JP2007076468A - Control device of vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a control device of a vehicle capable of improving fuel consumption by controlling a treading reaction force of an accelerator pedal. <P>SOLUTION: An optimal traveling pattern calculation part calculates a traveling pattern which makes an optimal fuel consumption using traveling environmental information, storage information and vehicle traveling information, and calculates an optimal control variable of an accelerator pedal in the traveling pattern (step S120). A reaction force characteristic control part sets a relation diagram of the control variable of the accelerator pedal and the operating reaction force so that the operating reaction force increases in a bending manner in the calculated optimal control variable when the accelerator pedal is operated to the treading side. <P>COPYRIGHT: (C)2007,JPO&INPIT

Description

  The present invention relates to a vehicle control apparatus.

Conventionally, the depression amount of the accelerator pedal and the depression reaction force of the accelerator pedal have a generally proportional relationship, and the driver determines how much he has depressed the accelerator pedal by the depression reaction force of the accelerator pedal. It was common to understand by size. In recent years, there has been proposed a reaction force control device that explicitly changes the depression reaction force of the accelerator pedal with respect to a certain depression amount of the accelerator pedal and induces the depression operation of the accelerator pedal by the driver. For example, in Patent Document 1, the fuel consumption rate is improved by increasing the reaction force of the accelerator pedal so that the engine operating state of the internal combustion engine is unlikely to become a driving method with a low fuel consumption rate. A reaction force control apparatus is disclosed. In this reaction force control device, when the engine operation state is switched from the low rotation / low load side operation method to the high rotation / high load side operation method, in the engine operation region immediately before switching to the high rotation / high load side operation method. The advancing reaction force of the accelerator pedal is suddenly increased to increase the driving opportunity in the driving method on the low rotation / low load side where the fuel consumption rate is high.
JP 2003-120339 A

  By the way, in such a reaction force control device, attention is paid only to the fuel consumption rate of the internal combustion engine alone, and an operation method with a high fuel consumption rate is set according to the engine speed and the engine load state. Factors that affect the fuel consumption rate are not fully considered. That is, the driving method in which the fuel consumption rate obtained only from the engine operating state is optimal may be different from the driving method in which the fuel consumption rate is optimal in actual vehicle driving, and the effect of improving the fuel consumption rate is obtained. There is a possibility that it cannot be demonstrated.

  The present invention has been made in view of the above circumstances, and an object of the present invention is to provide a vehicle control device capable of improving the fuel consumption rate by controlling the depression reaction force of an accelerator pedal. It is in.

  In order to achieve the above object, an invention according to claim 1 is directed to an output operation member for a driver to operate an output of a power source, and a reaction force that varies an operation reaction force with respect to an operation amount of the output operation member. In a control apparatus for a vehicle including a variable mechanism, a travel environment acquisition unit that acquires information about a travel environment of the vehicle, and an operation amount of the output operation member that achieves an optimum fuel consumption rate using the acquired information When the output operation member is operated in the direction in which the operation amount increases, the operation reaction force of the output operation member is flexibly increased in the vicinity of the calculated operation amount. Thus, the gist of the present invention is to include a control means for controlling the reaction force variable mechanism.

  In actual vehicle travel, the fuel consumption rate is greatly affected by the travel environment that varies depending on the travel scene, such as the average travel speed, road gradient, and signal timing on the travel path. In this regard, according to this configuration, since the operation amount of the output operation member that achieves the optimum fuel consumption rate is calculated using the information about the traveling environment of the vehicle, the traveling pattern that optimizes the fuel consumption rate is appropriately It is possible to calculate in a form suitable for the vehicle running. Also, when the output operation member is operated in the direction in which the operation amount increases, the output reaction force of the output operation member is flexibly increased in the vicinity of the calculated operation amount, so that the output operation with an optimum fuel consumption rate is achieved. The amount of operation of the member can be recognized by the driver, and the driver can be guided so that the amount of operation of the output operation member is optimal during the acceleration operation of the vehicle. In addition, since the reaction force increases with the operation amount of the output operation member at an optimal fuel consumption rate, it is difficult for the driver to operate the output operation member beyond the operation amount. It is possible to suppress the deterioration of the fuel consumption rate as much as possible. In addition, the vehicle which concerns on the structure may be not only a vehicle equipped with an internal combustion engine but also a vehicle equipped with an electric motor such as a motor.

  According to a second aspect of the present invention, in the vehicle control device according to the first aspect, the optimum travel pattern calculating means is characterized in that the form of the travel path ahead of the vehicle is a specific form by the travel environment acquisition means. When the information is acquired, the gist is to correct the calculated value of the operation amount of the output operation member in accordance with the form of the travel path.

  According to this configuration, when information indicating that the form of the traveling road ahead of the vehicle is a specific form is acquired, the calculated operation amount value of the output operation member is corrected according to the form of the traveling road. The operation amount of the output operation member can be set so as to achieve an optimum fuel consumption rate according to the form of the travel path.

  According to a third aspect of the present invention, in the vehicle control device according to the second aspect, the optimum traveling pattern calculation means is configured to calculate the output when the acquired traveling road form is a downhill road. The gist is to correct the operation amount of the operation member to be small.

  According to this configuration, when the form of the traveling road ahead of the vehicle is a downhill road, the calculated operation amount of the output operation member is corrected so as to decrease, so that the approach speed to the downhill road is reduced. The driver can be guided to. For this reason, it is possible to avoid a situation in which the vehicle traveling speed increases on a downhill road and thereafter a brake operation is performed, and an unnecessary brake operation can be suppressed and deterioration of the fuel consumption rate can be suppressed. Thus, by considering the form of the travel path, it is possible to execute a travel pattern in which the fuel consumption rate is optimal.

  According to a fourth aspect of the present invention, in the vehicle control apparatus according to the second or third aspect, the optimal travel pattern calculation means is calculated when the acquired travel path form is a curved road. The gist of the correction is to reduce the value of the operation amount of the output operation member.

  According to this configuration, when the form of the traveling road ahead of the vehicle is a curved road, the calculated operation amount of the output operation member is corrected so as to be reduced, so that the approach speed to the curved road is reduced. The driver can be guided to. For this reason, it is possible to avoid the brake operation being performed when entering the curved road, and it is possible to suppress the unnecessary brake operation and suppress the deterioration of the fuel consumption rate. Thus, by considering the form of the travel path, it is possible to execute a travel pattern in which the fuel consumption rate is optimal.

  Invention of Claim 5 is a vehicle control apparatus as described in any one of Claims 1-4. WHEREIN: The operation speed detection means which detects the operation speed of the said output operation member by a driver | operator is further provided, The gist of the control means is that control increases so as to decrease the increase amount of the operation reaction force in the vicinity of the operation amount calculated by the optimum travel pattern calculation means as the detected operation speed increases.

  According to this configuration, as the operation speed of the output operation member operated by the driver increases, the amount of increase in the operation reaction force of the output operation member decreases, so that the driver tries to accelerate the vehicle earlier. The bending change in the operation reaction force of the output operation member can be reduced. For this reason, the uncomfortable feeling with respect to operation of the output operation member when the driver tries to accelerate the vehicle early can be suppressed as much as possible.

  According to a sixth aspect of the present invention, in the vehicle control device according to any one of the first to fifth aspects, the vehicle further includes an automatic transmission to which an output of the power source is transmitted, and the optimum running The pattern calculation means calculates the gear ratio of the automatic transmission and the operation amount of the output operation member that provide the optimum fuel consumption rate, and the control means sets the automatic transmission to the calculated gear ratio. The gist is to control it.

  According to this configuration, in a vehicle equipped with an automatic transmission, the automatic transmission gear ratio and the operation amount of the output operation member that calculate the optimum fuel consumption rate are calculated, and the automatic transmission is calculated to the calculated gear ratio. Therefore, it is possible to make the driver recognize the operation amount of the output operation member that provides the optimum fuel consumption rate while automatically setting the speed ratio.

  According to a seventh aspect of the present invention, in the vehicle control apparatus according to the sixth aspect, the operation amount of the output operation member that the automatic transmission performs kickdown is based on the operation state of the output operation member. The control unit further includes a kick-down operation amount calculating means for calculating, and when the control means operates the output operation member in a direction in which the operation amount increases, in the vicinity of the operation amount calculated by the kick-down operation amount calculating means. The gist is to control the output reaction force of the output operation member to flexibly increase.

  According to this configuration, when the output operation member is operated in the direction in which the operation amount increases, the operation reaction force of the output operation member is flexibly changed in the vicinity of the operation amount of the output operation member in which the automatic transmission performs kickdown. Therefore, the driver can recognize that the automatic transmission is downshifting. Note that the operation amount of the output operation member for which the kick down is executed may be detected by a kick down switch.

  According to an eighth aspect of the present invention, in the vehicle control device according to the seventh aspect, the increase amount of the operational reaction force in the vicinity of the operation amount calculated by the optimum travel pattern calculating means is calculated by the kickdown operation amount calculation. The gist is that it is set smaller than the increase amount of the operation reaction force in the vicinity of the operation amount calculated by the means.

  According to this configuration, the amount of increase in the operation reaction force in the vicinity of the operation amount of the output operation member that achieves the optimum fuel consumption rate is the operation reaction in the vicinity of the operation amount of the output operation member for which the automatic transmission performs kickdown. It is set smaller than the amount of increase in force. For this reason, when it is the operation amount of the output operation member which becomes an optimal fuel consumption rate, it can suppress that a driver | operator misidentifies that it is the operation amount which an automatic transmission performs kickdown.

Hereinafter, an embodiment embodying the present invention will be described with reference to FIGS.
FIG. 1 is a schematic configuration diagram of a vehicle control apparatus 1 according to the present embodiment. An ECU (electronic control device) 11 that controls the control device 1 is connected to each device of the output operation system 12, each device of the drive system 13, and a traveling environment acquisition device 14.

  The output operation system 12 includes an accelerator pedal 21 for the driver to operate the output of the power source, an operation amount detection sensor 22 for detecting the operation amount of the accelerator pedal 21, and an operation speed for detecting the operation speed of the accelerator pedal 21. A detection sensor 23 and a reaction force variable mechanism 24 capable of variably setting an operation reaction force of the accelerator pedal 21 are provided.

  The accelerator pedal 21 as an output operation member is rotatably held with respect to the vehicle body, and a driver's intention to increase or decrease the power source output is input by the stepping operation. The operation amount detection sensor 22 is provided on the rotation shaft of the accelerator pedal 21 and detects the operation amount of the accelerator pedal 21 from the rotation amount. The operation amount of the accelerator pedal 21 detected by the operation amount detection sensor 22 is input to the ECU 11. The operation speed detection sensor 23 as the operation speed detection means is provided on the rotation shaft of the accelerator pedal 21 and detects the operation speed of the accelerator pedal 21 from the rotation speed. The operation speed of the accelerator pedal 21 detected by the operation speed detection sensor 23 is input to the ECU 11. The reaction force variable mechanism 24 includes an actuator. When the actuator is driven and controlled by the ECU 11, the operation reaction force with respect to the operation amount of the accelerator pedal 21 is variably set.

  The drive system 13 includes a power source 31 for driving the vehicle, an automatic transmission 32 that decelerates the output of the power source 31, and a drive shaft 33 that rotationally transmits the output reduced by the automatic transmission 32 to the drive wheels. And a rotational speed detection sensor 34 for detecting the rotational speed of the drive shaft 33.

  The power source 31 is constituted by an internal combustion engine, a motor, and the like, and its output is controlled by the ECU 11 based on the operation amount of the accelerator pedal 21 and the like. The automatic transmission 32 is shift-controlled by the ECU 11 so that the most appropriate gear ratio is selected according to the vehicle running state and the driving state of the power source 31. The output of the power source 31 transmitted to the automatic transmission 32 is decelerated at the selected gear ratio. The drive shaft 33 causes the vehicle to travel by transmitting the output reduced by the automatic transmission 32 to drive wheels such as tires. The rotation speed detection sensor 34 is provided on the rotation shaft of the drive shaft 33 and detects the rotation speed of the drive shaft 33. The rotational speed of the drive shaft 33 detected by the rotational speed detection sensor 34 is input to the ECU 11, and the traveling speed of the vehicle is calculated based on the rotational speed.

  The driving environment acquisition device 14 serving as a driving environment acquisition means includes a navigation system, a camera for observing the surroundings of the vehicle, a laser for measuring the distance between the vehicle and the object, and the like mounted on the external information engine and the host vehicle. Information about the driving environment of the vehicle is acquired by the information monitoring device. Examples of information acquired by the travel environment acquisition device 14 include an average travel speed, an average start acceleration, a signal timing, an inter-vehicle distance, a road surface gradient, and the like on the travel path. Further, the ECU 11 includes a storage device 15, and a learning value for the driving pattern of the driver is stored from the accumulated driving pattern data of the driver.

  Next, a method in which the ECU 11 controls the reaction force variable mechanism 24 will be described. FIG. 2 shows an operation model of the accelerator pedal 21, and the ECU 11 sets an operation reaction force with respect to the operation amount of the accelerator pedal 21 based on this operation model, and controls the reaction force variable mechanism 24. As shown in FIG. 2, the accelerator pedal 21 is disposed so as to be movable in the left-right direction on the flat plate 41, and is fixed to the side plate 42 via a compression spring 43. In this operating model, when the driver moves the accelerator pedal 21 in the right direction in FIG. 2, the driver operates the accelerator pedal 21 in the stepping direction, and when the driver moves the accelerator pedal 21 in the left direction in FIG. When operating in the return direction.

  When the driver operates the accelerator pedal 21 in the depression direction, the sum of the spring force Fa of the compression spring 43 and the frictional force Fb generated between the accelerator pedal 21 and the flat plate 41 becomes the operation reaction force F. On the other hand, when the driver operates the accelerator pedal 21 in the return direction, the difference between the spring force Fa of the compression spring 43 and the frictional force Fb generated between the accelerator pedal 21 and the flat plate 41 is the operation reaction force F. Become.

  FIG. 3 shows a relationship diagram between the operation amount of the accelerator pedal 21 and the operation reaction force. A solid line in FIG. 3 is a relationship diagram between an operation amount controlled based on the operation model in FIG. 2 and an operation reaction force. That is, since the spring force Fa of the operating model increases as the amount of depression of the accelerator pedal 21 increases, an operation reaction force 51 when the accelerator pedal 21 is operated to the depression side and an operation reaction force 52 when the accelerator pedal 21 is operated to the return side. Increases as the operation amount increases. In addition, since the friction force Fb of the operating model acts as a resistance when the accelerator pedal 21 is operated to the depression side and when it is operated to the return side, the friction force Fb is between the operation reaction force 51 and the operation reaction force 52. Causes hysteresis H. This hysteresis H is provided to facilitate maintaining the accelerator pedal 21 at a constant operation amount.

  The ECU 11 variably sets the operation reaction force with respect to the operation amount of the accelerator pedal 21 by changing the spring force Fa and the friction force Fb of the operation model assumed in this way. That is, by appropriately changing the spring constant k of the compression spring 43 in the operation model and the friction coefficient μ between the accelerator pedal 21 and the flat plate 41 as parameters, the operation reaction force of the accelerator pedal 21 is set to a desired mode. For example, when the accelerator pedal 21 is operated to the depression side and the friction coefficient μ of the operation model is increased at the position of the operation amount B, the operation reaction force 53 of the accelerator pedal 21 is set as shown by a broken line in FIG. can do. Further, when the accelerator pedal 21 is operated to the depression side and the spring constant k of the operating model is increased at the position of the operation amount C, the operation reaction force 54 of the accelerator pedal 21 is shown by a one-dot chain line in FIG. Can be set. Further, when the accelerator pedal 21 is operated to the return side, the operation reaction force can be set by the same method. The ECU 11 drives and controls the reaction force variable mechanism 24 so as to generate an operation reaction force set based on the operation model.

  Next, the configuration of the accelerator pedal 21 and the reaction force variable mechanism 24 will be described. FIG. 4A is a schematic configuration diagram of the accelerator pedal 21 and the reaction force variable mechanism 24. The accelerator rotation shaft 61 to which the accelerator pedal 21 is fixed is rotatably held by bearings 62a and 62b provided on the vehicle body 62. The reaction force variable mechanism 24 includes an actuator 63 that is provided on the accelerator rotation shaft 61 and includes a DC motor or the like, and a speed reduction unit 64 that reduces the output of the actuator 63. The return spring 65 for applying an operation reaction force to the accelerator pedal 21 is a torsion coil spring. A hook 65 a at one end is fixed to the base end portion of the accelerator pedal 21, and a hook 65 b at the other end is provided in the speed reduction portion 64. It is fixed to the component.

  FIG.4 (b) is sectional drawing which follows the AA line of the deceleration part 64 of Fig.4 (a). The speed reduction part 64 is rotatably held with respect to the accelerator rotation shaft 61 and meshes with the rotation member 66 to which the hook 65b of the return spring 65 is fixed, and the tooth part 66a of the rotation member 66, thereby engaging the rotation member 66. And a reduction gear 67 that is driven to rotate.

  When the reaction force of the accelerator pedal 21 is changed, the reduction gear 67 is driven to rotate by the operation of the actuator 63. The reduction gear 67 moves the position of the hook 65b of the return spring 65 in the direction of the arrow in FIG. 4B by rotating the rotating member 66 with respect to the accelerator rotation shaft 61. As a result, the operation reaction force applied from the return spring 65 to the accelerator pedal 21 via the hook 65a is variable. In this case, the operating reaction force of the accelerator pedal 21 is made variable by changing the spring force of the return spring 65. However, the actuator 63 is configured to apply a load such as a frictional force to the accelerator rotating shaft 61. Thus, the operation reaction force of the accelerator pedal 21 may be variable.

  Next, a method in which the ECU 11 uses the information input from the travel environment acquisition device 14 and the like to calculate a travel pattern that provides an optimal fuel consumption rate and controls the reaction force variable mechanism 24 and the automatic transmission 32. explain. FIG. 5 is a control block diagram of the ECU 11. The optimal travel pattern calculation unit 71 as the optimal travel pattern calculation means represents the travel environment information 72 acquired by the travel environment acquisition device 14, the storage information 73 stored in the storage device 15, and the travel state of the vehicle. Vehicle travel information 74 is input. The optimum travel pattern calculation unit 71 includes travel environment information 72 such as average travel speed, average start acceleration, signal timing, inter-vehicle distance, and road surface gradient on the travel road, and storage information 73 such as a learning value about the driver's travel pattern, and the like. Using the vehicle travel information 74 such as the travel speed of the vehicle, a travel pattern that provides an optimal fuel consumption rate is calculated. That is, in addition to the output characteristics of the power source 31, information on the driving environment information 72 and the stored information 73 is taken into consideration in the calculation of the driving pattern that provides the optimum fuel consumption rate. The target speed and target acceleration set by the calculation change depending on the traffic flow obtained by the average travel speed, average start acceleration, signal timing, inter-vehicle distance from the preceding vehicle, etc. on the road, and the road surface gradient on the road This is because it is affected by a driving pattern flaw by the driver. Then, the optimum travel pattern calculation unit 71 calculates the optimum operation amount of the accelerator pedal 21 and the gear ratio of the automatic transmission 32 corresponding to the set target speed and target acceleration.

  Accelerator pedal input information 76 is input from the operation amount detection sensor 22 and the operation speed detection sensor 23 of the output operation system 12 to the kick down operation amount calculation unit 75 as the kick down operation amount calculation means. The kickdown operation amount calculation unit 75 calculates the kickdown operation amount of the accelerator pedal 21 that the automatic transmission 32 performs kickdown based on the operation state such as the operation amount and operation speed of the accelerator pedal 21.

  The gear ratio control unit 77 controls the automatic transmission 32 to be set to the gear ratio calculated by the optimum travel pattern calculation unit 71. The reaction force characteristic control unit 78 includes an optimal operation amount of the accelerator pedal 21 calculated by the optimal travel pattern calculation unit 71, a kick-down operation amount of the accelerator pedal 21 calculated by the kick-down operation amount calculation unit 75, and an accelerator pedal input. Based on the operation speed of the accelerator pedal 21 input from the information 76, the reaction reaction force variable mechanism 24 is controlled by setting an operation reaction force of the accelerator pedal 21. Here, the gear ratio control unit 77 and the reaction force characteristic control unit 78 correspond to control means.

  Next, a description will be given of a procedure in which the ECU 11 configured as described above sets and controls the operation reaction force mode of the accelerator pedal 21 when the accelerator pedal 21 is operated to the depression side. FIG. 6 shows a flowchart of an operation reaction force control routine of the accelerator pedal 21 processed by the ECU 11. In this routine, by appropriately changing the mode of the reaction force when the accelerator pedal 21 is operated to the depression side, the driver recognizes the amount of operation of the accelerator pedal 21 that provides the optimum fuel consumption rate, and the vehicle The driver is guided so that the amount of operation of the accelerator pedal 21 is optimal during acceleration operation.

  The operation reaction force control routine is repeatedly performed at predetermined timings when the accelerator pedal 21 is operated to the depression side. When the operation reaction force control routine is started, the optimum travel pattern calculation unit 71 of the ECU 11 acquires travel environment information 72, storage information 73, and vehicle travel information 74 (step S110). Next, the optimal travel pattern calculation unit 71 calculates a travel pattern that provides an optimal fuel consumption rate from the output characteristics of the power source 31 using information of the travel environment information 72, the stored information 73, and the vehicle travel information 74, The optimum operation amount of the accelerator pedal 21 in the travel pattern is calculated (step S120).

  Next, based on the travel environment information 72 acquired from the travel environment acquisition device 14, the optimal travel pattern calculation unit 71 determines whether or not the form of the travel path ahead of the vehicle is a downhill road (step S130). When the form of the traveling road ahead of the vehicle is not a downhill road, the process proceeds to step S150. When the form of the traveling road ahead of the vehicle is a downhill road, correction is made so that the value of the optimum operation amount of the accelerator pedal 21 calculated in step S120 is reduced (step S140). When the traveling road ahead of the vehicle is a downhill road, the brake operation is often performed after that because the vehicle traveling speed increases on the downhill road and the inter-vehicle distance becomes smaller. Such an unnecessary brake operation may result in deterioration of the fuel consumption rate as a result. Therefore, when the traveling road ahead of the vehicle is a downhill road, the value of the optimum operation amount of the accelerator pedal 21 is corrected to be small to reduce the approach speed to the downhill road and suppress the deterioration of the fuel consumption rate. . The correction amount of the optimum operation amount is set based on the magnitude of the slope of the downhill road, the traveling speed of the vehicle, the learned value about the driving pattern of the driver, etc., for example, the larger the magnitude of the slope of the downhill road, Alternatively, the correction amount increases as the traveling speed of the vehicle increases.

  Next, the optimum travel pattern calculation unit 71 determines whether or not the form of the travel path ahead of the vehicle is a curved road based on the travel environment information 72 acquired from the travel environment acquisition device 14 (step S150). When the form of the traveling road ahead of the vehicle is not a curved road, the process proceeds to step S170. When the form of the traveling road ahead of the vehicle is a curved road, the value of the optimum operation amount of the accelerator pedal 21 calculated in step S120 or the value of the optimum operation amount of the accelerator pedal 21 corrected in step S140 is reduced. Correction is performed (step S160). When the traveling road ahead of the vehicle is a curved road, a brake operation is often performed at the time of entering the curved road because the vehicle is difficult to control. Such an unnecessary brake operation may result in deterioration of the fuel consumption rate as a result. Therefore, when the traveling road ahead of the vehicle is a curved road, correction is made so that the value of the optimum operation amount of the accelerator pedal 21 becomes small, as in the case where the traveling road ahead of the vehicle is a downhill road. The approach speed of the vehicle is reduced, and the deterioration of the fuel consumption rate is suppressed. The correction amount of the optimum operation amount is set based on the size of the corner R of the curved road, the traveling speed of the vehicle, the learning value about the driving pattern of the driver, etc., for example, as the corner R of the curved road becomes smaller, or The higher the traveling speed of the vehicle, the larger the value of the correction amount.

  Then, the optimal travel pattern calculation unit 71 outputs the optimal operation amount of the accelerator pedal 21 calculated or corrected as described above to the reaction force characteristic control unit 78 (step S170). The reaction force characteristic control unit 78 acquires the optimal operation amount of the accelerator pedal 21 calculated by the optimal travel pattern calculation unit 71 and the kickdown operation amount of the accelerator pedal 21 calculated by the kickdown operation amount calculation unit 75, A relationship diagram between the operation amount and the operation reaction force when the accelerator pedal 21 is operated to the depression side is set (step S180). The solid line in FIG. 7 is a relationship diagram between the operation amount of the accelerator pedal 21 and the operation reaction force set in step S180. As shown in FIG. 7, the operation reaction force 81 of the accelerator pedal 21 is set so as to flexibly increase stepwise at the optimum operation amount D of the accelerator pedal 21. For this reason, when the accelerator pedal 21 is stepped on, the driver can be made to recognize the optimum operation amount D of the accelerator pedal 21 that provides the optimum fuel consumption rate. Further, since the operation reaction force 81 flexibly increases at the optimum operation amount D of the accelerator pedal 21, it is possible to suppress the driver from stepping on the accelerator pedal 21 beyond the optimum operation amount D.

  Further, as shown in FIG. 7, the operation reaction force 81 of the accelerator pedal 21 is set so as to flexibly increase in a step-like manner even in the kickdown operation amount E of the accelerator pedal 21. For this reason, the driver can recognize the kick-down operation amount E for the automatic transmission 32 to shift down. At this time, the increase amount P of the operation reaction force 81 in the optimum operation amount D is set smaller than the increase amount Q of the operation reaction force 81 in the kickdown operation amount E. Thereby, it can suppress that a driver | operator misidentifies the optimal operation amount D and the kickdown operation amount E. FIG.

  Next, the reaction force characteristic control unit 78 determines whether or not the operation speed of the accelerator pedal 21 input from the accelerator pedal input information 76 is equal to or higher than a predetermined speed (step S190). When the operation speed of the accelerator pedal 21 is less than the predetermined speed, the process proceeds to step S210. When the operation speed of the accelerator pedal 21 is equal to or higher than the predetermined speed, the relationship diagram between the operation amount of the accelerator pedal 21 and the operation reaction force set in step S180 is corrected (step S200). When the operation speed of the accelerator pedal 21 is equal to or higher than the predetermined speed, it is presumed that the driver is accelerating the vehicle at an early stage. Therefore, the operation reaction force is flexibly at the optimal operation amount D when the accelerator pedal 21 is depressed. If it increases, the driver may feel uncomfortable. Therefore, when the operation speed of the accelerator pedal 21 is equal to or higher than the predetermined speed, the increase amount P of the operation reaction force 82 in the optimum operation amount D of the accelerator pedal 21 is decreased as shown by the broken line in FIG. At this time, the relationship diagram may be modified so that the increase amount P of the operation reaction force 82 in the optimum operation amount D is eliminated.

  Then, the reaction force characteristic control unit 78 shows the relationship diagram between the operation amount of the accelerator pedal 21 and the operation reaction force set in step S180, or the operation amount and the operation reaction force of the accelerator pedal 21 corrected in step S200. The reaction force variable mechanism 24 is driven and controlled based on the relationship diagram (step S210).

  In this way, the control reaction force when the accelerator pedal 21 is operated to the depression side is appropriately changed so that the driver recognizes the amount of operation of the accelerator pedal 21 that achieves the optimum fuel consumption rate. It can be carried out. Then, the reaction force variable mechanism 24 generates an operation reaction force along a relationship diagram between the operation amount of the accelerator pedal 21 and the operation reaction force.

According to the above embodiment, the following effects can be obtained.
(1) In the above embodiment, the optimum travel pattern calculation unit 71 is configured to calculate the travel environment information 72 such as the average travel speed, average start acceleration, signal timing, inter-vehicle distance, road surface gradient, and the like on the travel road and the travel pattern of the driver. Using the storage information 73 such as the learning value and the vehicle travel information 74 such as the travel speed of the vehicle, a travel pattern that provides an optimal fuel consumption rate is calculated. For this reason, the optimum operation amount of the accelerator pedal 21 and the automatic transmission are calculated from the target speed and the target acceleration for calculating the driving pattern that achieves the optimum fuel consumption rate in accordance with the actual vehicle driving. 32 gear ratios can be set.

  (2) In the above-described embodiment, when the accelerator pedal 21 is operated to the depression side, the operation reaction force of the accelerator pedal 21 is flexibly increased at the optimal operation amount D of the accelerator pedal 21 that provides an optimal fuel consumption rate. Let For this reason, the driver can recognize the optimum operation amount D of the accelerator pedal 21 and can guide the driver so that the operation amount of the accelerator pedal 21 is optimal when the vehicle is accelerated. In addition, since the operation reaction force flexibly increases at the optimum operation amount D, it is difficult for the driver to perform a stepping operation that is greater than or equal to the optimum operation amount D, and deterioration of the fuel consumption rate can be suppressed.

  (3) In the above embodiment, when the traveling road in front of the vehicle is a downhill road, the value of the optimum operation amount of the accelerator pedal 21 is corrected to be small, so that the speed of entering the downhill road is reduced. The driver can be guided to. For this reason, it is possible to avoid a situation in which the vehicle traveling speed increases on a downhill road and thereafter a brake operation is performed, and an unnecessary brake operation can be suppressed and deterioration of the fuel consumption rate can be suppressed.

  (4) In the above embodiment, when the form of the traveling road ahead of the vehicle is a curved road, the value of the optimum operation amount of the accelerator pedal 21 is corrected so as to decrease, so that the approach speed to the curved road is reduced. The driver can be guided to. For this reason, it is possible to avoid the brake operation being performed when entering the curved road, and it is possible to suppress the unnecessary brake operation and suppress the deterioration of the fuel consumption rate.

  (5) In the above embodiment, the reaction force characteristic control unit 78 operates the accelerator pedal 21 at the optimum operation amount D when the operation speed of the accelerator pedal 21 input from the accelerator pedal input information 76 is equal to or higher than a predetermined speed. The increase amount P of the reaction force 82 is reduced. For this reason, when the driver tries to accelerate the vehicle at an early stage, it is possible to suppress the driver from feeling uncomfortable due to the increase in the operation reaction force 82 at the optimum operation amount D.

  (6) In the above-described embodiment, when the accelerator pedal 21 is operated to the depression side, the operation reaction force of the accelerator pedal 21 is determined with respect to the kickdown operation amount E of the accelerator pedal 21 that the automatic transmission 32 executes kickdown. Increase flexibly. For this reason, the driver can recognize the kick-down operation amount E for the automatic transmission 32 to shift down.

  (7) In the above embodiment, the increase amount P of the operation reaction force 81 in the optimal operation amount D of the accelerator pedal 21 is set smaller than the increase amount Q of the operation reaction force 81 in the kickdown operation amount E of the accelerator pedal 21. . For this reason, it can suppress that a driver misidentifies the optimal operation amount D and the kickdown operation amount E.

In addition, you may change the said embodiment as follows.
In the above embodiment, the optimal travel pattern calculation unit 71 uses the travel environment information 72, the stored information 73, and the vehicle travel information 74 to calculate a travel pattern that provides an optimal fuel consumption rate. You may make it calculate the driving | running pattern used as the optimal fuel consumption rate using arbitrary information from information.

  In the above embodiment, the operation reaction force 81 of the accelerator pedal 21 is set so as to increase flexibly in a step shape at the optimum operation amount D and the kickdown operation amount E of the accelerator pedal 21, but the optimum operation amount The operation reaction force 81 may be flexibly increased by increasing the increase ratio of the operation reaction force 81 to the operation amount from D and the kickdown operation amount E.

  In the above embodiment, the operation reaction force 81 of the accelerator pedal 21 is set to flexibly increase at the optimum operation amount D and the kickdown operation amount E of the accelerator pedal 21, but the optimum operation amount D and kickdown The operation reaction force 81 may be flexibly increased in the vicinity of the operation amount E.

  In the above embodiment, in order to make the driver recognize the optimum operation amount D during the acceleration operation of the vehicle, only the mode of the operation reaction force when the accelerator pedal 21 is operated to the depression side is changed. You may make it also change the aspect of the operation reaction force when operated to the return side. For example, when the accelerator pedal 21 is operated to the return side, the operation reaction force is reduced by the optimum operation amount D, and the operation reaction force mode is set so that the driver can find the optimum operation amount D. Good.

  In the above embodiment, the operation reaction force 81 of the accelerator pedal 21 is flexibly increased at the optimum operation amount D of the accelerator pedal 21, but the operation reaction force 81 with respect to the operation amount is greater than the optimum operation amount D. The increase ratio may be increased to make the driver recognize the optimum operation amount D more clearly.

  In the above embodiment, when the operation speed of the accelerator pedal 21 is equal to or higher than the predetermined speed, the increase amount P of the operation reaction force 82 in the optimal operation amount D of the accelerator pedal 21 is reduced. You may make it make the value of the increase amount P small, so that speed increases.

  In the above embodiment, the intention to increase / decrease the power source output by the driver is input by depressing the accelerator pedal 21, but other than the depressing operation such as operating the output operation member corresponding to the accelerator pedal 21 by hand. You may make it carry out by operation.

The schematic block diagram of the control apparatus of a vehicle. Accelerator pedal operation model. The relationship diagram of the operation amount of an accelerator pedal, and an operation reaction force. (A) is a schematic block diagram of an accelerator pedal and a reaction force variable mechanism, (b) is sectional drawing which follows the AA line of (a). The control block diagram of ECU. The flowchart of an operation reaction force control routine. FIG. 6 is a relationship diagram between an operation amount and an operation reaction force when the accelerator pedal is operated to the depression side.

Explanation of symbols

  DESCRIPTION OF SYMBOLS 1 ... Control apparatus, 11 ... ECU, 12 ... Output operation system, 13 ... Drive system, 14 ... Driving environment acquisition device, 21 ... Accelerator pedal, 22 ... Operation amount detection sensor, 23 ... Operation speed detection sensor, 24 ... Reaction force Variable mechanism, 31 ... Power source, 32 ... Automatic transmission, 71 ... Optimum travel pattern calculation unit, 72 ... Running environment information, 73 ... Storage information, 74 ... Vehicle travel information, 75 ... Kickdown operation amount calculation unit, 76 ... Accelerator pedal input information, 77... Gear ratio control unit, 78... Reaction force characteristic control unit.

Claims (8)

In a vehicle control device including an output operation member for a driver to operate an output of a power source, and a reaction force variable mechanism that varies an operation reaction force with respect to an operation amount of the output operation member,
Driving environment acquisition means for acquiring information about the driving environment of the vehicle;
Optimal travel pattern calculation means for calculating the amount of operation of the output operation member that achieves an optimal fuel consumption rate using the acquired information;
When the output operation member is operated in the direction in which the operation amount increases, the reaction force variable mechanism is controlled to flexibly increase the operation reaction force of the output operation member in the vicinity of the calculated operation amount. A vehicle control device comprising: a control means. The vehicle control device according to claim 1,
When the travel environment acquisition unit obtains information indicating that the form of the travel path ahead of the vehicle is a specific form, the optimum travel pattern computation unit calculates the value of the operation amount of the output operation member to be computed. A control apparatus for a vehicle, wherein the correction is made according to the form of the travel path. The vehicle control device according to claim 2,
The optimal travel pattern calculation means corrects the calculated operation amount of the output operation member to be small when the acquired travel route is a downhill road. Control device. The vehicle control device according to claim 2 or 3,
The optimal travel pattern calculation means corrects the calculated operation amount of the output operation member to be small when the acquired travel route is a curved road. Control device. In the vehicle control device according to any one of claims 1 to 4,
An operation speed detecting means for detecting an operation speed of the output operation member by a driver;
The vehicle is characterized in that the control means controls to decrease the increase amount of the operation reaction force in the vicinity of the operation amount calculated by the optimum travel pattern calculation means as the detected operation speed increases. Control device. In the vehicle control device according to any one of claims 1 to 5,
The vehicle further includes an automatic transmission to which the output of the power source is transmitted,
The optimum travel pattern calculating means calculates a speed ratio of the automatic transmission and an operation amount of the output operation member that achieve an optimum fuel consumption rate, and the control means sets the automatic transmission to the calculated speed ratio. A control apparatus for a vehicle, characterized in that control is performed so as to set. The vehicle control device according to claim 6,
The automatic transmission further includes kickdown operation amount calculation means for calculating an operation amount of the output operation member for performing kickdown based on an operation state of the output operation member,
The control means flexibly changes an operation reaction force of the output operation member in the vicinity of the operation amount calculated by the kick-down operation amount calculation means when operating the output operation member in a direction in which the operation amount increases. A control apparatus for a vehicle, characterized in that control is performed so as to increase the vehicle. The vehicle control device according to claim 7,
The increase amount of the operation reaction force in the vicinity of the operation amount calculated by the optimum travel pattern calculation means is set smaller than the increase amount of the operation reaction force in the vicinity of the operation amount calculated by the kickdown operation amount calculation means. A vehicle control device.

Images