Vehicle brake operating device

Abstract

To provide a vehicle brake operating device whose operating characteristics can be changed when operated by the driver. [Solution] The vehicle brake operating device 10 comprises a steering wheel 811 that is held by the driver's hand for steering operation, an operating lever 11 for at least brake operation provided in the central part 811B of the steering wheel 811 so as to be operable by the driver's hand, a stroke sensor 121 that detects operation of the operating lever 11 by the driver's hand, and an adjustment ECU 65 that acquires the operation detection result. The vehicle brake operating device 10 is controlled by the adjustment ECU 65 based on the detection result, which controls a variable mechanism 12 that changes at least one of the operating force and operating amount that the driver inputs to the operating lever 11 in conjunction with brake operation.

Description

Technical Field

[0001] The present disclosure relates to a brake operating device for a vehicle.

Background Art

[0002] Conventionally, for example, a joystick device for vehicle driving disclosed in Patent Document 1 (hereinafter simply referred to as the "conventional device") is known. The conventional device includes an operation lever for a seated driver to perform brake operation and accelerator operation with the left hand, and an operation lever for operating the steering wheel with the right hand. And the conventional device enables the driver to drive the vehicle without operating each of the brake pedal and the accelerator pedal arranged at the driver's feet by operating the left and right operation levers.

Prior Art Documents

Patent Documents

[0003]

Patent Document 1

Summary of the Invention

Problems to be Solved by the Invention

[0004] By the way, in the conventional device, the operation levers for performing brake operation and accelerator operation are mechanically connected to the brake pedal and the accelerator pedal. For this reason, in the conventional device, although the driver operates the operation lever by hand, it is necessary to operate the operation lever according to the operation characteristics when operating the brake pedal and the accelerator pedal by foot, that is, the operating force and the stroke amount. That is, the conventional device does not have operating characteristics suitable for the driver to operate the operation lever by hand, and as a result, the driver may feel discomfort.

[0005] The object of the present invention is to provide a vehicle brake operating device whose operating characteristics can be changed when operated by the driver. [Means for solving the problem]

[0006] The vehicle brake operating device of the present disclosure comprises a steering member that is held by the driver's hand for steering operation, an operating member provided on the steering member so as to be operable by the driver's hand and for at least braking operation, a detection device for detecting operation on the operating member by the driver's hand, and a controller for acquiring the detection result of the operation, wherein the controller controls a variable mechanism that changes at least one of the operating force and the amount of operation input by the driver to the operating member in conjunction with braking operation, based on the detection result. [Effects of the Invention]

[0007] According to this disclosure, the operation of an operating member provided on the steering member, i.e., the operating force and amount of operation, can be controlled to be changed based on the detection results of a detection device. This allows the driver to brake the operating member according to the operating force and amount of operation that they can input to the operating member, i.e., the operating characteristics. Therefore, it is possible to suppress the feeling of discomfort that the driver may experience when braking the vehicle by manually operating the operating member. [Brief explanation of the drawing]

[0008] [Figure 1] This is a schematic diagram illustrating a vehicle to which the brake operating device of this embodiment is applied. [Figure 2] This is a conceptual front view of the steering member and brake operating device. [Figure 3] This is a diagram illustrating the configuration of the brake operating device. [Figure 4] This is a perspective view illustrating the variable mechanism. [Figure 5] This is a flowchart of the brake characteristics setup program. [Figure 6] This is a diagram used to explain the FS diagram. [Figure 7] This is a perspective view illustrating the variable mechanism related to the first modified example. [Figure 8] This is a top view illustrating the variable mechanism of the first modified example before its operation. [Figure 9] This is a top view illustrating the operation of the variable mechanism in the first modified example. [Figure 10] This is a perspective view illustrating the variable mechanism related to the second modified example. [Figure 11] This is a perspective view illustrating the crank member and the eccentric disc. [Figure 12] This is a top view illustrating the bearing. [Figure 13] This is a top view illustrating the variable mechanism of the second modified example before its operation. [Figure 14] This is a top view illustrating the operation of the variable mechanism in the second modified example. [Modes for carrying out the invention]

[0009] Hereinafter, a vehicle brake operating device 10, which is an embodiment of the present disclosure, will be described in detail with reference to the drawings. In addition to the embodiments described below, the present disclosure can be implemented in various forms with various modifications and improvements based on the knowledge of those skilled in the art.

[0010] 1. Configuration of the vehicle 1 to which the vehicle brake operating device 10 is applied. In this embodiment, the vehicle brake operating device 10 is applied to the vehicle 1 shown in Figure 1. The vehicle 1 comprises a body 2, wheels 3 arranged front, rear, left, and right, and suspension units 4 that support the body 2 and each of the wheels 3. The wheels 3 consist of a right front wheel 31, a left front wheel 32, a right rear wheel 33, and a left rear wheel 34. The suspension unit 4 includes, for example, a coil spring 41 and a shock absorber 42.

[0011] The vehicle 1 also includes a drive system 5 that generates and transmits the driving force necessary for traveling. In the present embodiment, the drive system 5 includes a front motor 51 and a rear motor 52. The front motor 51 drives the right front wheel 31 and the left front wheel 32 by transmitting the rotation of the output shaft to the left and right front wheel axles 54R and 54L via a differential gear 53 (including a reduction gear). The rear motor 52 drives the right rear wheel 33 and the left rear wheel 34 by transmitting the rotation of the output shaft to the left and right rear wheel axles 56R and 56L via a differential gear 55 (including a reduction gear). That is, in the present embodiment, the vehicle 1 is exemplified as a four-wheel drive electric vehicle (EV).

[0012] The drive system 5 also has an inverter 57, a DC / DC converter 58, and a battery 59. Thereby, the front motor 51 and the rear motor 52 can be driven independently by the energization control of the inverter 57 for the forward rotation in the forward direction of the vehicle 1 and the reverse rotation in the reverse direction of the vehicle 1.

[0013] The inverter 57 has a charging port (not shown), and has, for example, a charging function of converting the alternating current supplied from a charging facility into direct current and charging the battery 59 via the DC / DC converter 58. The inverter 57 also has, for example, a function of converting the alternating current generated by the rear motor 52 during regenerative braking into direct current and charging the battery 59 via the DC / DC converter 58, that is, a function of storing regenerative energy.

[0014] The operations of the front motor 51 and the rear motor 52 are controlled by a drive electronic control unit 61 (hereinafter, may be simply referred to as "drive ECU 61") included in the controller 6. The drive ECU 61 is an electronic control unit (Electric Control Unit) mainly including a microcomputer having a CPU, a ROM, a RAM, and various interfaces. In FIG. 1, the drive ECU 61 is shown as "D-ECU 61".

[0015] The drive ECU 61 inputs the detection signal Sa of the accelerator sensor 71 (i.e., corresponding to the stroke amount S detected by the stroke sensor 121 as the detection device described in the general description) that detects the operation amount (hereinafter, may also be referred to as the "accelerator operation amount") when the operation lever 11, which will be described later and constitutes the vehicle brake operation device 10, is operated to accelerate the vehicle 1, and calculates the driver-requested driving force according to the accelerator operation amount. As will be described later, in the present embodiment, an example is given where the seated driver pulls the operation lever 11 backward in the front-rear direction of the vehicle 1 to operate it, thereby accelerating the vehicle 1.

[0016] In addition, the drive ECU 61 acquires the operation position (or operation state) of a shift operation member such as a shift lever, a shift switch, or a shift selector (not shown) that is operated when the vehicle 1 moves forward, moves backward, or parks. For this reason, the drive ECU 61 inputs the detection signal Ssp representing the operation position (operation state) output from the shift position sensor 72 that detects the operation position (operation state) of the shift operation member among the sensor group 7. [[ID=*]]

[0017] In addition, the vehicle 1 is provided with a steering system 8 that steers the right front wheel 31 and the left front wheel 32 as steered wheels during traveling. The steering system 8 is a steer-by-wire type including a mechanically independent operation device 81 and a steering device 82.

[0018] The operation device 81 has a steering wheel 811 as a steering member, a steering shaft 812, and a steering column 813. In addition, the operation device 81 has a reaction force applying actuator 814 and a reaction force motor 815 as a driving force source of the reaction force applying actuator 814.

[0019] The steering wheel 811 is held by the driver and rotated when steering the steering wheels. In this embodiment, the steering wheel 811 is formed in a rectangular shape overall. In this embodiment, the case in which a rectangular steering wheel 811 is used is described as an example. However, the shape of the steering wheel 811 is not limited to a rectangular shape; polygonal shapes, circular shapes, or H shapes can also be used.

[0020] As shown in Figure 2, the steering wheel 811 has a frame-shaped portion 811A, a central portion 811B positioned within the frame of the frame-shaped portion 811A, and a connecting portion 811C that connects the frame-shaped portion 811A and the central portion 811B. The frame-shaped portion 811A is provided with grip portions 811R and 811L on the left and right sides as viewed from the seated driver, for the driver to grasp. As a result, the driver grasps the right grip portion 811R with their right hand and the left grip portion 811L with their left hand to rotate the steering wheel 811, and also pushes and pulls the operating lever 11, as will be described in detail later.

[0021] As shown in Figure 1, the central section 811B is assembled to the tip of the steering shaft 812, which is rotatably supported around its axis by the steering column 813. The reaction force actuator 814 is connected coaxially to the steering column 813, and the driving force of the reaction force motor 815, i.e., the reaction force, is transmitted to the steering wheel 811, which is rotated via the steering shaft 812.

[0022] The control of the reaction motor 815 of the operating device 81 is performed by the operating electronic control unit 62 (hereinafter sometimes simply referred to as "operating ECU 62") included in the controller 6. The operating ECU 62 is an electronic control unit mainly consisting of a microcomputer with a CPU, ROM, RAM, and various interfaces. The operating ECU 62 is connected to the communication line L via various interfaces. In Figure 1, the operating ECU 62 is shown as "O-ECU 62". The operating angle sensor 73, which detects the operating angle δ representing the rotational position of the steering wheel 811, is connected to the operating ECU 62.

[0023] The steering device 82 integrally steers the right front wheel 31 and the left front wheel 32, which are supported by the vehicle body 2 in a steerable manner. The steering device 82 has a steering actuator 821. The steering actuator 821 has a tie rod, a steering rod, a housing, and a rod moving mechanism. The steering actuator 821 also has a steering motor 822 as a driving force source for moving the rod moving mechanism.

[0024] The steering motor 822 of the steering device 82 is controlled by the steering electronic control unit 63 (hereinafter sometimes simply referred to as "steering ECU 63") included in the controller 6. The steering ECU 63 is an electronic control unit that mainly consists of a microcomputer with a CPU, ROM, RAM, and various interfaces. The steering ECU 63 is connected to the communication line L via various interfaces. In Figure 1, the steering ECU 63 is shown as "S-ECU 63". The steering ECU 63 is connected to a steering angle sensor 74, which detects the steering angle θ representing the steering position of the right front wheel 31 and the left front wheel 32, from the sensor group 7.

[0025] Furthermore, the vehicle 1 is equipped with a brake system 9 that generates the braking force necessary for braking. The brake system 9 includes a hydraulic brake device 91 that applies braking force to each of the wheels 3, separate from the regenerative braking by the rear motor 52 described above, and an electric parking brake device 92 that applies braking force to the right rear wheel 33 and the left rear wheel 34, respectively, when the vehicle 1 is stopped in this embodiment.

[0026] The hydraulic brake system 91 applies braking force (hereinafter, the braking force provided by the hydraulic brake system 91 may also be referred to as "friction braking force") to each wheel 3 in response to the operation of the operating lever 11 of the vehicle brake operating device 10, which will be described later. For this reason, the hydraulic brake system 91 has a brake actuator 911 that adjusts and supplies pressurized hydraulic fluid from a pump in response to the operation of the operating lever 11. In other words, in the brake system 9 of this embodiment, the hydraulic brake system 91 is a brake-by-wire type in which the mechanical connection between the operating lever 11 operated by the driver and the brake actuator 911 that applies friction braking force to the wheels 3 is released. In Figure 1, the brake actuator 911 is indicated as "B / A911". Furthermore, the hydraulic brake system 91 is composed of a front wheel braker 912 for decelerating the rotation of the right front wheel 31 and the left front wheel 32, and a rear wheel braker 913 for decelerating the rotation of the right rear wheel 33 and the left rear wheel 34.

[0027] The brake actuator 911 is an actuator that supplies hydraulic fluid, which is pressurized according to the amount of brake operation Ob (i.e., corresponding to the stroke amount S and operating force F described later) applied by the driver to the operating lever 11, to the front wheel brake 912 and the rear wheel brake 913. Here, the brake actuator 911 can apply frictional braking force to the wheels 3 by independently controlling the hydraulic pressure supplied to the front wheel brake 912 and the rear wheel brake 913 for, for example, the right front wheel 31 and the left front wheel 32 (the front wheels) and the right rear wheel 33 and the left rear wheel 34 (the rear wheels). Furthermore, the brake actuator 911 can also apply different frictional braking forces to each of the four wheels 3 by independently controlling the hydraulic pressure for each of the four wheels.

[0028] Therefore, although the brake actuator 911 can employ a well-known configuration and is therefore not shown in the figures, it is composed of a pump and electric cylinder driven by an electric motor, a control-holding valve that regulates the pressure of the hydraulic fluid pressurized by the pump and electric cylinder and supplies it to the front wheel brake 912 and the rear wheel brake 913, a normally closed type electromagnetic shut-off valve, and the like. As a result, the brake actuator 911 can supply the regulated hydraulic fluid to the front wheel brake 912 and the rear wheel brake 913 in response to brake operation by the driver via the operating lever 11.

[0029] Each of the front wheel brakes 912 and the rear wheel brakes 913 can employ either a well-known disc brake or a drum brake. Specifically, although not shown in the figures, the front wheel brakes 912 and the rear wheel brakes 913 include, in the case of a disc brake, a brake disc that rotates integrally with the wheel 3, a pair of brake pads, and a brake caliper (wheel cylinder), and in the case of a drum brake, a brake drum that rotates integrally with the wheel 3, a pair of brake shoes, and a wheel cylinder.

[0030] As a result, in the hydraulic brake system 91, when pressurized and regulated hydraulic fluid from the brake actuator 911 is supplied to the front wheel brakes 912 and the rear wheel brakes 913, frictional braking force is generated when the brake pads press against the brake discs. Alternatively, in the hydraulic brake system 91, when pressurized and regulated hydraulic fluid from the brake actuator 911 is supplied to the front wheel brakes 912 and the rear wheel brakes 913, frictional braking force is generated when the brake shoes press against the brake drums.

[0031] The electric parking brake device 92 can employ a well-known structure, so a detailed explanation will be omitted, but as shown in Figure 1, it is configured to include an electric actuator 921 for mechanically braking the right rear wheel 33 and the left rear wheel 34. The electric actuator 921 is provided on the brake caliper, for example, when the hydraulic brake device 91 employs a disc brake. When the driver operates a switch or the like, the electric parking brake device 92 generates braking force by pressing the brake pads housed in the brake caliper against the brake disc using the driving force of an electric motor.

[0032] The control of the brake actuator 911 and the electric actuator 921 is performed by the brake electronic control unit 64 (hereinafter sometimes simply referred to as "brake ECU 64") included in the controller 6. The brake ECU 64 is an electronic control unit that mainly consists of a microcomputer with a CPU, ROM, RAM, and various interfaces. The brake ECU 64 is connected to the communication line L via various interfaces. In Figure 1, the brake ECU 64 is shown as "B-ECU 64".

[0033] The brake ECU 64 is connected to the following sensors from the sensor group 7: a brake sensor 75 (including a stroke sensor 121, which will be described later) that detects the amount of operation of the operating lever 11; four wheel speed sensors 76 that detect the wheel speed of each of the wheels 3; a parking brake sensor 77; and a gyro sensor 78. The brake ECU 64 receives a detection signal Sb, which represents the operation detected by the brake sensor 75 (stroke sensor 121) (stroke amount S as the amount of operation and operating force F having a predetermined relationship with stroke amount S), and calculates the required braking force according to the brake operation. The brake ECU 64 then calculates the friction braking force to be generated in the front wheel brakes 912 and the rear wheel brakes 913, respectively, and the regenerative braking force to be generated in the rear motor 52, in order to achieve the required braking force.

[0034] Here, the brake ECU 64 controls the operation of the brake actuator 911 based on the detection signal Swv from each wheel speed sensor 76 to generate the calculated friction braking force. As a result, the brake actuator 911 pressurizes the hydraulic fluid and supplies it to the front brake 912 and the rear brake 913, respectively, and the front brake 912 and the rear brake 913 each apply friction braking force to each wheel 3. The brake ECU 64 also transmits information representing the calculated regenerative braking force to the drive ECU 61.

[0035] Furthermore, when the electric parking brake device 92 is applying braking force to the right rear wheel 33 and the left rear wheel 34, the brake ECU 64 receives a detection signal Spb output from the parking brake sensor 77, which indicates that the electric parking brake device 92 is applying braking force. In addition, the brake ECU 64 receives a detection signal SSL from the gyro sensor 78, which indicates the tilt of the vehicle 1 in the longitudinal direction, that is, the slope of the road surface on which the vehicle 1 is stopped.

[0036] 2. Configuration of the vehicle brake operating device 10 Furthermore, as shown in Figures 2 and 3, the vehicle 1 is equipped with a vehicle brake operating device 10 that is operated by the driver when decelerating the vehicle 1. The vehicle brake operating device 10 is operated by the driver's hands. For this reason, the vehicle brake operating device 10 is equipped with a pair of left and right operating levers 11 that are positioned adjacent to the grip portions 811R and 811L that are held by the driver inside the frame portion 811A of the steering wheel 811, as viewed from the seated driver.

[0037] As shown in Figure 3, the operating lever 11 comprises a base 111, an operating section 112, and a connecting member 113. The base 111 is formed in the shape of a cylinder or column with a circular or square cross-section and is housed in the central part 811B, and is provided to be rotatable around a rotation axis extending vertically when the steering wheel 811 is in the neutral position. The operating section 112 is formed in the shape of a plate and is pushed in by the driver's hand (more specifically the driver's thumb) (corresponding to "brake operation" in this embodiment) and pulled in by the driver's hand (more specifically the driver's index finger or middle finger, etc.) (corresponding to, for example, "accelerator operation" to accelerate the vehicle 1). The connecting member 113 is formed in the shape of a rod and connects the base 111 and the operating section 112.

[0038] Here, the left and right bases 111 are connected by a link mechanism 114 so that they rotate in opposite directions in conjunction with each other. As a result, for example, in Figure 3, when only the operating part 112 of the right operating lever 11 is pushed in and the base 111 rotates, the left base 111, which is connected by the link mechanism 114, rotates in the opposite direction to the rotation direction of the right base 111. Therefore, the operating part 112 connected to the left base 111 via the connecting member 113 moves in the direction of the push operation in accordance with the rotation of the left base 111, even if it is not pushed in by a screwdriver. Similarly, when the right operating lever 11 is pulled in, the left operating lever 11 moves in the direction of the pull operation in conjunction with it. In other words, in the vehicle brake operating device 10, when one of the left or right operating levers 11 is pushed in or pulled in, the other operating lever 11 moves in the direction of the push operation or the pull operation in conjunction with it.

[0039] Furthermore, in the vehicle brake operating device 10, when the operating lever 11 is pulled in, the operating lever 11 can be made to function as a normal accelerator, thereby changing the acceleration of the vehicle 1 and accelerating the vehicle 1. In other words, in this embodiment, when the operating part 112 is pushed in by the driver, the hydraulic brake device 91 of the brake system 9 is activated to decelerate the vehicle 1, and when the operating part 112 is pulled in by the driver, the front motor 51 and rear motor 52 of the drive system 5 are driven to accelerate the vehicle 1.

[0040] Here, the operating section 112, although not shown in the diagram, is maintained in a neutral position when not being operated by the biasing force of a biasing member (for example, a spring or torsion bar) that biases it toward the boundary operating position between the push-in operation and the pull-out operation, i.e., the neutral position. Therefore, the driver inputs an operating force F to the operating section 112 that opposes the biasing force of the biasing member, thereby performing a push-in or pull-out operation on the operating section 112.

[0041] Furthermore, the vehicle brake operating device 10 includes a variable mechanism 12 that enables changes to the operating force F and stroke amount S used by the driver to push in the operating part 112 when decelerating the vehicle 1. The variable mechanism 12 is a mechanism that assists the driver in pushing in the operating part 112, that is, by increasing or decreasing at least one of the operating force F and stroke amount S when pushing in.

[0042] Therefore, as shown in Figure 4, the variable mechanism 12 of this embodiment is configured to include a stroke sensor 121 as a detection device and an electric motor 122 as a modification device. The stroke sensor 121 is arranged and connected coaxially with the base 111. The stroke sensor 121 detects the stroke amount S of the operating lever 11, in other words, the amount of rotation (rotation angle) of the base 111 around the rotation axis corresponding to the operation of the driver. The stroke sensor 121 then outputs a detection signal Ss representing the stroke amount S (rotation amount) to the adjustment electronic control unit 65, which will be described later.

[0043] In this embodiment, the example given is that the stroke sensor 121 is positioned coaxially downward with respect to the base 111 in a vertical direction when the steering wheel 811 is in a neutral position. However, the arrangement of the stroke sensor 121 is not limited to this, and for example, the stroke sensor 121 can be positioned coaxially upward with respect to the base 111 in a vertical direction, or the stroke sensor 121 can be positioned parallel to the base 111.

[0044] The electric motor 122 can be, for example, a brushless motor or a stepping motor, and is arranged and connected coaxially with the base 111. The electric motor 122 generates an assist force to achieve the brake operation characteristics described later. Here, when the steering wheel 811 is in the neutral position, the electric motor 122 is arranged coaxially above the base 111 in the vertical direction. In other words, the electric motor 122 is arranged on the opposite side of the base 111 from the stroke sensor 121. As mentioned above, if the stroke sensor 121 is arranged coaxially above the base 111 in the vertical direction, the electric motor 122 is arranged coaxially below the base 111 in the vertical direction.

[0045] Specifically, as shown in Figure 4, the driver operating vehicle 1 needs to push in the operating lever 11, especially when decelerating vehicle 1. In this case, for a driver with less strength, it may be burdensome to input the operating force F required to push in the operating lever 11 against the biasing force, or to secure the necessary stroke amount S to activate the hydraulic brake device 91 and generate frictional braking force. On the other hand, for a strong driver, the reaction force caused by the biasing force when pushing in the operating lever 11 is small, meaning the feedback is minimal, which may cause discomfort when operating the operating lever 11 delicately, for example.

[0046] Therefore, the electric motor 122 generates an assist force to achieve the brake operation characteristics preferred by the driver, that is, the FS diagram (see Figure 6) which represents the relationship between the operating force F and the stroke amount S. As a result, a driver with less strength can easily secure the operating force F and stroke amount S required to push the operating lever 11. On the other hand, a strong driver can perceive a good tactile response when operating the operating lever 11 delicately.

[0047] Furthermore, the stroke sensor 121 and electric motor 122 that constitute the variable mechanism 12 can be provided on each of the left and right operating levers 11. However, in the vehicle brake operating device 10, as described above, the left and right operating levers 11 are configured to move in the same direction by the same stroke amount S in conjunction with the link mechanism 114. As a result, the stroke sensor 121 and electric motor 122 can be provided only on one of the left and right bases 111, for example, on the right base 111 in Figure 3. In this case, it is possible to avoid redundant provision of the stroke sensor 121 and electric motor 122, and the vehicle brake operating device 10 can be constructed at a low cost. Therefore, in the following description, the case in which the stroke sensor 121 and electric motor 122 are provided only on the right base 111, as shown in Figure 3, will be used as an example.

[0048] The electric motor 122 of the variable mechanism 12 is controlled by an electronic adjustment unit 65 (hereinafter sometimes simply referred to as "adjustment ECU 65") included in the controller 6. The adjustment ECU 65 is an electronic control unit that mainly consists of a microcomputer with a CPU, ROM, RAM, and various interfaces. As shown in Figure 4, the stroke sensor 121 is connected to the adjustment ECU 65. The adjustment ECU 65 is connected to the communication line L via various interfaces (see Figure 1).

[0049] As a result, the adjustment ECU 65 can communicate with the drive ECU 61 and brake ECU 64 via the communication line L, enabling it to output a detection signal Ss corresponding to requests to the drive ECU 61 and brake ECU 64, i.e., the driver's operation detected by the stroke sensor 121, and to receive various detection signals from the sensor group 7 via the drive ECU 61 and brake ECU 64. The adjustment ECU 65 then executes the brake characteristic setup program described below and controls the operation of the electric motor 122 according to the set brake characteristics, thereby realizing the brake operation characteristics preferred by the driver. In Figure 1, etc., the adjustment ECU 65 is shown as "A-ECU65".

[0050] 3. Explanation of the operation of the vehicle brake operating device 10 Next, the operation of the vehicle brake operating device 10 in this embodiment will be explained using Figures 4, 5, and 6. When the ignition of vehicle 1 transitions from the off state to the on state, in other words, when the power supply of vehicle 1 transitions from the off state to the on state, the adjustment ECU 65 starts executing the brake characteristic setup program shown in Figure 5 in step S10. The brake characteristic setup program may be executed every time the ignition transitions from the off state to the on state, or it may be executed when there is a driver instruction (for example, an instruction that the driver will change).

[0051] In the following step S11, the adjustment ECU 65 determines whether or not the vehicle 1 is stopped. Specifically, the adjustment ECU 65 obtains a detection signal Ssp detected by the shift position sensor 72 from the drive ECU 61 via the communication line L. Based on the detection signal Ssp, the adjustment ECU 65 determines that the vehicle 1 is stopped because a predetermined condition is met when the operating position of the shift operating member is in the parking position (P range). In addition to or instead of this, the adjustment ECU 65 obtains a detection signal Swv detected by the wheel speed sensor 76 from the brake ECU 64 via the communication line L. Based on the detection signal Swv, the adjustment ECU 65 determines that the vehicle 1 is stopped if the wheel speed of wheel 3 is "0", that is, if the vehicle speed of vehicle 1 is "0".

[0052] Furthermore, in addition to or instead of these, the adjustment ECU 65 obtains a detection signal Spb detected by the parking brake sensor 77 from the brake ECU 64 via the communication line L. Based on the detection signal Spb, the adjustment ECU 65 determines that the vehicle 1 is stopped if the electric parking brake device 92 is in the ON state, that is, if the electric parking brake device 92 is operating and applying braking force to the wheels 3 (right rear wheel 33 and left rear wheel 34).

[0053] Furthermore, the determination of the stopped state of vehicle 1 is made based on at least one of the detection signals Ssp from the shift position sensor 72, Swv from the wheel speed sensor 76, and Spb from the parking brake sensor 77. In addition, it is also possible to make the determination based on the detection signal SSL from the gyro sensor 78, for example. Specifically, the adjustment ECU 65 obtains the detection signal SSL detected by the gyro sensor 78 from the brake ECU 64 via the communication line L. Based on the detected detection signal SSL, the adjustment ECU 65 determines that vehicle 1 is stopped if the gradient of the parking lot or road where vehicle 1 is located is such that vehicle 1 can maintain a stopped state.

[0054] The adjustment ECU 65 then determines "Yes" if it is in a stopped state and executes the step process in step S12. On the other hand, if the adjustment ECU 65 is not in a stopped state, it determines "No" and terminates the program execution in step S19. Then, after a predetermined short period of time has elapsed, the adjustment ECU 65 restarts the program execution in step S10.

[0055] In step S12, the adjustment ECU 65 prompts the driver to operate the operating lever 11, i.e., to perform an initial operation. In other words, in this embodiment, the adjustment ECU 65 prompts the driver to perform a brake operation by pushing the operating lever 11 as the initial operation. Specifically, the adjustment ECU 65 prompts the driver to push the operating lever 11 in an amount greater than a predetermined stroke, i.e., to perform a brake operation. For this reason, the adjustment ECU 65 issues a notification prompting the driver to perform a brake operation (hereinafter sometimes referred to as a "brake notification").

[0056] Here, brake notification can be provided, for example, by displaying text or images on a display device located inside the vehicle that the driver can see, illuminating a lamp, or by providing voice guidance. Specifically, the adjustment ECU 65 can, for example, display text such as "Please press the operating lever to operate it" on the display device, or display the operating status of the operating lever 11 as a video. Examples of display devices include a display in the meter cluster, a touch-panel center display located on the dashboard for operating navigation and audio, etc.

[0057] Then, when the driver operates the brake lever 11 in accordance with the brake notification, for example, by pushing the operating part 112 toward the back of the page in Figure 4, the adjustment ECU 65 executes the step process of step S13. In this embodiment, the brake notification is exemplified as being performed after the power of the vehicle 1 is turned on. However, it can also be performed at a predetermined timing, for example, when the vehicle 1 is stopped at a traffic light. In this case, the brake notification ensures that the driver reliably performs the brake operation.

[0058] Furthermore, in this embodiment, an example is given in which step S12 is used to notify the driver of the brakes. However, normally, when the driver drives (starts) the vehicle 1, the driver moves the operating position of the shift operating member from the parking position while operating the operating lever 11 as a brake. For this reason, when executing the brake characteristic setup program, for example, if the operating lever 11 has already been operated as a brake by the driver before the step processing of step S12 is executed, it is possible to omit the execution of the step processing of step S12.

[0059] In step S13, the adjustment ECU 65 detects the operating force F and stroke amount S (operating amount) of the pushing operation of the operating lever 11, which are detected in conjunction with the driver's brake operation of the operating lever 11, i.e., the initial operation. By obtaining the detection results of the initial operation, i.e., the operating force F and stroke amount S, the adjustment ECU 65 can determine the ease of operation of the operating lever 11 by the driver, that is, whether the driver is weak or strong when operating the operating lever 11.

[0060] Specifically, the adjustment ECU 65 acquires a detection signal Ss from the stroke sensor 121 that represents the stroke amount S of the operating lever 11. In this embodiment, the adjustment ECU 65 also acquires the reaction force F to the pushing operation of the operating lever 11, which is related to the stroke amount S, i.e., the operating force F that the driver inputs to the operating lever 11. Once the adjustment ECU 65 has acquired the stroke amount S and the operating force F, it executes the step processing of step S14.

[0061] Here, the adjustment ECU 65 can calculate the stroke velocity from the stroke amount S represented by the detection signal Ss, for example. The stroke velocity is the change in stroke amount per unit time. The adjustment ECU 65 can also obtain the reaction force F to the pushing operation of the operating lever 11, that is, the operating force F that the driver inputs to the operating lever 11, which has a predetermined relationship with the calculated stroke velocity.

[0062] Furthermore, in this embodiment, an example is given in which the reaction force, i.e., the operating force F, is obtained based on the detected stroke amount S or the stroke velocity calculated from the stroke amount S, based on a predetermined relationship set in advance. However, the adjustment ECU 65 can also receive, for example, the stroke amount S detected by the stroke sensor 121 in conjunction with the operation of the operating lever 11 by the driver, and the force (torque), i.e., the operating force F, which is input to the electric motor 122 via the base 111 in conjunction with the operation of the operating lever 11.

[0063] In step S14, as shown in Figure 6, the adjustment ECU 65 presents the driver with a selectable relationship between the operating force F and the stroke amount S (hereinafter, this relationship may be referred to as the "FS diagram") based on the detection results. That is, the adjustment ECU 65 presents the driver with a catalog containing multiple FS diagrams via a display device. In Figure 6, two FS diagrams are shown for illustrative purposes. Here, the multiple FS diagrams shown in the catalog, i.e., the relationship between the operating force F and the stroke amount S, are formed from the following: the rise-up zone gradient G1, which represents the initial rise-up gradient (slope) from the origin O to point P1, i.e., the rise-up load; the normal-use zone gradient G2, which represents the gradient (slope) when the stroke amount S increases in the normal deceleration range from point P1 to point P2; and the high-deceleration zone gradient G3, which generates high deceleration as the operating force F increases along with the increase in stroke amount S from point P2 to point P3.

[0064] In Figure 6, the FS diagram L1, shown by a solid line, has characteristics that, compared to the FS diagram L2 shown by a dashed line in Figure 6, point P1 is smaller at the rising gradient G1, meaning the operating force F at the rising gradient is smaller; the gradient G2 in the normal operating range is smaller, meaning the operating force F gradually increases as the stroke amount S increases; and the gradient G3 in the high deceleration range is smaller, meaning the increase in stroke amount S is small as the operating force F increases. In other words, the FS diagram L1 is a brake operation characteristic suitable for drivers with strong force when pushing in the operating lever 11. In other words, it is a brake operation characteristic in which the overall assistance from the electric motor 122 is small, the stroke amount S required for the driver's brake operation is small, and the operating force F is large.

[0065] On the other hand, FS diagram L2, compared to FS diagram L1, has the characteristic that point P1 is larger in the rising gradient G1, meaning the operating force F is larger when rising, but the gradient G2 in the normal operating range is larger, meaning the operating force F is almost constant as the stroke amount S increases, and the gradient G3 in the high deceleration range is larger, meaning the stroke amount S increases significantly as the operating force F increases. In other words, FS diagram L2 is a brake operation characteristic suitable for drivers with little strength when pushing the operating lever 11, or to put it another way, it is a brake operation characteristic in which the assistance from the electric motor 122 is large overall, the stroke amount S required for the driver's brake operation is large, and the operating force F is small.

[0066] In this embodiment, the catalog shows multiple brake operation characteristics, illustrating the case where the driver selects any brake operation characteristic. However, the adjustment ECU 65 can also generate and present a single brake operation characteristic corresponding to the driver's operating state of the operating lever 11, based on the detection results obtained in step S13, namely the operating force F and stroke amount S. Furthermore, in this embodiment, the case where both the operating force F and stroke amount S are changed according to the FS diagram is illustrated. However, if necessary, it is also possible to change only one of the operating force F or stroke amount S according to the FS diagram.

[0067] Returning to Figure 5, in step S15, the adjustment ECU 65 determines whether the driver has selected one of the multiple FS diagrams, in other words, brake operation characteristics, shown in the catalog. Specifically, if the driver has selected any brake operation characteristic from the catalog, for example, by touching the display device, specifically FS diagram L1 or FS diagram L2, the adjustment ECU 65 determines "Yes" and executes the step process in step S16.

[0068] In step S16, the adjustment ECU 65 determines the brake operation characteristics selected by the driver, i.e., FS diagram L1 or FS diagram L2, as the brake operation characteristics when the vehicle 1 is actually braked by the operation of pushing the operating lever 11 (brake operation). Then, when the driver pushes the operating lever 11, the adjustment ECU 65 drives the electric motor 122 so that the determined brake operation characteristics are realized.

[0069] In other words, the adjustment ECU 65 drives the electric motor 122 to assist the driver's input of the operating force F and stroke amount S to the operating lever 11 so that the determined brake operating characteristics are obtained based on the stroke amount S (and / or operating force F) detected by the stroke sensor 121 as a detection result. As a result, when braking the vehicle 1 while it is moving, the driver can push the operating lever 11 according to brake operating characteristics according to the driver's preference, for example, brake operating characteristics with a larger stroke amount S or a larger operating force F. Therefore, when the driver operates the brake by hand, the driver can stop the vehicle 1 smoothly and with appropriate deceleration, similar to when operating the brake pedal with the foot.

[0070] On the other hand, if no brake operation characteristics are selected from the catalog presented in step S14 in step S15, the adjustment ECU 65 determines "No" and proceeds to step S17. In step S17, the adjustment ECU 65 prompts the creation of brake operation characteristics other than those presented in the catalog.

[0071] In other words, the adjustment ECU 65 displays text on the display device, for example, that reads, "Please move points P1, P2, and P3 as appropriate to create your preferred brake operation characteristics." In this case, the adjustment ECU 65 presents the driver with an FS diagram, such as the one shown in Figure 6, as the reference operation characteristics. The driver then modifies the presented FS diagram (basic operation characteristics) as appropriate to create their preferred brake operation characteristics.

[0072] This allows the driver to, for example, move point P1 in the reference operating characteristics so that the stroke amount S becomes smaller in order to reduce the rise-up gradient G1, or move point P1 so that the operating force F becomes smaller in order to reduce the rise-up operating force F. Also, the driver can, for example, move point P1 in the reference operating characteristics so that the operating force F becomes smaller in order to reduce the normal operating gradient G2, or move point P2 so that the stroke amount S and operating force F become larger in order to maintain the normal operating gradient G2 and increase the stroke amount S. Furthermore, the driver can, for example, move point P3 in the reference operating characteristics so that the stroke amount S becomes larger in order to increase the high deceleration gradient G3, or move point P3 so that the stroke amount S becomes smaller in order to reduce the high deceleration gradient G3. Then, as described above, once the FS diagram, i.e., the brake operating characteristics, is created (set) by the driver, the adjustment ECU 65 executes the step processing of step S18.

[0073] In step S18, the adjustment ECU 65 determines the brake operation characteristics created (determined) in step S17 as the brake operation characteristics selected by the driver. As a result, just as when the determination process in step S16 is performed, the driver can push and operate the operating lever 11 according to the created brake operation characteristics. Then, once the adjustment ECU 65 has determined the brake operation characteristics, it terminates the execution of the brake characteristic setup program in step S19.

[0074] As can be understood from the above description, the vehicle brake operating device 10 of this embodiment comprises a steering wheel 811 as a steering member that is gripped by the driver's hand for steering operation, an operating lever 11 that is provided on the steering wheel 811 so as to be operable by the driver's hand and serves as an operating member for at least brake operation, a stroke sensor 121 as a detection device that detects operation of the operating lever 11 by the driver's hand, and an adjustment ECU 65 as a controller that acquires the operation detection result. The adjustment ECU 65 controls a variable mechanism 12 that changes at least one of the operating force F and the stroke amount S as the amount of operation that the driver inputs to the operating lever 11 in conjunction with brake operation, based on the detection result.

[0075] According to the vehicle brake operating device 10, the operation of the operating lever 11 provided on the steering wheel 811, that is, the operating force F and stroke amount S, can be changed, for example, based on the operating force F and stroke amount S (operating amount) (operation amount) input by the initial operation, i.e., the detection result. As a result, the vehicle brake operating device 10 can obtain brake operation characteristics that suit the driver, and as a result, the driver can generate a deceleration of the vehicle 1 that suits their preference. Accordingly, it is possible to suppress the discomfort that the driver may feel when decelerating the vehicle, especially when operating the operating lever 11 by hand.

[0076] 4. First variation In the above-described embodiment, an example was given in which the vehicle brake operating device 10 is equipped with a variable mechanism 12 having an electric motor 122. In the above-described embodiment, the adjustment ECU 65 controls the driving force, or assist force, generated by the electric motor 122 so that the driver can push the operating lever 11, i.e., operate the brakes, according to the brake operation characteristics (FS diagram) determined by the driver. Alternatively, in the first modified example, as shown in Figure 7, a case in which the vehicle brake operating device 10 is equipped with a variable mechanism 13 will be described.

[0077] As shown in Figures 7, 8, and 9, the variable mechanism 13 is composed of a bent force transmission member 131, a fluid cylinder 132, a connecting member 133, a pin 134, and an electric motor 135. Furthermore, the variable mechanism 13 is equipped with a stroke sensor 136 that is configured similarly to the stroke sensor 121 that constitutes the variable mechanism 12 and is mounted coaxially to the base 111.

[0078] As shown in detail in Figures 8 and 9, one end of the force transmission member 131 is connected to the operating section 112 via a connecting member 133. The other end of the force transmission member 131 is connected to the piston rod 132A of the fluid cylinder 132. Furthermore, at the bent portion 131A, which is a bent portion located approximately in the center of the force transmission member 131, the force transmission member 131 is rotatably supported by a pin 134 that is fixed immovably to the central portion 811B of the steering wheel 811. The connecting member 133 and the operating section 112 are rotatably connected by a clevis, through which a clevis pin is inserted. Similarly, the force transmission member 131 and the piston rod 132A are rotatably connected by a clevis, through which a clevis pin is inserted.

[0079] Here, the force transmission member 131, which is rotatably supported by a pin 134 at the bent portion 131A, and the piston rod 132A are rotatably connected by a clevis pin. As a result, when the piston rod 132A extends or retracts, it extends or retracts along the axial direction of the fluid cylinder 132. This ensures that a force is always applied to the fluid cylinder 132 in the same direction, thereby preventing excessive load from being placed on the fluid cylinder 132.

[0080] The fluid cylinder 132 contains a gas such as air or a liquid such as hydraulic oil as a fluid, and generates a resistance force or thrust force as the fluid moves in accordance with the displacement along the axial direction of the piston rod 132A. As a result, when the operating lever 11 is pushed in and an operating force F is transmitted to the fluid cylinder 132 via the force transmission member 131, the fluid cylinder 132 generates a resistance force or thrust force, thereby changing the operating force F and stroke amount S when pushing in.

[0081] Here, the resistance force generated by the fluid cylinder 132 can be arbitrarily changed, for example, by changing the resistance force generated when the fluid contained in the fluid cylinder 132 passes through the flow path (orifice) provided inside the fluid cylinder 132 as the piston rod 132A expands and contracts. In this case, the fluid cylinder 132 is equipped with flow paths (orifices) having various flow path diameters that the fluid can pass through, and flow paths (orifices) having any desired flow path diameter are switched in stages by an electric motor 135 whose operation is controlled by an adjustment ECU 65.

[0082] Furthermore, the thrust generated by the fluid cylinder 132 can be arbitrarily changed, for example, by pressurizing or depressurizing the fluid contained in the fluid cylinder 132. In this case, a pump (not shown) is provided to pressurize or depressurize the fluid contained in the fluid cylinder 132, and the adjustment ECU 65 controls the pump, which has an electric motor, to change the fluid pressure, thereby changing the thrust that extends and retracts the piston rod 132A.

[0083] In the first modified variable mechanism 13, as shown in Figure 9, when the operating part 112 is pushed in, the force transmission member 131 rotates around the pin 134 that supports the bending part 131A, in a manner known as lever rotation. In this case, since the operating part 112 rotates in accordance with the lever rotation of the force transmission member 131, the surface facing the screwdriver (for example, the surface pressed by the thumb) is operated in a manner known as swiveling.

[0084] In this case, the force transmission member 131 acts as a lever, pressing the piston rod 132A of the fluid cylinder 132 in a retracting direction. As a result, the fluid cylinder 132 acts, for example, as a resistance force on the piston rod 132A, and the driver perceives the reaction force transmitted via the force transmission member 131 through the operating unit 112. In other words, the driver can perform the brake operation by inputting an operating force F to the operating lever 11 against the perceived reaction force.

[0085] Therefore, in the variable mechanism 13 of the first modified example, similar to the embodiment described above, when the adjustment ECU 65 determines the brake operation characteristics by executing the brake characteristic setup program, the adjustment ECU 65 controls the operation of the electric motor 135 to change the flow path diameter of the fluid cylinder 132 in order to realize the determined brake operation characteristics. As a result, the driver can operate the brakes by pushing the operating lever 11, that is, by operating the brakes, with brake operation characteristics tailored to their preference, similar to the embodiment described above. Therefore, the same effects as in the embodiment described above can be expected in the first modified example as well.

[0086] 5. Second variation In the embodiments described above, an example was given in which the vehicle brake operating device 10 includes a variable mechanism 12 having an electric motor 122. In the first modified example described above, an example was given in which the vehicle brake operating device 10 includes a variable mechanism 13 having a force transmission member 131, a fluid cylinder 132, a connecting member 133, and a pin 134. Instead of these, in the second modified example, as shown in Figure 10, an example will be given in which the vehicle brake operating device 10 includes a variable mechanism 14.

[0087] As shown in Figures 11 to 14, the variable mechanism 14 includes a crank member 141, an eccentric disc 142, a bearing 143, a connecting member 144, a bearing 145, and an electric motor 146. Furthermore, the variable mechanism 14 includes a stroke sensor 147 that is configured similarly to the stroke sensor 121 that constitutes the variable mechanism 12 and is mounted coaxially to the base 111.

[0088] The crank member 141 has a rotating shaft connected to an off-center shaft, converting rotational motion into reciprocating motion. The eccentric disc 142 is formed in a disc shape and is connected to the off-center shaft of the crank member 141 so as to be rotatable relative to it, with their central axes coinciding. As a result, when the rotating shaft of the crank member 141 rotates, the eccentric disc 142 rotates eccentrically around the axis of rotation, causing it to reciprocate. The bearing 143 has a cylindrical outer ring that houses the eccentric disc 142 as an inner ring, and rolling elements (e.g., balls) that support the eccentric disc 142 so as to be freely rotatable relative to the outer ring. The connecting member 144 connects the outer ring of the bearing 143 to the connecting member 113 that constitutes the operating lever 11. The bearing 145 rotatably supports one end of the rotating shaft of the crank member 141 (e.g., the upper end in the vertical direction). The electric motor 146 is connected to the other end (for example, the lower end in the vertical direction) of the rotation axis of the crank member 141, and drives the eccentric disc 142 to rotate eccentrically via the crank member 141. Examples of electric motors 146 include stepping motors.

[0089] In the second modified variable mechanism 14, as shown in Figure 14, when the electric motor 146 is controlled to rotate by the adjustment ECU 65, the crank member 141 causes the eccentric disc 142 to rotate eccentrically around its axis of rotation. As a result, the bearing 143, which houses the eccentric disc 142 as its inner ring, also reciprocates in the longitudinal direction of the vehicle 1, slightly moving from side to side in accordance with the eccentric rotation of the eccentric disc 142. Here, the outer ring of the bearing 143 is rotatable relative to the eccentric disc 142 and is connected to the connecting member 113 by the connecting member 144. Therefore, the forward or backward movement (reciprocating motion) of the bearing 143 is transmitted to the operating lever 11.

[0090] In this second modified example, the adjustment ECU 65 adjusts, for example, the rotational speed of the electric motor 146. That is, the adjustment ECU 65 can increase or decrease the operating force F and stroke amount S by adjusting the timing of the forward or backward movement (reciprocating motion) of the bearing 143 with respect to the stroke speed, which is the rate of change per unit time of the stroke amount S detected by the stroke sensor 147, that is, the stroke speed.

[0091] Therefore, in the variable mechanism 14 of the second modified example, similar to the embodiment described above, when the adjustment ECU 65 determines the brake operation characteristics by executing the brake characteristic setup program, for example, the adjustment ECU 65 controls the operation of the electric motor 146 to realize the determined brake operation characteristics and changes the timing of the reciprocating motion of the eccentric disc 142, i.e., the bearing 143. As a result, the driver can operate the brakes by pushing the operating lever 11 with brake operation characteristics tailored to their preference, similar to the embodiment described above. Therefore, the same effects as in the embodiment described above can be expected in the second modified example as well. [Explanation of symbols]

[0092] 1...Vehicle, 2...Body, 3...Wheels, 65...Adjustment ECU (Controller), 8...Steering System, 811...Steering Wheel (Steering Component), 10...Vehicle Brake Operating Device, 11...Operating Lever, 111...Base, 112...Operating Unit, 113...Connecting Member, 114...Link Mechanism, 12...Variable Mechanism, 121...Stroke Sensor (Detection Device), 122...Electric Motor, 13...Variable Mechanism, 131...Force Transmission Member, 132...Fluid Cylinder, 132A...Piston Rod, 133...Connecting Member, 134...Pin, 35...Electric Motor, 136...Stroke Sensor (Detection Device), 14...Variable Mechanism, 141...Crank Member, 142...Eccentric Disc, 143...Bearing, 144...Connecting Member, 145...Bearing, 146...Electric Motor, 147...Stroke Sensor (Detection Device)

Claims

1. A steering component that is held by the driver's hands for steering operation, An operating member for at least brake operation is provided on the steering member so as to be operable by the driver's hand, A detection device for detecting the operation of the operating member by the driver's hand, A vehicle brake operating device comprising a controller for acquiring the detection result of the aforementioned operation, The aforementioned controller A vehicle brake operating device that controls a variable mechanism, based on the detection result, which changes at least one of the operating force and operating amount that the driver inputs to the operating member in conjunction with the brake operation.

2. The aforementioned variable mechanism The vehicle brake operating device according to claim 1, wherein at least one of the operating amount and the operating force is changed to realize the operating characteristic determined by the driver from among a plurality of operating characteristics that represent the relationship between the operating force and the operating amount in the brake operation.

3. The aforementioned controller Multiple aforementioned operating characteristics are presented to the driver in a selectable manner. The aforementioned variable mechanism The vehicle brake operating device according to claim 2, wherein at least one of the operating amount and the operating force is modified to achieve the operating characteristics selected by the driver.

4. The aforementioned variable mechanism The vehicle brake operating device according to claim 2, wherein at least one of the operating amount and the operating force is modified to achieve the operating characteristics created by the driver.

5. The aforementioned controller The vehicle brake operating device according to claim 4, which presents reference operating characteristics so that the aforementioned operating characteristics are created by the driver.

6. The aforementioned operating member, A base that can rotate around the axis of rotation, The control unit is operated by the driver's hand, The device comprises a connecting member that connects the base and the operating part so that the operated operating part rotates around the base, The aforementioned variable mechanism The vehicle brake operating device according to claim 1, further comprising an electric motor controlled by the controller, capable of changing at least the operating force among the operating amount and operating force input to the operating unit.

7. The aforementioned electric motor, A vehicle brake operating device according to claim 6, provided on the base.

8. The aforementioned operating member, A base that can rotate around the axis of rotation, The control unit is operated by the driver's hand, The device comprises a connecting member that connects the base and the operating part so that the operated operating part rotates around the base, The aforementioned variable mechanism A fluid cylinder capable of changing at least the operating force among the operating amount and operating force input to the operating unit, A bent force transmission member connects the piston rod of the fluid cylinder and a connecting member connected to the operating part, thereby transmitting the operating force applied to the operating part to the fluid cylinder via the piston rod, A vehicle brake operating device according to claim 1, further comprising: a pin provided on the bent portion of the force transmission member, which rotatably supports the force transmission member around a rotation axis.

9. The fluid cylinder, The vehicle brake operating device according to claim 8, which changes the resistance force to the aforementioned operating force.

10. The fluid cylinder, The vehicle brake operating device according to claim 9, comprising an electric motor controlled by the controller to change the diameter of a fluid passage so as to change the resistance force.

11. The aforementioned operating member, A base that can rotate around the axis of rotation, The control unit is operated by the driver's hand, The device comprises a connecting member that connects the base and the operating part so that the operated operating part rotates around the base, The aforementioned variable mechanism A crank member is connected to a rotating shaft and an off-center shaft to convert rotational motion into reciprocating motion, An eccentric disc is connected to the misaligned axis of the crank member so as to be rotatable relative to it, with the central axes of the two discs aligned, A bearing comprising an inner ring housing the eccentric disc and a rolling element supporting the eccentric disc so as to be freely rotatable relative to the outer ring, A connecting member that connects the outer ring of the bearing and the connecting member, A vehicle brake operating device according to claim 1, comprising: an electric motor controlled by the controller, which is connected to the rotating shaft of the crank member and rotates the eccentric disc eccentrically so as to rotate the eccentric disc in an eccentric state, thereby causing the bearing and the connecting member to move forward or backward.

12. The aforementioned crank member, The vehicle brake operating device according to claim 11, wherein the electric motor is connected to one end and a bearing is connected to the other end.

13. The aforementioned operating characteristics are, A vehicle brake operating device according to claim 2, comprising: a rise-up gradient representing the relationship between the operating force and the amount of operation at the initial stage of operation; a normal operating gradient representing the relationship between the operating force and the amount of operation when normal deceleration occurs; and a high deceleration gradient representing the relationship between the operating force and the amount of operation when high deceleration occurs.

14. The aforementioned detection device The vehicle brake operating device according to claim 1, which detects an initial operation, which is the operation on the operating member, when predetermined conditions are met, including the maintenance of a stopped state.

15. The aforementioned predetermined conditions are, The vehicle brake operating device according to claim 14, wherein the vehicle is stopped due to at least one of the following conditions being met: the shift operating member is in the parking position, the wheel speed is "0", and the electric parking brake device is activated and applying braking force to the wheels.

16. The aforementioned controller The driver is prompted to perform an initial operation on the operating member. The aforementioned detection device The vehicle brake operating device according to claim 14, wherein at least the amount of operation and the operating force of the operating member input by the driver as the initial operation are detected.

Images