JP4608348B2 - Brake pedal device for vehicle - Google Patents

Description

  The present invention relates to a brake pedal for a vehicle including a brake pedal operated by a driver's foot, a reaction force applying means for applying a reaction force to the operation of the brake pedal, and a control means for controlling the operation of the reaction force applying means. Relates to the device.

  By providing a pedal reaction force adjuster that adjusts the pedal reaction force of the brake pedal, the pedal reaction force is increased during operation of the cruise control device so that the brake pedal can be used as a footrest so that the driver can use it in an emergency. Japanese Patent Application Laid-Open Publication No. 2004-151867 discloses that a brake pedal can be quickly depressed without changing foot.

In addition, the magnitude of the pedal reaction force of the accelerator pedal can be changed, and when the stroke of the accelerator pedal exceeds the set stroke during automatic follow-up running control, the pedal reaction force of the accelerator pedal is increased to suppress the stroke. Patent Document 2 below discloses an accelerator pedal that can be used as a footrest.
JP 2000-54860 A JP 2003-25870 A

  By the way, what was described in the above-mentioned patent document 1 is that the pedal reaction force adjuster suddenly raises the pedal reaction force after the brake pedal starts the stroke, thereby suppressing the further brake pedal stroke and the footrest. However, when using the brake pedal as a footrest, the brake pedal slightly strokes from the initial position (the position when no pedal force is applied), so the comfort as a footrest is improved. There was a problem that got worse. Moreover, if the driver approaches the preceding vehicle while the adaptive cruise control device is in operation, the driver cannot confirm whether or not automatic deceleration will operate reliably. There was a possibility that the function of the adaptive cruise control device could not be fully exhibited.

  In addition, what is described in the above-mentioned Patent Document 2 is that the pedal position changes with the change of the pedal reaction force at the time of traffic congestion or low-speed following traveling that frequently repeats acceleration / deceleration according to the inter-vehicle distance with the preceding vehicle. When the accelerator pedal is used as a footrest, there is a problem that the comfort becomes worse. Moreover, since it takes time to switch from the state where the foot is placed on the accelerator pedal to the brake pedal, the operation of the brake pedal may be delayed in an emergency.

  The present invention has been made in view of the above-described circumstances, and enables the driver to use the brake pedal as a comfortable footrest during operation of the automatic traveling device and that the automatic deceleration function of the automatic traveling device operates. It is intended to be able to be notified by the brake pedal used as.

In order to achieve the above object, according to the invention described in claim 1, a brake pedal operated by a driver's foot, a reaction force applying means for applying a reaction force to the operation of the brake pedal, and a reaction force applying in the brake pedal apparatus for a vehicle and a control means for controlling operation of means, said control means being Oite automatic deceleration during operation of the automatic traveling device to drive the vehicle in a state in which foot off the accelerator pedal If not, the operation of the reaction force applying means is controlled so that the stroke starting pedal force at which the brake pedal starts the stroke is greater than when the automatic travel device is not operated, and the automatic travel device performs automatic deceleration during the operation. When starting, stroke start pedal force of the brake pedal begins to stroke, is automatically decelerated during operation of the automatic traveling apparatus Inoperative to be greater than the stroke start depression force at the time of and automatic traveling apparatus smaller than the stroke start pedaling force of Itoki, brake pedal device for a vehicle and controlling the operation of the reaction force applying means is proposed The

According to the invention described in claim 2, the brake pedal operated by the driver's foot, the reaction force applying means for applying a reaction force to the operation of the brake pedal, and the control for controlling the operation of the reaction force applying means A brake pedal device for a vehicle comprising: means for controlling the brake pedal when the deceleration control is being performed during the operation of the automatic travel device that causes the vehicle to travel with the foot away from the accelerator pedal. The position of the brake pedal is moved to the front of the vehicle compared to when constant speed control is being performed, and when the acceleration control is being performed, the initial position of the brake pedal is when the constant speed control is being performed. In comparison, a brake pedal device for a vehicle is proposed in which the operation of the reaction force applying means is controlled so as to move the vehicle rearward.

  According to the invention described in claim 3, in addition to the features of the invention described in claim 2, when the automatic travel device that travels the vehicle with the foot released from the accelerator pedal operates the brake actuator Alternatively, a vehicle brake pedal device is proposed in which the control means controls the operation of the reaction force applying means so as to change the position of the brake pedal when it is to be operated.

  According to the invention described in claim 4, in addition to the features of the invention described in claim 3, when the automatic travel device that travels the vehicle with the foot released from the accelerator pedal operates the brake actuator Alternatively, a vehicle brake pedal device is proposed in which the control means controls the operation of the reaction force applying means so that the brake pedal vibrates when it is to be operated.

Incidentally, the reaction force applying motor 12 in the embodiment corresponds to the reaction force applying means of the present invention, follow-up running ECU20 real施例corresponds to automatic traveling apparatus of the present invention, brake ECU26 embodiment control of the present invention Corresponds to the means.

According to the first aspect, when the driver is not automatic deceleration automatic travel device is not allowed to drive the vehicle while using the footrest brake pedal foot off the accelerator pedal, the control means reaction Since the stroke starting pedal force at which the brake pedal starts the stroke by controlling the operation of the force applying means is increased more than the stroke starting pedal force when the automatic travel device is not operated, the brake pedal is operated when the driver does not intend to brake. Not only can it prevent you from moving to increase the comfort of the footrest, but the brake pedal does not move during use as a footrest, so the driver can easily recognize that the automatic driving device is in operation. it can. Further, since a stroke can be caused by applying a pedaling force greater than the stroke start pedaling force to the brake pedal being used as a footrest, it is possible to quickly depress the brake pedal in the event of an emergency, thereby shortening the free running distance of the vehicle. In addition, when the automatic traveling device starts its automatic deceleration while operating, the brake pedal used by the driver as a footrest strokes forward by a predetermined distance by the pedaling force when using it as a footrest. It is possible to obtain a sense of security by recognizing that automatic deceleration by the automatic travel device has been activated.

According to the second aspect of the present invention, when the automatic traveling device starts automatic deceleration during its operation, the brake pedal used as a footrest by the driver strokes forward compared to when the constant speed control is performed. As a result, the driver can be relieved by recognizing that automatic deceleration by the automatic travel device has been activated.

  Embodiments of the present invention will be described below based on the embodiments of the present invention shown in the accompanying drawings.

  1 to 4 show a first embodiment of the present invention. FIG. 1 is a diagram showing an overall configuration of an ACC device including a brake-by-wire brake device, and FIG. 2 is a circuit configuration of a brake ECU. FIG. 3 is a flowchart for explaining the action of the brake pedal reaction force control, and FIG. 4 is a table showing the relationship between the brake pedal stroke and the pedal effort (reaction force).

  As shown in FIG. 1, when a preceding vehicle is present, follow-up traveling control is performed to maintain a predetermined inter-vehicle distance from the preceding vehicle, and when there is no preceding vehicle, constant-speed traveling control is performed at a constant speed at a predetermined vehicle speed. The brake-by-wire type brake device connected to the ACC (adaptive cruise control) device that performs the operation includes the brake pedal 11 that is operated by the driver's foot, and the upper end of the brake pedal 11 can swing freely. A reaction force applying motor 12 and an encoder 13 serving as a braking signal output means are connected to a support shaft pivotally supported on the shaft. The brake pedal 11 is applied with a reaction force according to the stroke amount by the reaction force spring 14, and the brake pedal 11 has an arbitrary magnitude according to the stroke amount, the stroke speed, or other signals by the torque generated by the reaction force application motor 12. Reaction force is applied.

  The reaction force applying motor 12 has a function of generating a reaction force with respect to the operation of the brake pedal 11 and a function of changing the stroke starting pedal force of the brake pedal 11. The encoder 13 outputs a signal corresponding to the operation amount of the brake pedal 11 (that is, the stroke of the brake pedal 11). The brake switch 15 detects the operation of the brake pedal 11 by the driver, and the pedaling force sensor 16 detects the pedaling force applied to the brake pedal 11.

  On the other hand, the brake actuator 19 connected to the wheel cylinders 18 provided on the front and rear wheels 17 (only one wheel is shown in FIG. 1) of the vehicle is generated by a hydraulic pump or a hydraulic cylinder driven by a motor. The brake fluid pressure is controlled to an arbitrary magnitude and supplied to the wheel cylinder 18 to brake the wheel 17. The master cylinder is connected to the brake pedal 11, and when the brake actuator 19 becomes inoperable due to power failure or control device failure, the wheel cylinder 18 is operated with the brake fluid pressure generated by the master cylinder. A fail-safe mechanism can be provided.

  The follow-up traveling ECU 20 determines the throttle based on the information on the obstacle such as the preceding vehicle detected by the radar device 21, the vehicle speed detected by the vehicle speed sensor 22, the operation signal of the ACC switch 23, and the operation signal of the set switch 24. The operation of the throttle actuator 25 that controls the opening of the valve and the operation of the brake actuator 19 are controlled.

  The brake ECU 26 connected to the following travel ECU 20 is configured to detect the stroke of the brake pedal 11 detected by the encoder 13, the operation state of the brake pedal 11 detected by the brake switch 15, and the pedaling force of the brake pedal 11 detected by the pedaling force sensor 16. Based on this, the operation of the reaction force applying motor 12 is controlled, and the operation of the brake actuator 19 is controlled via the follow-up travel ECU 20.

  As shown in FIG. 2, the brake ECU 26 includes a pedal stroke calculating means M1, a pedal speed calculating means M2, a passive reaction force estimating means M3, a stiffness reaction force calculating means M4, a viscous friction reaction force calculating means M5, an active Reaction force compensation current calculation means M6 and current control means M7 are provided. Signals from encoder 13 are input to pedal stroke calculation means M1 and pedal speed calculation means M2, and reaction force applying motor 12 is supplied to current control means M7. The actual current is fed back.

  When the driver operates the brake pedal 11, a signal from the encoder 13 is input to the pedal stroke calculating means M1 and the pedal speed calculating means M2, and the pedal stroke calculating means M1 calculates the stroke of the brake pedal 11 and also the pedal speed calculating means M2. Calculates the stroke speed of the brake pedal 11. The passive reaction force estimation means M3 estimates the passive reaction force, that is, the reaction force generated by the reaction force spring 14 based on the stroke of the brake pedal 11.

  The active reaction force is a reaction force generated by the reaction force applying motor 12, which includes a rigid reaction force that simulates a reaction force that depends on the pedal position when the brake pedal 11 is stepped on, and a step on the brake pedal 11. And a viscous friction reaction force that simulates a reaction force depending on the pedal speed. The rigidity reaction force is calculated by the rigidity reaction force calculation means M4 based on the stroke of the brake pedal 11, and the viscous friction reaction force is calculated. Is calculated by the viscous friction reaction force calculation means M5 based on the stroke speed of the brake pedal 11.

  The active reaction force compensation current calculation means M6 subtracts the passive reaction force estimated by the passive reaction force estimation means M3 from the added value of the stiffness reaction force and the viscous friction reaction force, and the active reaction force to be generated in the reaction force applying motor 12. And the active reaction force is converted into a compensation current to be supplied to the reaction force applying motor 12. The current control means M7 performs feedback control so that the actual current flowing through the reaction force applying motor 12 matches the compensation current.

  The above is a general control of the reaction force of the brake pedal 11, but in the present embodiment, the reaction force of the brake pedal 11 is controlled by a command from the follow-up travel ECU 20. The operation will be described based on the flowchart of FIG.

  First, when the driver turns on the ACC switch 23 in step S1, the vehicle speed is detected by the vehicle speed sensor 22 in step S2, and the on / off of the brake switch 15 is detected. In step S3, if the vehicle speed is equal to or higher than the ACC operation lower limit vehicle speed and the brake switch 15 is off, it is determined that the ACC operation condition is satisfied, and if the driver turns on the set switch 24 in step S4, the ACC is activated. To do.

  When the ACC is operated in this way, if the deceleration control flag is not 1 in step S5, that is, if the brake actuator 19 is not activated by the ACC control, the reaction force characteristic of the brake pedal 11 is retrieved in step S6. Reaction force table 1 is selected. That is, during the ACC in which automatic deceleration is not performed, the relationship between the stroke of the brake pedal 11 and the depression force (reaction force) of the brake pedal 11 is set as indicated by a broken line in FIG.

  The characteristic indicated by the solid line in FIG. 4 is the relationship between the stroke of the brake pedal 11 when the ACC control is not performed and the depression force (reaction force) of the brake pedal 11. When the depression force reaches f1, the brake pedal 11 moves to the stroke. To start. When the ACC control is not performed, the brake pedal 11 is not used as a footrest. Therefore, there is no problem even if the brake pedal 11 starts a stroke with a low pedaling force f1.

  On the other hand, the relationship between the stroke of the brake pedal 11 during ACC control and the pedaling force (reaction force) of the brake pedal 11 indicated by a broken line is increased to f2 at which the pedaling force at which the brake pedal 11 starts the stroke is larger than f1. is doing. Since the pedaling force f2 is set larger than the pedaling force f0 (footrest pedaling force) when the brake pedal 11 is used as a footrest, the brake pedal 11 does not stroke unless the driver consciously applies the pedaling force. Can be used comfortably as a footrest. Moreover, when the foot is put on the brake pedal 11 to be used as a footrest, the brake pedal 11 does not stroke at all, so that the driver's uncomfortable feeling can be eliminated.

  Returning to the flowchart of FIG. 3, when the radar device 21 detects the preceding vehicle in step S7, the distance between the preceding vehicle is detected by the radar device 21 in step S8, the vehicle speed of the host vehicle is detected by the vehicle speed sensor 22, The target acceleration / deceleration of the host vehicle is calculated based on the inter-vehicle distance and the vehicle speed. If the target acceleration is negative in step S9, the deceleration control flag is set to 1 in step S10, the brake actuator 19 is operated to decelerate the vehicle, and the reaction force characteristics of the brake pedal 11 are searched in step S11. The reaction force table 2 to be selected is selected.

  The relationship between the stroke of the brake pedal 11 of the reaction force table 2 and the depression force (reaction force) of the brake pedal 11 is as follows: as indicated by the chain line in FIG. And f3 smaller than the pedaling force f0. Accordingly, when automatic deceleration is started by approaching the preceding vehicle during the ACC control, the brake pedal 11 used as the footrest by the driver uses the pedaling force f0 (> f3) when it is used as the footrest to reduce the distance L. Only stroke forward. As a result, the driver can recognize that the automatic deceleration by the ACC control has been activated and obtain a sense of security.

  When the ACC switch 23 is OFF in step S1, when the ACC operating condition is not satisfied in step S3, or when the set switch 24 is OFF in step S4, the normal reaction force table in step S12. 1 (see the solid line in FIG. 4) is selected. When the preceding vehicle is no longer detected in step S7 or when the target acceleration is no longer negative in step S9, that is, when constant speed traveling control or acceleration control by ACC is performed, deceleration control is performed in step S13. The flag = 0 is reset and deceleration control is stopped.

  Next, a second embodiment of the present invention will be described with reference to FIG. In the first embodiment, the stroke position of the brake pedal 11 used by the driver as a footrest is changed by changing the reaction force table, but in the second embodiment, the torque generated by the reaction force applying motor 12 is changed. When the ACC control is being performed and the constant speed control is being performed, the stroke position of the brake pedal 11 is set to S0, and when the ACC control is being performed and the deceleration control is being performed, the stroke position of the brake pedal 11 is The stroke position of the brake pedal 11 is set to S2 smaller than S0 when ACC control is being performed and acceleration control is being performed.

  Thus, the second embodiment can achieve the same effects as those of the first embodiment described above.

  Next, a third embodiment of the present invention will be described with reference to FIG.

  In the first and second embodiments, the brake-by-wire type brake device is illustrated, but in the third embodiment, the present invention is applied to a conventional brake device including a master cylinder.

  The reaction force applying motor 12 and the encoder 13 are connected to a spindle that pivotally supports the upper end of the brake pedal 11 that is mechanically connected to a negative pressure booster 32 that operates the master cylinder 31. The encoder 13 outputs a signal corresponding to the stroke of the brake pedal 11, the brake switch 15 detects the operation of the brake pedal 11 by the driver, and the pedaling force sensor 16 detects the pedaling force applied to the brake pedal 11. The master cylinder 31 and the wheel cylinders 18 provided on the front, rear, left and right wheels (only one wheel is shown in FIG. 6) are connected via a hydraulic module 33, and the hydraulic module 33 receives a signal from the follow-up travel ECU 20. It is controlled by. That is, in the third embodiment, the wheel cylinders 18 are operated by the brake hydraulic pressure generated by the master cylinder 32 instead of the brake actuator 19 of the first and second embodiments.

  Thus, in this third embodiment, the pedal force applied to the brake pedal 11 operates the master cylinder 32 via the negative pressure booster 31, and the brake hydraulic pressure generated by the master cylinder 32 is supplied to the wheel cylinder 18 via the hydraulic module 33. Operate…. The wheel cylinders 18 are automatically operated by operating the hydraulic module 33 in response to a deceleration command from the following travel ECU 20 to generate brake hydraulic pressure.

  Other configurations and effects of the third embodiment are the same as those of the first and second embodiments described above.

  FIGS. 7 to 10 show a fourth embodiment of the present invention. FIG. 7 is a flowchart for explaining the operation of the ACC, FIG. 8 is a flowchart for the pedal position adjustment routine, and FIG. FIG. 10 is a time chart for explaining the operation. The configuration described in FIGS. 1 and 2 of the first embodiment is common to the fourth embodiment.

  First, when the driver turns on the ACC switch 23 in step S21 of the flowchart of FIG. 7, the vehicle speed is detected by the vehicle speed sensor 22 in step S22, and ON / OFF of the brake switch 15 is detected. In step S23, if the vehicle speed is equal to or higher than the ACC operation lower limit vehicle speed and the brake switch 15 is turned off, it is determined that the ACC operation condition is satisfied. In step S24, when the driver turns on the set switch 24, the ACC is activated. To do.

  When the ACC operates in this manner, the initial position of the brake pedal 11 is changed from the normal position to the forward position in step S25. The initial position of the brake pedal 11 is changed by a reaction force applying motor 12. This will be further described based on the flowchart of FIG.

  In step S51, the normal output of the encoder 13 (that is, the position of the brake pedal 11) is detected. In step S52, the reaction force applying motor 12 is rotated to advance the position of the brake pedal 11. In step S53, the output of the encoder 13 while the brake pedal 11 is moving forward is detected. If the output matches the target value in step S54, the reaction force applying motor 12 stops rotating in step S55 and the brake pedal 11 moves forward. While stopping at the position, a predetermined torque is generated in the reaction force applying motor 12, and a reaction force is generated so that the driver does not make a stroke even if the driver puts his / her foot on the brake pedal 11 and uses it as a footrest.

  Returning to the flowchart of FIG. 7, the stepping force (reaction force) table for the stroke of the brake pedal 11 is changed from the solid line state of FIG. 9 to the broken line state in step S <b> 26. As is apparent from FIG. 9, the pedaling force (reaction force) with respect to the stroke of the brake pedal 11 normally increases with a predetermined inclination θ when the pedaling force exceeds the jump-in pedaling force a, but during ACC, the initial position of the brake pedal 11 is When the pedaling force moves forward by a predetermined distance (for example, 30 mm) and the pedaling force exceeds the jump-in pedaling force b (initially set pedaling force), the pedaling force increases with a predetermined slope θ.

  As described with reference to FIG. 9, at the time of ACC, the brake pedal 11 does not stroke until the pedaling force exceeds the jump-in pedaling force b, so that the brake switch 15 is turned off in step S28. If the driver steps on the brake pedal 11 spontaneously from this state and the pedaling force detected by the pedaling force sensor 16 in step S29 does not exceed the initial setting pedaling force, ACC is performed in steps S30 to S34.

  That is, when the radar device 21 detects a preceding vehicle in step S30, the inter-vehicle distance from the preceding vehicle is detected by the radar device 21 in step S31, the vehicle speed of the host vehicle is detected by the vehicle speed sensor 22, and the distance between the vehicles and the vehicle speed are determined. Based on this, the target acceleration / deceleration of the vehicle is calculated. If the target acceleration / deceleration is negative in step S32, the brake actuator 19 is actuated to decelerate the vehicle in step S33. Conversely, if the target acceleration / deceleration is zero or positive in step S32, then in step S34. By operating the throttle actuator 25 to maintain or accelerate the vehicle speed of the host vehicle, control is performed so that the inter-vehicle distance with the preceding vehicle coincides with the target inter-vehicle distance.

  When the pedaling force detected by the pedaling force sensor 16 in step S29 exceeds the initial setting pedaling force, the brake switch 15 is turned on in step S35, and the set switch 24 is initialized in step S36 to release ACC.

  When the ACC switch 23 is turned off at step S21, when the ACC operating condition is not satisfied at step S23, or when the set switch 24 is turned off at step S24, the depression force of the brake pedal 11 is zero at step S37. If there is, the brake switch 15 is turned off in step S38, and the timer is started in step S39. If the count value of the timer exceeds the set value in step S40, the initial position of the brake pedal 11 is retracted in step S41, and the pedaling force (reaction force) table is initialized in step S42.

  As described above, the brake pedal 11 is used as a footrest because the initial position of the brake pedal 11 is moved to the front side of the vehicle during the ACC that allows the vehicle to run even if the driver removes the foot from the accelerator pedal. When the angle of the driver's ankle is reduced, the driver's comfort can be enhanced compared to the case where the brake pedal 11 in the normal initial position is used as a footrest.

  An example of the above operation will be described based on the time chart of FIG.

  When the set switch 24 of the ACC device is turned on at time t1 and ACC is started, the initial position of the brake pedal 11 advances, and the reaction force of the brake pedal 11 increases by changing the reaction force table. As a result, even when the driver puts his / her foot on the brake pedal 11 and uses it as a footrest at time t2, the brake pedal 11 does not make a stroke, no deceleration occurs, and ACC continues without being released. When the driver depresses the brake pedal 11 at time t3 and the pedal effort exceeds the initial set pedal effort, the set switch 24 is turned off and the brake pedal 11 starts a stroke.

  When the driver removes his foot from the brake pedal 11 at time t4 and the pedaling force and stroke become zero, the timer starts. When the timer expires at time t5, the initial position of the brake pedal 11 moves backward to the normal position, and the pedaling force table Will return to normal.

  The embodiments of the present invention have been described above, but various design changes can be made without departing from the scope of the present invention.

  For example, in the embodiment, a vehicle including an ACC device is exemplified as a vehicle capable of automatic traveling, but the present invention can also be applied to a vehicle including a CC device and a vehicle including a traffic jam tracking device.

  In the first embodiment described above, when the automatic braking is started during the ACC control, the reaction force of the brake pedal 11 is decreased from f2 to f3 in FIG. Thus, the driver is notified of the start of automatic braking. However, as in the fifth embodiment shown in FIG. 11, when the automatic braking is started, the reaction force of the brake pedal 11 changes in a vibrational manner. The reaction force application motor 12 may be controlled. As a result, the brake pedal 11 being used as a footrest vibrates finely, so that the driver can recognize the start of automatic braking.

  In the embodiment, after the automatic braking is started during the ACC control, the brake pedal 11 is moved (vibrated) to notify the driver. However, when it is determined that the automatic braking is started, the actual automatic braking is started. Prior to this, the brake pedal 11 may be moved (vibrated). In this way, since the start of automatic braking is notified before the inter-vehicle distance with the preceding vehicle is reduced, the driver does not have to worry about whether the ACC is actually in operation, and the driver is unnecessary. It is possible to avoid the situation of spontaneous braking. Instead of vibrating the brake pedal 11 in a sawtooth shape, the brake pedal 11 may be vibrated in a rectangular wave shape or a sine wave shape.

  In the embodiment, the ACC is released when the pedal effort of the brake pedal 11 exceeds the initial setting pedal force. However, the ACC may be released when the stroke of the brake pedal 11 exceeds the initial setting stroke. .

The figure which shows the whole structure of the ACC device provided with the brake-by-wire type brake device Block diagram showing circuit configuration of brake ECU Flowchart for explaining the action of reaction force control of the brake pedal Table showing the relationship between brake pedal stroke and pedal effort (reaction force) The table which shows the relationship between the stroke of a brake pedal and pedaling force (reaction force) at the time of ACC control based on 2nd Example The figure which shows the whole structure of the ACC apparatus provided with the brake device of 3rd Example. Flowchart for explaining the operation of the ACC according to the fourth embodiment Pedal position adjustment routine flowchart Table showing the relationship between brake pedal stroke and pedal effort Time chart explaining the effect Explanatory drawing of 5th Example which makes a brake pedal vibrate at the time of the start of automatic braking by ACC control

11 Brake pedal 12 Reaction force application motor (reaction force application means)
19 Brake Actuator 20 Tracking Travel ECU (Automatic Travel Device)
26 Brake ECU (control means)

Claims (4)

A brake pedal (11) operated by a driver's foot, a reaction force applying means (12) for applying a reaction force to the operation of the brake pedal (11), and a control means for controlling the operation of the reaction force applying means (12) (26) In a brake pedal device for a vehicle,
Wherein said control means (26), when not being Oite automatic deceleration during operation of the automatic traveling device to drive the vehicle (20) in a state where the foot off the accelerator pedal, a brake pedal (11) begins to stroke The operation of the reaction force applying means (12) is controlled so that the stroke start pedaling force (f2) is larger than when the automatic travel device (20) is not operated, and the automatic travel device (20) is automatically operated during the operation. When deceleration is started, the stroke start pedaling force (f3) at which the brake pedal (11) starts the stroke is smaller than the stroke start pedaling force (f2) when the automatic traveling device (20) is not automatically decelerated. and to be greater than the stroke start pedal force (f1) during non-operation of the automatic traveling apparatus (20), reaction force applying means (12) Brake pedal device for a vehicle and controlling the movement. A brake pedal (11) operated by a driver's foot, a reaction force applying means (12) for applying a reaction force to the operation of the brake pedal (11), and a control means for controlling the operation of the reaction force applying means (12) (26) In a brake pedal device for a vehicle,
The control means (26) sets the initial position of the brake pedal (11) when the deceleration control is being performed during the operation of the automatic travel device (20) that travels the vehicle with the foot away from the accelerator pedal . Compared to the case where the constant speed control is performed, the vehicle is moved forward, and when the acceleration control is performed, the initial position of the brake pedal (11) is set to the position when the constant speed control is performed. A brake pedal device for a vehicle, characterized in that the operation of the reaction force applying means (12) is controlled so as to move to the rear side of the vehicle body.   When the automatic travel device (20) that travels the vehicle with the foot off the accelerator pedal activates or intends to activate the brake actuator (19), the control means (26) controls the brake pedal (11). The brake pedal device for a vehicle according to claim 2, wherein the operation of the reaction force applying means (12) is controlled so as to change the position.   When the automatic travel device (20) that travels the vehicle with the foot off the accelerator pedal activates or intends to activate the brake actuator (19), the control means (26) is controlled by the brake pedal (11). 4. The vehicle brake pedal device according to claim 3, wherein the operation of the reaction force applying means (12) is controlled to vibrate.

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