JP5828556B2 - Brake operating device for vehicles - Google Patents

Description

  The present invention relates to a vehicular brake operating device used for decelerating various types of vehicles such as railway vehicles.

  The vehicle brake operating device is used to decelerate various types of vehicles such as railway vehicles. A vehicle brake operating device disclosed in Japanese Patent Application Laid-Open No. 06-086411 (Patent Document 1) includes an encoder that detects an absolute position of a steering wheel, and a notch calculation unit that outputs a notch signal. This document states that a mechanically simple vehicle brake operating device can be obtained.

  A vehicle brake operating device disclosed in Japanese Patent Laying-Open No. 2009-289239 (Patent Document 2) includes a case, an operating lever pivotally attached to the case, and a load cell pressed by a swinging operation of the operating lever. A force detecting device. According to this document, according to the vehicle brake operation device, the driver's intention and the state of the vehicle (acceleration force or deceleration force) can be matched, and the operability can be improved due to the actual feeling of control. Says.

Japanese Patent Laid-Open No. 06-086411 JP 2009-289239 A

  As disclosed in Japanese Patent Laid-Open No. 06-086411 (Patent Document 1), a brake operation may be performed according to a notch position (absolute position or angle of an operation lever). The brake operation performed between the notch positions has a feature that it is easy to decelerate a vehicle traveling at a high speed at a constant deceleration, or decelerate while gradually decreasing the deceleration.

  However, in the brake operation performed between the notch positions, in order to move the operation lever between the notch positions, it is necessary to apply force to the operation lever and move the operation lever at a stroke. Therefore, the brake operation performed between the notch positions requires a relatively rough operation, so it is difficult to intuitively determine the operation amount (brake amount), and a large stroke operation is required, so the response characteristics are also good. Not good.

  As disclosed in Japanese Patent Application Laid-Open No. 2009-289239 (Patent Document 2), there is a case in which a brake operation is performed in accordance with a pressing amount from an operation lever supported so as to be swingable in a neutral position to a load cell. Brake operation using a force detection device such as a load cell has the characteristics that the response characteristics are good and the operation amount can be easily determined intuitively, so that the deceleration of a vehicle traveling at a low speed can be easily finely adjusted.

  However, since the brake operation using a force detection device such as a load cell is performed by a plurality of input operations to the force detection device, it is not suitable for decelerating a vehicle traveling at a high speed with a relatively large deceleration. Therefore, in the brake operation using the conventional vehicle brake operation device, it is not easy to reliably stop the traveling vehicle at a predetermined position, and the skill of the driver is required.

  The present invention has been made in view of the above circumstances, and an object thereof is to provide a vehicle brake operation device capable of easily stopping a vehicle at a predetermined position by a simple brake operation. To do.

  A vehicle brake operation device according to the present invention is a vehicle brake operation device used for decelerating a vehicle, and includes an operation lever operated manually and a brake instruction signal corresponding to an operation amount with respect to the operation lever. A brake signal output unit that outputs a first operation state in which the operation lever is configured to be movable between a plurality of scale positions, and a movement between the plurality of scale positions is restricted. The brake signal output unit, when the operation lever is in the first operation state, the brake signal output unit according to the scale position of the operation lever set manually. When the operation signal is output and the operation lever is in the second operation state, the brake instruction signal corresponding to the operation force applied to the operation lever manually is applied. The output to be superimposed on the brake command signal in the first operation state.

Preferably, the vehicle brake operation device according to the present invention includes a notch mechanism that defines a rotation amount of the operation lever so that the operation lever moves stepwise between the plurality of scale positions, and the operation An encoder provided on a pivot shaft of the lever for detecting a rotation amount of the operation lever ; and a stress sensor provided at a base of the operation lever , wherein the stress sensor is configured to operate the operation by the operation force. When the lever is elastically deformed, the amount of elastic deformation of the operation lever is detected, and when the operation lever forms the second operation state, the brake signal output unit detects the operation lever detected by the encoder. to the amount of rotation of the value signal output from the encoder on the basis of, the stress sensor based on the value of the elastic deformation of the stress sensor detects By superimposing the signals output from the over outputs the brake command signal.
Preferably, when the operation lever is in the second operation state, the operation lever is restricted from rotating by the operation of the electromagnetic brake.

  Preferably, the vehicle brake operation device according to the present invention further includes a control unit that switches between the first operation state and the second operation state, and the control unit travels the vehicle at a predetermined speed or more. When the vehicle is running, the operation lever is set to the first operation state, and when the vehicle is traveling below the predetermined speed, the operation lever is set to the second operation state.

  Preferably, the vehicle brake operation device according to the present invention further includes a control unit that switches between the first operation state and the second operation state, and the control unit is configured to perform predetermined operation until the vehicle reaches a target stop position. When the vehicle is traveling at a distance or longer, the operation lever is set to the first operation state, and when the vehicle is traveling to the target stop position at a position less than the predetermined distance, the operation lever is The second operation state is set.

  According to the present invention, it is possible to obtain a vehicle brake operation device that can easily stop a vehicle at a predetermined position by a simple brake operation.

It is a figure which shows typically the vehicle in the reference technique 1. FIG. It is a perspective view which shows the brake operating device for vehicles in the reference technique 1. It is a side view which shows the brake operation apparatus for vehicles in the reference technique 2. It is a figure which shows the result of the reference experiment example 1. FIG. It is a figure which shows the result (angle input system) of the reference experiment example 2. FIG. It is a figure which shows the result (force input method) of the reference experiment example 2. FIG. 1 is a front view schematically showing a vehicle brake operating device in an embodiment. It is a figure which shows the control block of the brake operating device for vehicles in embodiment. It is a perspective view which shows the brake operation apparatus for vehicles (1st operation state) in embodiment. It is a side view which shows the brake operation apparatus for vehicles (1st operation state) in embodiment. It is a side view which shows the brake operation apparatus for vehicles in embodiment (2nd operation state). (A) is a figure which shows the relationship between time and a train speed when decelerating a vehicle using the brake operation apparatus for vehicles in embodiment. (B) is a figure which shows the relationship between time and the output value of a brake instruction | indication signal when decelerating a vehicle using the vehicle brake operation apparatus in embodiment. (A) is a figure (modification) which shows the relationship between time and a train speed when decelerating a vehicle using the brake operation device for vehicles in an embodiment. (B) is a figure (modification) which shows the relationship between time and the output value of a brake instruction | indication signal when decelerating a vehicle using the vehicle brake operation apparatus in embodiment. It is a figure which shows the modification of the control block of the brake operation apparatus for vehicles in embodiment. It is a perspective view which shows the modification of the control block of the brake operation apparatus for vehicles in embodiment.

[Reference technology]
Before describing an embodiment based on the present invention, reference techniques related to the present invention will be described with reference to FIGS. In the description of the reference technique, the same parts and corresponding parts are denoted by the same reference numerals, and redundant description may not be repeated.

(Reference technology 1: Angle input method)
FIG. 1 is a diagram schematically illustrating a vehicle 100 according to Reference Technique 1. The vehicle 100 is a railway vehicle such as a so-called train or Shinkansen. The vehicle 100 includes a main body 50, wheels 52, and a brake control device 54. The vehicle 100 travels on the track 56 using the wheels 52. A cockpit 60 is provided in the main body 50. The cockpit 60 is provided with an operation panel 62 and a chair 64.

  The operation panel 62 is provided with a vehicle brake operation device 10. The vehicle brake operating device 10 is operated manually by a driver. When the driver operates the vehicle brake operation device 10, a brake instruction signal is sent to the brake control device 54. The brake control device 54 drives a brake mechanism (not shown) based on the received brake instruction signal. By restricting the rotation of the wheel 52, the main body 50 decelerates or stops.

  FIG. 2 is a perspective view showing the vehicle brake operation device 10 according to the reference technique 1. FIG. Hereinafter, the brake operation by the vehicle brake operation device 10 may be referred to as an “angle input method”.

  The vehicle brake operation device 10 includes a gripping part 11, a support part 14, a slit 12, a plurality of scales 13, and the like. The grip portion 11 and the support portion 14 constitute a T-shaped operation lever. The support portion 14 is configured to be capable of reciprocating in the direction of the arrow AR10 inside the slit 12 provided in the operation panel 62.

  The position of the scale 13 corresponds to a so-called notch position. The position of the scale 13 is read by an encoder (not shown). The magnitude of the brake instruction signal generated by the operation of the vehicle brake operation device 10 is determined according to the position of the scale 13 read by the encoder.

  The driver moves the gripping part 11 in the direction of the arrow AR10 and sets the operation lever to the desired scale 13 position. A brake instruction signal having a predetermined magnitude is sent to the brake control device 54 (see FIG. 1) according to the position of the scale 13 of the operation lever (gripping part 11) set by the driver.

  As described at the beginning, the brake operation of the vehicle brake operation device 10 performed between the notch positions such as the scale 13 is performed by decelerating a vehicle traveling at a high speed with a constant deceleration, or by gradually reducing the deceleration. It is easy to decelerate while being lowered.

  However, in the brake operation of the vehicle brake operation device 10, the deceleration state can be known by visually confirming the notch position. However, in order to move the operation lever between the notch positions, force is applied to the operation lever. The operating lever needs to be moved at once. Therefore, the brake operation performed between the notch positions requires a relatively rough operation, so it is difficult to intuitively determine the operation amount (brake amount), and a large stroke operation is required, so the response characteristics are also good. Not good.

(Reference technique 2: Force input method)
FIG. 3 is a side view showing the vehicle brake operation device 20 according to Reference Technique 2. Hereinafter, the brake operation by the vehicle brake operation device 20 may be referred to as a “force input method”.

  The vehicle brake operation device 20 includes a gripping portion 21, a support portion 24, an actuator 23, a load cell 25 having a load detection portion 26, a load cell 27 having a load detection portion 28, and the like. The gripping portion 21 and the support portion 24 constitute an operation lever. The operation lever is configured integrally with the actuator 23 and is configured to be swingable in the direction of the arrow AR20 about the swing shaft 22.

  The load cell 25 and the load cell 27 are disposed so as to face each other with the actuator 23 interposed therebetween. The operating lever and the actuator 23 are supported by elastic means such as a spring so as to form a neutral state when no operating force is applied to the operating lever. In other words, in a state where no operating force is applied to the operating lever, the operating lever forms a neutral state, and the actuator 23 is configured not to operate both the load detecting unit 26 and the load detecting unit 28. .

  For example, it is assumed that the operation lever and the actuator 23 are rotated from the position indicated by the solid line in FIG. 3 to the position indicated by the dotted line. In this case, the load detection unit 26 of the load cell 25 receives an operation force from the actuator 23. The output value of the brake instruction signal sent to the brake control device 54 (see FIG. 1) increases in accordance with the operating force detected by the load detector 26.

  On the other hand, it is assumed that the operation lever and the actuator 23 are rotated in the opposite direction. In this case, the load detection unit 28 of the load cell 27 receives an operation force from the actuator 23. The output value of the brake instruction signal sent to the brake control device 54 (see FIG. 1) decreases according to the operating force detected by the load detection unit 28.

  When the driver moves the gripping portion 21 in the direction of the arrow AR20, a brake instruction signal whose output value is finely adjusted can be obtained.

  As described at the beginning, the brake operation of the vehicle brake operation device 20 using a force detection device such as the load cells 25 and 27 has good response characteristics and makes it easy to intuitively determine the operation amount, so that the vehicle operates at a low speed. It has a feature that it is easy to finely adjust the deceleration of the vehicle. However, the brake operation using the vehicle brake operation device 20 is not suitable for decelerating a vehicle traveling at a high speed with a relatively large deceleration.

(Reference Experiment Example 1)
With reference to FIG. 4, a reference experimental example 1 and its results performed with respect to the reference technique 1 (angle input method) and the reference technique 2 (force input method) will be described.

First, a simulator having the following model conditions was designed, and experiments were conducted on three subjects (male university students around 22 years old). As model conditions, a railway vehicle traveling on the simulator is drawn, the distance from the initial position of the railway vehicle to the target stop position is set to 62 m, the vehicle speed at the initial position is set to 30 km / h, It sets the deceleration of the vehicle to 0.56m / ^{s 2.}

  Next, the vehicle brake operation device 10 (see FIG. 2) based on the reference technique 1 (angle input method) and the vehicle brake operation device 20 (see FIG. 3) based on the reference technique 2 (force input method). ) And were prepared as actual machines. Three test subjects performed a total of 18 brake operations per person on the above-mentioned railway vehicle on the simulator using the vehicle brake operation devices 10 and 20 prepared as actual machines.

  Of the 18 brake operations, the 9 brake operations use the vehicle brake operation device 10 (see FIG. 1) based on the above reference technique 1 (angle input method), and the remaining 9 brake operations. The vehicle brake operating device 20 (see FIG. 2) based on the above-described Reference Technique 2 (force input method) was used.

  In nine times using the vehicle brake operation device 10 (angle input method), the weight of the railway vehicle was changed in order of 400t, 430t, 465t, 400t, 430t, 465t, 465t, 430t, and 400t each time. . Similarly, in 9 times using the vehicle brake operation device 20 (force input method), the weight of the railway vehicle changes in the order of 400t, 430t, 465t, 400t, 430t, 465t, 465t, 430t, and 400t each time. I let you. This is because it is assumed that the actual railway vehicle changes in weight, adhesion coefficient, etc. according to the weather or the number of passengers.

  FIG. 4 shows the time (s) required for stopping and the distance (m) from the target stop position to the actual stop position among the data obtained by the brake operation of three subjects. .

  There was no significant difference between the angle input method and the force input method as the average value of the time (s) required for stopping, but the time required for stopping the force input method is greater for the angle input method. It turns out that it tends to be required slightly longer than that. On the other hand, as the dispersion of time (s) required for stopping, the angle input method is larger than the force input method. It can be seen that the time required for stopping tends to fluctuate more easily in the angle input method than in the force input method.

  As an average value of the distance (m) from the target stop position to the actual stop position, the angle input method is larger than the force input method. It can be seen that the actual stop position with respect to the target stop position tends to be shifted more easily in the angle input method than in the force input method. On the other hand, as the dispersion of the distance (m) from the target stop position to the actual stop position, the angle input method is considerably larger than the force input method. From this, it can be seen that the actual stop position with respect to the target stop position tends to be shifted more easily in the angle input method than in the force input method.

  From the results of Reference Experimental Example 1, the vehicular brake operation device 20 (see FIG. 3) based on the above-mentioned reference technology 2 (force input method) is the vehicular brake operation device based on the above-mentioned reference technology 1 (angle input method). Compared to 10 (see FIG. 2), although the time to stop is slightly longer, it can be seen that it is possible to stop accurately with respect to the stop position.

(Reference Experiment Example 2)
With reference to FIG. 5 and FIG. 6, a reference experiment example 2 and its results performed with respect to the above-described reference technique 1 (angle input method) and reference technique 2 (force input method) will be described.

FIG. 5 shows a vehicle running at an acceleration of about −0.5 m / s ² using the vehicle brake operating device 10 (see FIG. 2) based on the reference technique 1 (angle input method) described above. It is a figure which shows the time change of an acceleration at the time of performing brake operation. Line A1 shows the result when the first braking operation is performed. Line A2 shows the result when the second braking operation is performed. Line A3 shows the result when the third braking operation is performed.

  As represented by the lines A1, A2, and A3, in the brake operation using the vehicle brake operation device 10 based on the above reference technique 1 (angle input method), the acceleration is stepped (stepped with time) It can be seen that the state has changed. Therefore, since the brake operation by the vehicle brake operation device 10 is performed by a relatively rough operation, it is difficult to intuitively determine the operation amount (brake amount), and a large stroke operation is required, so that the response characteristic is also obtained. I understand that it is not good.

FIG. 6 shows a vehicle running at an acceleration of about −0.5 m / s ² using the vehicle brake operating device 20 (see FIG. 3) based on the above-described Reference Technique 2 (force input method). It is a figure which shows the time change of an acceleration at the time of performing brake operation. Line F1 shows the result when the first braking operation is performed. Line F2 shows the result when the second braking operation is performed. Line F3 shows the result when the third braking operation is performed.

  As represented by the lines F1, F2, and F3, in the brake operation using the vehicle brake operation device 20 based on the reference technique 2 (force input method), the acceleration changes little by little with time. You can see that Therefore, it can be seen that the brake operation by the vehicle brake operation device 20 is performed by a relatively fine operation, so that the operation amount (brake amount) can be easily determined intuitively and the response characteristics are also good.

  From the results of Reference Experiment Examples 1 and 2, the vehicle brake operating device 10 (see FIG. 2) based on the above Reference Technique 1 (angle input method) is relatively large for a vehicle traveling at high speed. And it turns out that it is suitable for obtaining a stable deceleration. That is, when the vehicle brake operation device 10 (angle input method) is used for brake operation on a vehicle traveling at a high speed, the driver only needs to move the operation lever step by step between the notch positions. Is simple. Moreover, since a stable deceleration can be obtained, it is possible to reduce discomfort to passengers.

  On the other hand, the vehicle brake operation device 20 (see FIG. 3) based on the reference technique 2 (force input method) obtains a sense of operation and finely adjusted deceleration for a vehicle traveling at a low speed. It turns out that it is suitable for. That is, when the vehicle brake operation device 20 (force input method) is used for brake operation on a vehicle traveling at a low speed, the driver can finely swing the operation lever around the neutral axis. High operational feeling can be obtained. Further, since the finely adjusted deceleration can be obtained, the vehicle can be stopped accurately with respect to the stop position.

[Embodiment]
Embodiments according to the present invention will be described below with reference to the drawings. In the description of the embodiments, when referring to the number, amount, and the like, the scope of the present invention is not necessarily limited to the number, amount, or the like unless otherwise specified. In the description of the embodiments, the same parts and corresponding parts are denoted by the same reference numerals, and redundant description may not be repeated.

  FIG. 7 is a front view schematically showing the vehicle brake operation device 30 according to the embodiment. FIG. 8 is a diagram illustrating a control block of the vehicle brake operation device 30. FIG. 9 is a perspective view showing the vehicle brake operation device 30.

  The vehicle brake operation device 30 is operated by a driver's manual operation, and is used to decelerate a vehicle such as a train or a bullet train (see the vehicle 100 in FIG. 1). The vehicle brake operating device 30 is not limited to a railway vehicle such as a train or a bullet train, and can be used for vehicles in all industries.

  As shown in FIGS. 7 to 9, the vehicle brake operating device 30 includes a grip portion 31 (see FIGS. 7 and 9), a support portion 34 (see FIGS. 7 and 9), and a brake signal output portion 38 (see FIG. 8). Reference), a slit 32 (see FIG. 9), a plurality of scales 33 (see FIG. 9), and the like. The grip portion 31 and the support portion 34 constitute a T-shaped operation lever. The support portion 34 is configured to be capable of reciprocating in the direction of the arrow AR30 (see FIG. 9) inside the slit 32 provided in the operation panel 62.

  As shown in FIG. 7, an elastic deformation portion 37 is provided at the base of the operation lever. The elastic deformation portion 37 is composed of a member having lower rigidity than the support portion 34. Stress sensors 35 and 36 such as strain gauges are attached to the surface of the elastic deformation portion 37. When the elastic deformation portion 37 is elastically deformed, the stress sensors 35 and 36 detect the amount of elastic deformation of the elastic deformation portion 37 (operation lever). The value of the elastic deformation detected by the stress sensors 35 and 36 is sent to the brake signal output unit 38 (see FIG. 8).

  The operation lever is supported by the support unit 40 so as to be rotatable or swingable. The support unit 40 includes a connecting portion 41, a shaft 42, an encoder 43, a notch 44, a coupling 45, and an electromagnetic brake 46. The encoder 43, the connecting portion 41, the notch 44, and the coupling 45 are arranged coaxially by the shaft 42. The elastic deformation portion 37 of the operation lever is fixed to the shaft 42 by the connecting portion 41. When the operation lever rotates, the operation lever rotates integrally with the shaft 42 and the notch 44.

  The rotation amount (absolute rotation angle) of the operation lever is defined to a predetermined value by the notch 44 (see FIG. 10). The rotation amount of the operation lever defined by the notch 44 corresponds to the position of the scale 33 shown in FIG. The rotation amount (absolute rotation angle) of the operation lever is detected by the encoder 43. The value of the rotation amount detected by the encoder 43 is sent to the brake signal output unit 38 (see FIG. 8).

  A coupling 45 and an electromagnetic brake 46 are provided at the end of the shaft 42. When the coupling 45 connects the shaft 42 and the electromagnetic brake 46 to each other and the electromagnetic brake 46 is operating, the rotation of the shaft 42 is restricted and the rotation of the operation lever is also restricted. When the coupling 45 does not connect the shaft 42 and the electromagnetic brake 46 to each other, the rotation of the shaft 42 is not restricted, and the operation lever can freely rotate about the shaft 42 as the center of rotation. .

  Referring to FIG. 8, the brake signal output unit 38 indicates the value of the rotation amount of the operation lever detected by the encoder 43 or the elastic deformation amount of the operation lever (elastic deformation unit 37) detected by the stress sensors 35 and 36. A value is entered. The brake signal output unit 38 outputs a brake instruction signal to the brake control device 54 (see also FIG. 1) based on these values generated according to the operation amount with respect to the operation lever. The brake control device 54 drives a brake mechanism (not shown) based on the received brake instruction signal. By limiting the rotation of the wheels provided on the vehicle (see the wheel 52 in FIG. 1), the vehicle decelerates or stops.

  Here, the operation lever in the vehicle brake operation device 30 has a first operation state S1 (see FIGS. 9 and 10) and a second operation state S2 (see FIG. 11).

(First operation state S1)
9 and 10, in the first operation state S1, the coupling 45 (see FIG. 7) does not connect the shaft 42 and the electromagnetic brake 46 (see FIG. 7) to each other. 46 is also not working. In the first operation state S1, the shaft 42 (see FIG. 7) is configured to be rotatable, so that the operation lever is configured to be movable in the direction of the arrow AR30 between the positions of the plurality of scales 33.

  When the operation lever is in the first operation state S1, the brake signal output unit 38 (see FIG. 8) outputs a brake instruction signal according to the position of the scale 33 of the operation lever set manually. As described above, the position of the scale 33 of the operation lever is a value detected by the encoder 43 as the value of the rotation amount of the operation lever.

  The driver moves the grip portion 31 in the direction of the arrow AR30 and sets the operation lever to the desired scale 33 position. A brake instruction signal having a predetermined magnitude is sent to the brake control device 54 (see FIG. 8) according to the position of the scale 33 of the operation lever (grip 31) set by the driver.

  When the operation lever is in the first operation state S1, the brake operation of the vehicle brake operation device 30 performed between the notch positions such as the scale 33 decelerates the vehicle traveling at a high speed at a constant deceleration. Or has a feature that it is easy to decelerate while decreasing the deceleration stepwise.

(Second operation state S2)
Referring to FIG. 11, in the second operation state S2, the coupling 45 (see FIG. 7) connects the shaft 42 and the electromagnetic brake 46 (see FIG. 7) to each other, and the electromagnetic brake 46 operates. Yes. In the second operation state S2, the movement of the operation lever between the positions of the plurality of scales 33 is restricted by restricting the rotation of the shaft 42 (see FIG. 7).

  When the operation lever is in the second operation state S2, the brake signal output unit 38 (see FIG. 8) outputs a brake instruction signal corresponding to the operation force applied to the operation lever manually by the first operation state. It outputs so that it may be superimposed on the brake instruction signal in S1. As described above, this operating force is a value detected by the stress sensors 35 and 36 as the amount of elastic deformation of the operating lever (elastically deforming portion 37).

  The driver swings the grip portion 31 in small increments in the direction of the arrow AR32 around the position of the operation lever indicated by the solid line in FIG. When the driver moves the grip portion 31 in the direction of the arrow AR32 in small increments, a brake instruction signal whose output value is finely adjusted can be obtained.

  When the operation lever is in the second operation state S2, the brake operation of the vehicle brake operation device 30 using the force detection device such as the stress sensor 35, 36 has a good response characteristic and the operation amount is intuitive. Therefore, it is easy to finely adjust the deceleration of a vehicle traveling at a low speed.

  Referring to FIG. 12, vehicle brake operating device 30 is used as follows, for example. As shown in FIG. 12 (A), it is assumed that the vehicle is traveling at a constant speed V0 and starts a braking operation at time T0. At this time, the vehicle brake operation device 30 forms the first operation state S1. As shown in FIG. 12B, a predetermined (relatively large) brake signal is output. As shown in FIG. 12A, the vehicle performs an equal deceleration motion.

  When the vehicle speed reaches the speed V1 (time T1), the vehicle brake operation device 30 is switched from the first operation state S1 to the second operation state S2. This switching operation may be performed manually by the driver, or may be configured such that the speed sensor automatically switches after reading that the vehicle speed has reached V1.

  As shown in FIG. 12B, when the driver operates the grip portion 31 of the vehicle brake operation device 30 in small increments, a finely adjusted brake instruction signal is output. As shown in FIG. 12 (A), the vehicle travels slowly toward the stop position while finely changing the speed until the stop time T2 is reached. In the stop time T2, the vehicle can stop at a position close to the target stop position.

  FIG. 12 has been described based on an example in which the vehicle performs an equal deceleration motion in the first operation state S1. Referring to FIG. 13B, in the first operation state S1, the vehicle may be configured such that the output value of the brake instruction signal increases stepwise. According to this configuration, as shown in FIG. 13A, it is possible to obtain a smoother deceleration operation in the first operation state S1.

  Referring to FIG. 14, when vehicle brake operation device 30 is automatically switched from first operation state S <b> 1 to second operation state S <b> 2, control unit 48 is connected to electromagnetic brake 46. When the speed sensor performs the switching operation when the vehicle speed reaches V1, the speed sensor 47 is connected to the control unit 48.

  When the speed sensor 47 detects that the vehicle speed has reached V1, the control unit 48 activates the electromagnetic brake 46, and moves the vehicle brake operation device 30 from the first operation state S1 to the second operation state S2. Switch. That is, the control unit 48 sets the operation lever to the first operation state S1 when the vehicle is traveling at a predetermined speed V1 (for example, 30 km / h) or higher, and the vehicle travels at a speed less than the predetermined speed V1. When the operation lever is in the second operation state S2, the operation lever is set.

  The switching operation may be performed according to the distance from the target stop position. In this case, a position sensor 49 is connected to the control unit 48. When the position sensor 49 detects that the position of the vehicle has reached a predetermined position, the controller 48 activates the electromagnetic brake 46 and moves the vehicle brake operation device 30 from the first operation state S1 to the second operation state. Switch to S2. That is, the control unit 48 sets the operation lever to the first operation state S1 when the vehicle is traveling to a target stop position at a predetermined distance or more, and the vehicle is at a position less than the predetermined distance to the target stop position. When the vehicle is traveling, the operation lever is set to the second operation state S2.

  The control unit 48 automatically switches the vehicle brake operation device 30 from the first operation state S1 to the second operation state S2, thereby improving the convenience of the driver. Note that switching from the first operation state S1 to the second operation state S2 is not limited to being automatically performed by the control unit 48, and may be performed manually by the driver (manual operation).

  In the above-described embodiment, even when the vehicle brake operation device 30 is set to the first operation state S1, the vehicle brake operation device 30 is set to the second operation state S2. However, the operation direction of the driver with respect to the grip portion 31 is the same. Therefore, when the vehicle brake operation device 30 is switched from the first operation state S1 to the second operation state S2, the electromagnetic lever 46 is used to restrict the rotation of the operation lever in the operation direction.

  On the other hand, like the vehicle brake operating device 30A shown in FIG. 15, the operating direction of the operating lever in the first operating state S1 (AR30 direction) and the operating direction of the operating lever in the second operating state S2 (AR32 direction). Are different from each other, the electromagnetic brake 46 may not be used. Even in this case, the operation lever is in the first operation state S1 configured to be movable between the positions of the plurality of scales 33 and the second operation in which movement between the positions of the plurality of scales 33 is restricted. State S2 can be formed, and the same operations and effects as described above can be obtained.

  In the above-described embodiment, the description has been made based on the aspect in which the stress sensors 35 and 36 are used for force detection. However, the load cells 25 and 27 described with reference to FIG. 3 are used for force detection. Even in such a case, the same operations and effects as in the present embodiment can be obtained.

  As described above, according to the vehicle brake operation devices 30 and 30A in the present embodiment, the operation lever is configured to be able to form the first operation state S1 and the second operation state S2. When the operation lever is in the first operation state S1, the driver uses the brake operation of the vehicle brake operation device 30 performed between the notch positions such as the scale 33 to drive the vehicle at a high speed. It is easy to decelerate at a constant deceleration or decelerate while gradually decreasing the deceleration. On the other hand, when the operation lever forms the second operation state S2, the driver can obtain a brake instruction signal whose output value is finely adjusted by moving the grip portion 31 in small increments. It is possible to easily stop the vehicle accurately with respect to a desired stop position.

  As mentioned above, although embodiment based on this invention was described, embodiment disclosed this time is an illustration and restrictive at no points. The technical scope of the present invention is defined by the terms of the claims, and is intended to include any modifications within the scope and meaning equivalent to the terms of the claims.

  10, 20, 30, 30A Vehicle brake operating device 11, 21, 31 Grasping part, 12, 32 Slit, 13, 33 Scale, 14, 24, 34 Support part, 22 Oscillating shaft, 23 Actuator, 25, 27 Load cell, 26, 28 Load detection part, 35, 36 Stress sensor, 37 Elastic deformation part, 38 Brake signal output part, 40 Support unit, 41 Connecting part, 42 Shaft, 43 Encoder, 44 Notch, 45 Coupling, 46 Electromagnetic brake , 47 speed sensor, 48 control unit, 49 position sensor, 50 body, 52 wheels, 54 brake control device, 56 tracks, 60 cockpit, 62 operation panel, 64 chair, 100 vehicle, A1, A2, A3, F1, F2 , F3 line, AR30 arrow, S1 first operation state, S2 second operation state.

Claims (5)

A vehicle brake operating device used to decelerate a vehicle,
An operation lever operated manually,
A brake signal output unit that outputs a brake instruction signal according to an operation amount with respect to the operation lever,
The operation lever has a first operation state configured to be movable between a plurality of scale positions, and a second operation state in which movement between the plurality of scale positions is restricted,
The brake signal output unit
When the operation lever forms the first operation state, the brake instruction signal corresponding to the scale position of the operation lever set manually is output,
When the operation lever forms the second operation state, the brake instruction signal corresponding to the operation force manually applied to the operation lever is superimposed on the brake instruction signal in the first operation state. Output as
Brake operating device for vehicles. A notch mechanism that regulates the amount of rotation of the operation lever so that the operation lever moves stepwise between the scale positions;
An encoder that is provided on a rotation shaft of the operation lever and detects a rotation amount of the operation lever;
A stress sensor provided at the base of the operation lever , and
The stress sensor detects an elastic deformation amount of the operation lever when the operation lever is elastically deformed by the operation force,
When the operation lever is in the second operation state, the brake signal output unit outputs a signal output from the encoder based on a value of the rotation amount of the operation lever detected by the encoder. Superimposing a signal output from the stress sensor based on the value of the elastic deformation detected by the stress sensor and outputting the brake instruction signal;
The vehicle brake operating device according to claim 1. When the operation lever forms the second operation state, the rotation of the operation lever is restricted by the operation of an electromagnetic brake.
The vehicle brake operating device according to claim 1 or 2. A control unit that switches between the first operation state and the second operation state;
The controller is
When the vehicle is traveling at a predetermined speed or more, the operation lever is set to the first operation state,
When the vehicle is traveling at less than the predetermined speed, the operating lever is set to the second operating state;
The vehicle brake operating device according to any one of claims 1 to 3 . A control unit that switches between the first operation state and the second operation state;
The controller is
When the vehicle is traveling to a target stop position at a predetermined distance or more, the operation lever is set to the first operation state,
When the vehicle is traveling at a position less than the predetermined distance to the target stop position, the operation lever is set to the second operation state;
The vehicle brake operating device according to any one of claims 1 to 3 .

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