JP2007076469A - Control device of vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a control device of a vehicle capable of easily controlling an accelerator pedal at the time of deceleration of a vehicle by controlling a treading reaction force of the accelerator pedal. <P>SOLUTION: A deceleration intention estimation part judges whether it is estimated that a driver intends to decelerate the vehicle or not from traveling environmental information, accelerator pedal input information and vehicle traveling information (step S120). A relation diagram setting part increases an operating reaction force of the accelerator pedal when the accelerator pedal is operated to a return side so as to heighten controllability of the accelerator pedal at the time of deceleration of the vehicle when it is estimated that the driver intends to decelerate the vehicle (step S130). <P>COPYRIGHT: (C)2007,JPO&INPIT

Description

  The present invention relates to a vehicle control apparatus.

Conventionally, the accelerator pedal depression amount and the accelerator pedal depression reaction force have a certain relationship, and even if the driving state of the vehicle changes, if the accelerator pedal depression amount remains the same, the accelerator pedal depression reaction force The power was the same. In recent years, a reaction force control device has been proposed that changes the depression reaction force of the accelerator pedal with respect to the depression amount of the accelerator pedal according to the driving state of the vehicle. For example, Patent Literature 1 discloses a reaction force control device that increases the stepping reaction force on the stepping side of the accelerator pedal as the vehicle speed increases or the road surface condition becomes slippery. In this reaction force control device, the stepping reaction force on the stepping side of the accelerator pedal is increased during high-speed traveling or low-μ road traveling so that the driver can easily control the accelerator pedal in these driving states.
Japanese Patent Laid-Open No. 2004-314871

  By the way, in such a reaction force control device, although the improvement of the controllability of the accelerator pedal during high-speed traveling or low-μ road traveling has been made, the controllability of the accelerator pedal during vehicle deceleration is not considered It has become. For example, when driving at a low speed or traveling on a congested road, there are many situations in which the vehicle traveling speed is finely controlled. Therefore, it is desirable that the driver can easily control the deceleration of the vehicle.

  The present invention has been made in view of such a situation, and an object of the present invention is to control an accelerator pedal when the vehicle is decelerating by controlling a depression reaction force of the accelerator pedal. It is to provide a control device.

  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 vehicle control device including a variable mechanism, an estimation unit that estimates a driver's intention to decelerate the vehicle, and a direction in which the output operation member decreases an operation amount when the intention to decelerate is estimated by the estimation unit. Control for controlling the variable reaction force mechanism so as to increase the operation reaction force when the output operation member is operated at the same operation amount at the same operation amount of the output operation member when the estimation means does not estimate the deceleration intention. The gist is to provide the means.

  According to this configuration, when the driver's intention to decelerate the vehicle is estimated, the operation reaction force when the output operation member is operated in a direction to decrease the operation amount is relatively increased. It becomes easy to finely control the operation amount of the output operation member. For this reason, when the vehicle is decelerated, the controllability of the output operation member by the driver can be improved. In addition, as a specific example of estimating the vehicle deceleration intention by the driver, for example, a method in which the reduction rate of the operation amount of the output operation member is equal to or greater than a predetermined speed, or the inter-vehicle distance from the preceding vehicle is equal to or less than a predetermined distance. In addition, the intention of deceleration may be estimated in consideration of vehicle travel speed, vehicle travel acceleration, vehicle periphery information, and the like.

  According to a second aspect of the present invention, in the vehicle control device according to the first aspect, the control means increases an operation reaction force of the output operation member in a range where an operation amount of the output operation member is equal to or less than a predetermined amount. The gist of the control is to make it happen.

  According to this configuration, since the reaction force of the output operation member is increased in a range where the operation amount of the output operation member is equal to or less than a predetermined amount, the output operation member is required to be controlled at a low speed, for example, when entering a garage or When traveling on a congested road, the driver can easily control the output operation member. On the other hand, during high-speed travel where the amount of operation of the output operation member is large, an unnecessary increase in the reaction force of the operation of the output operation member is suppressed, and the feeling of fatigue given to the driver by the operation of the output operation member is reduced. It can be suppressed as much as possible.

  A third aspect of the present invention is the vehicle control device according to the first or second aspect, further comprising traveling environment acquisition means for acquiring a traveling environment of the vehicle, wherein the control means includes the acquired traveling environment. The gist of the control is to change the amount of increase in the operation reaction force of the output operation member on the basis thereof.

  According to the configuration, the controllability at the time of deceleration of the vehicle is changed according to the driving environment in order to change the increase amount of the operation reaction force of the output operation member based on the driving environment acquired by the driving environment acquisition means. Can do. For this reason, the amount of increase in the operation reaction force is increased in a traveling environment where controllability during deceleration of the vehicle is required, while the amount of increase in the operation reaction force is decreased in a travel environment in which the controllability is not so required. Thus, the amount of operation force of the output operation member by the driver can be reduced.

  According to a fourth aspect of the present invention, in the vehicle control apparatus according to the third aspect, the control means has acquired a travel environment indicating that the form of the travel path is a specific form by the travel environment acquisition means. In some cases, the gist of the control is to change the amount of increase in the operation reaction force of the output operation member in accordance with the form of the travel path.

  According to this configuration, when the travel environment acquisition means acquires a travel environment indicating that the form of the travel path is a specific form, the amount of increase in the operation reaction force of the output operation member is changed according to the form of the travel path. And the controllability at the time of deceleration of a vehicle can be changed according to the form of a running path. For example, when the form of the traveling road is an uphill road, the feeling of deceleration of the vehicle is strengthened. Therefore, the amount of increase in the reaction force is increased to improve the controllability when the vehicle is decelerated, while the form of the traveling road is a downhill road. In some cases, it is possible to control such that the increase amount of the operation reaction force is reduced.

  According to a fifth aspect of the present invention, in the vehicle control device according to any one of the first to fourth aspects, the vehicle further includes an automatic transmission to which an output of the power source is transmitted, and the control means. The gist thereof is to perform control so as to change the amount of increase in the reaction force of the output operation member in accordance with the gear ratio of the automatic transmission.

  According to this configuration, the amount of increase in the operation reaction force of the output operation member is changed according to the gear ratio of the automatic transmission mounted on the vehicle, and the controllability when the vehicle is decelerated according to the gear ratio of the automatic transmission. Can be changed. For example, when the gear ratio is large, the feeling of deceleration of the vehicle is strengthened. Therefore, the amount of increase in the operation reaction force is increased to improve controllability when the vehicle is decelerating, while the operation reaction force is increased when the gear ratio is small. Control such as reducing the amount can be performed.

  A sixth aspect of the present invention is the vehicle control device according to any one of the first to fifth aspects, further comprising an operation speed detecting means for detecting an operation speed of the output operation member by a driver, The gist of the control means is to perform control so as to decrease the increase amount of the operation reaction force of the output operation member as the detected operation speed increases.

  According to this configuration, the increase in the operation reaction force of the output operation member is reduced as the operation speed of the output operation member operated by the driver increases, that is, as the driver tries to decelerate the vehicle earlier. . When the driver wants to decelerate the vehicle at an early stage, there is little need to increase the controllability during deceleration, so the driver will feel uncomfortable by increasing the operation reaction force of the output operation member unnecessarily. Can be suppressed.

  According to a seventh aspect of the present invention, in the vehicle control device according to any one of the first to sixth aspects, the control means is operated when the output operation member is operated in a direction of decreasing the operation amount. The gist is to perform control so that the operation reaction force of the output operation member decreases as the operation amount of the output operation member decreases.

  According to this configuration, when the output operation member is operated in the direction of decreasing the operation amount, the operation reaction force decreases as the operation amount of the output operation member decreases, so the operation amount of the output operation member decreases. However, it is possible to avoid a situation where the operation reaction force increases and control during deceleration becomes difficult.

  According to an eighth aspect of the present invention, in the vehicle control device according to any one of the first to seventh aspects, the control means is operated when the output operation member is operated in a direction to decrease the operation amount. The gist of the control is to increase the degree of decrease in the operation reaction force when the operation amount of the output operation member is near zero as the operation reaction force increases.

  According to the configuration, the degree of decrease in the operation reaction force when the operation amount of the output operation member is close to zero with the increase in the operation reaction force when the output operation member is operated in the direction of decreasing the operation amount. Therefore, the driver can recognize that the operation amount of the output operation member is near zero. For this reason, it is possible to make the driver recognize that it is the limit operation amount that can control the deceleration of the vehicle.

  According to a ninth aspect of the present invention, in the vehicle control device according to any one of the first to eighth aspects, the control means estimates a deceleration intention from a state where the deceleration intention is estimated by the estimation means. When shifting to a state where the operation is not performed, the gist is to control the output operation member so as to interrupt the increase in the operation reaction force when the output operation member is operated in the direction of decreasing the operation amount.

  According to this configuration, when the driver's intention to decelerate the vehicle is shifted from a state where the driver's intention to decelerate is not estimated, when the output operation member is operated in a direction to decrease the operation amount. Suspend the increase in reaction force. For this reason, when there is no need to increase the controllability during deceleration, it is possible to prevent the operation reaction force of the output operation member from being increased unnecessarily, and to reduce the amount of operation force of the output operation member by the driver. .

  The tenth aspect of the present invention is the vehicle control apparatus according to the ninth aspect, wherein the control means performs control so as to gradually decrease the increase amount of the operation reaction force of the output operation member. It is said.

  According to this configuration, when the increase in the operation reaction force of the output operation member is interrupted, the increase in the operation reaction force is gradually reduced, so that the driver feels uncomfortable by interrupting the increase in the operation reaction force. Can be suppressed.

  The invention according to claim 11 is the vehicle control apparatus according to any one of claims 1 to 10, wherein the control means is operated when the output operation member is operated in a direction to decrease the operation amount. The gist of the control is to increase the operation reaction force when the output operation member is operated in the direction of increasing the operation amount as the operation reaction force increases.

  According to this configuration, the operation reaction force when the output operation member is operated in the direction of increasing the operation amount as the operation reaction force increases when the output operation member is operated in the direction of decreasing the operation amount. Therefore, the amount of change in hysteresis in the operation reaction force of the output operation member can be reduced. For this reason, it is difficult to maintain the output operation member at a constant operation amount due to a decrease in hysteresis, and the controllability at the time of acceleration of the vehicle is suppressed while suppressing the driver from feeling uncomfortable. Can be increased.

  According to a twelfth aspect of the present invention, in the vehicle control device according to the eleventh aspect, the control means has an operation reaction force when the output operation member is operated in a direction to increase an operation amount. The gist is to control the operation member so as to increase without increasing the inflection point as the operation amount of the operation member increases.

  According to the configuration, when the operation force is increased when the output operation member is operated in the direction of increasing the operation amount, the operation reaction force increases without an inflection point as the operation amount increases. Therefore, the driver can be prevented from feeling uncomfortable due to the presence of the inflection point of the operation reaction force. Further, since the operation reaction force increases as the operation amount increases, the controllability during acceleration of the vehicle can be ensured.

  According to a thirteenth aspect of the present invention, in the vehicle control device according to the twelfth aspect, the control means is an operation reaction force at a maximum operation amount when the output operation member is operated in a direction to increase the operation amount. The gist of this is to control so that the amount of increase is zero.

  According to this configuration, when the operation reaction force when the output operation member is operated in the direction of increasing the operation amount is increased, the increase amount of the operation reaction force in the maximum operation amount of the output operation member is set to zero. It is possible to suppress an increase in the reaction force when the output operation member is operated in the direction of increasing the operation amount.

Hereinafter, an embodiment of 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 and traveling acceleration of the vehicle are 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. Information acquired by the traveling environment acquisition device 14 includes an inter-vehicle distance, a relative speed, a relative acceleration with respect to a preceding vehicle, a relative speed with respect to an adjacent vehicle, a relative acceleration, and the like. 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, the ECU 11 estimates the vehicle's intention to decelerate the vehicle using information input from the travel environment acquisition device 14 and the like. When the intention to decelerate is estimated, the ECU 11 controls the accelerator pedal 21 when the vehicle decelerates. A method of controlling the reaction force variable mechanism 24 so as to improve the performance will be described. FIG. 5 is a control block diagram of the ECU 11. A deceleration intention estimation unit 71 serving as an estimation unit includes travel environment information 72 acquired by the travel environment acquisition device 14 and an accelerator pedal input detected by the operation amount detection sensor 22 and the operation speed detection sensor 23 of the output operation system 12. Information 73 and vehicle travel information 74 representing the travel state of the vehicle such as travel speed and travel acceleration are input. The deceleration intention estimation unit 71 estimates the intention of deceleration of the vehicle by the driver based on the input information. For example, when the inter-vehicle distance from the preceding vehicle is equal to or less than a predetermined distance based on the travel environment information 72, when the decrease rate of the operation amount of the accelerator pedal 21 is equal to or greater than the predetermined speed based on the accelerator pedal input information 73, the vehicle travel information 74 The vehicle decelerating intention is estimated, for example, when the reduction amount of the vehicle running acceleration is greater than or equal to a predetermined amount. In addition, the intention of deceleration of the vehicle can be estimated by combining these determinations and other information.

  The relationship diagram setting unit 75 receives driving environment information 72, accelerator pedal input information 73, vehicle driving information 74, and storage information 76 stored in the storage device 15. When the deceleration intention estimation unit 71 estimates the vehicle deceleration intention, the relationship diagram setting unit 75 operates the accelerator pedal 21 so as to improve controllability when the vehicle is decelerated based on the input information. And change the relationship diagram of the reaction force. The reaction force characteristic control unit 77 controls the reaction force variable mechanism 24 based on the relationship diagram between the operation amount of the accelerator pedal 21 and the operation reaction force changed by the relationship diagram setting unit 75. Here, the relationship diagram setting unit 75 and the reaction force characteristic control unit 77 correspond to control means.

  Next, the ECU 11 configured as described above changes the relationship diagram between the operation amount of the accelerator pedal 21 and the operation reaction force when the driver's intention to decelerate the vehicle is estimated, thereby changing the reaction force variable mechanism. The procedure for controlling 24 will be described. 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, the operating reaction force of the accelerator pedal 21 that is in the form shown by the solid line in FIG. 3 in the normal driving state of the vehicle is appropriately changed when the driver's intention to decelerate the vehicle is estimated. Thus, the controllability of the accelerator pedal 21 at the time of deceleration of the vehicle is enhanced.

  This operation reaction force control routine is repeatedly performed at every predetermined timing. When the operation reaction force control routine is started, the deceleration intention estimation unit 71 of the ECU 11 acquires the travel environment information 72, the accelerator pedal input information 73, and the vehicle travel information 74 (step S110). Next, the deceleration intention estimation unit 71 determines whether or not the driver is estimated to have a vehicle deceleration intention from the travel environment information 72, the accelerator pedal input information 73, and the vehicle travel information 74 ( Step S120). When it is estimated that the driver has an intention to decelerate the vehicle, the relationship diagram setting unit 75 determines the operation amount and reaction force of the accelerator pedal 21 when the accelerator pedal 21 is operated to the return side. The relationship diagram is changed (step S130).

  The solid line in FIG. 7 is a relationship diagram between the operation amount of the accelerator pedal 21 and the operation reaction force changed in step S130. As shown in FIG. 7, when the accelerator pedal 21 is operated to the return side, the operation reaction force 81 of the accelerator pedal 21 is within the range where the operation amount of the accelerator pedal 21 is less than or equal to the operation amount D. It changes so that it may increase rather than force 82 (broken line in FIG. 7). By increasing the operation reaction force 81 in this manner, it becomes easy for the driver to finely control the amount of operation of the accelerator pedal 21, and the controllability of the accelerator pedal 21 by the driver can be improved when the vehicle is decelerating. Can do. In addition, since the operation reaction force 81 increases in a range where the operation amount of the accelerator pedal 21 is equal to or less than the operation amount D, the accelerator pedal is required when the accelerator pedal 21 is required to be controlled, such as when entering a garage or when traveling on a congested road. 21 controls can be facilitated. On the other hand, when the vehicle is traveling at a high speed where the operation amount of the accelerator pedal 21 exceeds the operation amount D, it is possible to suppress an increase in the reaction force of the operation and suppress the tiredness given to the driver by operating the accelerator pedal 21 as much as possible. it can.

  Further, when the operation reaction force 81 is changed as described above, the operation reaction force 81 is set so as to decrease as the operation amount of the accelerator pedal 21 decreases. As a result, it is possible to avoid a situation in which, even though the operation amount of the accelerator pedal 21 is decreased, the operation reaction force increases and the control during deceleration becomes difficult.

  Further, as shown in FIG. 7, the operation reaction force 81 of the accelerator pedal 21 when the accelerator pedal 21 is operated to the return side is at the position of the operation amount E where the operation amount of the accelerator pedal 21 is near zero. The degree of reduction is set to be large. In this way, the driver indicates that the amount of operation of the accelerator pedal 21 that can control the deceleration of the vehicle is increased by increasing the degree of decrease in the operation reaction force 81 by the operation amount E in the vicinity of zero. Can be recognized. Here, the value of the operation amount E may be a constant, or may be a numerical value defined by a learned value or the like about the driving pattern of the driver obtained from the stored information 76.

  Next, the relationship diagram setting unit 75 corrects the relationship diagram changed in step S130 from the information of the travel environment information 72, the accelerator pedal input information 73, and the vehicle travel information 74 (step S140). In this step, the operation reaction force 81 on the return side of the accelerator pedal 21 changed in step S130 is corrected to increase or decrease based on information such as the travel environment information 72 as shown in FIG. The broken line in FIG. 8 is the operation reaction force 83 when the operation reaction force 81 is corrected in the increasing direction, and the alternate long and short dash line in FIG. 8 is when the operation reaction force 81 is corrected in the decreasing direction. This is an operation reaction force 84.

  Hereinafter, a specific example in which the operation reaction force of the accelerator pedal 21 is corrected based on information such as the travel environment information 72 will be described. First, an example in which the operation reaction force 81 is corrected based on the traveling environment information 72 is shown. The relationship diagram setting unit 75 corrects the operation reaction force 81 in an increasing direction when the traveling road form is an uphill road (operation reaction force 83), and manipulates the operation reaction when the traveling road form is a downhill road. Correction is made in the direction in which the force 81 decreases (operation reaction force 84). In this way, when the traveling road is an uphill road, the vehicle feels more decelerated. Therefore, the controllability during deceleration of the vehicle can be improved by relatively increasing the operation reaction force. On the other hand, when the form of the traveling road is a downhill road, it is a traveling state in which it is difficult to control at the time of deceleration. Therefore, the operation force of the accelerator pedal 21 by the driver can be reduced by relatively reducing the operation reaction force. it can. In this case, the correction amount of the operation reaction force 81 may be increased as the positive gradient amount of the travel path increases, and may be decreased as the negative gradient amount increases.

  Next, an example in which the operation reaction force 81 is corrected based on the vehicle travel information 74 will be described. The relationship diagram setting unit 75 corrects the operation reaction force 81 to increase when the gear ratio of the automatic transmission is large (operation reaction force 83), and operates when the gear ratio of the automatic transmission is small. Is corrected (operation reaction force 84). In this way, when the gear ratio is large, the feeling of deceleration of the vehicle is strengthened. Therefore, the controllability during deceleration of the vehicle can be enhanced by relatively increasing the operation reaction force. On the other hand, when the gear ratio is small, it is a traveling state in which it is difficult to perform control during deceleration. Therefore, the amount of operation force of the accelerator pedal 21 by the driver can be reduced by relatively reducing the operation reaction force. In this case, the correction amount of the operation reaction force 81 may be changed according to the value of the gear ratio of the automatic transmission.

  Next, an example in which the operation reaction force 81 is corrected based on the accelerator pedal input information 73 will be described. The relationship diagram setting unit 75 corrects the operation reaction force 81 in the direction in which the operation reaction force 81 increases when the operation speed of the accelerator pedal 21 is low (operation reaction force 83), and the operation reaction force 81 when the operation speed of the accelerator pedal 21 is high. Is corrected (operation reaction force 84). In this way, when the operation speed on the return side of the accelerator pedal 21 is high, that is, when the driver tries to decelerate the vehicle at an early stage, the operational reaction force can be reduced. It is possible to prevent the driver who is trying to feel uncomfortable due to an increase in unnecessary operation reaction force. In this case, the correction amount of the operation reaction force 81 may be changed according to the operation speed of the accelerator pedal 21.

  In this way, if the controllability at the time of deceleration of the vehicle is required, the control reaction force 81 is increased to improve the controllability of the accelerator pedal 21, while the controllability at the time of deceleration of the vehicle is not much required. If the situation does not occur, the operating reaction force can be reduced to reduce the amount of operating force of the accelerator pedal 21 by the driver.

  Next, the relationship diagram setting unit 75 sets a relationship diagram between the operation amount and the operation reaction force when the accelerator pedal 21 is operated to the depression side (step S150). In this step, as the operation reaction force 81 on the return side of the accelerator pedal 21 is increased more than the operation reaction force 82 during normal operation, the operation reaction force on the depression side of the accelerator pedal 21 is increased. The solid line in FIG. 9 is a relationship diagram between the operation amount of the accelerator pedal 21 and the operation reaction force set in step S150. As shown in FIG. 9, the operation reaction force 91 of the accelerator pedal 21 when the accelerator pedal 21 is operated to the depression side is compared with the operation reaction force 92 during normal operation (broken line in FIG. 9). 21 is set so that an increase in the operation reaction force 81 on the return side is added. For this reason, the hysteresis in the operating reaction force of the accelerator pedal 21 is substantially the same as the hysteresis during normal operation. As a result, it is possible to prevent the output operation member from being difficult to be maintained at a constant operation amount due to a decrease in hysteresis, and to prevent the driver from feeling uncomfortable, while improving the controllability during acceleration of the vehicle. Can be increased.

  Then, the relationship diagram setting unit 75 outputs a relationship diagram between the operation amount of the accelerator pedal 21 and the operation reaction force set in steps S 130 to S 150 to the reaction force characteristic control unit 77. The reaction force characteristic control unit 77 drives and controls the reaction force variable mechanism 24 based on the relationship diagram (step S180).

  On the other hand, if it is not estimated in step S120 that the driver has an intention to decelerate the vehicle, the relationship diagram setting unit 75 indicates that the relationship diagram between the operation amount of the accelerator pedal 21 and the operation reaction force is normal driving. It is determined whether or not it has been changed from the relationship diagram at the time (step S160). When the driver's intention to decelerate the vehicle is shifted to a state where the intention of deceleration is not estimated, the changed relationship diagram is changed to a relationship diagram during normal driving (solid line in FIG. 3). Must be migrated. Therefore, when the set relationship diagram is changed from the relationship diagram during normal operation, the relationship diagram is returned to the relationship diagram during normal operation (step S170). Then, the relationship diagram setting unit 75 outputs a relationship diagram during normal operation to the reaction force characteristic control unit 77. At this time, when the relationship diagram is shifted to the relationship diagram during normal operation, the relationship diagram setting unit 75 gradually changes the reaction force in the relationship diagram, and converts the relationship diagram to the reaction force characteristic. Output to the control unit 77. That is, the operation reaction force 81 that has increased due to the estimation that the driver intends to decelerate the vehicle is gradually reduced. Thereby, it is possible to suppress the driver from feeling uncomfortable due to the change in the operation reaction force. Then, the reaction force characteristic control unit 77 drives and controls the reaction force variable mechanism 24 based on the relationship diagram (step S180).

  In step S160, when the relationship diagram is not changed from the relationship diagram during normal operation, the currently set relationship diagram is the relationship diagram during normal operation, and thus the process directly proceeds to step S180. Then, the reaction force variable mechanism 24 is driven and controlled based on a relationship diagram during normal operation.

  In this manner, the control reaction force of the accelerator pedal 21 is appropriately changed when the driver's intention to decelerate the vehicle is estimated, thereby improving the controllability of the accelerator pedal 21 when the vehicle decelerates. Control can be performed. 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, when the driver's intention to decelerate the vehicle is estimated, the operation reaction force 81 on the return side of the accelerator pedal 21 is changed so as to increase more than the operation reaction force 82 during normal operation. Is done. For this reason, it becomes easy for the driver to finely control the operation amount of the accelerator pedal 21, and the controllability of the accelerator pedal 21 by the driver can be improved when the vehicle is decelerated.

  (2) In the above embodiment, when the driver's intention to decelerate the vehicle is estimated, the operation reaction force 81 on the return side of the accelerator pedal 21 increases in a range where the operation amount of the accelerator pedal 21 is equal to or less than the operation amount D. To be changed. For this reason, the control of the accelerator pedal 21 is facilitated during low-speed traveling where the controllability of the accelerator pedal 21 is required, while the operational reaction force increases during high-speed traveling where the amount of operation of the accelerator pedal 21 is large. The fatigue feeling given to the driver by operating the accelerator pedal 21 can be suppressed as much as possible.

  (3) In the above embodiment, when the operation reaction force 81 on the return side of the accelerator pedal 21 is increased, the operation reaction force 81 of the accelerator pedal 21 is set so as to decrease as the operation amount of the accelerator pedal 21 decreases. Is done. For this reason, it is possible to avoid a situation where the operation reaction force increases even though the operation amount of the accelerator pedal 21 is reduced, and the control during deceleration becomes difficult.

  (4) In the above-described embodiment, the operation reaction force 81 on the return side of the accelerator pedal 21 is set so that the degree of decrease is large at the position of the operation amount E where the operation amount of the accelerator pedal 21 is near zero. The For this reason, the driver can recognize that the operation amount E is the limit operation amount of the accelerator pedal 21 that can control deceleration of the vehicle.

  (5) In the above embodiment, when the traveling road form is an uphill road, the operation reaction force 81 on the return side of the accelerator pedal 21 is corrected to increase, and when the traveling road form is a downhill road, the operation is performed. Correction is performed in the direction in which the reaction force 81 decreases. When the form of the traveling road is an uphill road, the vehicle feels more decelerated, so that the controllability during deceleration of the vehicle can be improved by relatively increasing the operation reaction force. On the other hand, when the form of the traveling road is a downhill road, it is a traveling state in which it is difficult to control at the time of deceleration. Therefore, the operation force of the accelerator pedal 21 by the driver can be reduced by relatively reducing the operation reaction force. it can.

  (6) In the above embodiment, when the gear ratio of the automatic transmission is large, the operation reaction force 81 on the return side of the accelerator pedal 21 is corrected so as to increase. When the gear ratio of the automatic transmission is small, the operation reaction force is corrected. 81 is corrected in a decreasing direction. When the gear ratio of the automatic transmission is large, the feeling of deceleration of the vehicle is strengthened. Therefore, the controllability during deceleration of the vehicle can be enhanced by relatively increasing the operation reaction force. On the other hand, when the gear ratio of the automatic transmission is small, it is a traveling state in which it is difficult to perform control during deceleration. Therefore, the operation force of the accelerator pedal 21 by the driver can be reduced by relatively reducing the operation reaction force. .

  (7) In the above embodiment, when the operation speed of the accelerator pedal 21 is low, the operation reaction force 81 on the return side of the accelerator pedal 21 is corrected so as to increase, and when the operation speed of the accelerator pedal 21 is high, the operation reaction force 81 is corrected in a decreasing direction. For this reason, when the driver tries to decelerate the vehicle at an early stage, the operation reaction force can be reduced. Therefore, an unnecessary increase in the operation reaction force is given to the driver who tries to decelerate the vehicle at an early stage. It can suppress giving a sense of incongruity.

  (8) In the above embodiment, the operation on the depression side of the accelerator pedal 21 is performed so that the hysteresis of the operation reaction force does not change as compared with the normal operation with the increase in the operation reaction force 81 on the return side of the accelerator pedal 21. The reaction force 91 is increased. For this reason, it is difficult to maintain the output operation member at a constant operation amount due to a decrease in hysteresis, and the controllability at the time of acceleration of the vehicle is suppressed while suppressing the driver from feeling uncomfortable. Can be increased.

  (9) In the above embodiment, when the driver's intention to decelerate the vehicle is shifted to a state in which the intention to decelerate is not estimated, the changed operation amount and reaction force of the accelerator pedal 21 are changed. Is returned to the relationship diagram during normal operation (solid line in FIG. 3). For this reason, when there is no need to increase the controllability during deceleration, it is possible to prevent the operation reaction force of the accelerator pedal 21 from being increased unnecessarily, and to reduce the amount of operation force of the accelerator pedal 21 by the driver. .

  (10) In the above embodiment, it is estimated that the driver has an intention to decelerate the vehicle when shifting from a state where the intention of deceleration of the vehicle by the driver is estimated to a state where the intention of deceleration is not estimated. Thus, the operation reaction forces 81 and 91 that have been increased are gradually reduced to return to the relationship diagram during normal operation. For this reason, it is possible to suppress the driver from feeling uncomfortable due to the rapid decrease in the operation reaction force.

In addition, you may change the said embodiment as follows.
In the above-described embodiment, the operation reaction force on the depression side of the accelerator pedal 21 is set so that the hysteresis of the operation reaction force does not change as compared with the normal operation as the operation reaction force 81 on the return side of the accelerator pedal 21 increases. 91 is increased, but the hysteresis may be positively changed without increasing the operation reaction force on the stepping side. For example, when the inter-vehicle distance from the preceding vehicle is short or the traveling road is a curved road, the hysteresis is reduced by correcting the operation reaction force 81 in the increasing direction, and the response of the accelerator pedal 21 is sensitive. Can be. On the other hand, when the traveling road is an expressway, it is possible to increase the hysteresis by correcting the operation reaction force 81 so that the response of the accelerator pedal 21 becomes relatively insensitive. As described above, the hysteresis of the operation reaction force may be changed based on the traveling environment information 72 or the like.

  In the above embodiment, when the operation reaction force 91 on the depression side of the accelerator pedal 21 is increased, an increase in the operation reaction force 81 on the return side of the accelerator pedal 21 is added. Thus, the operation reaction force 91 on the stepping side may be increased. A one-dot chain line in FIG. 9 is an operation reaction force 93 on the depression side of the accelerator pedal 21 in another example. The diagram of the operation reaction force 93 is a straight line connecting the bending point G where the operation amount is zero in the operation reaction force 91 and the point I of the operation reaction force 91 at the maximum operation amount. By setting the operation reaction force 93 in this way, the bending point J existing by the operation reaction force 91 is eliminated, so that it is possible to eliminate the uncomfortable feeling given to the driver. Further, since the operation reaction force increases as the operation amount increases, the controllability during acceleration of the vehicle can be ensured. In addition, since the operation reaction force when the accelerator pedal 21 is at the maximum operation amount is set to the same value, an increase in the operation reaction force 93 on the depression side can be suppressed.

  In the above embodiment, when the driver's intention to decelerate the vehicle is estimated, the operation reaction force 81 on the return side of the accelerator pedal 21 is increased in a range where the operation amount of the accelerator pedal 21 is less than or equal to the operation amount D. However, the operation reaction force 81 may increase in the entire range on the return side of the accelerator pedal 21.

  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. The relationship diagram of the operation amount of an accelerator pedal, and an operation reaction force. The relationship diagram of the operation amount of an accelerator pedal, and an operation reaction force. The relationship diagram of the operation amount of an accelerator pedal, and an operation reaction force.

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 ... Deceleration intention estimation unit, 72 ... Running environment information, 73 ... Accelerator pedal input information, 74 ... Vehicle travel information, 75 ... Relation diagram setting unit, 76 ... Stored information, 77... Reaction force characteristic control unit.

Claims (13)

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,
An estimation means for estimating a driver's intention to decelerate the vehicle;
When the decelerating intention is estimated by the estimating means, the operation reaction force when the output operating member is operated in a direction to decrease the operation amount is the output reaction member when the decelerating intention is not estimated by the estimating means. And a control means for controlling the variable reaction force mechanism so as to increase it compared to the operation reaction force at the same operation amount. The vehicle control device according to claim 1,
The control device controls the vehicle so that an operation reaction force of the output operation member is increased in a range where an operation amount of the output operation member is equal to or less than a predetermined amount. The vehicle control device according to claim 1 or 2,
The vehicle further comprises traveling environment acquisition means for acquiring the traveling environment of the vehicle,
The vehicle control apparatus, wherein the control means performs control so as to change an increase amount of an operation reaction force of the output operation member based on the acquired traveling environment. The vehicle control device according to claim 3,
The control means is configured to increase an operation reaction force of the output operation member according to the form of the travel path when the travel environment is acquired to the effect that the form of the travel path is a specific form by the travel environment acquisition means. A control apparatus for a vehicle, characterized in that control is performed so as to change. In the vehicle control device according to any one of claims 1 to 4,
The vehicle further includes an automatic transmission to which the output of the power source is transmitted,
The vehicle control apparatus, wherein the control means controls to change an increase amount of an operation reaction force of the output operation member in accordance with a gear ratio of the automatic transmission. In the vehicle control device according to any one of claims 1 to 5,
An operation speed detecting means for detecting an operation speed of the output operation member by a driver;
The vehicle control apparatus according to claim 1, wherein the control unit performs control so as to decrease an increase amount of an operation reaction force of the output operation member as the detected operation speed increases. In the vehicle control apparatus according to any one of claims 1 to 6,
The control means controls the operation force of the output operation member to be smaller as the operation amount of the output operation member is decreased when the output operation member is operated in a direction to decrease the operation amount. A control apparatus for a vehicle. In the control apparatus of the vehicle as described in any one of Claims 1-7,
The control means decreases the operation reaction force when the operation amount of the output operation member is close to zero as the operation reaction force increases when the output operation member is operated in a direction to decrease the operation amount. A control apparatus for a vehicle, characterized in that control is performed to increase the degree. In the control apparatus of the vehicle as described in any one of Claims 1-8,
The control means operates when the output operation member is operated in a direction to decrease the operation amount when the estimation means shifts from a state where the intention of deceleration is estimated to a state where the intention of deceleration is not estimated. A control device for a vehicle, characterized in that control is performed so as to interrupt an increase in reaction force. The vehicle control device according to claim 9,
The vehicle control apparatus, wherein the control means performs control so that an increase amount of an operation reaction force of the output operation member is gradually reduced. In the control apparatus of the vehicle as described in any one of Claims 1-10,
The control means operates when the output operation member is operated in the direction to increase the operation amount as the operation reaction force increases when the output operation member is operated in the direction to decrease the operation amount. A control device for a vehicle, characterized in that control is performed so as to increase force. The vehicle control device according to claim 11,
The control means has an aspect in which an operation reaction force when the output operation member is operated in a direction to increase an operation amount increases without having an inflection point as the operation amount of the output operation member increases. The vehicle control apparatus characterized by controlling so that it may become. The vehicle control device according to claim 12,
The vehicle control apparatus, wherein the control means performs control so that an increase amount of an operation reaction force at a maximum operation amount when the output operation member is operated in a direction to increase an operation amount becomes zero.

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