JPH10138891A - brake - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a brake feeling similar to that of a mechanical brake in a brake for applying a control hydraulic pressure from an external hydraulic pressure supply source to a wheel cylinder according to a depression force of a brake pedal, and Try not to make the driver feel uncomfortable. A pressure sensor for detecting a master cylinder pressure generated by a brake pedal (1) is provided. A controller ECU is provided for driving the hydraulic pressure control valve based on the detection signal from the pressure sensor and supplying the hydraulic pressure from the external hydraulic pressure supply source to the wheel cylinder. An elastic pedal 42 having elasticity having a pedal plate 41 provided at a distal end thereof; and a rigid pedal 43 having a base end of the elastic pedal 42 connected and fixed to one end thereof.
When the pedal plate 41 is depressed, the elastic pedal 42 elastically deforms to absorb the pedaling force, and when the pedal pedal 41 is elastically deformed by a predetermined amount, the rigid pedal 4
By restricting the elastic deformation of the elastic pedal 42 by 3, the absorption of the pedaling force is restricted.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a brake provided on a vehicle such as an automobile.

[0002]

2. Description of the Related Art In recent years, as a brake fluid pressure control device for controlling a fluid pressure of a brake for a vehicle such as an automobile, a device provided with an external fluid pressure supply source is known. Specifically, the spool of the hydraulic control valve provided between the external hydraulic pressure supply source and the wheel cylinder is displaced toward the pressure increasing side by the solenoid according to the master cylinder pressure generated based on the operation amount of the brake pedal. Thus, the brake hydraulic pressure from the external hydraulic pressure supply source acts on the wheel cylinder. By the way, this type of brake is provided with a stroke simulator consisting of an accumulator for releasing the master cylinder pressure in order to give the brake depression feeling when the brake pedal is depressed.

[0003]

However, in the above-mentioned device, there is a slight discrepancy in the depressing comfort of the brake pedal as compared with a general mechanical brake in which the hydraulic pressure of the master cylinder is directly applied to the wheel cylinder. As a result, there is a problem that the driver feels strange.

[0004] The present invention has been made in view of the above circumstances, and has as its object to provide a brake that does not make a driver feel uncomfortable when the brake is operated.

[0005]

According to a first aspect of the present invention, there is provided a brake having a brake pedal and a tread force sensor for detecting a tread force of the brake pedal.
A brake that applies a control hydraulic pressure from an external hydraulic pressure supply source to a wheel cylinder in accordance with a detection signal from the pedaling force sensor, wherein the brake pedal includes an elastic member made of an elastic material that is elastically deformed when depressed, When the elastic body is elastically deformed by a predetermined amount, the elastic body comprises a rigid body that regulates the elastic deformation of the brake pedal. The brake according to claim 2, further comprising a brake pedal and a tread force sensor for detecting a tread force of the brake pedal, and a control hydraulic pressure from an external hydraulic pressure supply source to a wheel cylinder in accordance with a detection signal from the tread force sensor. Is applied, between the brake pedal and the treading force sensor,
It is characterized in that a cushioning material having elasticity is provided.

According to a third aspect of the present invention, there is provided the brake according to the second aspect, wherein the cushioning member includes a first cushioning member which is elastically deformed at the start of depression of a brake pedal, and a larger elasticity than the first cushioning member. And a second cushioning material which is elastically deformed after the first cushioning material is elastically deformed by a predetermined amount. The brake according to claim 4 is
The brake according to any one of claims 1 to 3,
The elastic member or the cushioning material is characterized in that it has a non-linear characteristic that requires a larger compressive force as it is compressed.

[0007]

BEST MODE FOR CARRYING OUT THE INVENTION

(First Embodiment) An embodiment of a brake according to the present invention will be described below. FIG. 1 shows a brake fluid pressure control device that controls the brake fluid pressure. In the drawing, reference numeral 1 denotes a brake pedal, and the brake pedal 1
The master cylinder 2 generates a hydraulic pressure by depressing the arm. Reference numeral 3 denotes a wheel cylinder that generates a braking force on each wheel by hydraulic pressure.

Reference numeral 4 denotes an external hydraulic pressure supply source.
The external hydraulic pressure supply source 4 has a hydraulic pump 5 driven by a motor 5a to generate hydraulic pressure. An accumulator 6 is connected to the output side of the hydraulic pump 5 to generate a high hydraulic pressure. It is designed to store pressure. The hydraulic pump 5 pressurizes the brake fluid sucked up from the reservoir 7 and supplies the brake fluid to each hydraulic pressure control valve 8 of each wheel. The hydraulic pressure control valve 8 adjusts the pressure acting on the wheel cylinder 3 from the external hydraulic pressure supply source 4, and its driving is controlled by the controller ECU 11. A spool 12 is provided inside the body 9 of the hydraulic pressure control valve 8 so as to be movable in the axial direction. When the spool 12 moves, a pipe line 31 connected to the wheel cylinder 3 is moved. The external hydraulic pressure source 4 communicates with either the pipeline 32 from the hydraulic pump 5 or the pipeline 33 connected to the reservoir 7.

The hydraulic pressure control valve 8 has a spool 1
2 is provided, and a drive current is output from the controller ECU 11 to move the spool 12 to the pressure-increasing side (leftward in the figure) so that the hydraulic pump of the external hydraulic pressure source 4 Line 32 from 5
Is communicated with a pipe line 31 connected to the wheel cylinder 3. The spool 12 of the hydraulic pressure control valve 8 is urged by, for example, a spring 10 provided on the opposite side of the solenoid 13 to reduce the pressure (to the right in the drawing) when the drive current is not output to the solenoid 13. The pipe 33 that is moved and thereby connected to the reservoir 7 communicates with the pipe 31 that is connected to the wheel cylinder 3.

A line 32 between the accumulator 6 of the external hydraulic pressure supply 4 and the hydraulic pressure control valve 8 having the above structure.
Is provided with a hydraulic pressure passage opening / closing valve 29 driven to open / close by a signal from the controller ECU 11. In other words, the supply passage of the hydraulic pressure from the external hydraulic pressure supply source 4 to the hydraulic control valve 8 is opened and closed by the hydraulic passage opening / closing valve 29. Reference numeral 21 is a fail-safe valve. In the case of this embodiment, the fail-safe valve 21 is provided in a pipe 34 connecting the master cylinder 2 and the pipe 31.

The fail-safe valve 21 has a pipe 31
A pipe 27 branched from the pipe 2 is connected.
When the hydraulic pressure from the hydraulic pressure control valve 8 is applied via the hydraulic pressure control valve 7, the communication between the pipe line 34 from the master cylinder 2 and the wheel cylinder 3 is cut off.
Is connected to the wheel cylinder 3 and the pipe 3
1 is applied to the wheel cylinder 3. If the hydraulic pressure from the hydraulic pressure control valve 8 drops for some reason during the operation of the brake, the pipeline 27
Since no hydraulic pressure is applied to the fail-safe valve 21 from the valve, the fail-safe valve 21 is connected to the pipe line 31 from the hydraulic pressure control valve 8 and the wheel cylinder 3 by urging means such as a spring.
And the pipe line 34 from the master cylinder 2 to the wheel cylinder 3. In this case, the hydraulic pressure from the master cylinder 2 directly acts on the wheel cylinder 3 to generate a braking force.

Reference numeral 24 denotes a pressure sensor for detecting a master cylinder pressure, and reference numeral 25 denotes a wheel cylinder 3.
A pressure sensor for detecting the hydraulic pressure applied to
Reference numeral 28 denotes a wheel speed sensor for detecting the rotation speed of the wheel, and reference numeral 28 denotes a pressure sensor for detecting the hydraulic pressure of the external hydraulic pressure supply source 4. These pressure sensors 24, 25, 28 and the wheel speed sensor 26
The controller ECU 11 controls the driving of the external hydraulic pressure supply source 4 and the hydraulic pressure control valve 8 based on the detection signal from the controller.

According to the brake fluid pressure control device having the above-described structure, when the pressure sensor 24 detects that the brake pedal 1 is depressed and the master cylinder pressure is increased, the controller ECU 1 is operated based on the detected data.
1 to the solenoid of the hydraulic passage opening / closing valve 29 and the hydraulic pressure control valve 8
A driving current is output to the solenoid 13 of the first embodiment. Thereby, the hydraulic pressure passage opening / closing valve 29 is opened, and the pipe line 32 between the external hydraulic pressure supply source 4 and the hydraulic pressure control valve 8 is communicated. At the same time, the spool 12 of the hydraulic pressure control valve 8 moves to the pressure increasing side (left direction in the figure), and the hydraulic pressure from the external hydraulic pressure supply source 4 is supplied to the pipeline 31, whereby the fail-safe valve 21 is driven, the pipe line 31 communicates with the wheel cylinder 3, the hydraulic pressure from the hydraulic pressure control valve 8 is applied to the wheel cylinder 3, a braking force is applied to the wheels, and the vehicle is braked.

At this time, the controller ECU 11
Detects the wheel which is likely to be locked among these wheels based on the data of the rotational speed of each wheel from the wheel speed sensor 26, and drives the solenoid 13 of the hydraulic pressure control valve 8 corresponding to the detected wheel. By limiting the supply of electric current and controlling the hydraulic pressure to the wheel cylinder 3, braking of the wheel is loosened to avoid locking. That is, the so-called anti-lock system operates to prevent the locking of each wheel.

Next, a description will be given of the brake pedal 1 provided in the brake fluid pressure control device having the above configuration. As shown in FIG. 2, the brake pedal 1 has an elastic pedal (elastic body) 42 having a pedal plate 41 provided at a distal end thereof, and a rigidity having a base end of the elastic pedal 42 connected and fixed to one end thereof. Each of the elastic pedals 42 and the rigid pedals 43 is supported by the vehicle body S, and is rotatable about the support portions 44. The elastic pedal 42 is made of, for example, an elastic material such as rubber or a metal material such as spring steel. The elastic pedal 42 is fixedly connected to the rigid pedal 43 at a predetermined angle so that the distal end side on which the pedal plate 41 is provided is spaced from the rigid pedal 43. Then, the rod 4 of the master cylinder 2
5 is rotatably connected. Note that reference numeral 46 in FIG.
Is a brake lamp switch for turning on the brake lamp on the rear side of the vehicle when the brake is operated, and reference numeral 2a is a reservoir.

In the brake pedal 1 having the above structure, when the driver depresses the pedal plate 41, the elastic pedal 42 is elastically deformed as shown in FIG. Thereafter, when the amount of elastic deformation of the elastic pedal 42 increases, the elastic pedal 42 comes into contact with the rigid pedal 43 and further elastic deformation of the elastic pedal 42 is restricted. The master cylinder pressure is directly transmitted to the rod 45 of the cylinder 2 and increases. That is, as shown in FIG. 4, when the pedal plate 41 starts to be depressed, the pedal stroke increases as the pedaling force is applied, and the elastic pedal 42
After the contact with No. 3, an increase in the pedal stroke is restricted, and only the pedaling force increases. That is, when the driver operates the brake, first, the elastic pedal 42 is elastically deformed to absorb the driver's pedaling force, so that the sense of braking operation is directly applied to the wheel cylinder 3 by the master cylinder pressure. Therefore, it is possible to approximate the braking feeling of a conventional direct mechanical brake, thereby eliminating a sense of incongruity.

In addition, since the elastic coefficient of the elastic pedal 42 and the distance between the elastic pedal 42 and the rigid pedal 43 can be arbitrarily set, various pedal feelings can be obtained.

(Second Embodiment) Next, a brake according to a second embodiment will be described. As shown in FIG.
The brake pedal 1 has a normally used pedal 51 having a pedal plate 41 provided at a tip end thereof. A shock absorber 52 is provided on a rod 45 of a master cylinder 2 connected to an intermediate portion of the pedal 51. I have. The shock absorber 52 includes a flange 53 provided at the tip of a rod 45a on the pedal 51 side, a flange 54 provided at an intermediate portion of the rod 45b on the master cylinder 2 side, and a gap between the flanges 53, 54. Supported compression spring 55
And a cushioning member 56 made of an elastic material such as rubber provided at the tip of the rod 45b on the master cylinder 2 side. The rod 4 on the master cylinder 2 side
5b is provided with a treading force sensor 57, which detects a treading force applied to the rod 45b.

According to the brake provided with the shock absorbing device 52 having the above structure, when the driver depresses the pedal plate 41 to operate the brake, first, the spring 55 of the shock absorbing device 52 is elastically deformed. By contracting, the pedaling force of the driver is absorbed, and furthermore, the pedal plate 41
The cushioning material 56 provided at the end of the rod 45b on the master cylinder 2 side
It is elastically deformed by being sandwiched between the flange 5b and the flange 53. That is, as shown in FIG. 6, when the pedal plate 41 starts to be depressed, the pedaling force is absorbed by the spring 55, and
When 1 is depressed, the cushioning material 56 is elastically deformed, so that the pedaling force is absorbed.

That is, when the driver operates the brake, the feeling at the time of the brake operation can be approximated to the brake feeling of a conventional direct type mechanical brake that directly operates the wheel cylinder 3 by the master cylinder pressure. It is possible to eliminate discomfort. Moreover, after the pedaling force is absorbed by the spring 55, the cushioning material 56 continuously absorbs the pedaling force, so that the pedal stroke can be smoothly increased with respect to the pedaling force, and a more favorable brake feeling can be obtained. it can. The brake can control the hydraulic pressure control valve 8 based on a detection signal from a pedaling force sensor 57 provided on the rod 45b on the master cylinder 2 side. That is, the hydraulic pressure to the wheel cylinder 3 can be controlled by the two detected values of the master cylinder pressure and the pedaling force. 7 shows that the cushioning material 56 is provided on the flange 53 of the rod 45a on the pedal 51 side. In this case as well, the cushioning material 56 follows the spring 55.
This can absorb the driver's treading power.

Further, as the spring 55 between the flanges 53 and 54 provided on the respective rods 45a and 45b, a spring having a non-linear characteristic that requires a progressively larger compressive force as it is compressed is used. The absorption is performed more naturally, and the feeling of the brake can be further improved. In this case, as shown in FIG.
Even if only 5a is provided, the increase in pedal stroke can be made a smooth curve as shown in FIG. Further, as shown in FIG. 10, together with the non-linear spring 55a,
A cushioning material 56 may be provided between the rod 45b on the master cylinder 2 side and the flange 53 on the pedal 51 side. In this case, as described above, the cushioning material 56 absorbs the pedaling force after the nonlinear spring 55a absorbs the pedaling force. Absorption is performed, and as shown in FIG.
The curve can be made very close to nature, and a better brake feeling can be obtained.

In the case of the brake having the above structure, the elastic coefficient of the spring 55, the non-linear spring 55a and the cushioning member 56 or the spring 55, the non-linear spring 5
Various brake feelings can be obtained by adjusting the contraction distance and the like of 5a.

(Third Embodiment) Next, a brake according to a third embodiment will be described. As shown in FIG. 12, the shock absorber 60 provided on the brake includes a cylinder portion 61 provided at a distal end portion of a rod 45 b on the master cylinder 2 side and a distal end portion of a rod 45 a on a brake pedal 51 side. A piston portion 62 slidably disposed on the cylinder portion 61;
Cushioning material 6 made of an elastic material such as rubber provided between
And 3. Further, recesses 64 are formed on the bottom of the cylinder portion 61 and the end surface of the piston portion 62, respectively. The rod 4 on the brake pedal 51 side
5a is provided with a treading force sensor 57. Based on a detection signal from the treading force sensor 57, the controller E
The CU 11 controls the driving of the hydraulic pressure control valve 8.

According to the cushioning device 60, when the driver operates the brake, the piston 62 is pushed into the cylinder 61 by the pedaling force, and the cushioning member 63 disposed in the cylinder 61 is released. It is compressed, elastically deformed and contracted, and at the same time enters into a recess 64 formed in the bottom of the cylinder 61 and the end face of the piston 62. As a result, the pedaling force from the driver is absorbed by the shock absorbing device 60, and the feeling at the time of the brake operation can be approximated to the brake feeling of a direct mechanical brake that directly operates the wheel cylinder 3 by the master cylinder pressure. Can be eliminated.

Also in this shock absorber 60, by changing the elastic modulus and size of the shock absorbing material 63 or the size of the recess 64 formed in the bottom of the cylinder portion 61 and the end face of the piston portion 62, various changes can be made. A good pedal feeling can be obtained. The recess 64 may be formed only at the bottom of the cylinder 61 or only at the end face of the piston 62 (see FIG. 13). As shown in FIG. 14, a cylinder portion 61 is provided on a rod 45a on the brake pedal 51 side and a rod 4a on the master cylinder 2 side is provided.
A space may be formed by using the piston portion 5b as the piston portion 62 or providing a convex portion 65 instead of the concave portion 64.

FIG. 15 shows a rod 45a.
The cushioning material 63 is directly attached to the tip of the
Is fitted into the cylinder 61 and the cylinder 6
1 is formed with a recess 64 at the bottom. In the case of the shock absorber 60, the pedaling force from the driver is absorbed by the elastic deformation of the shock absorber 63 in the axial direction, that is, in the shearing direction.

FIG. 16 shows the structure shown in FIG.
Is provided between the pedal plate 41 and the pedal 51. In this case as well, the pedaling force from the driver can be directly absorbed. It should be noted that any of the shock absorbers 60 described in the third embodiment has a structure similar to that of the pedal plate 4.
Of course, it can be arranged between the pedal 1 and the pedal 51.

(Fourth Embodiment) Next, a brake according to a fourth embodiment will be described. As shown in FIGS. 17 to 19, the brake pedal 1 is provided with a shock absorbing device 71 at a connection point between the pedal 51 and the rod 45. The cushioning device 71 includes an annular cushioning member 72 provided in the middle of the pedal 51 and made of an elastic material such as rubber, and a U-shaped bracket 74 rotatably connected to the cushioning member 72 by a pin 73. And the bracket 7
4 is fixed to the tip of the rod 45 from the master cylinder 2. Note that an annular cushioning member 72 constituting the cushioning device 71 is fitted to an annular bracket 75 formed at an intermediate portion of the pedal 51. The cushioning member 72 is provided at its center with a cylindrical member 76 having an inner diameter larger than the diameter of the pin 73, and the pin 73 is inserted through the cylindrical member 76.

According to the brake pedal 1 having the shock absorbing device 71, when the driver depresses the pedal plate 41 and turns the pedal 51 about the support portion 44, the pedal 51 and the rod 45 of the master cylinder 2 are rotated.
The cushioning material 72 constituting the cushioning device 71 at the connection point with the elastic member is elastically deformed, so that the pedaling force from the driver is absorbed. That is, when the driver activates the brake,
The sensation at the time of the brake operation can be approximated to the sensation of a conventional direct mechanical brake in which the wheel cylinder 3 is directly operated by the master cylinder pressure, and the sense of discomfort can be eliminated. Further, since the cushioning device 71 is provided at the connecting portion between the pedal 51 and the rod 45, it can be easily provided even when it is difficult to secure a space.

FIGS. 20 and 21 show a structure in which a shock absorber 71 is provided on a support portion 44 which is a fulcrum of a pedal 51. FIG. That is, the cushioning device 71 is
An annular bracket 75 is formed at the base end of the base member 1, and the cushioning material 7 is attached to the annular bracket 75 formed at the base end.
2 are fitted. The cushioning member 72 is attached to a bracket 77 fixed to the vehicle body S by a bolt 7
3 so as to be rotatable. According to the brake pedal 1 in which the cushioning device 71 is provided at the connection portion between the pedal 51 and the vehicle body S, when the driver steps on the pedal plate 41, the pedal 51 is rotated around the support portion 44, The shock absorber 7 provided on the support portion 44
When the cushioning member 72 is elastically deformed, the pedaling force from the driver is absorbed, and the feeling at the time of the brake operation is thereby reduced in the same manner as described above by directly operating the wheel cylinder 3 by the master cylinder pressure. It can approach the braking feeling of a mechanical brake of the type,
Discomfort can be eliminated. Also in the brake of this embodiment, various pedal feelings can be obtained by changing the elastic coefficient, the size, and the like of the annular cushioning member 72.

As described above, according to the brakes of the first to fourth embodiments, when the driver depresses the pedal plate 41, the brake pedal absorbs the depressing force and performs a predetermined stroke. Since it can be caused, the brake feeling of the mechanical brake that directly applies the hydraulic pressure from the master cylinder 2 to the wheel cylinder 3 can be approximated, thereby minimizing the driver's discomfort during the operation of the brake. be able to.

[0032]

As described above, according to the brake of the present invention, the following effects can be obtained. In a brake that supplies control hydraulic pressure from an external hydraulic pressure supply source to the wheel cylinder in accordance with the detected pedaling force, when the driver depresses the brake pedal, the pedaling force is absorbed by an elastic pedal or cushioning material and a predetermined stroke is taken. The brakes can be generated so that the brake feel of a mechanical brake that applies hydraulic pressure directly from the master cylinder to the wheel cylinders can be approximated, thereby minimizing the driver's discomfort when the brakes are applied. it can. Further, by using, as the elastic body portion or the cushioning material, a material having a non-linear characteristic that requires a gradually larger compressive force as it is compressed, it is possible to further resemble the braking feeling of a mechanical brake.

[Brief description of the drawings]

FIG. 1 is a hydraulic diagram of a brake illustrating an overall configuration of a brake according to an embodiment of the present invention.

FIG. 2 is a schematic side view of the brake pedal illustrating a structure of the brake pedal according to the first embodiment of the present invention.

FIG. 3 is a schematic side view of the brake pedal illustrating the movement of the brake pedal according to the first embodiment of the present invention.

FIG. 4 is a graph showing a relationship between a pedaling force and a pedal stroke of a brake pedal according to the first embodiment of the present invention.

FIG. 5 is a schematic side view of a brake pedal illustrating a configuration of a brake pedal according to a second embodiment of the present invention.

FIG. 6 is a graph showing a relationship between a pedal effort and a pedal stroke of a brake pedal according to a second embodiment of the present invention.

FIG. 7 is a schematic side view of a brake pedal illustrating another structure of the brake pedal according to the second embodiment of the present invention.

FIG. 8 is a schematic side view of a brake pedal illustrating another structure of the brake pedal according to the second embodiment of the present invention.

FIG. 9 is a graph showing a relationship between a pedaling force and a pedal stroke of a brake pedal having another structure according to the second embodiment of the present invention.

FIG. 10 is a schematic side view of a brake pedal illustrating another structure of the brake pedal according to the second embodiment of the present invention.

FIG. 11 is a graph showing the relationship between the pedaling force and the pedal stroke of a brake pedal having another structure according to the second embodiment of the present invention.

FIG. 12 is a schematic side view showing a cross section of a part of a brake pedal for explaining a structure of a brake pedal according to a third embodiment of the present invention.

FIG. 13 is a partial cross-sectional view of a brake pedal illustrating another structure of the brake pedal according to the third embodiment of the present invention.

FIG. 14 is a partial cross-sectional view of a brake pedal illustrating another structure of the brake pedal according to the third embodiment of the present invention.

FIG. 15 is a partial cross-sectional view of a brake pedal illustrating another structure of the brake pedal according to the third embodiment of the present invention.

FIG. 16 is a partial sectional view of a brake pedal illustrating another structure of the brake pedal according to the third embodiment of the present invention.

FIG. 17 is a schematic side view of a brake pedal illustrating a structure of a brake pedal according to a fourth embodiment of the present invention.

FIG. 18 is a cross-sectional view of a shock-absorbing device illustrating a structure of a brake pedal according to a fourth embodiment of the present invention.

FIG. 19 is a side sectional view of a shock-absorbing device illustrating a structure of a brake pedal according to a fourth embodiment of the present invention.

FIG. 20 is a schematic side view of a brake pedal illustrating another structure of the brake pedal according to the fourth embodiment of the present invention.

FIG. 21 is a cross-sectional view of a shock absorber for explaining another structure of the brake pedal according to the fourth embodiment of the present invention.

[Explanation of symbols]

 DESCRIPTION OF SYMBOLS 1 Brake pedal 3 Wheel cylinder 4 External hydraulic pressure supply source 24 Pressure sensor (pedal force sensor) 42 Elastic pedal (elastic body part) 43 Rigid pedal (rigid body part) 55 Spring (buffer material, first buffer material) 56 Buffer material (Second cushioning material) 57 Treading force sensor 63, 72 Cushioning material

 ──────────────────────────────────────────────────続 き Continuing on the front page (72) Inventor Toshio Takayama Tokiko Co., Ltd., 1000, Yoshida, Kushigata-cho, Nakakoma-gun, Yamanashi Prefecture (72) Inventor Kunihiro Matsunaga 1,000, Yoshida, Kushigata-cho, Nakakoma-gun, Yamanashi Tokiko Corporation Yamanashi factory

Claims (4)

[Claims] 1. A brake pedal, and a tread force sensor for detecting a tread force of the brake pedal, wherein a control hydraulic pressure from an external hydraulic pressure supply source is applied to a wheel cylinder in accordance with a detection signal from the tread force sensor. A brake, wherein the brake pedal includes an elastic body portion made of an elastic material that elastically deforms when depressed, and a rigid body portion that restricts elastic deformation of the brake pedal when the elastic body portion elastically deforms by a predetermined amount. A brake, comprising: 2. A brake pedal, and a pedaling force sensor for detecting a pedaling force of the brake pedal, wherein a control hydraulic pressure from an external hydraulic pressure supply source is applied to a wheel cylinder in response to a detection signal from the pedaling force sensor. A brake, wherein an elastic cushioning material is provided between the brake pedal and the pedaling force sensor. 3. The cushioning material has a first cushioning material that is elastically deformed when the brake pedal is depressed, and a greater elasticity than the first cushioning material, and the first cushioning material has a predetermined elasticity. The brake according to claim 2, further comprising a second cushioning member that elastically deforms after being deformed. 4. The brake according to claim 1, wherein the elastic portion or the cushioning material has a non-linear characteristic that requires a larger compressive force as it is compressed.