JPH11230841A - Brake related quantity sensor calibration method and brake related quantity detection device - Google Patents

Abstract

(57) [Abstract] [Problem] To accurately calibrate a brake-related quantity sensor. A voltage value V based on the voltage signal of the brake operation force sensor as a brake-related quantity sensor acquires a gradient that varies with respect to the brake operating force F _P as an actual gradient, the actual slope and the reference gradient to the acquired The brake operation force sensor is calibrated based on the relationship.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a technique for calibrating a brake-related quantity sensor for detecting a quantity related to the operation of a brake device.

[0002]

2. Description of the Related Art Japanese Patent Application Laid-Open No. Hei 4-237658 discloses a conventional example of the above-mentioned technology. In this conventional example, the output signal of the brake-related quantity sensor in the operating state of the brake operating member is corrected based on the output signal of the brake-related quantity sensor in the non-operating state of the brake operating member.

[0003]

The problems to be solved by the present invention, the means for solving the problems, the function and the effect of the invention have been studied by the present inventors in order to improve the calibration accuracy of the brake-related quantity sensor. It has been found that it is also effective to acquire a gradient that changes with respect to the related amount as an actual gradient and calibrate the brake related amount sensor based on the acquired actual gradient. An object of the present invention is to provide a brake-related amount sensor calibration method capable of accurately calibrating a brake-related amount sensor based on such new knowledge and a brake-related amount detection device that implements the method. is there. The problem is solved by the following mode. In the following description, each aspect of the present invention will be described in the same form as the claims, with the respective items numbered. This is to clarify the possibility of adopting the features described in each section in combination.

(1) A method of calibrating a brake-related quantity sensor for detecting a brake-related quantity related to the operation of a brake device, wherein a slope at which an output signal of the brake-related quantity sensor changes with respect to the brake-related quantity is measured. Get as gradient,
A method for calibrating a brake-related quantity sensor, comprising calibrating a brake-related quantity sensor based on the acquired actual gradient. In this method, the brake-related quantity sensor is calibrated based on the actual gradient of the output signal of the brake-related quantity sensor with respect to the brake-related quantity. The brake-related quantity sensor is calibrated in consideration of the actual condition of the brake-related quantity sensor in the brake operation state. Therefore, according to this method, the calibration accuracy of the brake-related amount sensor can be easily improved. In this method, the "brake-related amount" includes the operating force and operating stroke of the brake operating member, the hydraulic pressure of the master cylinder, the hydraulic pressure of the brake cylinder, the vehicle deceleration, and the like. (2) A first means different from the brake-related amount sensor detects that the brake operating member is in a non-operating state, and sets an output signal of the brake-related amount sensor when the brake operation member is detected as a first signal. In addition, the second means different from the brake-related amount sensor detects that the brake operation member is in the set operation state, and sets the output signal of the brake-related amount sensor when the brake operation member is detected as the second signal, and ,
The method for calibrating a brake-related quantity sensor according to claim 1, wherein the actual gradient is obtained based on the first signal and the second signal (claim 2). The method described in the preceding paragraph is a method for measuring the actual gradient of the brake-related amount sensor by using the output signal of the brake-related amount sensor when the brake operating member is in the first setting operation state and the second signal.
And the output signal of the brake-related amount sensor when the setting operation state is in the above-mentioned setting operation state. However, in this case, it is often necessary to provide two types of means exclusively for detecting the two types of setting operation states. On the other hand, means for detecting that the brake operating member is in the non-operating state is often provided in accordance with other applications. When this means is used, it is necessary to calibrate the brake-related amount sensor. It is not necessary to provide two types of means exclusively, and it is easy to reduce the cost of the apparatus. The method described in this section was performed based on such findings. In this method, the "first means" may be a means used for the brake device, such as a stop lamp switch described later, or a means not used. The "second means" may be means used in the brake device, such as a brake operation force switch described later, or means not used. Further, the first and second means may be different from each other or may be the same. In this method, "the brake operation member is in the set operation state" means that the brake-related amount is equal to a specific one of a plurality of values that the brake-related amount should take in the brake operation state. I do. For example, this means that the brake operation force as the brake-related amount becomes equal to a non-zero set value. (3) The brake-related quantity sensor calibration according to (2), wherein the first means includes a first switch that outputs a signal that changes between two states when the brake operating member is in an operating state and when it is not. Method. One example of the first switch is a stop lamp switch described later. (4) The second means includes a second switch that outputs a signal that changes to two states depending on whether the brake operating member is in the setting operation state of the operation state or not. (2) or (3) ) The method for calibrating the brake-related quantity sensor described in the section. One example of the second switch is a brake operation force sensor described later. (5) Calibration of the brake-related quantity sensor by correcting the relationship between the output signal of the brake-related quantity sensor used when calculating the brake-related quantity based on the output signal of the brake-related quantity sensor and the brake-related quantity. Do (1)
Or the method for calibrating a brake-related quantity sensor according to any one of the above modes (4) to (4). An example of the relationship is a conversion function described later. (6) The method for calibrating the brake-related amount sensor according to any one of (1) to (5), wherein the brake-related amount sensor is calibrated based on a relationship between the acquired actual gradient and the reference gradient. (7) Calibrate the brake-related quantity sensor based on the acquired actual gradient and the output signal of the brake-related quantity sensor when the brake operating member is in the non-operating state (1) to (6)
The method for calibrating a brake-related amount sensor according to any one of the above items. According to this method, the calibration of the brake-related quantity sensor can be performed for the zero point based on the output signal of the brake-related quantity sensor when the brake operating member is in the non-operating state, and the brake-related quantity can be calibrated based on the acquired actual gradient. Since the calibration of the amount sensor can be performed on the gradient, the calibration accuracy can be improved as compared with the case where the calibration of the brake-related amount sensor is performed only on the gradient based on the acquired actual gradient. (8) The brake according to any one of (2) to (4), wherein the calibration of the brake-related quantity sensor is performed based on the first signal and the second signal for both its zero point and the gradient. A method for calibrating a related amount sensor [Claim 3]. According to this method, the actual gradient is acquired based on the first signal and the second signal, and the calibration of the brake-related amount sensor can be performed on the gradient based on the acquired actual gradient. Further, based on the first signal, the calibration of the brake-related amount sensor may be performed for the zero point. Therefore, according to this method, the calibration accuracy can be improved as compared with the case where the calibration of the brake-related amount sensor is performed only for the gradient. Still further, according to this method, the calibration of the brake-related amount sensor can be performed for both the zero point and the gradient by using the two types of signals, the first and second signals, so that a high accuracy can be obtained with a small number of types of signals. Calibration becomes possible. (9) When calculating the brake-related amount based on the output signal of the brake-related amount sensor based on the acquired actual gradient and the output signal of the brake-related amount sensor when the brake operating member is in the non-operating state. The relationship between the output signal of the used brake-related amount sensor and the brake-related amount is determined by determining that the calculated brake-related amount is substantially equal to 0 in a non-operating state of the brake operating member, and The calibration method of the brake-related amount sensor according to any one of (1) to (8), wherein the calibration of the brake-related amount sensor is performed by correcting the gradient with respect to the output signal to be substantially equal to the actual gradient. . (10) A third means different from the brake-related amount sensor detects that the brake operating member is in the first set operation state, and outputs an output signal of the brake-related amount sensor when the brake operation member is detected. And a fourth means separate from the brake-related quantity sensor detects that the brake operating member is in the second setting operation state, and outputs an output signal of the brake-related quantity sensor when the brake operation member is detected. The method of calibrating a brake-related quantity sensor according to claim 1, wherein the actual gradient is obtained as a fourth signal and based on the third signal and the fourth signal. (11) the brake device includes a master cylinder that generates a hydraulic pressure in accordance with a brake operation; the third unit includes a master cylinder hydraulic pressure sensor that detects a hydraulic pressure of the master cylinder; The brake-related quantity sensor calibration method according to (10), including a brake operation force switch that outputs a signal that changes into two states depending on whether the brake operation force is equal to a non-zero set value or not. (12) The brake related to (11), wherein when the detection value of the master cylinder fluid pressure sensor becomes equal to a set value other than 0, the brake operation member is detected to be in the first set operation state. How to calibrate the quantity sensor. (13) The method for calibrating a brake-related amount sensor according to the item (12), wherein the set value is a value close to 0. (14) In the first and second setting operation states, the first and second setting operation states are graphs representing the detection characteristics of the brake-related amount sensor as output variables and the brake-related amount as variables.
The brake-related quantity sensor calibration method according to any one of the above modes (10) to (13), wherein portions cut off at two points respectively corresponding to the second setting operation state and the second setting operation state are set to substantially form a straight line. (15) A brake-related amount detection device including a brake-related amount sensor that detects a brake-related amount related to the operation of a brake device, and a calculating unit that calculates a brake-related amount based on an output signal of the brake-related amount sensor. A sensor calibration means for acquiring a gradient at which the output signal of the brake-related amount sensor changes with respect to the brake-related amount as an actual gradient, and for calibrating the brake-related amount sensor based on the acquired actual gradient. Brake-related amount detecting device [Claim 4]. According to this apparatus, an apparatus suitable for carrying out the method described in the above mode (1) is provided. (16) The brake device comprises: (a) a brake operating member,
(b) a brake that suppresses rotation of wheels, (c) a brake driving device that drives the brake by an operating force of the brake operating member, and (d) transmitting an operating force of the brake operating member to the brake driving device. And a brake-related amount sensor that converts an input force into an electric signal. A brake operation force sensor having an electric conversion member, which is provided between the two portions in a state where it is elastically deformed by their relative movement, and outputs a signal that continuously changes in accordance with the amount of elastic deformation; (15) The brake-related amount detecting device according to the above (15). In this device, the force-
The electric conversion member performs a function of absorbing vibration in the force transmission system in addition to its original function. Therefore, according to this device, the vibration transmitted from the brake side to the brake operation member is reduced, and the brake operation feeling is improved. (17) The brake driving device comprises: (a) a booster having an input rod, which boosts a force input from the brake operating member to the input rod, and (b) a hydraulic booster by the force input from the booster. A master cylinder that generates pressure, and the transmission system transmits the operating force of the brake operating member to the input rod, and in a state where relative movement in the axial direction of the input rod is allowed within a certain range. The brake-related amount detecting device according to the above mode (16), comprising two parts connected to each other. In this device, the force-electricity conversion member performs a function of absorbing vibration in the force transmission system in addition to its original function. Therefore, according to this device, the vibration transmitted from the master cylinder and the booster to the brake operation member is reduced, and the brake operation feeling is improved. For example, if the brake device has an anti-lock control device and the pulsation of the pump is transmitted to the master cylinder during the anti-lock control, the pulsation is not transmitted to the brake operation member as it is, The power is reduced and transmitted by the force-electric conversion member. (18) The brake driving device comprises: (a) a booster having an input rod, which boosts a force input from the brake operating member to the input rod, and (b) a liquid boosted by the force input from the booster. A clevis that couples the brake operating member and the input rod to each other, wherein relative movement in the axial direction of the input rod is allowed within a certain range. Item (16), including a member that engages with the input rod in a state, wherein the force-electric conversion member is elastically deformed between the clevis and the input rod by their relative movement. Brake-related quantity detection device. (19) The brake driving device comprises: (a) a booster having an input rod, which boosts a force input from the brake operating member to the input rod; and (b) a hydraulic booster by the force input from the booster. A master cylinder that generates pressure, and wherein the force transmission system is (a) a clevis that connects the brake operating member and the input rod to each other, and the relative movement of the input rod in the axial direction is within a certain range. (B) a moving member provided on the clevis so as to be movable together with the brake operating member in the axial direction of the input rod, wherein the force-electric conversion is performed. The brake-related amount detecting device according to the above mode (16), wherein the member is provided between the clevis and the moving member so as to be elastically deformed by their relative movement. (20) The brake-related amount detecting device according to any one of (16) to (19), wherein the force-electric conversion member is made of a variable resistance rubber. (21) A method of calibrating a brake-related amount sensor that detects a brake-related amount related to the operation of the brake device,
A first means separate from the brake-related amount sensor detects that the brake operating member is in a non-operating state, and sets the output signal of the brake-related amount sensor upon detection thereof to a first signal. The second means separate from the related amount sensor detects that the brake operating member is in the set operation state, and sets the output signal of the brake related amount sensor upon detection of the detected state as the second signal. And calibrating the brake-related quantity sensor based on both the zero point and the gradient based on the second signal. According to this method, the calibration of the brake-related amount sensor can be performed for both the zero point and the gradient by using the two types of signals, the first and second signals, and therefore, high-accuracy calibration is realized with a small number of types of signals. It becomes possible. (22) a brake operating member, a booster having an input rod and boosting the force input from the brake operating member to the input rod, and a master cylinder generating a hydraulic pressure by the force input from the booster A brake cylinder connected to the master cylinder by a liquid passage and operated by hydraulic pressure supplied from the liquid passage, and a brake for suppressing rotation of wheels; and an input rod for operating the brake operating member by operating the brake rod. A power transmission system having two portions connected to each other in a state where relative movement in the axial direction of the input rod is allowed within a certain range;
The brake operating force sensor which is operated by the relative movement of the two parts to detect the operating force, and comprises an elastically deformable force-electric conversion member that converts a force input from the two parts into an electric signal. And a hydraulic pressure control device for controlling a hydraulic pressure of the brake cylinder based on an output signal of the brake operation force sensor. In this device, the force-electricity conversion member performs a function of absorbing vibration in the force transmission system in addition to its original function. Therefore, according to this device, the vibration transmitted from the master cylinder and the booster to the brake operation member is reduced, and the brake operation feeling is improved. (23) The force transmission system is a clevis that connects the brake operating member and the input rod to each other, and engages with the input rod in a state where relative movement in the axial direction of the input rod is allowed within a certain range. Wherein the force-electric conversion member is provided between the clevis and the input rod so as to be elastically deformed by their relative movement.
The brake-related amount detection device according to the item (22). In this device, a force-electric conversion member is provided using a connection portion between a clevis and an input rod. Since the connecting portion is generally present in the brake device, according to this device, in order to provide the force-electric conversion member, the basic configuration of the force transmission system of the brake device can be greatly changed, and the number of parts can be reduced. Is also avoided. (24) The force transmission system, (a) a clevis that connects the brake operating member and the input rod to each other, and the brake operating member in a state where relative movement in the axial direction of the input rod is allowed within a certain range. Engaging means, and (b) a moving member provided on the clevis so as to be movable together with a brake operating member in the axial direction of the input rod, wherein the force-to-electrical conversion member includes the clevis and the moving member. The brake-related amount detection device according to the above mode (22), wherein the device is provided in such a manner as to be elastically deformed by their relative movement. In this device, a force-electric conversion member is provided using a connection portion between the clevis and the brake operation member. Since the connecting portion is generally present in the brake device, according to this device, in order to provide the force-electric conversion member, the basic configuration of the force transmission system of the brake device can be greatly changed, and the number of parts can be reduced. Is also avoided.

[0005]

DESCRIPTION OF THE PREFERRED EMBODIMENTS Some specific embodiments of the present invention will be described below in detail with reference to the drawings.

First, a description will be given of a brake operating force detecting device according to a first embodiment of the present invention. The method of calibrating a brake operation force sensor performed by the brake operation force detection device is an embodiment of the method of the present invention.

In FIG. 1, reference numeral 10 denotes a brake pedal as a brake operation member. The brake pedal 10 is connected to a vacuum booster (hereinafter simply referred to as “booster”) 12, and the booster 12 is
Are connected to the master cylinder 14 as shown in FIG.

The booster 12 is well known and will be described briefly. The booster 12 brakes by the operating force of the power piston due to a differential pressure between a negative pressure chamber connected to an engine negative pressure chamber as a negative pressure source and a variable pressure chamber selectively communicated with the negative pressure chamber and the atmosphere. The brake operation force, which is the depression force of the pedal 10, is boosted to increase the master cylinder 14
To communicate.

[0009] The master cylinder 14 is also well known and will be described briefly. The master cylinder 14 is of tandem type, and two pressurizing pistons are slidably fitted to each other in series and each other in the housing,
Two pressure chambers are formed in the housing in front of each pressure piston independently of each other. The master cylinder 14 mechanically generates the same hydraulic pressure in each of the two pressurizing chambers in accordance with the brake operating force. The two pressurizing chambers have brakes 16 for a plurality of wheels of the vehicle.
Are connected to each other.

As shown in FIG. 1, a brake pedal 10 is rotatably attached to a vehicle body by a pin 20 at a base end thereof. Pedal pad 22 at free end
Is attached. The driver's brake operation force _FP is input from the pedal pad 22 to the brake pedal 10.

The input rod 24 protrudes from the housing of the booster 12 toward the brake pedal 10, and its tip is connected to an intermediate portion of the brake pedal 10 via a clevis 26. Booster input F _B acting on the input rod 24 i.e. the booster 12 from the brake pedal 10, if boost ratio of the brake pedal 10 (the lever ratio) and R _P, is expressed by _{F B = F P × R P} .

The clevis 26 is generally U-shaped as shown in an enlarged plan view of FIG.
A pair of side plates 28, 28 separated in a direction perpendicular to the axis of
And a structure in which the pair of side plates 28, 28 are connected to each other by a substrate 30 at one end thereof. A pair of first plates is provided on the pair of side plates 28 and 28 on one axis perpendicular to the axis of the input rod 24.
The pin holes 32 are formed coaxially with each other. A common pin 36 is inserted into the pair of first pin holes 32, 32 and the second pin hole 34 formed in the brake pedal 10, whereby the brake pedal 10 and the clevis 26 are turned around the pin 36. It is movably connected.

In the present embodiment, as shown in FIG.
, A brake operation force switch 50 and a brake operation force sensor 60 are provided.

The stop lamp switch 40, as first means (first switch, brake switch), outputs an OFF signal when the brake pedal 10 is not operated and an ON signal when the brake pedal 10 is operated. The stop lamp switch 40 is fixedly mounted on the vehicle body. Since the structure and operation of the stop lamp switch 40 are well known, detailed description will be omitted.

The brake operating force switch 50, a second unit (second switch, the brake-related quantity switch) as, OFF signal when the brake operating force F _P is not zero setting value F _PS is smaller than the set value F _PS or , An ON signal is output. This brake operation force switch 5
0 is fixedly attached to the brake pedal 10. The pair of first pin holes 32, 32 is a perfect circle having a slightly larger diameter than the pin 36. On the other hand, the second pin hole 34 is a long hole extending in the axial direction of the input rod 24. The pair of first pin holes 32,
Since the pin 36 is inserted into the second pin hole 32 and the second pin hole 34, the brake pedal 10 is connected to the clevis 26 so as to be relatively rotatable in a state where the relative movement of the input rod 24 in the axial direction is allowed within a certain range. Have been. Then, the brake operation force switch 50 is operated by the relative movement.

Hereinafter, the brake operation force switch 50 will be described in detail. A generally plate-shaped lever 62 is attached to the brake pedal 10. The levers 62 are overlapped with each other in a direction perpendicular to the axis of the input rod 24 with an appropriate gap from the brake pedal 10. A pin 64 is inserted through the proximal end of the lever 62 and the brake pedal 10, whereby the lever 62 is attached to the brake pedal 10 so as to be rotatable around an axis parallel to the pin 22. . The position of the pin 64 is offset from the axis of the input rod 24. In the present embodiment, the pin 20 is detached in a direction in which the distance from the pin 20 increases.

As shown in FIG. 3, a circular hole 66 extending coaxially with the pin 64 is formed at an intermediate portion of the lever 62. The pin 36 is inserted through the circular hole 66. The diameter of the circular hole 66 is made slightly larger than the diameter of the pin 36 so that the lever 62 and the clevis 24 move together in the axial direction of the input rod 24 while allowing relative rotation.

It should be noted that the second pin hole 34 is preferably formed in the brake pedal 10 so as not to extend along a straight line but to extend along one circumference centered on the center of the pin 64. . This is because the center of the circular hole 66 into which the pin 36 is to be inserted draws a locus of a circle by the rotation of the lever 62.

As shown in FIG. 1, the brake operation force switch 50 is fixedly mounted on the brake pedal 10 near the free end of the lever 62. The brake operation force switch 50 includes a main body 70 and a mover 72 movable with respect to the main body 70. The mover 72 is always urged by a spring (not shown) so as to project from the main body 70. The main body 70 is fixed to the switch mounting portion 74 of the brake pedal 10.

The free end of the lever 62 is formed to have a C-shaped cross-section by bending a pair of portions thereof at right angles to the plate surface of the free end and in the same direction. A pair of engaging portions 76 and 78 each extending perpendicular to the plate surface are formed.

The mover 72 has a pair of engaging portions 76,
Of 78, it is brought into contact with an engaging portion 76 (the one on the left side in the figure) located on the opposite side to the direction in which the lever 62 is rotated in response to the depression of the brake pedal 10. The brake operation force switch 50 is in a state where the movable element 72 is pushed into the main body 70 in an initial state shown in the drawing.
At this time, an OFF signal is output. On the other hand, if the lever 62 is rotated clockwise in the figure from the initial position shown in the figure, the movable member 72 is made to protrude from the main body 70 by the elastic force of the spring, and at this time, the brake operation force switch 50 is turned on. Output a signal.

A spring mounting portion 80 is formed on the brake pedal 10. This spring mounting portion 80
Is formed at a position facing the engaging portion 78 with a gap therebetween. A spring 82 is provided between the engaging portion 78 and the spring mounting portion 80.
This spring 82 is formed by a spring holding member 84.
It is held between the engaging portion 78 and the spring mounting portion 80. In the present embodiment, the spring holding member 8
4 is formed on the engaging portion 78 so as to extend toward the spring mounting portion 80 at a diameter passing through the hollow portion of the spring 82. Further, the spring holding member 84
When the lever 62 is rotated at the maximum angle by depressing the brake pedal 10, that is, even when the pin 36 comes into contact with one of the two end portions of the second pin hole 34 on the brake pedal 10 side, the spring mounting portion It is designed to have a length that does not touch 80. An excessive load is not applied to the lever 62.

The brake operating force switch 50 is
Operating force F_PIs the set value F_PSOFF signal if smaller
No., set value F_PSIf it is above, output ON signal
Designed to be. Therefore, the set of the spring 82
Load F_SETIs at the center of the pin 64 (during rotation of the lever 62).
The distance between the center and the center of the pin 36 is R₁, The center of the pin 64
Between the contact point of the movable part 72 and the
R_TwoThen, F_SET= F_PS× R_P× (R₁/ R_Two). Set value F_PSIs usually brake operation
Brake operation force F during operation _PIs taken as a value. Concrete
Typically, it is 5 kgf.

In this embodiment, the distance R ₂ is equal to the distance R
_The lever 62 is designed to be longer than _one . In the above equation, “R ₁ / R ₂ ” is designed to be smaller than 1, and the elastic force of the spring 82 is
It is boosted and than adapted to be transmitted to the pin 36, thus, the spring 82 is compact in spite of the magnitude of the set value F _PS by.

Here, the brake pedal 10 and the lever 62
The movement of the clevis 26 and the input rod 24 will be described.

When the brake pedal 10 is in the non-operation position shown in FIG. 1, a gap C exists between the pin 36 and the second pin hole 34. When the brake pedal 10 is depressed from this state, the brake pedal 10 is rotated around the pin 20 in the clockwise direction in the figure. At the beginning of this rotation, that is, during a period in which the operating force at the free end of the lever 62 is smaller than the set load F _{SET of the} spring 82, the lever 62 and the pin 36 are rotated integrally with the brake pedal 10. During this time, the gap C between the pin 36 and the second pin hole 34 of the brake pedal 10 is maintained, and the rotation of the pin 36 allows the clevis 26 and the input rod 24 to approach the booster 12 integrally with each other. (Forward).

Thereafter, when the brake pedal 10 is further depressed, and as a result, the operating force at the free end of the lever 62 becomes greater than the set load F _{SET of the} spring 82, the lever 62 is moved by the brake pedal 10 into contact with the brake pedal 10. They are turned in the same turning direction, that is, clockwise in the figure. At this time, the pin 36, the clevis 26
And the input rod 24 is maintained. As a result, the gap C
Disappears, and thereafter, the brake pedal 10 and the lever 62
Are rotated clockwise integrally with each other,
In accordance with the rotation, the pin 36, the clevis 26, and the input rod 24 are integrally advanced with each other.

In this embodiment, the brake pedal 1
Even in 0 depression of the pin 36 in a period from the clearance C disappears completely from beginning to disappear between the second pin hole 34, the operation stroke S _P output brake pedal 10
There the master cylinder pressure P _M does not rise only increases. Brake operating force F _P is because there is a period that is consumed by the spring 82, as a result, ineffective stroke occurs in the brake pedal 10 during the braking operation.

This invalid stroke becomes longer as the gap C is larger. Here, assuming that the stroke of the engaging portion 76 required to change the signal of the brake operation force switch 50 from OFF to ON is S _SW , the gap C is C = S _SW × (R ₁ / R ₂ ). It is represented by In this equation, “R ₁ / R ₂ ” is smaller than 1, as is clear from the above description. The relative movement between the brake pedal 10 and the clevis 26 is enlarged and transmitted to the brake operation force switch 50. Therefore, in the present embodiment, the gap C is required for the brake operation force switch 50. The stroke is smaller than the stroke S _SW , and as a result, the invalid stroke of the brake pedal 10 is suppressed to a small value.

[0030] The brake operation force sensor 60, as a brake-related quantity sensor, a physical quantity corresponding to the brake operating force F _P the axial force of the input rod 24 (hereinafter, simply referred to as "brake operating force F _P") is detected as a. The brake operation force sensor 60 outputs a continuously varying signal in response to the brake operating force F _P. The brake operation force sensor 60 includes a force-electric conversion member made of a variable resistance rubber. This force-electric conversion member is elastically deformable.

Hereinafter, the brake operation force sensor 60 will be described in detail. The characteristics of the variable resistance rubber are shown graphically in FIG. As is apparent from this graph, the electrical resistance (Ω) of the variable resistance rubber changes continuously according to its compressibility (%). In the present embodiment, the compression ratio of the variable resistance rubber is an example of “the amount of elastic deformation of the force-electric conversion member”. If a voltage is detected when electricity flows through the variable resistance rubber at a constant current value, the voltage value changes according to the electrical resistance. The compression ratio of the variable resistor rubber changes according to the brake operating force F _P. Therefore, in the present embodiment, the current voltage value V is calculated based on the voltage signal output from the brake operation force sensor 60, and the voltage value V and the brake operation force F are calculated based on the calculated voltage value V.
_The current brake operation force _FP is detected as a continuous value according to a conversion function f (V) representing a relationship with _P.

[0032] The elastic deformation corresponding to the brake operating force F _P forces - to cause the electrical conversion member, in the present embodiment, the input rod 24 and the clevis 26 are connected relatively movable within a certain range, A force-electric conversion member is provided at the connection.

As shown in FIG. 3, the substrate 3 of the clevis 26
Reference numeral 0 is connected to the distal end of the input rod 24 via a connecting member 90. The connecting member 90 is slidably penetrated through the substrate 30, and their relative movement in the axial direction is allowed within a certain range. The limit of approach between the substrate 30 and the connecting member 90 is defined by a stopper 92, and the limit of separation is defined by a stopper 94.

There is an axial gap between the clevis 26 and the connecting member 90, and the force-electric conversion member 100 is disposed in the axial gap. Specifically, the force-electricity conversion member 100 is formed in an annular shape and is coaxially inserted into the connecting member 90. The force-electricity conversion member 100 is in contact with the front surface of the clevis 26 (the surface facing the booster 12) at one end surface, and the rear surface (the surface facing the brake pedal 10 side) of the coupling member 90 at the other end surface. ).

In the brake operating force sensor 60, the first terminal 102 is attached to the connecting member 90 made of a metal conductor, and the connecting member 90 and the clevis 26 are connected to each other via the bush 104 made of an insulator. Above, the second terminal 106 is attached to the metal clevis 26 made of a conductor.

The hardware configuration of the brake operating force detecting device has been described above. Next, the software configuration is shown in FIG.
It will be described based on.

The brake operating force detecting device is a computer 1
10 is provided. As is well known, the computer 110 mainly includes a CPU 112, a ROM 114 (an example of a recording medium), and a RAM. The brake operation force detection routine and the sensor calibration routine stored in the ROM 114 are executed by the CPU 112.
By being executed while using RAM116, the calibration and detection and brake operation force sensor 60 of the brake operating force F _P is performed.

On the input side of the computer 110, the stop lamp switch 40 and the brake operating force switch 5 are provided.
0 and the brake operation force sensor 60 are connected. On the other hand, the output side, the vehicle control device 120 should use the detection result of the brake operating force F _P is connected. Various things can be adopted as vehicle control device 120. For example, when the booster 12 reaches the assisting limit or the booster 12 breaks down and the braking effect is reduced, a booster performance reduction compensating device for suppressing the reduction can be adopted. This booster performance reduction compensating device is capable of controlling the brake cylinder 18 by a flow control valve, such as a two-position valve, when the operation start condition is satisfied, for example, when the booster 12 has reached the assisting limit or the booster 12 has failed. 14 and the brake cylinder fluid pressure P _{B by a} fluid pressure source such as a pump in the
The can be configured to pressure increase to a higher fluid pressure than the master cylinder pressure P _M, and, or use brake operating force F _P for judging success or failure of the operation start condition, the brake cylinder fluid after the start operation can be substituted brake operating force F _P to vary the pressure increase amount for the master cylinder pressure P _M of the pressure P _B in accordance with the master cylinder pressure P _M as the master cylinder pressure P _M.

FIG. 6 is a flowchart showing the brake operation force detection routine. This routine is repeatedly executed. At the time of each execution, first, step S1
In (hereinafter, simply referred to as “S1”; the same applies to other steps), a current voltage signal is taken in from the brake operation force sensor 60, and a voltage value V is calculated based on the voltage signal. Next, in S2, RA
The conversion function f (V) is read from M116. The transformation function f (V), by the calculated voltage value V is assigned a function for calculating the brake operating force F _P. The conversion function f (V) is subjected to necessary correction by a sensor calibration routine described later, and in this case, the corrected conversion function f (V) is read from the RAM 116. After that, in S3, the current brake operation force _FP is calculated by substituting the current voltage value V into the read conversion function f (V). This completes one execution of this routine.

FIG. 7 is a flowchart showing the sensor calibration routine. This routine is also repeatedly executed. At the time of each execution, first, in S51, it is determined whether or not the stop lamp switch 40 is OFF, that is, whether or not the brake operation is being performed. If it is assumed to be ON this time, the determination is NO, and one cycle of this routine immediately ends. On the other hand, if it is assumed to be OFF this time, the determination becomes YES,
In S52, with the current of the voltage signal from the brake operation force sensor 60 (first signal) is taken, the voltage value V based on the voltage signal is a first voltage value V _1. Subsequently, in S53, it is determined whether or not the signal of the brake operation force switch 50 has changed from OFF to ON. If it is assumed that this time is not a change from OFF to ON, the determination is NO, and in S54, it is determined whether the stop lamp switch 40 is OFF. Determination becomes NO if OFF, the in S52, the first voltage value V ₁ is is calculated again. First voltage value V ₁
However, the signal of the brake operation force switch 50 changes from OFF to O
This is because the value is updated to the value immediately before changing to N. On the other hand, the stop lamp switch 40 is turned on.
If so, the determination is NO and the process returns to S53.

In this case, assuming that the signal of the brake operation force switch 50 has changed from OFF to ON, the determination in S53 is YES, and in S55, the current voltage signal (second signal) from the brake operation force sensor 60. Is taken in, and a voltage value V based on the voltage signal is set as a second voltage value V ₂ . Subsequently, in S56, the conversion function f is determined based on the first and second voltage values V ₁ and V _2.
(V) is corrected, and as a result, the brake operation force sensor 6
Zero is calibrated.

FIG. 8 shows actual characteristics and design characteristics (reference characteristics) of the brake operation force sensor 60 by a solid line and a dashed line, respectively.

[0043] In the design characteristics, becomes zero voltage value V during non-braking operation also, reference slope is approximate slope for the voltage value V of the brake operating force F _P is alpha. "Approximate slope" here, in the present embodiment, in the graph of the drawing, a first point, the voltage value V brake operating force F _P set value F _PS when the voltage value V 0 Is the slope of a straight line that connects the second point when the corresponding set value V _S is obtained by a straight line.

On the other hand, in actual characteristics, the voltage value V becomes the first voltage value V ₁ during the non-braking operation, and the voltage value when the brake operating force _FP is the set value _FPS is the second voltage value. a value V _2. Therefore, the actual gradient is approximate slope for the voltage value V of the brake operating force F _P is the _{F PS / (V 2 -V 1} ).

As described above, between the graph of the design characteristics and the graph of the actual characteristics, the zero point (the voltage value V when the brake operation force _FP is 0) and the gradient of the brake operation force sensor 60 are described above. There is such a relationship. So, first,
The graph representing the design characteristics is translated to the right (in the direction of increasing the voltage value V) by the first voltage value V ₁ , whereby the zero point correction of the brake operation force sensor 60 is performed, and then the translation is performed. If the gradient of the subsequent graph is changed by the gradient ratio of the two graphs, thereby performing gradient correction, it is possible to obtain a graph approximating the actual characteristic graph from the design characteristic graph. Therefore, if this fact is used, a function representing actual characteristics is converted to a function representing design characteristics, that is, a conversion function f
It can be estimated from (V). Specifically, the function representing the actual characteristic is f (V−V ₁ ) × {F _PS / (V ₂ −V ₁ ) / α}.

Based on the above findings, in S56,
By adding both the zero point correction and the gradient correction to the conversion function f (V), the conversion function f (V) matches the actual characteristics of the brake operation force sensor 60. Then, S5
7, the corrected conversion function f (V) is stored in the RAM 11
6 is stored. This completes one execution of this routine.

It should be noted that, in this embodiment,
As described above, the force-electricity conversion member 100 is elastically deformable. Therefore, when the volume of the pressurizing chamber of the master cylinder 14 fluctuates in order to automatically control the hydraulic pressure of the brake cylinder 18, the vibration caused by the fluctuation is absorbed by the force-electric conversion member 100, so that the vibration Is transmitted to the brake pedal 10. For example, even if the volume of the pressurizing chamber of the master cylinder 14 fluctuates due to anti-lock control or the like, the brake pedal 10
Does not vibrate, so that the brake operation feeling is improved.

As is apparent from the above description, in the present embodiment, the brake operation force sensor 60 constitutes a "brake-related amount sensor", and the part of the computer 110 which executes S1 to S3 in FIG. That is, the part that executes S51 to S57 in FIG. 7 constitutes the “sensor calibration means”. Further, the booster 12 and the master cylinder 14 constitute a “brake driving device”, and the clevis 26 and the input rod 24 cooperate with each other to constitute a “force transmission system”.

Next, a description will be given of a brake operating force detecting device according to a second embodiment of the present invention. However, this embodiment has many elements in common with the first embodiment described above, and differs only in the mechanical elements related to the brake operation force switch. Therefore, only the elements will be described in detail, and the other elements will be the same. The detailed description is omitted by using the reference numerals.

In the first embodiment, the brake operation force switch 50 is operated by the relative movement between the brake pedal 10 and the clevis 26.
In the present embodiment, as shown in FIG.
It is operated by the relative movement between the input rod 6 and the input rod 24.

In this embodiment, the brake pedal 1
0 and the clevis 26 are relatively rotatably connected in a state where the relative movement is substantially prevented. As shown in FIG. 10, both the pair of first pin holes 32 and the second pin holes 34 are circular holes having a slightly larger diameter than the pin 36 common to them. In addition, the clevis 26 and the input rod 24 are connected to each other with a configuration similar to that of the first embodiment in a state where relative movement of the input rod 24 in the axis line is allowed within a certain range.

As shown in FIG. 9, a brake operating force switch 200 is attached to the connecting member 90. The brake operation force switch 200 also has a main body 202 and a mover 204, like the brake operation force switch 50. The main body 202 is fixed to the connecting member 90, while the movable element 204 has its tip in contact with an engaging portion 210 that can move integrally with the substrate 30. When the clevis 26 and the input rod 24 are at the illustrated separation limit, the brake operating force switch 200
Is most protruding from the main body 202 and outputs an OFF signal. On the other hand, when the clevis 26 and the input rod 24 are close to each other by a certain distance from the illustrated separation limit, the mover 204
02 to output an ON signal. The brake operating force switch 200, when the brake operating force F _P is equal to the set value F _PS increases, the signal is designed to change to ON from OFF.

In this embodiment, the clevis 26 and the input rod 24 are urged toward the separation limit by the elasticity of the force-electric conversion member 100. The biasing can be performed by the elasticity of the elastic member, for example, the compression type spring.

Next, a brake operating force detecting device according to a third embodiment of the present invention will be described. However, this embodiment has many elements in common with the previous second embodiment, and differs only in mechanical elements related to the brake operation force sensor.
Only the elements will be described in detail, and the other elements will be denoted by the same reference numerals and detailed description thereof will be omitted.

In the second embodiment, the brake operation force sensor 60 is actuated by the relative movement between the clevis 26 and the input rod 24. In this embodiment, as shown in FIG. , The brake operating force sensor 230 detects that the brake pedal 10 and the clevis 240
It is activated by the relative movement with.

In this embodiment, as shown in FIG. 12, a pair of first pin holes 246 and 246 are formed in a pair of side plates 242 and 242 of the clevis 240 so as to be coaxial with each other in a direction perpendicular to the axis of the input rod 24. Is formed. The pair of first pin holes 246 and 246 are elongated holes extending along the axis, while the second pin holes 246 and 246
The pin hole 34 is a circular hole having a slightly larger diameter than the pin 36. The pin 36 is inserted through the pair of first pin holes 246 and 246 and the second pin hole 34. Therefore, the brake pedal 10 and the clevis 240 are connected to each other such that the relative movement of the input rod 24 in the axial direction is allowed within a certain range so as to be relatively rotatable.

In the clevis 240, a moving member 250 having a generally U-shape is provided with a pair of side plates 24 of the clevis 240.
2 and 242 are fitted so as to be movable in the axial direction of the input rod 24. A pair of side plates 252, 2 of the moving member 250
The pin 36 is inserted through the hole 52 with substantially no gap. Accordingly, the moving member 250 is moved in the axial direction of the input rod 24 together with the pin 36 and the brake pedal 10. The substrate 256 of the clevis 240 and the moving member 250
Between the brake operating force sensor 23 and the substrate 258
A zero force-electric conversion member 260 is provided. The force-electric conversion member 260 is also made of an elastically deformable variable resistance rubber. The force-electricity conversion member 260 has an annular shape, and is constantly in contact with the substrate 256 at one end surface thereof, while being movable at the other end surface thereof.
, Which is always in contact with a generally disc-shaped retainer 262 fixed thereto. Therefore, the brake pedal 10
Is depressed, the force is transmitted to the force-electric conversion member 260 via the moving member 250 and the retainer 262, and as a result, the force-electric conversion member 260 is elastically compressed. The electric resistance of the force-electric conversion member 260 changes according to the compression ratio.

The clevis 240 is made of metal and is a conductor. The moving member 250 is made of a synthetic resin and is an insulator. The retainer 262 is made of metal and is made of a conductor. Then, as shown in FIG. 13, the first terminal 290 of the brake operation force sensor 230
Is attached to the substrate 256 of the clevis 240 and is connected to one end surface of the force-electric conversion member 260 via the substrate 256. On the other hand, the second terminal 292 is attached to the retainer 262, and the retainer 262
And is connected to the other end surface of the force-electric conversion member 260. The retainer 262 and the clevis 240 are prevented from conducting by an insulator (not shown). This is to prevent the first and second terminals 290 and 292 from short-circuiting via the clevis 240.

As shown in FIG. 12, on the substrate 256 of the clevis 240, a connecting mechanism 270 is provided outside the substrate. The coupling mechanism 270 is provided with the clevis 24.
0 and the input rod 24 are connected to each other in a state where relative movement in the axial direction thereof is allowed within a certain range. The connecting mechanism 270 has the same configuration as the mechanism for connecting the input rod 24 and the clevis 26 to each other in the second embodiment, and includes a connecting member 90 and stoppers 92 and 94. However, unlike in the second embodiment, a compression spring 280 is provided between the connecting member 90 and the engaging portion 276 that moves integrally with the connecting member 274 fixed to the substrate 256. . The spring 280 constantly urges the connecting members 274 and 90 toward the separation limit. This spring 2
Reference numeral 80 indicates that the set load F _SET thereof is set as F _SET = F _PS × R _P , and the spring 280 is compressed when the brake operation force _FP becomes larger than the set value F _PS .

As shown in FIG. 11, the connecting member 90 is provided with a brake operating force switch 200. The brake operating force switch 200 is in a state where the connecting member 274 and 90 are in spaced limits shown, and outputs the OFF signals, whereas, spring 280 is compressed to the brake operating force F _P is increased to the set value F _PS As a result, in a state where the connecting members 274 and 90 are closer than a certain distance from the separation limit, an ON signal is output.

Next, a brake operating force detecting device according to a fourth embodiment of the present invention will be described. However, this embodiment has many elements in common with the first embodiment, and differs only in the element for calibrating the brake operation force sensor 60. Therefore, only the element will be described in detail, and other elements will be described. Use the same reference numerals, and a detailed description thereof will be omitted.

In the first embodiment, in the graph showing the detection characteristics of the brake operation force sensor 60, portions cut off at two points corresponding to the non-operation state and the set operation state of the brake pedal 10 are approximated by a straight line. The detection characteristic gradient of the brake operation force sensor 60 is defined as the gradient of the straight line. On the contrary,
In the present embodiment, portions of the graph representing the detection characteristics of the brake operation force sensor 60 that are cut off at two points corresponding to the first setting operation state and the second setting operation state of the brake pedal 10 are straight lines. The detection characteristic gradient of the brake operation force sensor 60 is defined as the gradient of the approximated straight line.

FIG. 16 shows actual characteristics and design characteristics (reference characteristics) of the brake operation force sensor 60 by a solid line and a dashed line, respectively.

According to the design characteristics, the voltage value V becomes 0 at the time of non-braking operation, and in the graph of FIG.
In There a first point of time is a set value V _S1 corresponding to when the brake operating force F _P is the set value F _PM, voltage value V brake operating force F _P is the set value F _PS (> F _PM) The gradient of the straight line when a straight line connects the second point when the corresponding set value V _{S2 is} at a certain time is the detection characteristic gradient of the brake operation force sensor 60. In the graph of FIG. 7, the part closest to the straight line is approximated by a straight line, and the detection characteristic gradient is defined as the slope of the straight line. The reference gradient of this design characteristic is set to β.

On the other hand, in actual characteristics, the voltage value V becomes the first voltage value V ₁ during the non-brake operation, and the voltage value V becomes the second voltage value when the brake operation force _FP is the set value _FPM .
Voltage value V ₂ becomes, also, the voltage value V becomes a third voltage value V ₃ when the brake operating force F _P is the set value F _PS. Thus, the actual slope for the voltage value V of the brake operating force F _P is a _{(F PS -F PM) / (} V 3 -V 2).

As described above, between the graph of the design characteristics and the graph of the actual characteristics, the zero point (the voltage value V when the brake operation force _FP is 0) and the gradient of the brake operation force sensor 60 are described above. There is such a relationship. So, first,
The graph representing the design characteristics is translated to the right (in the direction of increasing the voltage value V) by the first voltage value V ₁ , whereby the zero point correction of the brake operation force sensor 60 is performed, and then the translation is performed. If the gradient of the subsequent graph is changed by the gradient ratio of the two graphs, thereby performing gradient correction, it is possible to obtain a graph approximating the actual characteristic graph from the design characteristic graph. Therefore, if this fact is used, a function representing actual characteristics is converted to a function representing design characteristics, that is, a conversion function f
It can be estimated from (V). Specifically, the function representing the actual characteristic is f (V−V ₁ ) × ｛(F _PS −F _PM ) / (V ₃ −V ₂ ) /
α｝.

In this embodiment, the brake operation force F
Whereas _P that is equal to the set value F _PS is detected by the brake operation force switch 50, the master cylinder pressure sensor 300 that the brake operating force F _P is equal to the set value F _PM Is detected. In the present embodiment, as shown in FIG. 14, a master cylinder hydraulic pressure sensor 300 is added to the first embodiment.
Then, the computer 302, the master cylinder pressure P _M starts to rise to the braking operation is started, as a result, as shown in FIG. 17, the detected value P _M in the master cylinder pressure sensor 300 is close to 0 when it exceeds the reference value P _M0, it is determined that the brake operating force F _P is equal to the set value F _PM.

FIG. 15 is a flowchart showing a sensor calibration routine according to this embodiment. This routine is also repeatedly executed. At the time of each execution, first, S1
At 01, it is determined whether or not the stop lamp switch 40 is OFF, that is, whether or not the brake operation is being performed. If it is assumed to be ON this time, the determination is NO, and one cycle of this routine immediately ends. On the other hand, if it is assumed to be OFF this time,
(YES) is obtained in S102, with the current of the voltage signal from the brake operation force sensor 60 is incorporated, the voltage value V based on the voltage signal is a first voltage value V _1.

Subsequently, in S103, the current master cylinder pressure P is detected by the master cylinder pressure sensor 300.
_M is detected. Thereafter, in S104, whether the detected master cylinder pressure P _M has exceeded the reference value P _M0 is determined. If not, the determination is NO and S
Returning to 103, if it exceeds, the determination is YES and S
The process proceeds to 105. In S105, the second voltage value V
₂ is read from the ROM 114 of the computer 302. The second voltage value V ₂ is stored in the ROM 114 as a fixed value.

Subsequently, in S106, it is determined whether or not the signal of the brake operation force switch 50 has changed from OFF to ON. Assuming that this time is not the time of change from OFF to ON, the determination is NO, and S10
Returning to 6, if it is assumed that this time is the time of change from OFF to ON, the determination becomes YES, and in S107,
The current voltage signal is taken in from the brake operation force sensor 60, and the voltage value V based on the voltage signal is set to the third voltage.
It is a voltage value V _3.

Thereafter, in S108, the conversion function f (V) is corrected as described above based on the _{first to} third voltage values V ₁ , V ₂ , V ₃ , and as a result, the brake operation force sensor 60 Is calibrated. By adding both the zero point correction and the gradient correction to the conversion function f (V), the conversion function f (V) matches the actual characteristics of the brake operation force sensor 60. Subsequently, in S109, the corrected conversion function f (V) is stored in the RAM. This completes one execution of this routine.

While the embodiments of the present invention have been described in detail with reference to the drawings, various other embodiments may be made based on the knowledge of those skilled in the art without departing from the scope of the claims. The present invention can be implemented in a modified or improved form.

[Brief description of the drawings]

FIG. 1 is a system diagram showing a hardware configuration of a brake operation force detection device according to a first embodiment of the present invention.

FIG. 2 is a system diagram showing a brake device provided with the brake operation force detecting device.

FIG. 3 is an enlarged partial cross-sectional plan view showing a connecting portion between a brake pedal and an input rod of a booster in FIG. 1;

FIG. 4 is a graph showing characteristics of the force-electric conversion member made of a variable resistance rubber in FIG. 3;

FIG. 5 is a block diagram showing a software configuration of the brake operation force detection device.

FIG. 6 is a flowchart showing a brake operation force detection routine stored in a ROM of FIG. 5;

FIG. 7 is a flowchart showing a sensor calibration routine stored in the ROM.

FIG. 8 is a graph for explaining the contents of the sensor calibration routine.

FIG. 9 is a partial cross-sectional side view showing a hardware configuration of a brake operation force detection device according to a second embodiment of the present invention.

FIG. 10 is a partial cross-sectional plan view showing a connecting portion between a brake pedal, an input rod, and a lever in FIG. 9;

FIG. 11 is a partial cross-sectional side view showing a hardware configuration of a brake operation force detection device according to a third embodiment of the present invention.

12 is a partial cross-sectional plan view showing a connecting portion between the brake pedal and the input rod in FIG. 11;

FIG. 13 is a front view showing the clevis in FIG. 12;

FIG. 14 is a block diagram illustrating a software configuration of a brake operation force detection device according to a fourth embodiment of the present invention.

FIG. 15 is a flowchart showing a sensor calibration routine stored in the ROM of FIG.

FIG. 16 is a graph for explaining the contents of the sensor calibration routine.

FIG. 17 is another graph for explaining the contents of the sensor calibration routine.

[Explanation of symbols]

 DESCRIPTION OF SYMBOLS 10 Brake pedal 12 Vacuum booster 14 Master cylinder 16 Brake 18 Brake cylinder 24 Input rod 26 Clevis 40 Stop lamp switch 50, 200 Brake operation force switch 60, 230 Brake operation force sensor 100, 260 Force-electric conversion member 110, 302 Computer

Claims (6)

[Claims] 1. A method for calibrating a brake-related quantity sensor for detecting a brake-related quantity related to the operation of a brake device, the method comprising the steps of: determining a gradient at which an output signal of the brake-related quantity sensor changes with respect to a brake-related quantity; And calibrating the brake-related amount sensor based on the obtained actual gradient. A first means separate from the brake-related quantity sensor detects that the brake operating member is in a non-operating state, and outputs an output signal of the brake-related quantity sensor when the brake operation member is detected as a first signal. And a second means separate from the brake-related amount sensor detects that the brake operating member is in the set operation state, and sets the output signal of the brake-related amount sensor upon detection as a second signal. The brake-related amount sensor calibration method according to claim 1, wherein the actual gradient is obtained based on the first signal and the second signal. 3. The method according to claim 2, wherein the calibration of the brake-related quantity sensor is performed based on the first signal and the second signal for both its zero point and the gradient. 4. A brake-related quantity sensor including a brake-related quantity sensor for detecting a brake-related quantity related to the operation of a brake device, and a calculating means for calculating a brake-related quantity based on an output signal of the brake-related quantity sensor. In the apparatus, a sensor calibrating means for acquiring a gradient in which the output signal of the brake-related amount sensor changes with respect to the brake-related amount as an actual gradient and calibrating the brake-related amount sensor based on the acquired actual gradient is provided. A brake-related quantity detection device characterized by the above-mentioned. 5. A brake device comprising: (a) a brake operating member; (b) a brake for suppressing rotation of wheels; and (c) a brake driving device for driving the brake by operating force of the brake operating member. (D) a force transmission system for transmitting an operation force of the brake operation member to the brake driving device, the system having two portions relatively movable in a direction in which the operation force is transmitted; Is an elastically deformable force-electric conversion member that converts an input force into an electric signal, and is provided between the two parts in a state where the two parts are elastically deformed by their relative movement, and the elastic deformation amount is 5. The brake-related amount detecting device according to claim 4, further comprising a brake operation force sensor having a device that outputs a signal that continuously changes in response to the signal. 6. A brake-related amount detecting device according to claim 5, wherein said force-electric conversion member is made of a variable resistance rubber.