therefore, the pressure control valve 50 is connected to the second hydraulic pipe 30 via the control pressure supply pipe 51 and is connected to the third hydraulic pipe 37 via the pressure reduction supply pipe 52 and the relief pipe 53. Further, it is connected to the first hydraulic pipe 27 via the external pressure supply pipe 54. In this case, the external pressure supply pipe 54 is connected to the ABS 70 side from the master quad valve in the first hydraulic pipe 27.

  Here, the pressure control valve 50 constituting the above-described pressure adjusting means will be described in detail.

  As shown in FIG. 4, in the pressure control valve 50, the housing 111 has a first support hole 112 penetrating along the vertical direction at the center thereof, and communicates with the first support hole 112 at the upper part. A mounting hole 113 and a screw hole 114 are formed, and the upper part opens to the outside. And the opening above the 1st support hole 112 is obstruct | occluded because the position adjustment disk 115 screws into the screw hole 114 from the outside.

  In addition, a second support hole 116 communicating with the first support hole 112 and having a smaller diameter than the first support hole 112 is formed in the lower portion of the housing 111. The drive piston 117 is movably fitted over the first support hole 112 and the second support hole 116 of the housing 111. The drive piston 117 has a cylindrical shape, and a flange portion 117a is integrally formed. The drive piston 117 has a first passage 117b penetrating in the axial direction and a second passage 117c penetrating in the radial direction so as to intersect the first passage 117b.

  A plunger 118 is supported on the lower portion of the housing 111 so as to be movable in the vertical direction and is biased downward by a return spring 119. The plunger 118 has a rod portion 118a that extends upward and is movably fitted in the second support hole 116, and a first valve seat 117d in which a first valve portion 118b is formed on the drive piston 117. Can sit on. A coil 120 that can be energized is wound around the outer periphery of the plunger 118, and the plunger 118 and the coil 120 constitute a solenoid.

  A cylindrical external piston 121 is movably fitted in the first support hole 112 of the housing 111 above the drive piston 117, and a control valve 122 is disposed inside the external piston 121. The outer piston 121 can be moved relative to the outer piston 121. The external piston 121 is formed with a communication hole 121a and opened upward. A return spring 123 is stretched between the flange 117a of the drive piston 117 and the external piston 121. The drive piston 117 is biased and supported downward, and the external piston 121 is biased and supported upward. ing.

  The external piston 121 accommodates a control valve 122 therein, and a lid portion 124 is fixed to the upper end portion. The control valve 122 has an upper end fitted into the lid portion 124, and a lower end formed with a connecting portion 122a penetrating the communication hole 121a. The connecting portion 122a is formed at the upper end of the drive piston 117. It is fitted to 117e. Further, the control valve 122 is formed with a second valve portion 122 b, and the second valve portion 122 b can be seated on a second valve seat 121 b formed on the external piston 121. A return spring 125 is stretched between the external piston 121 and the control valve 122, and the external piston 121 is supported upward and the control valve 122 is supported downward by the biasing force. The valve part 122b is seated on the second valve seat 121b.

As described above, the pressure control valve 50 of this embodiment is partitioned by the external piston 121 and the control valve 122 because the drive piston 117, the external piston 121, and the control valve 122 are movably supported in the housing 111. A high pressure chamber R ₁₁ , a decompression chamber R ₁₂ defined by the housing 111, the drive piston 117 and the plunger 118, and a pressure chamber R ₁₃ defined by the housing 111, the drive piston 117, the external piston 121 and the control valve 122. A relief chamber R ₁₄ defined by the housing 111, the external piston 121 and the control valve 122 and an external pressure chamber R ₁₅ defined by the housing 111 and the external piston 121 are provided.

Then, the high-pressure port _{P 11} communicating with the high pressure chamber _{R 11} through the housing 111 and the external piston 121 is formed, is formed decompression port _{P 12} communicating with the decompression chamber _{R 12} through the housing 111 is Yes. The control pressure port P ₁₃ communicated with the pressure chamber R ₁₃ through the housing 111 is formed. Furthermore, the relief port _{P 14} which communicates with the relief chamber _{R 14} through the housing 111 and the external piston 121 is formed. The external pressure port P ₁₅ which communicates with the external pressure chamber R ₁₅ through the housing 111 is formed. The high-pressure port _{P 11} is connected to the high pressure supply pipe 49, the decompression port _{P 12} is connected to a vacuum supply pipe 52, the control pressure port _{P 13} is connected to the control pressure supply pipe 51, the relief port _{P 14} is relief pipe The external pressure port P ₁₅ is connected to the external pressure supply pipe 54.

In the pressure control valve 50 configured as described above, when the coil 120 is in a demagnetized state, the first valve portion 118b of the plunger 118 is separated from the first valve seat 117d of the drive piston 117 by the return spring 119. . On the other hand, the second valve portion 122 b of the control valve 122 is seated on the second valve seat 121 b of the external piston 121 by the return spring 125. Therefore, by the communication hole 121a is closed, it is cut off and the high pressure chamber _{R 11} and the pressure chamber _{R 13,} and the decompression chamber _{R 12} and the pressure chamber _{R 13} communicate with each other.

In this state, when the coil 120 is energized, the plunger 118 is moved upward by the generated electromagnetic force, the rod portion 118a presses the drive piston 117, and the drive piston 117 moves upward against the urging force of the return spring 123. Move to. Then, the drive piston 117 presses the control valve 122 against the urging force of the return spring 125, and the control valve 122 moves upward. When the control valve 122 moves upward, the second valve portion 122b is separated from the second valve seat 121b of the external piston 121 and the communication hole 121a is opened. Therefore, the high-pressure chamber and _{R 11} and the pressure chamber _{R 13} is communicated, and the decompression chamber _{R 12} are shut off from the pressure chamber _{R 13.}

Further, when external pressure (hydraulic pressure) is supplied from the external pressure port P ₁₅ to the external pressure chamber R ₁₅ , the external piston 121 moves downward via the lid portion 124. Then, the external piston 121 moves downward against the urging force of the return spring 123, the second valve seat 121b of the external piston 121 is separated from the second valve portion 122b of the control valve 122, and the communication hole 121a is opened. Is done. Therefore, in the same manner as described above, the high pressure chamber _{R 11} and the pressure chamber _{R 13} is communicated, and the decompression chamber _{R 12} are shut off from the pressure chamber _{R 13.}

Returning to FIG. 3, one end of the fifth hydraulic pipe 56 is connected to the second relief port 55 communicating with the relief chamber R ₄ of the master cylinder 11, and the other end of the fifth hydraulic pipe 56 is connected to the reservoir. The tank 46 is connected. Further, a third relief port 57 is formed in the master cylinder 11, and this third relief port 57 can communicate with the second pressure chamber R ₂ through a first communication hole 58 formed in the pressurizing piston 14. with it, and it can communicate through the second communication hole 59 into the first pressure chamber R _1. The third relief port 57 is connected to one end of a sixth hydraulic pipe 60, and the other end of the sixth hydraulic pipe 60 is connected to the reservoir tank 46. In this case, a one-way seal 61 is provided between the cylinder 12 and the pressurizing piston 14 on both sides of the third relief port 57. Therefore, when the pressurizing piston 14 is in the retracted position, and a second pressure chamber R ₂ and the reservoir tank 46 is communicated with the first communication hole 58, the pressure piston 14 moves forward, the first pressure chamber R ₁ and the The two pressure chambers R ₂ can communicate with each other through the first communication hole 58 and the second communication hole 59.

In addition, a seal member 62 is mounted between the support member 21 and the input piston 13, and a seal member 63 is mounted between the support piston 23 and the input piston 13. ing. In other words, with this configuration, the input piston 13 has the same diameter as the seal (seal member 62) on the atmosphere side and the seal (seal member 63) on the pressure piston 14 side. Therefore, when the control pressure in the back pressure chamber R ₃ from the second pressure port 29 of the master cylinder 11 is applied, the input piston 13 are not subjected to pressure of the control pressure, no change in the reaction force.

As shown in FIG. 3, the electronic control unit (ECU) 71 in the vehicle braking apparatus of the present embodiment configured as described above is operated by the operation force (pedal pedaling force) input from the brake pedal 15 to the input piston 13. sets a target control pressure according to, pressure regulated by a pressure control valve 50, by the action of the set target control pressure to the back pressure chamber R _3, assists the pressure piston 14. Further, by applying a target control pressure as a braking hydraulic pressure to each wheel cylinder 25FR, 25FL, 25RR, 25RL via the ABS 70, each wheel cylinder 25FR, 25FL, 25RR, 25RL is operated, and the front wheels FR, FL and the rear wheels are operated. A desired braking force is applied to the wheels RR and RL.

That is, the brake pedal 15 is provided with a stroke sensor 72 that detects the pedal stroke Sp of the brake pedal 15 and a pedaling force sensor 73 that detects the pedaling force of the pedal, and outputs each detection result to the ECU 71. Further, in the first hydraulic pipe 27, a first pressure sensor 74 for detecting hydraulic pressure is provided on the upstream side of the master cut valve 32, that is, on the first pressure port 26 side, and downstream of the master cut valve 32, That is, the second pressure sensor 75 for detecting the hydraulic pressure is provided on the ABS 70 side. When the master cut valve 32 is in the closed state, the first pressure sensor 74 detects a first pressure in the pressure chamber _{R 1,} the second pressure sensor 75, the front wheels FR, FL and rear wheels RR, each of the RL wheel The hydraulic pressure (control pressure) supplied to the cylinders 25FR, 25FL, 25RR, and 25RL is detected, and the detection results are output to the ECU 71, respectively.

  Further, a third pressure sensor 76 for detecting the hydraulic pressure is provided in the high pressure supply pipe 49 extending from the hydraulic pump 43 to the pressure control valve 50 via the accumulator 48. The pressure sensor 76 detects the hydraulic pressure accumulated in the accumulator 48 and supplied to the pressure control valve 50, and outputs the detection result to the ECU 71. The front wheels FR and FL and the rear wheels RR and RL are provided with wheel speed sensors (not shown), and the detected wheel speeds are output to the ECU 71.

  Therefore, the ECU 71 sets the target control pressure based on the pedal depression force of the brake pedal 15 detected by the pedal force sensor 73 (or the pedal stroke detected by the stroke sensor 72), and controls the drive piston 117 in the pressure control valve 50. On the other hand, the control pressure detected by the second pressure sensor 75 is fed back, and the target control pressure and the control pressure are controlled to coincide with each other. In this case, the ECU 71 has a map that represents the target control pressure with respect to the pedal effort (pedal stroke), and controls the pressure control valve 50 based on this map.

  The braking force control by the vehicle braking device of this embodiment will be described in detail. As shown in FIGS. 3 and 4, when the occupant steps on the brake pedal 15, the input piston 13 is moved by the operating force (stepping force). Move forward (move to the left in FIG. 3). At this time, the pedal effort sensor 73 detects the pedal effort, and the ECU 71 sets the target control pressure based on the pedal effort. Then, the ECU 71 controls the pressure control valve 50 based on this target control pressure, and the pressure control valve 50 regulates the hydraulic pressure accumulated in the accumulator 48 and supplies the control pressure that becomes the target control pressure to the control pressure supply pipe 51. Output to.

That is, the coil 120 is energized by the pressure control valve 50, and the plunger 118 is moved upward against the urging force of the return spring 119 by the generated suction force, and the drive piston 117 is pressed and moved upward. Then, moves upward drive piston 117 presses the control valve 122, that the communication hole 121a is opened, while the high-pressure port _{P 11} and the control pressure port _{P 13} is communicated, the decompression port _{P 12} and the control pressure port _{P 13} is cut off. Therefore, oil pressure of the accumulator 48 is supplied from the high pressure supply pipe 49 to the high pressure port _{P 11,} with pressure regulated by passing through the communication hole 121a from the high pressure chamber _{R 11} is supplied to the pressure chamber _{R 13,} from the control pressure port _{P 13} It is supplied to the second hydraulic pipe 30 through the control pressure supply pipe 51.

Then, the hydraulic pressure supplied to the second hydraulic piping 30 acts on the back pressure chamber R ₃ through the second pressure port 29 of the master cylinder 11. However, since the input piston 13 has the same seal diameter on the atmosphere side and the seal diameter on the pressure piston 14 side, the input piston 13 moves forward regardless of the control pressure, and the reaction force against the brake pedal 15 is increased. An appropriate reaction force is applied by the spring 22.

  Further, the control pressure supplied to the second hydraulic pipe 30 is applied to the wheel cylinders 25RR and 25RL of the rear wheels RR and RL through the hydraulic supply pipes 31a and 31b. Further, the control pressure supplied to the second hydraulic pipe 30 is supplied to the first hydraulic pipe 27 through the communication hydraulic pipe 33, and is applied to the wheel cylinders 25FR and 25FL of the front wheels FR and FL through the hydraulic supply pipes 28a and 28b. The At this time, the ECU 71 feeds back the control pressure detected by the second pressure sensor 75 and controls the pressure control valve 50 so that the target control pressure and the control pressure match. Accordingly, an appropriate control pressure is applied to the wheel cylinders 25FR, 25FL of the front wheels FR, FL, and an appropriate control pressure is applied to the wheel cylinders 25RR, 25RL of the rear wheels RR, RL. In addition, a desired braking force corresponding to the operating force of the brake pedal 15 of the occupant can be generated for the rear wheels RR and RL.

By the way, when the occupant steps on the brake pedal 15, the input piston 13 moves forward against the urging force of the reaction force spring 22, so that only the reaction force spring 22 contracts and elastically deforms. In this case, while the input piston 13 moves forward only the initial stroke S _1, the rubber member 24 is not elastically deformed. Therefore, the reaction force spring 22 undergoes a linear rigidity change, and the stroke is absorbed early and a reaction force with a constant change amount is applied to the initial operation of the brake pedal 15 by the occupant.

Then, the occupant further depresses the brake pedal 15, the input piston 13 is advanced beyond the initial stroke S _1, the rubber member 24 is pressed in contact with the pressure piston 14. At this time, since the master cut valve 32 is closed, the pressure piston 14 is very small advance, the communication between the second communication hole 59 and the third relief port 57 is released, the first pressure chamber R ₁ is sealed Thus, the advance of the pressurizing piston 14 is restricted. Therefore, when the input piston 13 presses the rubber member 24 more strongly, the rubber member 24 is elastically deformed. That is, when the input piston 13 further moves forward against the urging force of the reaction force spring 22, the reaction force spring 22 contracts and elastically deforms, and the rubber member 24 is pressed by the pressure piston 14 and contracts. And elastically deformed. Therefore, although the reaction force spring 22 changes linearly, the rubber member 24 changes nonlinearly when elastically deformed, and the stroke is properly absorbed with respect to the adjustment operation of the brake pedal 15 by the occupant. At the same time, a stable reaction force is applied.

  Further, when the input piston 13 moves forward and the rubber member 24 is pressed by the pressure piston 14 and elastically deforms, the conical portion 13e presses the central portion of the rubber member 24, so that the rubber member 24 has its central portion. It is elastically deformed so as to be recessed. Subsequently, when the front surface of the conical portion 13e is in close contact with the rubber member 24 and presses the whole, the deformable portion 24a of the rubber member 24 is elastically deformed outward in the radial direction by the pressurizing piston 14. Therefore, when the input piston 13 elastically deforms the rubber member 24, the elastic change rate in the initial elastic phase and the final elastic phase is increased, and an appropriate reaction force is applied to the brake pedal 15.

On the other hand, when a failure occurs in the power supply system, the control pressure applied to each wheel cylinder 25FR, 25FL, 25RR, 25RL is controlled by controlling the current value to the coil 120 of the pressure control valve 50. The oil pressure cannot be controlled properly. However, in this embodiment, the pressure control valve 50 is provided with an external piston 121 that is operated by (external pressure) the pilot hydraulic pressure generated in the first pressure chamber R ₁ of the master cylinder 11. It is possible to output an appropriate control pressure.

When failure of the power supply system, when the driver depresses the brake pedal 15, the input piston 13 moves forward by the operation force, beyond the initial stroke S _1, the input piston 13 is a pressure piston 14 through the rubber member 24 By pressing, the input piston 13 and the pressure piston 14 move forward together. When the input piston 13 and the pressure piston 14 moves forward, the first pressure chamber R ₁ is pressurized. At this time, since the master cut valve 32 is opened, the hydraulic pressure in the first pressure chamber R ₁ is discharged as the external pressure to the first hydraulic pipe 27 and acts on the pressure control valve 50 through the external pressure supply pipe 54.

At this pressure control valve 50, the external pressure to act on the external pressure chamber R ₁₅ via the external pressure port P ₁₅ from the external pressure supply pipe 54, the external piston 121 moves downward. Then, by the communication hole 121a is opened, the high-pressure port _{P 11} and the control pressure port _{P 13} is one that communicates, the decompression port _{P 12} and the control pressure port _{P 13} is cut off. Therefore, the hydraulic pressure of the accumulator 48 is supplied from the high-pressure supply piping 49 to the high pressure port _{P 11,} with pressure regulated by passing through the communication hole 121a from the high pressure chamber _{R 11} is supplied to the pressure chamber _{R 13,} from the control pressure port _{P 13} It is supplied to the second hydraulic pipe 30 through the control pressure supply pipe 51. Then, the hydraulic pressure supplied to the second hydraulic piping 30 acts on the back pressure chamber R ₃ through the second pressure port 29 of the master cylinder 11, and the input piston 13 is connected via the pressurizing piston 14 by this control pressure. Can assist.

Therefore, the control pressure supplied to the second hydraulic pipe 30 is applied to the wheel cylinders 25RR and 25RL of the rear wheels RR and RL through the hydraulic pressure supply pipes 31a and 31b. Further, by being assisted by the controlled pressure, the input piston 13 to easily advance the control pressure equal to the control pressure of the second hydraulic pipe 30 is discharged from the first pressure chamber R ₁ to the first hydraulic pipe 27 . Therefore, the control pressure supplied to the first hydraulic pipe 27 is applied to the wheel cylinders 25FR and 25FL of the front wheels FR and FL through the hydraulic supply pipes 28a and 28b. Accordingly, an appropriate control pressure is applied to the wheel cylinders 25FR, 25FL of the front wheels FR, FL, and an appropriate control pressure is applied to the wheel cylinders 25RR, 25RL of the rear wheels RR, RL. In addition, a desired braking force corresponding to the operating force of the brake pedal 15 of the occupant can be generated for the rear wheels RR and RL.

Even when the residual pressure of the accumulator 48 is insufficient, when the occupant steps on the brake pedal 15, the input piston 13 moves forward by the operating force and presses the pressure piston 14 via the rubber member 24. forward, and it can pressurize the first pressure chamber R _1. Therefore, since the hydraulic pressure from the first pressure chamber _{R 1} in accordance with the depression force to the first hydraulic pipe 27 is discharged, to grant the hydraulic front wheel FR, FL of the wheel cylinders 25FR, to 25 fL, the front wheels FR, against FL A braking force corresponding to the operating force of the occupant's brake pedal 15 can be generated.

Thus, in the vehicle braking device of the second embodiment, the first pressure chamber R ₁ and the second pressure chamber R are supported in the cylinder 12 by movably supporting the input piston 13 and the pressurizing piston 14 in series. the master cylinder 11 for partitioning the ₂ provided through the ABS70 the first hydraulic pipe 27 connected the wheel cylinders 25FR, 25FL, 25RR, the master cut valve 32 with connecting 25RL provided in the first pressure chamber _{R 1} On the other hand, an electronically controllable pressure control valve 50 is connected to each wheel cylinder 25FR, 25FL, 25RR, 25RL via an ABS 70.

  Therefore, when the power supply system is normal, the pressure control valve 50 is controlled so that the hydraulic pressure of the accumulator 48 can be regulated and supplied to the wheel cylinders 25FR, 25FL, 25RR, 25RL. On the other hand, when the power supply system fails, by operating the pressure control valve 50 with an external pressure corresponding to the operation of the brake pedal 15, the hydraulic pressure of the accumulator 48 is regulated and supplied to the wheel cylinders 25FR, 25FL, 25RR, 25RL. can do. That is, by applying the pressure control valve 50 that operates by electromagnetic force and external pressure, it is possible to reliably generate a control pressure according to the operation of the brake pedal 15 by the occupant regardless of the state of the power supply system. In addition to simplifying the hydraulic path and simplifying the structure, the manufacturing cost can be reduced, while appropriate braking force control can be achieved, improving reliability and safety. be able to.

Further, in the vehicle braking device of the second embodiment, a stroke simulator that absorbs a stroke corresponding to the braking operation force and generates a reaction force is incorporated in the master cylinder 11, and the stroke simulator is used as the input piston 13 and the cylinder 11. And a rubber member 24 provided between the input piston 13 and the pressure piston 14, and the rubber member while the input piston 13 advances by the initial stroke. for suppressing elastic deformation suppressing means for elastic deformation of 24 to set the initial gap S ₁ between the input piston 13 and the pressure piston 14.

  Therefore, the input piston 13 moves forward by the initial braking operation force and elastically deforms only the reaction force spring 22, and the rubber member 24 elastically deforms after the input piston 13 moves forward by the initial stroke. By ensuring the ideal absorption stroke and braking reaction force, the braking operation feeling can be improved.

  In the vehicular braking apparatus according to the second embodiment, when the occupant depresses the brake pedal 15, the input piston 13 moves forward, and only the reaction force spring 22 contracts and elastically deforms. The reaction force spring 22 is linear. In order to change the rigidity, it is possible to absorb the stroke at an early stage and apply a reaction force with a constant change amount to the initial operation of the brake pedal 15 by the occupant. When the occupant further depresses the brake pedal 15, the rubber member 24 is elastically deformed after the input piston 13 has advanced beyond the initial stroke, and the rubber member 24 undergoes nonlinear stiffness change. For 15 adjustment operations, the stroke can be properly absorbed and a stable reaction force can be applied.

In the vehicular braking apparatus according to the second embodiment, a stroke simulator including the reaction force spring 22 and the rubber member 24 as constituent elements is incorporated in the master cylinder 11. Therefore, the apparatus can be made compact. In the present embodiment, provided with a rubber member 24 on the input piston 13 side, but to set the initial clearance S ₁ between the rubber member 24 and the pressure piston is provided with a rubber member 24 in the pressurizing piston 14 side, An initial gap S ₁ may be set between the input piston 13 and the rubber member 24.

  FIG. 5 is a schematic configuration diagram illustrating a vehicle braking device according to a third embodiment of the present invention. In addition, the same code | symbol is attached | subjected to the member which has the same function as what was demonstrated in the Example mentioned above, and the overlapping description is abbreviate | omitted.

  In the vehicular braking apparatus according to the third embodiment, as shown in FIG. 5, the master cylinder 201 includes an input piston 203, an intermediate piston 204, and a pressure piston 205 as pistons supported in a cylinder 202 so as to be movable in the axial direction. Configured. In the brake pedal 15, the operation rod 20 is connected to the input piston 203.

  The input piston 203 is movably supported by an inner peripheral surface of a support member 206 whose outer peripheral surface is fixed to the inner peripheral portion of the cylinder 202. The input piston 203 has a support portion 203a fitted to the inner peripheral surface of the support member 206, a bracket 203b fixed to the base end portion, and a pressing portion 203c having a larger diameter than the support portion 203a at the distal end portion. ing. A reaction force spring (first elastic member) 207 is interposed between the support member 206 and the bracket 203b of the input piston 203, and the input piston 203 is attached in one direction (rightward in FIG. 5). It is supported.

  The intermediate piston 204 is disposed in the cylinder 202 between the input piston 203 and the pressurizing piston 205, and an outer peripheral surface thereof is movably supported on the inner peripheral surface of the cylinder 202. The intermediate piston 204 has a flange portion 204a fitted to the first inner peripheral surface 202a of the cylinder 202, and a support portion 204b fitted to the second inner peripheral surface 202b having a smaller diameter than the first inner peripheral surface 202a. ing. In addition, the intermediate piston 204 is formed with a first support hole 204c and a second support hole 204d that are opened rearward in the support portion 204b, and the pressing portion 203c of the input piston 203 is formed on the inner peripheral surface of the first support hole 204c. The outer peripheral surface is movably fitted, and the outer peripheral surface of the connecting portion 203d extending forward from the pressing portion 203c is movably fitted to the inner peripheral surface of the second support hole 204d.

  Therefore, the input piston 203 is urged and supported at a position where the pressing portion 203 c abuts against the stopper 204 e of the intermediate piston 204 by the urging force of the reaction force spring 207, and moves forward against the urging force of the reaction force spring 207. Then, the connecting portion 203d can come into contact with the bottom surface of the second support hole 204d in the intermediate piston 204. The intermediate piston 204 is urged and supported by the urging force of the reaction force spring 207 via the input piston 203 at a position where the flange portion 204 a contacts the support member 206. The input piston 203 further moves forward after the connecting portion 203d contacts the bottom surface of the second support hole 204d in the intermediate piston 204, thereby pressing the intermediate piston 204, and the input piston 203 and the intermediate piston 204 are integrated. Can move forward.

  The pressurizing piston 205 is disposed inside the cylinder 202 on the tip end side of the intermediate piston 204, and an outer peripheral surface is movably supported on the inner peripheral surface of the cylinder 202. The pressurizing piston 205 has a support part 205a fitted to the second inner peripheral surface 202c of the cylinder 202 and a stopper part 205b that can come into contact with the step part 202d. An urging spring 209 is stretched between the support bracket 208 supported by the cylinder 202 and the pressurizing piston 205, and the pressurizing piston 205 is stopped by the urging force of the urging spring 209. 205b is urged and supported at a position where it contacts the stepped portion 202d. Further, after the input piston 203 abuts on the intermediate piston 204 and further advances, the input piston 203 presses the pressurizing piston 205, and the input piston 203, the intermediate piston 204, and the pressurizing piston 205 advance together. Can do.

The intermediate piston 204 has a rubber member (second elastic member) 210 disposed in the first support hole 204c. In the input piston 203, a conical portion 203e that presses the rubber member 210 is formed on the distal end surface of the pressing portion 203c. On the other hand, the rubber member 210 is deformed into a truncated cone shape that elastically deforms in the direction (radial direction) intersecting the pressing direction (axial direction) by the pressing of the input piston 203 at the rear end portion facing the conical portion 203e. A portion 210a is formed. In this case, when the input piston 203 and the intermediate piston 204 is positioned in the retracted position by the urging force of the reaction force spring 207, between the input piston 203 and the rubber member 210, the initial clearance S ₁ is set . In other words, it suppresses the elastic deformation of the rubber member 210 by the input piston 203 while the input piston 203 moves forward only the initial stroke, as the elastic deformation suppressing means of the present invention, the initial clearance S ₁ is functioning.

In this embodiment, a stroke simulator is configured by the input piston 203, the reaction force spring 207, and the rubber member 210. When the input piston 203 moves forward, only the reaction force spring 207 is elastically deformed, and the input piston 203 is initially set. The rubber member 210 is elastically deformed by moving forward beyond the stroke S ₁ and contacting and pressing the rubber member 210. Here, the reaction force spring 207 changes linear rigidity during elastic deformation, while the rubber member 210 changes nonlinear rigidity during elastic deformation.

Accordingly, when the driver depresses the pedal 17 and the brake pedal 15 rotates, the operating force is transmitted to the input piston 203 via the operating rod 20, and the input piston 203 resists the urging force of the reaction force spring 207. Then you can move forward. When the input piston 203 moves forward only the initial stroke S _1, the rubber member 210 is elastically deformed can be brought into contact with the intermediate piston 204, the input piston 203 presses the middle piston 204, be advanced together Can do. Thereafter, when the input piston 203 and the pressurizing piston 204 move together and advance, and the intermediate piston 204 contacts the pressurizing piston 205, the input piston 203 and the intermediate piston 204 press the pressurizing piston 205 and become integral. Can move forward.

As described above, the input piston 203, the intermediate piston 204, and the pressurizing piston 205 are disposed coaxially in the cylinder 202 so as to move forward in the pressurizing piston 205 (leftward in FIG. 5). One pressure chamber (front pressure chamber) R ₁ is defined, and the pressure piston 205 moves backward (rightward in FIG. 5), that is, between the pressure piston 205 and the intermediate piston 204, the second pressure chamber R _2. The rear pressure chamber (rear pressure chamber) R ₃ is partitioned between the input piston 203 and the intermediate piston 204 in the backward direction (rightward in FIG. 5), that is, between the intermediate piston 204 and the support member 206. Yes. A first relief chamber R ₄ is formed between the cylinder 202 and the intermediate piston 204, and a second relief chamber R ₅ is formed between the intermediate piston 204 and the input piston 203. In this case, the second pressure chamber R ₂ and the back pressure chamber R ₃ are connected by a communication passage 203 f formed in the input piston 203, a second support hole 204 d of the intermediate piston 204, and a communication passage 204 f formed in the intermediate piston 204. Communicate.

  In the vehicle braking device of the present embodiment, a master cut valve, an ABS, a wheel cylinder, a pressure control valve, and the like are connected to the master cylinder 201 described above, but these configurations are the same as those of the first embodiment described above. Therefore, the description is omitted.

At the master cylinder 201, the first first pressure port 26 of the pressure chamber _{R 1,} the first hydraulic pipe 27 is connected, to the second pressure port 29 of the back pressure chamber _{R 3,} the second hydraulic pipe 30 is It is connected. Further, in the master cylinder 201, the second relief port 55 of the first relief chamber R _4, one end of the fifth hydraulic pipe 56 is connected, to the fifth hydraulic pipe 56, the reaction force control valve 215 is Is provided. The reaction force control valve 215 is a normally open type on-off valve that is closed when power is supplied. Further, in the master cylinder 201, the third relief port 57, the through the second communication hole 59 is capable of communicating with the first pressure chamber R ₁ formed on the pressurizing piston 205, the sixth hydraulic pipe 60 is connected Has been. Further, in the fourth relief port 211 of the second relief chamber R _5, it is connected to a reservoir tank (not shown) via a seventh hydraulic pipe 212.

  A seal member (one-way seal) 213 is attached to the support member 206 with the input piston 203, and a seal member 214 is attached to the intermediate piston 204 with the input piston 203. That is, with this configuration, the input piston 203 and the intermediate piston 204 have substantially the same seal diameter.

Therefore, when the occupant steps on the brake pedal 15, the input piston 203 moves forward against the urging force of the reaction force spring 207, so that only the reaction force spring 207 contracts and elastically deforms. In this case, while the input piston 203 moves forward only the initial stroke S _1, the rubber member 210 is not elastically deformed. Therefore, the reaction force spring 207 changes linearly, and the stroke is absorbed early and a reaction force with a constant change amount is applied to the initial operation of the brake pedal 15 by the occupant.

Then, the occupant further depresses the brake pedal 15, when the input piston 203 moves forward beyond the initial stroke S _1, the input piston 203 presses in contact with the rubber member 210. At this time, since the reaction force control valve 215 is closed, the relief chamber R ₄ becomes sealed state, forward movement of the intermediate piston 204 is restricted. Therefore, when the input piston 203 comes into contact with the rubber member 210, the input piston 203 moves forward while pressing the rubber member 210, whereby the input piston 203 presses the rubber member 210 more strongly, and the rubber member 210 is elastic. Deform.

  That is, when the input piston 203 further moves forward against the urging force of the reaction force spring 207, the reaction force spring 207 contracts and elastically deforms, and the rubber member 210 is pressed and contracts and elastically deforms. . Therefore, although the reaction force spring 207 changes linearly, the rubber member 210 changes nonlinearly when elastically deformed, and the stroke is properly absorbed with respect to the adjustment operation of the brake pedal 15 by the occupant. At the same time, a stable reaction force is applied.

  When the input piston 203 moves forward and the rubber member 210 is pressed and elastically deformed, the conical portion 203e presses the central portion of the rubber member 210, so that the rubber member 210 is elastic so that the central portion is recessed. Deform. Subsequently, when the front surface of the conical portion 203e is in close contact with the rubber member 210 and presses the whole, the deformable portion 210a of the rubber member 210 is elastically deformed outward in the radial direction by the pressurizing piston 14. Therefore, when the input piston 203 elastically deforms the rubber member 210, the elastic change rate in the initial elastic end and the final elastic end increases, and an appropriate reaction force is applied to the brake pedal 15.

As described above, in the vehicle braking device of the third embodiment, the master cylinder 201 incorporates a stroke simulator that absorbs a stroke corresponding to the braking operation force and generates a reaction force. 203, a reaction force spring 207 stretched between the cylinder 202 and a rubber member 210 provided between the input piston 203 and the intermediate piston 204 (pressurizing piston 205). An initial clearance S ₁ is set between the input piston 203 and the intermediate piston 204 as elastic deformation suppressing means for suppressing elastic deformation of the rubber member 210 while moving forward by the initial stroke.

  Accordingly, the input piston 203 is advanced by the initial braking operation force and only the reaction force spring 207 is elastically deformed, and the rubber member 210 is elastically deformed after the input piston 203 is advanced by the initial stroke. By ensuring the ideal absorption stroke and braking reaction force, the braking operation feeling can be improved.

  In the vehicular braking apparatus according to the third embodiment, when the occupant steps on the brake pedal 15, the input piston 203 moves forward, and only the reaction force spring 207 contracts and elastically deforms. This reaction force spring 207 is linear. In order to change the rigidity, it is possible to absorb the stroke at an early stage and apply a reaction force with a constant change amount to the initial operation of the brake pedal 15 by the occupant. When the occupant further steps on the brake pedal 15, the rubber member 210 is elastically deformed after the input piston 203 has advanced beyond the initial stroke. This rubber member 210 undergoes non-linear stiffness change. For 15 adjustment operations, the stroke can be properly absorbed and a stable reaction force can be applied.

In the vehicular braking apparatus according to the third embodiment, a stroke simulator including the reaction force spring 207 and the rubber member 210 as components is built in the master cylinder 201. Therefore, the apparatus can be made compact. In the present embodiment, provided with a rubber member 210 on the intermediate piston 204 side, but to set the initial clearance _{S 1} between the input piston 203 and the rubber member 210 is provided with a rubber member 210 on the side of the input piston 203, the rubber An initial clearance S ₁ may be set between the member 210 and the intermediate piston 204. Further, although the intermediate piston 204 is provided between the input piston 203 and the pressurizing piston 205, it may be omitted.

  FIG. 6 is a schematic configuration diagram illustrating a vehicle braking device according to a fourth embodiment of the present invention. In addition, the same code | symbol is attached | subjected to the member which has the same function as what was demonstrated in the Example mentioned above, and the overlapping description is abbreviate | omitted.

  In the vehicle braking apparatus of the fourth embodiment, as shown in FIG. 6, the master cylinder 301 is configured such that an input piston 203, an intermediate piston 204, and a pressure piston 205 are supported in a cylinder 202 so as to be movable in the axial direction. ing. In the brake pedal 15, the operation rod 20 is connected to the input piston 203. The input piston 203 includes a support portion 203a fitted to the inner peripheral surface of the support member 206, a bracket 203b fixed to the base end portion, a flange portion 203g having a diameter larger than that of the support portion 203a, and a forward extension. And a connecting portion 203d to be taken out. A reaction force spring 207 is interposed between the support member 206 and the bracket 203b, and the input piston 203 is urged and supported in one direction (rightward in FIG. 6).

  The intermediate piston 204 has a flange portion 204a, a support portion 204b, a first support hole 204c, a second support hole 204d, and a stopper 204e. The support portion 203a of the input piston 203 is movably fitted in the first support hole 204c of the intermediate piston 204, and the connection portion 203d is movably fitted in the second support hole 204d. Therefore, the input piston 203 is urged and supported by the urging force of the reaction force spring 207 at a position where the flange portion 203 g abuts against the stopper 204 e of the intermediate piston 204, and moves forward against the urging force of the reaction force spring 207. Then, the connecting portion 203d can come into contact with the bottom surface of the second support hole 204d in the intermediate piston 204. The intermediate piston 204 is urged and supported by the urging force of the reaction force spring 207 via the input piston 203 at a position where the flange portion 204 a contacts the support member 206. The input piston 203 further moves forward after the connecting portion 203d contacts the bottom surface of the second support hole 204d in the intermediate piston 204, thereby pressing the intermediate piston 204, and the input piston 203 and the intermediate piston 204 are integrated. Can move forward.

  The pressure piston 205 has a support part 205a and a stopper part 205b. An urging spring 209 is stretched between the cylinder 202 and the pressure piston 205, and the pressure piston 205 is urged and supported at a position where the stopper portion 205b contacts the stepped portion 202d. Further, after the input piston 203 abuts on the intermediate piston 204 and further advances, the input piston 203 presses the pressurizing piston 205, and the input piston 203, the intermediate piston 204, and the pressurizing piston 205 advance together. Can do.

In this way, the input piston 203 and the intermediate piston 204 and the pressure piston 205 in the cylinder 202 is movably positioned coaxially, the first pressure chamber R ₁ is partitioned in a forward direction in the pressure piston 205 A second pressure chamber R ₂ is defined between the pressurizing piston 205 and the intermediate piston 204, and a back pressure chamber R ₃ is defined between the intermediate piston 204 and the support member 206. A first relief chamber R ₄ is formed between the cylinder 202 and the intermediate piston 204, and a second relief chamber R ₅ is formed between the intermediate piston 204 and the input piston 203. In this case, the second pressure chamber R ₂ and the back pressure chamber R ₃ are connected by a communication passage 203 f formed in the input piston 203, a second support hole 204 d of the intermediate piston 204, and a communication passage 204 f formed in the intermediate piston 204. Communicate.

Then, in the master cylinder 301, the first first pressure port 26 of the pressure chamber _{R 1,} the first hydraulic pipe 27 is connected, to the second pressure port 29 of the back pressure chamber _{R 3,} the second hydraulic pipe 30 are connected. Further, in the master cylinder 301, the second relief port 55 of the first relief chamber R _4, one end of the fifth hydraulic pipe 56 is connected, to the fifth hydraulic pipe 56, the reaction force control valve 215 is Is provided. Further, in the master cylinder 301, the third relief port 57 can communicate with the first pressure chamber R ₁ through the second communication hole 59 formed in the pressurizing piston 14, and the sixth hydraulic pipe 60 is connected. Has been. Further, in the fourth relief port 211 of the second relief chamber R _5, it is connected to a reservoir tank (not shown) via a seventh hydraulic pipe 212.

  In the vehicle braking device of the present embodiment, a master cut valve, an ABS, a wheel cylinder, a pressure control valve, and the like are connected to the master cylinder 301 described above, but these configurations are the same as those of the first embodiment described above. Therefore, the description is omitted.

  In the present embodiment, a stroke simulator 311 is provided in the fifth hydraulic pipe 56 outside the master cylinder 301. In the stroke simulator 311, a housing 312 having a hollow cylindrical shape has a piston 313 supported on an inner axial end portion side so as to be movable in the axial direction. The piston 313 is provided with a seal member 313a that is slidably in contact with the inner peripheral surface of the housing 312 at the outer peripheral portion, and a recess 313b is formed at one end portion so that a hydraulic chamber 314 is formed between the piston 313 and the housing 312. ing. A supply / discharge port 312 a is formed at the end of the housing 312, and a branch hydraulic pipe 315 branched from the fifth hydraulic pipe 56 is connected to the supply / discharge port 312 a.

  In the housing 312, a rubber member 316 as a second elastic member is arranged on the other end side in the axial direction inside the piston. The piston 313 contacts the rubber member 316, and the outer peripheral surface of the rubber member 316. A small gap is secured between the housing 312 and the housing 312. The rubber member 316 is provided with a deforming portion 316a having a tapered shape that elastically deforms in a direction (radial direction) intersecting the pressing direction (axial direction) by pressing of the piston 313 at a portion facing the piston 313. Yes.

In this case, the input piston 203 in the master cylinder 301 and the piston 313 in the stroke simulator 311 function as the piston of the present invention. Then, as the elastic deformation suppressing means of the present invention that suppresses elastic deformation of the rubber member 316 by the piston 313 while the input piston 203 moves forward by the initial stroke, the initial gap S ₁ between the input piston 203 and the intermediate piston 204 is used. Works. In the stroke simulator 311 of this embodiment, only the reaction force spring 207 is elastically deformed when the input piston 203 moves forward. Subsequently, the input piston 203 comes into contact with the intermediate piston 204 and moves forward, and the generated hydraulic pressure acts on the piston 313 of the stroke simulator 311 from the fifth hydraulic pipe 56 to move forward, so that the rubber member 316 is elastically deformed. To do. Therefore, the reaction force spring 207 changes linear rigidity during elastic deformation, while the rubber member 316 changes nonlinear rigidity during elastic deformation.

In this embodiment, in addition to the stroke simulator 311 having the piston 313 and the rubber member 316, the input piston 203 of the master cylinder 301 and the reaction force spring 207 constitute the stroke simulator of the present invention, and the input piston 203 moves forward. it is, only the reaction force spring 207 is elastically deformed, the input piston 203 moves forward over the initial stroke S _1, by the generated hydraulic pressure that piston 313 is advanced, the rubber member 316 is elastically deformed. Here, the reaction force spring 207 changes in linear rigidity during elastic deformation, while the rubber member 316 changes in nonlinear rigidity during elastic deformation.

Therefore, when the occupant steps on the brake pedal 15, the input piston 203 moves forward against the urging force of the reaction force spring 207, so that only the reaction force spring 207 contracts and elastically deforms. In this case, while the input piston 203 moves forward only the initial stroke S _1, the rubber member 316 is not elastically deformed. Therefore, the reaction force spring 207 changes linearly, and the stroke is absorbed early and a reaction force with a constant change amount is applied to the initial operation of the brake pedal 15 by the occupant.

Then, the occupant further depresses the brake pedal 15, when the input piston 203 moves forward beyond the initial stroke S _1, the input piston 203 abuts and presses the intermediate piston 204 moves forward together. At this time, since the reaction force control valve 215 is closed, the relief chamber R ₄ becomes sealed, the intermediate piston 204 moves forward, hydraulic pressure is generated by the relief chamber R ₄ is pressurized, the hydraulic Acts on the fifth hydraulic pipe 56 from the second pressure port 55. Then, this hydraulic pressure acts on the hydraulic chamber 314 from the branch hydraulic pipe 315, and the piston 313 moves forward while pressing the rubber member 316, whereby the rubber member 316 is elastically deformed.

  That is, when the input piston 203 further moves forward against the urging force of the reaction force spring 207, the reaction force spring 207 contracts and elastically deforms, and the piston 313 presses the rubber member 316 and contracts. And elastically deforms. Therefore, although the reaction force spring 207 changes linearly, the rubber member 316 changes nonlinearly when elastically deformed, and the stroke is properly absorbed with respect to the adjustment operation of the brake pedal 15 by the occupant. At the same time, a stable reaction force is applied.

As described above, in the vehicle braking apparatus according to the fourth embodiment, the input piston 203, the intermediate piston 204, and the pressurizing piston 205 are movably accommodated in the master cylinder 301, and are interposed between the input piston 203 and the cylinder 202. while stretched the reaction force spring 207, the fifth hydraulic pipe 56 which is connected to the second pressure port 55 of the relief chamber _{R 4,} and connects the stroke simulator 311 having a piston 313 and the rubber member 316, the input piston 203 An initial clearance S ₁ is set between the input piston 203 and the intermediate piston 204 as elastic deformation suppressing means for suppressing elastic deformation of the rubber member 316 while moving forward by the initial stroke.

  Accordingly, the input piston 203 is advanced by the initial braking operation force and only the reaction force spring 207 is elastically deformed, and after the input piston 203 is advanced by the initial stroke, the piston 313 is advanced and the rubber member 316 is elastically deformed. Thus, the braking operation feeling can be improved by securing the ideal absorption stroke and braking reaction force according to the braking operation force.

  In the vehicle braking device of the fourth embodiment, when the occupant depresses the brake pedal 15, the input piston 203 moves forward, and only the reaction force spring 207 contracts and elastically deforms. This reaction force spring 207 is linear. In order to change the rigidity, it is possible to absorb the stroke at an early stage and apply a reaction force with a constant change amount to the initial operation of the brake pedal 15 by the occupant. When the occupant further depresses the brake pedal 15, after the input piston 203 moves forward beyond the initial stroke, the piston 313 moves forward and elastically deforms the rubber member 316. This rubber member 316 undergoes nonlinear stiffness change. Therefore, the stroke can be properly absorbed and a stable reaction force can be applied to the adjustment operation of the brake pedal 15 by the occupant.

  In the vehicle braking device of the fourth embodiment, a stroke simulator 311 having a piston 313 and a rubber member 316 is provided separately from the master cylinder 301. Therefore, the master cylinder 301 can be made compact, and the mountability to the vehicle can be improved.

  FIG. 7 is a schematic configuration diagram illustrating a vehicle braking device according to a fifth embodiment of the present invention. In addition, the same code | symbol is attached | subjected to the member which has the same function as what was demonstrated in the Example mentioned above, and the overlapping description is abbreviate | omitted.

  In the vehicular braking apparatus of the fifth embodiment, as shown in FIG. 7, the master cylinder 401 is configured such that the input piston 13 and the pressurizing piston 14 are movably supported in the cylinder 12. The brake pedal 15 has an operation rod 20 connected to the input piston 13. The input piston 13 is movably supported by a cylindrical support member 21 fixed to the inner peripheral portion of the cylinder 12, and the input piston 13 is interposed between the support member 21 and the bracket 13 b of the input piston 13. The force spring 22 is urged and supported in one direction. The pressurizing piston 14 is movably supported on the tip end side of the input piston 13 by the cylinder 12. Moreover, the pressurizing piston 14 is fitted in the support hole 14c so that the pressing portion 13c of the input piston 13 is movable. And the support member 23 is being fixed to the front-end | tip part of the support hole 14c, and it can move relatively with respect to the input piston 13. FIG.

In this manner, the input piston 13 and the pressure piston 14 in the cylinder 12 is movably positioned coaxially, a first pressure chamber R _1, the second pressure chamber R _2, back pressure chamber R ₃ When, the relief chamber R ₄ is formed. The first hydraulic pipe 27 is connected to a first first pressure port 26 of the pressure chamber R _1, the second hydraulic pipe 30 is connected to the second pressure port 29 of the back pressure chamber R _3, a relief chamber R ₄ the second relief port 55 is connected to one end portion of the fifth hydraulic pipe 56, the third relief port 57 sixth hydraulic pipe 60 is connected, to the second pressure chamber R ₂ of the relief ports 81 and 82, the hydraulic piping A reservoir tank (not shown) is connected through 83.

  In the vehicle braking device of the present embodiment, a master cut valve, an ABS, a wheel cylinder, a pressure control valve, and the like are connected to the master cylinder 401 described above, but these configurations are the same as those of the first embodiment described above. Therefore, the description is omitted.

In this embodiment, a stroke simulator 311 is provided in the first hydraulic pipe 27 outside the master cylinder 401. This stroke simulator 311 is configured by housing a piston 313 and a rubber member 316 in a housing 312. In this case, the input piston 13 in the master cylinder 401 and the piston 313 in the stroke simulator 311 function as the piston of the present invention. As an elastic deformation suppressing means of the present invention that suppresses elastic deformation of the rubber member 316 by the piston 313 while the input piston 13 moves forward by the initial stroke, an initial gap S between the input piston 13 and the pressurizing piston 14 is used. ₁ works. In the stroke simulator 311 of this embodiment, only the reaction force spring 22 is elastically deformed as the input piston 13 moves forward. Subsequently, the input piston 13 abuts against the pressure piston 14 and moves forward, and the generated hydraulic pressure acts on the piston 313 of the stroke simulator 311 from the first hydraulic pipe 27 to move forward, thereby elastically elasticating the rubber member 316. Deform. Therefore, the reaction force spring 22 changes linear rigidity during elastic deformation, while the rubber member 316 changes nonlinear rigidity during elastic deformation.

In this embodiment, in addition to the stroke simulator 311 having the piston 313 and the rubber member 316, the input piston 13 and the reaction force spring 22 of the master cylinder 401 constitute the stroke simulator of the present invention, and the input piston 13 moves forward. it is, only the reaction force spring 22 is elastically deformed, the input piston 13 moves forward over the initial stroke S _1, by the generated hydraulic pressure that piston 313 is advanced, the rubber member 316 is elastically deformed. Here, the reaction force spring 22 changes linear rigidity during elastic deformation, while the rubber member 316 changes nonlinear rigidity during elastic deformation.

Therefore, when the occupant steps on the brake pedal 15, the input piston 13 moves forward against the urging force of the reaction force spring 22, so that only the reaction force spring 22 contracts and elastically deforms. In this case, while the input piston 13 moves forward only the initial stroke S _1, the rubber member 316 is not elastically deformed. Therefore, the reaction force spring 22 undergoes a linear rigidity change, and the stroke is absorbed early and a reaction force with a constant change amount is applied to the initial operation of the brake pedal 15 by the occupant.

Then, the occupant further depresses the brake pedal 15, the input piston 13 when advanced beyond the initial stroke S _1, the input piston 13 presses in contact with the pressure piston 14 moves forward together. At this time, since a master cut valve (not shown) is closed, the first pressure chamber R ₁ is in a sealed state, and when the pressurizing piston 14 moves forward, the pressurized hydraulic pressure acts on the first hydraulic pipe 27. Then, this hydraulic pressure acts on the hydraulic chamber 314 from the branch hydraulic pipe 315, and the piston 313 moves forward while pressing the rubber member 316, whereby the rubber member 316 is elastically deformed.

  That is, when the input piston 13 further moves forward against the urging force of the reaction force spring 22, the reaction force spring 22 contracts and elastically deforms, and the piston 313 presses the rubber member 316 and contracts. And elastically deforms. Therefore, although the reaction force spring 22 changes linearly, the rubber member 316 changes nonlinearly when elastically deformed, and the stroke is properly absorbed with respect to the adjustment operation of the brake pedal 15 by the occupant. At the same time, a stable reaction force is applied.

As described above, in the vehicle braking device of the fifth embodiment, the input piston 13 and the pressure piston 14 are movably accommodated in the master cylinder 401, and the reaction force spring 22 is interposed between the input piston 13 and the cylinder 12. while stretched and the first hydraulic pipe 27 connected to the first first pressure port 26 of the pressure chamber R _1, connects the stroke simulator 311 having a piston 313 and the rubber member 316, the initial stroke input piston 13 As an elastic deformation suppressing means for suppressing the elastic deformation of the rubber member 316 while moving forward, an initial gap S ₁ is set between the input piston 13 and the pressure piston 14.

  Therefore, the input piston 13 moves forward by the initial braking operation force and elastically deforms only the reaction force spring 22, and after the input piston 13 moves forward by the initial stroke, the piston 313 moves forward and elastically deforms the rubber member 316. Thus, the braking operation feeling can be improved by securing the ideal absorption stroke and braking reaction force according to the braking operation force.

  FIG. 8 is a schematic configuration diagram illustrating a vehicle braking device according to a sixth embodiment of the present invention. In addition, the same code | symbol is attached | subjected to the member which has the same function as what was demonstrated in the Example mentioned above, and the overlapping description is abbreviate | omitted.

  In the vehicular braking apparatus according to the sixth embodiment, as shown in FIG. 8, an input piston 503, an intermediate piston 504, and a pressurizing piston 505 as pistons are supported in a cylinder 502 so as to be movable in the axial direction. Configured. In the brake pedal 15, the operation rod 20 is connected to the input piston 503.

  The input piston 503 is movably supported by an inner peripheral surface of a support member 506 whose outer peripheral surface is fixed to the inner peripheral portion of the cylinder 502. The input piston 503 includes a support portion 503a fitted to the inner peripheral surface of the support member 506, a bracket 503b fixed to the base end portion, a pressing portion 503c having a diameter larger than that of the support portion 503a at the distal end portion, and a pressing portion. And a connecting portion 503d extending forward from 503c. A reaction force spring (first elastic member) 507 is interposed between the support member 506 and the bracket 503b of the input piston 503, and the input piston 503 is attached in one direction (rightward in FIG. 8). It is supported.

  The intermediate piston 504 is disposed between the input piston 503 and the pressurizing piston 505 in the cylinder 502, and an outer peripheral surface thereof is movably supported on the inner peripheral surface of the cylinder 502. The intermediate piston 504 includes a first support portion 504a fitted to the first inner peripheral surface 502a of the cylinder 502 and a second support portion 504b fitted to the second inner peripheral surface 502b having a smaller diameter than the first inner peripheral surface 502a. And have. The intermediate piston 504 has a first support hole 504d and a second support hole 504e that are opened rearward in the first support part 504a, and a connection hole 504c formed in the bottom part of the second support hole 504e. . The pressing portion 503c of the input piston 503 enters the first support hole 504d of the intermediate piston 504, and the distal end portion of the connecting portion 503d is movably fitted in the connecting hole 504c. A support member 508 is fixed to the distal end portion of the first support hole 504d and can move relative to the input piston 503.

  Therefore, the input piston 503 is urged and supported by the urging force of the reaction force spring 507 at a position where the pressing portion 503c contacts the support member 508 integrated with the intermediate piston 504, and resists the urging force of the reaction force spring 507. Then, the connecting portion 503d can come into contact with the bottom surface of the connecting hole 504c in the intermediate piston 504 as it advances. The intermediate piston 504 is biased and supported at a position where the support member 508 contacts the support member 506 via the input piston 503 by the biasing force of the reaction force spring 507. Further, the input piston 503 further moves forward after the connecting portion 503d contacts the bottom surface of the connecting hole 504c in the intermediate piston 504, thereby pressing the intermediate piston 504, and the input piston 503 and the intermediate piston 504 are integrated. Can move forward.

  The pressurizing piston 505 is disposed inside the cylinder 502 on the tip end side of the intermediate piston 504, and an outer peripheral surface thereof is movably supported on the inner peripheral surface of the cylinder 502. The pressurizing piston 505 has a support portion 505a fitted to the second inner peripheral surface 502b of the cylinder 502, and a stopper portion 505b that can come into contact with the stepped portion 502c. An urging spring 509 is stretched between the cylinder 502 and the pressurizing piston 505, and the pressurizing piston 505 has the stopper portion 505b abutting against the stepped portion 502c by the urging force of the urging spring 509. It is biased and supported at the position where it comes into contact. Further, after the input piston 503 contacts the intermediate piston 504, the input piston 503 further moves forward to press the pressure piston 505, and the input piston 503, the intermediate piston 504, and the pressure piston 505 move forward together. Can do.

  The input piston 503 has a first rubber member 510 disposed at the base end of the connecting portion 503d, and the intermediate piston 504 has a cover 512 through which the connecting portion 503d penetrates in the second holding hole 504e. The second rubber member 511 is disposed inside. In the present embodiment, the first elastic member 510 and the second rubber member 511 constitute a second elastic member. The first rubber member 510 has front and rear deformation portions 510a and 510b having a truncated cone shape that elastically deforms in a direction (radial direction) intersecting the pressing direction (axial direction) by pressing the input piston 503. Is formed. Also, the second rubber member 511 has front and rear deformed portions 511a, which form a truncated cone shape that elastically deforms in a direction (radial direction) intersecting the pressing direction (axial direction) by pressing the input piston 503 before and after the second rubber member 511. 511b is formed.

  The first rubber member 510 is set to have the same length as the second rubber member 511, but has a large outer diameter. The first rubber member 510 has a minute gap between the outer peripheral surface and the first support portion 504b, and the second rubber member 511 has a minute gap between the inner peripheral surface and the connecting portion 503d. Yes. That is, the first rubber member 510 and the second rubber member 511 are set to have different elastic forces (spring constants) due to their shapes and arrangement positions being different.

Further, when the input piston 503 and the intermediate piston 504 are positioned in the retracted position by the urging force of the reaction force spring 507, an initial gap S is formed between the first rubber member 510 and the cover 512 (second rubber member 511). ₁ is set. That is, the input piston 503 suppresses the elastic deformation of the rubber member 510 and 511 by the input piston 503 while advanced by the initial stroke, as the elastic deformation suppressing means of the present invention, the initial clearance S ₁ is functioning.

In this embodiment, a stroke simulator is constituted by the input piston 503, the reaction force spring 507, and the rubber members 510 and 511. When the input piston 503 moves forward, only the reaction force spring 507 is elastically deformed, and the input piston 503 is elastically deformed. Advances beyond the initial stroke S ₁ , and the first rubber member 510 comes into contact with and presses the cover 512, whereby the first rubber member 510 is elastically deformed, and then the second rubber member 511 is elastically deformed. To do. Here, the reaction force spring 507 changes linear stiffness during elastic deformation, while the rubber members 510 and 511 change nonlinear stiffness during elastic deformation.

Accordingly, when the driver depresses the pedal 17 and the brake pedal 15 rotates, the operating force is transmitted to the input piston 503 through the operating rod 20, and the input piston 503 resists the urging force of the reaction force spring 507. Then you can move forward. When the input piston 503 moves forward only the initial stroke _{S 1,} the respective rubber members 510 and 511 are elastically deformed can be brought into contact with the intermediate piston 504, the input piston 503 presses the middle piston 504, together You can move forward. Thereafter, when the input piston 503 and the pressurizing piston 504 are integrally moved forward and the intermediate piston 504 contacts the pressurizing piston 505, the input piston 503 and the intermediate piston 504 press the pressurizing piston 505 to be integrated. Can move forward.

In this manner, the input piston 503, the intermediate piston 504, and the pressurizing piston 505 are coaxially movable in the cylinder 502, so that the first pressure chamber R ₁ , the second pressure chamber R ₂ , the back pressure chamber are provided. R ₃ , first relief chamber R ₄ , and second relief chamber R ₅ are formed. In this case, the first relief chamber _{R 4} and the second relief chamber _{R 5,} and communicates with the communication passage 513 and the connecting hole 504c formed in the intermediate piston 504.

  In the vehicle braking device of the present embodiment, a master cut valve, an ABS, a wheel cylinder, a pressure control valve, and the like are connected to the master cylinder 501 described above, but these configurations are almost the same as those of the first embodiment described above. Since it is the same, description is abbreviate | omitted.

At the master cylinder 501, the first first pressure port 26 of the pressure chamber R _1, the first hydraulic pipe 27 is connected, the first hydraulic pipe 27 via a master cut valve, for example, three-wheeled wheel It is connected to the cylinder. The second pressure chamber _{R 2,} together with a can communicate with the second relief port 55 through the communication passage 514 of the intermediate piston 504, the second third pressure port 515 of the pressure chamber _{R 2} is eighth hydraulic A pipe 516 is connected, and the eighth hydraulic pipe 516 is connected to, for example, a single wheel cylinder via a master cut valve. Further, the second pressure port 29 of the back pressure chamber R _3, the second hydraulic pipe 30 is connected. A fifth hydraulic pipe 56 is connected to the second relief port 55 of the first relief chamber R ₄ , and the first relief port 57 is connected to the first relief port 57 through a second communication hole 59 formed in the first piston 505. as well as a can communicate with the pressure chamber R _1, the sixth hydraulic pipe 60 is connected.

Therefore, when the occupant steps on the brake pedal 15, the input piston 503 moves forward against the urging force of the reaction force spring 507, so that only the reaction force spring 507 contracts and elastically deforms. In this case, while the input piston 503 moves forward only the initial stroke S _1, the rubber member 510 is not elastically deformed. Therefore, the reaction force spring 507 changes linearly, and the stroke is absorbed early and a reaction force with a constant change amount is applied to the initial operation of the brake pedal 15 by the occupant.

Then, the occupant further depresses the brake pedal 15, the input piston 503 is advanced beyond the initial stroke _{S 1,} contacts the first rubber member 510 of the input piston 503 in the cover 512 of the intermediate piston 504, the first rubber member 510 And the second rubber member 511 is pressed. At this time, since the hydraulic pipes 27,516 is closed by the master cut valve, the first pressure chamber R ₁ and the second pressure chamber R ₂ becomes a closed state, forward movement of the intermediate piston 504 and the pressurizing piston 505 is regulated The Therefore, when the first rubber member 510 of the input piston 503 contacts the cover 512, the input piston 503 moves forward while the pressing portion 503c presses the first rubber member 510, so that the first rubber member 510 is elastically deformed. After that, the second rubber member 511 is elastically deformed.

  That is, when the input piston 503 further moves forward against the urging force of the reaction force spring 507, the reaction force spring 507 contracts and elastically deforms, and the rubber members 510 and 511 are pressed and sequentially contracted. And elastically deforms. Therefore, although the reaction force spring 507 changes linear rigidity, the rubber members 510 and 511 change nonlinearly when elastically deformed, and the stroke is appropriate for the adjustment operation of the brake pedal 15 by the occupant. Absorbed and a stable reaction force is applied.

As described above, in the vehicle braking device of the sixth embodiment, the master cylinder 501 incorporates a stroke simulator that absorbs a stroke corresponding to the braking operation force and generates a reaction force. A reaction force spring 507 stretched between 503 and the cylinder 502, and two rubber members 510 and 511 provided between the input piston 503 and the intermediate piston 504 (pressure piston 505), An initial clearance S ₁ is set between the input piston 503 and the intermediate piston 504 as elastic deformation suppressing means for suppressing elastic deformation of the rubber members 510 and 511 while the input piston 503 moves forward by the initial stroke.

  Accordingly, the input piston 503 moves forward by the initial braking operation force and only the reaction force spring 507 is elastically deformed, and after the input piston 503 moves forward by the initial stroke, the rubber members 510 and 511 are elastically deformed. By ensuring an ideal absorption stroke and braking reaction force according to the force, the braking operation feeling can be improved.

  In the vehicular braking apparatus according to the sixth embodiment, when the occupant steps on the brake pedal 15, the input piston 503 moves forward, and only the reaction force spring 507 contracts and elastically deforms. The reaction force spring 507 is linear. In order to change the rigidity, it is possible to absorb the stroke at an early stage and apply a reaction force with a constant change amount to the initial operation of the brake pedal 15 by the occupant. When the occupant further depresses the brake pedal 15, the rubber members 510 and 511 are elastically deformed in order after the input piston 503 moves forward beyond the initial stroke, and the rubber members 510 and 511 change nonlinearly. Therefore, it is possible to appropriately absorb the stroke and apply a stable reaction force to the adjustment operation of the brake pedal 15 by the occupant.

  Further, in the vehicle braking device of the sixth embodiment, two types of rubber members 510 and 511 having different elastic forces (spring constants) are disposed between the input piston 503 and the intermediate piston 504. Therefore, the change of the brake reaction force can be made an optimal quadratic curve, and the brake feeling by the occupant can be improved.

  FIG. 9 is a schematic sectional view showing a stroke simulator according to the seventh embodiment of the present invention.

  In the seventh embodiment, as shown in FIG. 9, in the stroke simulator 601, the housing 602 having a hollow cylindrical shape includes a housing main body 602a and a lid portion 602b. In the housing 602, a first piston 603 is supported on one end side in the axial direction inside so as to be movable along the axial direction. The first piston 603 has a seal member 603a that is slidably in contact with the inner peripheral surface of the housing 602 at the outer peripheral portion. Further, the first piston 603 is formed with a recess 603 b at one end, so that a hydraulic chamber 604 is formed between the first piston 603 and the housing 602. A supply / exhaust port 602c is formed at the end of the housing 602 (housing body 602a), and the brake hydraulic pressure as a braking operation force is applied to the hydraulic chamber 604 through the supply / discharge port 602c.

  In the housing 602, a second piston 607 is supported on the other end side in the axial direction inside so as to be movable along the axial direction. The second piston 607 has a shaft portion 607a, a pressing portion 607b having a disk shape, and a support portion 607c. The shaft portion 607a of the second piston 607 is movably fitted in a fitting hole 603c formed at the other end of the first piston 603. Further, the support portion 607c and the end portion are movably fitted in fitting holes 602d formed in the housing 602 (housing main body 602a).

  A compression coil spring 606 as a first elastic member is stretched between the first piston 603 and the second piston 607. Further, a rubber member 608 as a second elastic member is disposed in close contact with the lid portion 602b of the housing 602, and a minute gap is secured between the inner peripheral surface of the housing 602 and the outer peripheral surface of the rubber member 608. ing. Further, a support hole 607d having an opening at the tip is formed in the support portion 607c of the second piston 607, and a compression coil spring 609 as elastic deformation suppressing means is provided between the lid portion 602b of the housing 602 and the support hole 607d. Is stretched. In this case, the compression coil spring 606 and the compression coil spring 609 are set to have the same elastic force, that is, the same spring constant.

In this case, the first piston 603 and the second piston 607 that are arranged in series in the housing 602 function as the piston of the present invention. The second piston 607 is biased and supported at the retracted position where the rear end portion of the pressing portion 607b comes into contact with the step portion 602e of the housing 603 by the elastic force of the tip portion of the pressing portion 607b contacting the rubber member 608. ing. Further, the first piston 602 is urged and supported at a retracted position where one end abuts against one end of the housing 602 by the urging force of the compression coil spring 606, and brake hydraulic pressure (braking operation force) acting on the hydraulic chamber 604 is supported. Can move forward. Further, the second piston 607 is urged forward by the urging force of the compression coil spring 606, and is urged and supported by the compression coil spring 609 having the same urging force as the compression coil spring 606. . Then, the first piston 603 between the second piston 607, an initial clearance _{S 1} is ensured. The second piston 607 can be advanced by being pressed after the first piston 603 has advanced by the initial stroke (initial gap S ₁ ).

  Further, in the stroke simulator 601 of the present embodiment, only the compression coil spring 606 is elastically deformed by the first piston 603 moving forward by the braking hydraulic pressure acting on the hydraulic chamber 604. That is, since the second piston 607 is pressed from both sides by the compression coil spring 606 and the compression coil spring 609 having the same urging force, even if the compression coil spring 606 is elastically deformed, the rubber member 608 of the second piston 607 is used. Will not be pressed. Then, the rubber member 608 is elastically deformed by pressing the first piston 603 after contacting the second piston 607 and moving forward. Therefore, the compression coil spring 606 makes a linear rigidity change during elastic deformation, while the rubber member 608 makes a non-linear rigidity change during elastic deformation.

  Further, the second piston 607 is provided with a conical portion 607e having a truncated cone shape at the tip of the pressing portion 607b that presses the rubber member 608. On the other hand, the rubber member 608 is provided with a deformed portion 608 a having a truncated cone shape that is elastically deformed in a direction (radial direction) intersecting the pressing direction (axial direction) by the pressing of the second piston 607.

  Here, the operation of the stroke simulator 601 of this embodiment will be specifically described.

For example, when an occupant depresses a brake pedal (not shown), braking oil pressure is generated according to the brake stroke, and this braking oil pressure acts on the hydraulic chamber 604 through the supply / discharge port 602c. Then, the first piston 603 moves forward (moves to the left in FIG. 9) against the urging force of the compression coil spring 606 by the braking hydraulic pressure applied to the hydraulic chamber 604, so that only the compression coil spring 606 is obtained. Contracts and elastically deforms. In this case, while the first piston 603 moves forward by the initial stroke (first absorption stroke) S ₁ , the biasing force of the compression coil spring 606 is canceled out by the biasing force of the compression coil spring 609, so that the second piston 607 is pressed. The rubber member 608 is not elastically deformed. Therefore, the compression coil spring 606 undergoes a linear rigidity change, and a stroke is absorbed early and a reaction force with a constant change amount is applied to the initial operation of the brake pedal by the occupant.

Then, the occupant further depresses the brake pedal, the first piston 603 is advanced beyond the initial stroke _{S 1,} the first piston 603 presses the second piston 607. Then, the first piston 603 further moves forward against the urging force of the compression coil spring 606, so that the compression coil spring 606 contracts and elastically deforms, and the second piston 607 is compressed and compressed by the compression coil spring 609 and the rubber member 608. By moving forward against the urging force, the compression coil spring 609 and the rubber member 608 contract and elastically deform. Therefore, although the compression coil springs 606 and 609 change linearly, the rubber member 608 changes nonlinearly when elastically deformed, and the stroke is properly absorbed by the brake pedal adjustment operation by the occupant. In addition, a stable reaction force is applied.

  Further, when the second piston 607 presses the rubber member 608 to be elastically deformed, the conical portion 607e of the second piston 607 presses the central portion of the rubber member 608, so that the central portion of the rubber member 608 is recessed. It is elastically deformed. Subsequently, when the front surface of the conical portion 607e of the second piston 607 is in close contact with the rubber member 608 and presses the whole, the deformable portion 608a of the rubber member 608 is elastically deformed outward in the radial direction. Therefore, when the second piston 607 elastically deforms the rubber member 608, the elastic change rate in the initial elastic phase and the final elastic phase is increased, and an appropriate reaction force is applied to the brake pedal.

As described above, in the stroke simulator 601 of the seventh embodiment, the first piston 603 and the second piston 607 are supported in the housing 602 so as to be movable in series, and the compression coil can be elastically deformed by the advance of the first piston 603. A spring 606 is provided, and a rubber member 608 that is elastically deformed by being pressed by the second piston 607 after the first piston 603 is advanced by a preset initial stroke is provided, and the first piston 603 is advanced by the initial stroke. for suppressing elastic deformation suppressing means for elastic deformation of the rubber member 608 of the second piston 607 during, and sets an initial clearance _{S 1} between the first piston 603 and second piston 607, retracting the second piston 607 A compression coil spring 609 is provided to bias the side.

  Therefore, the first piston 603 moves forward by the initial braking operation force and elastically deforms only the compression coil spring 606, and the second piston 607 elastically deforms the rubber member 608 after the first piston 603 moves forward by the initial stroke. Thus, the braking operation feeling can be improved by securing the ideal absorption stroke and braking reaction force according to the braking operation force.

  Further, in the stroke simulator 601 of the seventh embodiment, the first elastic member (compression coil spring 606) is configured to be elastically deformed by using the first elastic member as the compression coil spring 606 and the second elastic member as the rubber member 608. While making a linear rigidity change, the second elastic member (rubber member 608) makes a non-linear rigidity change at the time of elastic deformation. Therefore, when the occupant depresses the brake pedal, the braking hydraulic pressure acts on the first piston 603 to advance, and only the compression coil spring 606 contracts and elastically deforms, and the compression coil spring 606 changes linear rigidity. For this reason, it is possible to absorb the stroke at an early stage and apply a reaction force with a constant change amount to the initial operation of the brake pedal by the occupant. When the passenger further depresses the brake pedal, the first piston 603 moves forward beyond the initial stroke and then moves forward by pressing the second piston 607, and the rubber member 608 contracts and elastically deforms. Since the member 608 changes nonlinearly, the stroke can be properly absorbed and a stable reaction force can be applied to the brake pedal adjustment operation by the occupant.

  As described above, the stroke simulator and the vehicle braking device according to the present invention include the first elastic member that can be elastically deformed by the advance of the piston, and the second elastic member that can be elastically deformed by being pressed after the piston has advanced by the initial stroke. By providing an elastic member and an elastic deformation suppressing means for suppressing the elastic deformation of the second elastic member when the piston moves forward by the initial stroke, an ideal absorption stroke and a braking reaction force according to the braking operation force are ensured. Thus, the braking operation feeling is improved, and it is suitable for use in any type of braking device.

It is a schematic sectional drawing showing the stroke simulator which concerns on Example 1 of this invention. 3 is a graph showing an absorption stroke with respect to an input load in the stroke simulator of Example 1. It is a schematic block diagram showing the vehicle braking device which concerns on Example 2 of this invention. It is sectional drawing of the pressure control valve in the brake device for vehicles of Example 2. FIG. It is a schematic block diagram showing the vehicle braking device which concerns on Example 3 of this invention. It is a schematic block diagram showing the vehicle braking device which concerns on Example 4 of this invention. It is a schematic block diagram showing the vehicle braking device which concerns on Example 5 of this invention. It is a schematic block diagram showing the vehicle braking device which concerns on Example 6 of this invention. It is a schematic sectional drawing showing the stroke simulator which concerns on Example 7 of this invention.

Explanation of symbols

1,311,601 Stroke simulator 2,312,602 Housing 3,603 First piston (piston)
5 Case 6,606 Compression coil spring (first elastic member)
7,607 2nd piston (piston)
8,608 Rubber member (second elastic member)
11, 201, 301, 401, 501 Master cylinder 12, 202, 502 Cylinder 13, 203, 503 Input piston (piston)
14, 205, 505 Pressure piston 15 Brake pedal (operating member)
21,23,206,506,508 Support member 22,207,507 Reaction spring (first elastic member)
24,316,210,510,511 Rubber member (second elastic member)
25FR, 25FL, 25RR, 25RL Wheel cylinder 27 First hydraulic piping 30 Second hydraulic piping 32 Master cut valve 33 Communication hydraulic piping 34 Communication valve 39a, 39b, 40a, 40b Pressure increasing valve 41a, 41b, 42a, 42b Pressure reducing valve 43 Hydraulic pressure Pump (hydraulic supply source)
46 Reservoir tank 48 Accumulator (hydraulic supply source)
49 High-pressure supply piping 50 Pressure control valve (pressure adjusting means)
51 Control pressure supply piping 54 External pressure supply piping 70 ABS (pressure adjusting means)
71 Electronic control unit, ECU
72 Stroke sensor 73 Treading force sensor 74 First pressure sensor 75 Second pressure sensor 76 Third pressure sensor 204, 504 Intermediate piston 313 Piston 609 Compression coil spring (elastic deformation suppressing means)
R ₁ first pressure chamber R ₂ second pressure chamber R ₃ back pressure chamber R ₄ , R ₅ relief chamber S ₁ initial gap, initial stroke (elastic deformation suppressing means)

Claims (11)

In a stroke simulator that absorbs a stroke according to a braking operation force and generates a reaction force,
A piston that can be advanced by a braking operation force;
A first elastic member elastically deformable by the advance of the piston;
A second elastic member that is pressed and elastically deformed after the piston has advanced by a preset initial stroke;
Elastic deformation suppressing means for suppressing elastic deformation of the second elastic member by the piston while the piston advances by an initial stroke;
A stroke simulator comprising:   2. The stroke simulator according to claim 1, wherein the first elastic member changes linear rigidity when elastically deforming, and the second elastic member changes nonlinear rigidity when elastically deforming. 3.   The stroke simulator according to claim 2, wherein the first elastic member is configured by a compression spring, and the second elastic member is configured by a rubber member.   The piston is provided with a conical portion that presses the second elastic member, and the second elastic member is provided with a deforming portion that is elastically deformed in a direction intersecting the pressing direction by the pressing of the piston. The stroke simulator according to claim 3.   The stroke simulator according to claim 4, wherein the conical portion and the deformation portion are provided to face each other.   The stroke simulator according to any one of claims 1 to 5, wherein a plurality of the second elastic members are provided in series.   As the piston, a first piston and a second piston arranged in series with the housing are provided, and the first piston can be advanced into the housing by a braking operation force, and the first elastic member can move the piston against the housing. The second piston is urged and supported in the retracted position, and can be advanced by being pushed into the housing after the first piston is advanced by an initial stroke. The second elastic member moves the second piston against the housing. 7. The apparatus according to claim 1, wherein an initial gap is provided as an elastic deformation suppressing unit between the first piston and the second piston. Stroke simulator.   As the piston, a first piston and a second piston arranged in series in a housing are provided, and the first piston can be advanced into the housing by a braking operation force, and the second piston is driven by the first elastic member. The second piston is supported by the second elastic member so that the second piston can be pushed forward after the first piston has advanced by an initial stroke in the housing. On the other hand, the first piston and the second piston are biased and supported in a retracted position, and an initial gap as the elastic deformation suppressing means is provided between the first piston and the second piston, and the second piston is moved to the housing with respect to the first piston. The third elastic member is provided as the elastic deformation suppressing means that is urged backward by the same elastic force as the elastic member. 6 stroke simulator according to any one of. An operation member that can be braked by an occupant;
A master cylinder capable of outputting a predetermined hydraulic pressure by pressurizing the working fluid by moving the piston according to the operation stroke of the operation member;
Pressure regulating means capable of regulating and outputting the hydraulic pressure of the hydraulic pressure supply source according to the operation stroke of the operation member;
A wheel cylinder for receiving a hydraulic pressure from the master cylinder or the pressure adjusting means to generate a braking force on the wheel;
A master cut valve provided in a hydraulic path connecting the master cylinder and the wheel cylinder;
A stroke simulator that absorbs a stroke according to a braking operation force and generates a reaction force;
Control means capable of controlling the muscat valve and the pressure regulating means,
The stroke simulator
A first elastic member elastically deformable by advancement of the piston;
A second elastic member that is pressed and elastically deformed after the piston has advanced by a preset initial stroke;
Elastic deformation suppressing means for suppressing elastic deformation of the second elastic member by the piston while the piston advances by an initial stroke;
A braking device for a vehicle.   The master cylinder divides the front pressure chamber and the rear pressure chamber by the piston being movably supported in the cylinder, and the hydraulic pressure of the front pressure chamber is increased by the piston being advanced by the operation member. A compression spring as the first elastic member is stretched between the housing and a base end portion of the piston, and a rubber member as the second elastic member is a tip of the housing and the piston. The vehicle braking device according to claim 9, wherein the vehicle braking device is accommodated between the vehicle and the vehicle.   In the master cylinder, the piston is movably supported in the cylinder so that the front pressure chamber and the rear pressure chamber are partitioned, and the piston is advanced by the operation member so that the hydraulic pressure in the front pressure chamber is increased. A compression spring as the first elastic member is stretched between the housing and the base end portion of the piston, and is advanced by the hydraulic pressure of the hydraulic path on the master cylinder side from the master cut valve. The vehicular braking apparatus according to claim 9, wherein an auxiliary piston is provided, and a rubber member as the second elastic member is elastically deformed by the advancement of the auxiliary piston.

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