JP2008137471A - Operation device for vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide an operation device for a vehicle capable of easily driving the vehicle even if a driver operates an operation member by any of left and right hands. <P>SOLUTION: An electronic control unit 25 determines one of rotation operation members 13, 14 as a main rotation operation member at step S11 and sets a usual gain Ku at step S13 if the main rotation operation member is operated at step S12. Whereas, it determines an operation continuation time at step S14 if a sub-rotation operation member is operated at step S12 and sets a non-usual gain Kh if it is less than a predetermined time. Whereas, it sets an excessive gain Kk at step S17 if the operation continuation time is not less than a predetermined time and varies the non-usual gain Kh to the normal gain Ku. Then, at step S19, an instruction value (requirement value) S is calculated using the set gains Ku, Kh, Kk. Thereby, even if the driver performs operation by any of the left and right hands, the vehicle can be easily driven. <P>COPYRIGHT: (C)2008,JPO&INPIT

Description

  The present invention relates to an operating device for a vehicle having a plurality of operating members that are operated independently by a driver.

  Conventionally, for example, an operation element arrangement structure shown in Patent Document 1 below is known. This conventional operation element arrangement structure is an arrangement structure in which one of two control knobs that can be operated independently of each other is provided in the propeller shaft tunnel and the other is provided in the driver's seat door. In this conventional operation element arrangement structure, when a different control command signal is output from each operation knob, each control command signal is superimposed, or priorities are set in advance. It is designed to prevent contradictions between the orders.

  Further, conventionally, for example, a driving operation device for a vehicle shown in Patent Document 2 below is also known. This conventional vehicle driving operation device detects a first lever, a second lever, a first operation amount detecting means for detecting an operation amount of the first lever, and an operation amount of the second lever. Second operation amount detection means. In this conventional vehicle driving operation device, the first lever operation amount detection value detected by the first operation amount detection means is set as a main value, and the second operation amount is set with respect to the main value. The turning amount of the steered wheels is determined by adding a low gain signal obtained by lowering the gain of the operation amount detection value of the second lever detected by the detecting means.

Furthermore, conventionally, for example, an electric power steering device disclosed in Patent Document 3 below is also known. This conventional electric power steering device is used until the absolute value of the target current supplied to the assist motor becomes equal to or less than the determination current when the device starts or restarts, that is, when an initial state is detected. An initial proportional gain and an initial integral gain smaller than the normal proportional gain and the normal integral gain are set between the detection of the state and the elapse of a predetermined time. Thereby, when the electric power steering apparatus is started or restarted, a good steering feeling can be obtained.
JP-A-9-301193 JP 2002-160642 A JP 2006-76331 A

  By the way, in the situation where the driver can operate the operation knob (first or second lever) with his / her hands like the devices shown in Patent Document 1 and Patent Document 2 described above, driving is generally performed. In many cases, a person mainly operates with a hand (for example, a dominant hand) that is easy to operate. On the other hand, when operating with a dominant hand, for example, when fatigue is learned, the user may temporarily operate with a hand that is not the dominant hand. In this way, the driver may drive the vehicle by operating the operation knob (first or second lever) using the left and right hands according to his / her driving operation situation.

  Here, in a situation where the left and right hands are used separately and the vehicle is driven, for example, when operating with the dominant hand, a smooth operation is possible, and the vehicle can run smoothly. However, when operating with a hand that is not a dominant hand, the user is unfamiliar with the operation and may not be able to perform a smooth operation. With respect to this point, in Patent Documents 1 to 3, the use of left and right hands by the driver is not considered, and in particular, in Patent Document 1 and Patent Document 2, the operation is basically performed with both hands. It is assumed that. Therefore, as described above, development of an operating device that can easily drive the vehicle is desired eagerly even in a situation where the driver uses the left and right hands to drive the vehicle.

  The present invention has been made to solve the above-described problems, and an object of the present invention is to provide a vehicle operation device that can easily drive a vehicle even when the driver operates the operation member with either the left or right hand. Is to provide.

  In order to achieve the above object, the present invention is characterized by the first operation member and the second operation member that are gripped by the driver and operated independently, and the first operation member and the second operation member, respectively. And a control device that outputs a command value for setting a running behavior of the vehicle in response to the operation. The control device uses the control device to detect the operation amount of the first operation member. An amount detection means; a second operation amount detection means for detecting an operation amount of the second operation member; an operation amount of the first operation member detected by the first operation amount detection means; and a second operation amount detection. Based on the operation amount of the second operation member detected by the means, one of the first operation member and the second operation member is determined as a main operation member mainly operated by a driver, and First operation part And a main operation member determination means for determining the other of the second operation members as a sub operation member, and an operation member on the side operated by the driver among the determined main operation member and sub operation member. An operation member determination unit for determining and a gain of the operation amount of the determined main operation member and the sub operation member with respect to the command value are set, and the main operation member is operated by the determination of the operation member determination unit. A gain setting means for setting a normal gain when operated by a driver, and a non-normal gain smaller than the normal gain when the sub-operating member is operated by a driver according to the determination of the operating member determining means; And command value calculation means for calculating the command value using the normal gain or the non-normal gain set by the gain setting unit. It lies in that it has.

  In this case, the main operation member determining means may determine, as the main operation member, a side of the first operation member and the second operation member that is operated by a driver for a long time.

  According to another aspect of the present invention, the control device further includes: an operation state determination unit that determines an operation state of the sub operation member by a driver; and the sub operation member that is determined by the operation state determination unit. There may be provided a gain changing means for changing the set non-normal gain to the normal gain when the operation state satisfies a predetermined condition set in advance.

  In this case, the operation state determination unit determines, for example, an operation time during which the sub operation member is continuously operated by a driver, and the gain change unit has the determined operation time set in advance. The set non-normal gain may be changed to the normal gain while continuing for a predetermined time or longer. Further, the operation state determination unit determines, for example, an operation change amount per unit time of the sub operation member by a driver, and the gain change unit has a predetermined operation change amount determined in advance. The set non-normal gain may be changed to the normal gain when the operation is less than the operation change amount and continues for a predetermined time. Further, for example, the gain changing means may change the set non-normal gain continuously to the normal gain.

  According to these, when operating the main operation member that is easy for the driver to operate, the operation amount of the main operation member is favorably reflected to the calculated command value by setting the normal gain. be able to. As a result, the driver can drive the vehicle with good responsiveness by operating the main operation member. Therefore, the driver can easily drive the vehicle while perceiving a good operation feeling.

  In addition, when the driver is operating the sub-operation member, by setting a non-normal gain smaller than the normal gain, the influence of the operation amount based on an unfamiliar operation with respect to the calculated command value is reduced. can do. As a result, it is possible to satisfactorily suppress the occurrence of an unintentional running state of the vehicle due to the operation of the sub operation member, and it is possible to make the vehicle run smoothly. Therefore, the driver can easily drive the vehicle.

  Furthermore, when the operation time of the sub operation member becomes long or when the time change amount when the sub operation member is operated becomes small, it is assumed that the driver is accustomed to the operation of the sub operation member. The non-normal gain can be continuously changed to the normal gain. Thereby, even if it is a case where a suboperation member is operated continuously, the operation amount of a suboperation member can be favorably reflected with respect to the command value calculated. Therefore, the driver can easily drive the vehicle while perceiving a good operation feeling.

  Hereinafter, a vehicle operating device according to an embodiment of the present invention will be described with reference to the drawings. FIG. 1 schematically shows a vehicle operating device according to this embodiment. The vehicle operation device includes an operation unit 10 operated by a driver, and an electric control unit 20 that calculates and outputs various command values (request values) according to the operation state of the operation unit 10. Yes.

  As shown schematically in FIGS. 1 and 2, the operation unit 10 is a main body that is assembled so that a driver can rotate the shaft 11 that is rotatably mounted on the vehicle body. A member 12 is provided. The main body member 12 is assembled with rotation operation members 13 and 14 as first and second operation members that are gripped by the driver and are independently rotated on the left and right.

  The rotation operation members 13 and 14 are assembled so as to be independently rotatable in the left-right direction around the axis. The rotation operation members 13 and 14 are provided with a reaction force against the rotation operation by the driver by an elastic member (for example, a spring) (not shown). Thus, when the driver releases his hands from the rotation operation members 13 and 14, the rotation operation members 13 and 14 are each in the initial position (hereinafter, this initial position is referred to as the neutral position) by the urging force of the elastic member. It returns to the direction. Here, in the following description, each rotation operation member 13 and 14 is demonstrated as what has an accelerator operation function and a brake operation function. For example, when the rotation operation members 13 and 14 are rotated in the right direction indicated by an arrow in FIG. 2, the driver intends to accelerate the vehicle, and when the rotation operation members 13 and 14 are rotated in the left direction, the operation is performed. It is assumed that the person intends to decelerate the vehicle.

  The electric control unit 20 is mounted on a vehicle to be described later based on the operation state of the operation unit 10 by the driver, more specifically, based on the rotation operation amount of the main body member 12 and the rotation operation amounts of the rotation operation members 13 and 14. Command values (request values) for various electronic control devices 30 are calculated and output. Therefore, the electronic control unit 20 determines the amount of rotation operation of the rotation operation members 13 and 14 by the driver and the steering angle sensor 21 for detecting the amount of rotation operation (corresponding to the actual steering angle) of the main body member 12 by the driver. Rotation amount detection sensors 22 and 23 as first and second operation amount detection means for detecting the vehicle and a vehicle speed sensor 24 for detecting the vehicle speed of the vehicle are provided.

  For example, the steering angle sensor 21 is assembled to the shaft 11 that rotates integrally with the main body member 12, and outputs the amount of rotation of the main body member 12 by the driver as the steering angle θs. The rotation amount detection sensors 22 and 23 are, for example, assembled to a shaft (not shown) that rotatably connects the main body member 12 and the rotation operation members 13 and 14, and the rotation operation of the rotation operation members 13 and 14 by the driver. The quantity is output as rotation angles θL and θR, respectively. The rotation amount detection sensors 22 and 23 respectively output the rotation angles θL and θR as positive values when the rotation operation members 13 and 14 are rotated rightward (acceleration direction) from the neutral position by the driver. When the rotation operation members 13 and 14 are rotated from the neutral position to the left (deceleration direction), the rotation angles θL and θR are output as negative values. The rotation amount detection sensors 22 and 23 output the rotation angles θL and θR as “0” when in the neutral position. The vehicle speed sensor 24 detects the vehicle speed of the vehicle and outputs it as the vehicle speed V.

  These sensors 21 to 24 are connected to the electronic control unit 25. The electronic control unit 25 includes a microcomputer including a CPU, an EEPROM, a RAM, and the like as main components. Command values output to the electronic control devices 30 by executing various programs including a gain control program described later. (Required value) is calculated. For this reason, the electronic control unit 25 is connected to a communication line A (for example, a LAN) constructed in the vehicle, and a command value (request value) calculated via the communication line A is assigned to each electronic control unit. 30 is output.

  Here, as various electronic control devices 30 mounted on the vehicle, in the present embodiment, a reaction force control unit 31 that controls the magnitude of the reaction force applied to the turning operation of the main body member 12 by the driver, A steered control unit 32 that steers and controls steered wheels (not shown) according to the turning operation of the main body member 12 by the driver, and an engine (not shown) is output according to the turning operation of the rotating operation members 13 and 14 by the driver. Assume that an engine control unit 33 to be controlled and a brake control unit 34 to control the operation of a brake device (not shown) according to the rotation operation of the rotation operation members 13 and 14 by the driver are employed. The reaction force control unit 31, the steering control unit 32, the engine control unit 33, and the brake control unit 34 also have a microcomputer composed of a CPU, EEPROM, RAM, and the like as main components. And the operation | movement of the actuator as a control object is controlled by execution of the various programs which are not shown in figure, respectively. The reaction force control unit 31, the turning control unit 32, the engine control unit 33, and the brake control unit 34 are each connected to the communication line A and can communicate with the electronic control unit 25.

  Next, an operation when the vehicle operating device configured as described above is operated by the driver will be described. The driver turns the vehicle body by turning the main body member 12 of the operation unit 10, and turns the rotation operation members 13 and 14 of the operation unit 10 to rotate the vehicle operation speed in the front-rear direction of the vehicle. Can be set. Hereinafter, the operation of the electronic control unit 25 in response to the driver's operation will be specifically described.

  When the driver grips the rotation operation members 13 and 14 and rotates the main body member 12, the electronic control unit 25 uses the communication line A to determine the steering angle θs detected by the steering angle sensor 21 in response to the rotation operation. To the reaction force control unit 31 and the steering control unit 32. Further, the electronic control unit 25 outputs the vehicle speed V detected by the vehicle speed sensor 24 to the steering control unit 32 via the communication line A. Thereby, the reaction force control unit 31 gives an appropriate reaction force to the turning operation by the driver according to the output detected steering angle θs, and the steering control unit 32 outputs the detected steering angle θs and the detected vehicle speed. The steered wheels are steered to turn the vehicle in a manner intended by the driver according to V. The reaction force application control and the steering operation control are not directly related to the present invention, and will be described briefly below.

  First, the reaction force application control will be described. The reaction force control unit 31 uses, for example, the characteristic table shown in FIG. 3 to change the reaction force that changes in proportion to the absolute value of the supplied detected steering angle θs. Determine the torque Tz. Here, the reaction force torque Tz may be a change characteristic that increases with an increase in the absolute value of the detected steering angle θs, and instead of a proportional function change characteristic, for example, the absolute value of the detected steering angle θs. On the other hand, a change characteristic that increases exponentially or a change characteristic that increases exponentially with respect to the absolute value of the detected steering angle θs may be employed. Then, the reaction force control unit 31 controls the reaction force torque appropriate for the rotation operation of the main body member 12 by the driver, for example, by driving and controlling an electric motor of a reaction force actuator (not shown) connected to the shaft 11. Tz, that is, reaction force is applied.

Next, turning control will be described. The turning control unit 32 calculates a target turning angle δd of the turning wheel according to the supplied detected steering angle θs. Specifically, when the steering control unit 32 receives the detected steering angle θs, the steering control unit 32 calculates the target turning angle δd of the steered wheel according to the inputted steering angle θs, for example, according to the following formula 1.
δd = G · θs (1)
However, G in the formula 1 is the ratio of the steered wheel turning angle to the steering angle θs, that is, the steering gain. Here, for example, as shown in FIG. 4, the steering gain G is determined so that its magnitude changes according to the vehicle speed V detected by the vehicle speed sensor 24. That is, when the detected vehicle speed V is small, the steering gain G is set to be large, so that a large target turning angle δd with respect to the steering angle θs is calculated according to the above equation 1. On the other hand, when the detected vehicle speed V is high, the steering gain G is set to be small, so that a small target turning angle δd with respect to the steering angle θs is calculated according to the above equation 1.

  Then, the turning control unit 32 drives and controls an electric motor that constitutes a turning actuator (not shown) so that the actual turning angle of the turning wheels coincides with the calculated target turning angle δd. As a result, the steered wheels mechanically connected to the steered actuator are steered so as to reach the target steered angle δd, so that the driver can turn the vehicle in a desired manner according to the vehicle speed V. it can.

  Next, the case where the rotation operation members 13 and 14 are rotated by the driver, in other words, the case where the driver performs an operation for setting the vehicle speed will be described. Here, when changing the vehicle speed according to the rotation operation of the rotation operation members 13 and 14 by the driver, the electronic control unit 25, for example, when both the rotation operation members 13 and 14 are simultaneously operated to rotate, The rotation operation with the larger rotation angles θL and θR detected by the rotation amount detection sensors 22 and 23 is preferentially adopted as an effective operation. In addition, when the electronic control unit 25 changes the vehicle speed according to the rotation operation of the rotation operation members 13 and 14 by the driver, the rotation operation members 13 and 14 are rotated in different directions from the neutral position, for example, When the rotation operation member 13 is rotated to the acceleration side (right direction) and the rotation operation member 14 is rotated to the deceleration side (left direction), the rotation operation to the deceleration side (left direction) is performed. It shall be adopted as an effective operation with priority.

  When an ignition switch (not shown) is turned on by the driver, the electronic control unit 35 repeatedly executes the gain changing program shown in FIG. 5 every predetermined short time. That is, the electronic control unit 25 starts execution of the gain change program in step S10, and in step S11, of the rotation operation members 13 and 14, the rotation operation member 13 on the side that is mainly operated by the driver. Alternatively, the rotation operation member 14 (hereinafter, the rotation operation member 13 or the rotation operation member 14 on the side that is mainly operated is simply referred to as a main rotation operation member) is determined. Hereinafter, the determination of the main rotation operation member will be specifically described.

  Usually, in order to set the acceleration / deceleration of the vehicle with fine and smooth changes, the driver mainly uses the rotation operation member 13 or the rotation operation member 14 corresponding to the hand on the side that is easy to operate (for example, the dominant hand). Tend to rotate. For example, if the dominant hand feels tired due to a long run, the rotation operation member 14 or the rotation operation member 13 corresponding to the hand on the non-dominant hand may be rotated. For this reason, the electronic control unit 25 determines which side of the rotational operation member 13 or the rotational operation member 14 is mainly rotationally operated with a hand that is easily operated by the driver, that is, the main rotational operation member.

  First, the electronic control unit 25 inputs the rotation angles θL and θR of the rotation operation members 13 and 14 output from the rotation amount detection sensors 22 and 23. Next, the electronic control unit 25 is in a state in which the rotation operation members 13 and 14 are operated to positions other than the neutral position, in other words, the rotation angles θL and θR input from the rotation amount detection sensors 22 and 23 are “0”. The time that is maintained in a state that is not (hereinafter, this time is referred to as operation time) is measured. As described above, since the reaction force is applied to the rotation operation members 13 and 14 by the elastic members in the neutral position direction, the rotation operation member 13 or the rotation operation member 13 on the side where the driver does not release the rotation operation. The rotation operation member 14 is maintained at the neutral position (that is, the rotation angle θL or the rotation angle θR is “0”).

  Then, the electronic control unit 25 determines the rotation operation member 13 or the rotation operation member 14 on the longer operation time side as the main rotation operation member. Here, in determining the main rotation operation member by the electronic control unit 25, for example, the rotation operation member 13 or the rotation operation member 14 is rotated instead of or in addition to the above-described operation time. Accordingly, the longer travel distance side on which the vehicle has traveled may be determined as the main rotation operation member.

  When the main rotation operation member is thus determined, the electronic control unit 25 determines whether or not the main rotation operation member is currently operated by the driver in step S12. That is, in the electronic control unit 25, the main rotation operation member determined in step S11 is currently operated by the driver based on the magnitudes of the rotation angles θL and θR input from the rotation amount detection sensors 22 and 23. If “Yes”, the process proceeds to step S13.

  In step S13, the electronic control unit 25 determines the rotation operation member 13 (determined as the main rotation operation member) with respect to a command value (request value) S for setting the vehicle speed calculated in step S19 described later. Alternatively, the gain is set so that the operation amount of the rotation operation member 14), that is, the detected rotation angle θL (or the detected rotation angle θR) is appropriately reflected. In the following description, the gain set when the main rotation operation member is rotated by the driver is referred to as a normal gain Ku.

  Specifically, the electronic control unit 25 sets the normal gain Ku based on the normal gain map indicated by the solid line in FIG. However, in the normal gain map, the normal gain Ku is nonlinear as the absolute value of the detected rotation angle θL detected by the rotation amount detection sensor 22 (or the detected rotation angle θR detected by the rotation amount detection sensor 23) increases. Change characteristics that increase with time. Then, the electronic control unit 25 sets a normal gain Ku corresponding to the detected rotation angle θL (or detected rotation angle θR) corresponding to the input main rotation operation member based on the normal gain map.

  Here, in a situation where the electronic control unit 25 normally sets the gain Ku, in other words, in a situation where the main rotation operation member is rotated with a hand that is easy for the driver to operate, the driver can smoothly ( (Slowly) can be rotated. For this reason, the set normal gain Ku has a characteristic that changes greatly with respect to the change in the rotation angle θL (or the rotation angle θR). As a result, when the driver rotates the main rotation operation member, the rotation operation amount, that is, the rotation angle θL (or the rotation angle θR) is calculated as a command value (request value) as will be described later. Reflects well on S. Therefore, the driver can set the vehicle speed while perceiving a very good operation feeling.

  On the other hand, in step S12, based on the magnitudes of the rotation angles θL and θR input from the rotation amount detection sensors 22 and 23, one of the rotation operation members 13 and 14 that is not currently determined as the main rotation operation member. If the rotation operation member 14 or the rotation operation member 13 (hereinafter, this rotation operation member is referred to as a sub rotation operation member) is operated, the electronic control unit 25 determines “No” and proceeds to step S14. And the electronic control unit 25 performs each step process after step S14, The rotation operation member 14 or the rotation operation member 13 with the hand of the side in which the driver is not used to operation (namely, the side which is not a dominant hand). Set the gain corresponding to the situation of rotating the.

  Specifically, in step S14, the electronic control unit 25 is a predetermined time in which a time during which the driver continuously operates the sub-rotation operation member (hereinafter, this time is referred to as an operation continuation time) is set in advance. It is determined whether it is above. In other words, the electronic control unit 25 determines the sub rotation based on the magnitude of the detected rotation angle θR input from the rotation amount detection sensor 23 corresponding to the sub rotation operation member (or the detected rotation angle θL input from the rotation amount detection sensor 22). If the operation duration time of the rotary operation member is less than the predetermined time, it is determined as “No” and the process proceeds to step S15. Here, when the rotation operation member 14 (or the rotation operation member 13) is rotated with a hand that is not the dominant hand, the predetermined time is a time until a smooth rotation operation can be realized by getting used to the rotation operation. Is a time set experimentally in advance.

  In step S15, the electronic control unit 25 performs rotation operation member 14 (or rotation) as a sub rotation operation member with respect to a command value (request value) S for setting the vehicle speed calculated in step S19 described later. The gain is set so that the operation amount of the operation member 13), that is, the detected rotation angle θR (or the detected rotation angle θL) is appropriately reflected. In the following description, the gain that is set when the sub-rotation operation member is rotated by the driver is referred to as non-normal gain Kh.

  More specifically, the electronic control unit 25 sets the non-normal gain Kh based on the non-normal gain map indicated by a broken line in FIG. However, the non-normal gain map indicates that the non-normal gain Kh increases with an increase in the absolute value of the detected rotation angle θR detected by the rotation amount detection sensor 23 (or the detected rotation angle θL detected by the rotation amount detection sensor 22). Has a change characteristic that increases nonlinearly. Further, as shown in FIG. 6, the change amount of the non-normal gain Kh is smaller than the change amount of the normal gain Ku, particularly in a region where the absolute value of the detected rotation angle θR (or the detected rotation angle θL) is small. Is set. Then, the electronic control unit 25 sets the non-normal gain Kh corresponding to the detected rotation angle θR (or the detected rotation angle θL) corresponding to the input sub-rotation operation member based on the non-normal gain table.

  By the way, in a situation where the driver rotates the sub-rotation operation member with a hand that is not familiar with the operation, the driver may perform a rotation operation with a relatively large change amount, that is, a jerky operation mode. high. For this reason, for example, when the command value (required value) S is calculated using the above-described normal gain Ku, a change in the vehicle speed set based on the command value (required value) S increases, and the vehicle The running state becomes jerky. On the other hand, when the electronic control unit 25 sets a non-normal gain Kh that is smaller than the normal gain Ku, the influence of a large change amount of the sub-rotation operation member on the calculated command value (request value) S is affected. It is suppressed and the vehicle can run smoothly. Therefore, the driver can set the vehicle speed very easily.

  On the other hand, if the operation continuation time of the sub-rotation operation member is longer than the predetermined time in step S14, the electronic control unit 25 determines “Yes” and proceeds to step S16. Then, the electronic control unit 36 changes the gain of the sub-rotation operation member that is rotated by the driver from the non-normal gain Kh to the normal gain Ku by executing each step processing from step S16 to step S18. Hereinafter, this gain change will be described in detail.

  In step S16, the electronic control unit 25 determines whether or not the change from the non-normal gain Kh to the normal gain Ku is completed as a gain for the rotation operation of the sub-rotation operation member by the driver. That is, the electronic control unit 25 determines “No” if the gain change for the rotation operation of the sub-rotation operation member has not yet been completed, and proceeds to step S17.

  In step S17, the electronic control unit 25 continuously changes the non-normal gain Kh set in step S15 to the normal gain Ku. More specifically, the electronic control unit 25 has a change characteristic larger than the non-normal gain Kh set to a small change characteristic and smaller than the normal gain Ku as shown by a one-dot chain line in FIG. By adopting a transient gain Kk having a change characteristic and appropriately changing the transient gain Kk, the gain of the sub-rotation operation member is continuously changed from the non-normal gain Kh to the normal gain Ku. When the transient gain Kk is continuously changed in this way, more specifically, when the transient gain Kk is continuously increased and the gain of the sub-rotation operation member is changed to the normal gain Ku, the electronic control unit 25 is In step S16, “Yes” is determined, and the process proceeds to step S18. In step S18, the electronic control unit 25 sets the gain of the auxiliary rotation operation member to the normal gain Kh, and proceeds to step S19.

In step S19, the electronic control unit 25 performs the normal gain Kh corresponding to the rotation operation of the main rotation operation member set in step S13, and the rotation of the sub rotation operation member determined in step S15, step S17 or step S18. Non-normal gain Kh, transient gain Kk or normal gain Kh corresponding to the operation (hereinafter, the gains set corresponding to the rotation operation of the main rotation operation member or the sub rotation operation member are collectively referred to as setting gain K) The command value (required value) S is calculated according to the following formula 2.
S = K · θR or S = K · θL ... Formula 2
However, θR and θL in Equation 2 are rotation angles detected by the rotation amount detection sensors 22 and 23, respectively.

  When the command value (required value) S is calculated in this way, the electronic control unit 25 proceeds to step S20 and temporarily ends the execution of the gain setting program. Then, after a predetermined short time has elapsed, in step S10, execution of the gain setting program is started again.

  On the other hand, when the electronic control unit 25 calculates the command value (required value) S according to the equation 2 by executing the gain setting program, the electronic control unit 25 sends the calculated command value (required value) S to the engine via the communication line A. This is supplied to the control unit 33 and the brake control unit 34. Thereby, the engine control unit 33 and the brake control unit 34 emphasize and control the output of the engine and the operation of the brake device based on the supplied command value (request value) S. Therefore, the vehicle can be driven at a vehicle speed corresponding to the command value (request value) S calculated based on the rotational operation state of the rotational operation members 13 and 14.

  As can be understood from the above description, when the main rotation operation member that is easy for the driver to operate is operated, the normal gain Ku is set, so that the calculated command value (required value) S can be reduced. Thus, the rotation angle θL (or rotation angle θR) of the main rotation operation member can be reflected well. As a result, the driver can easily drive the vehicle while perceiving a good operation feeling.

  In addition, when the driver is operating the sub-rotation operation member, an unfamiliar operation with the calculated command value (required value) S is set by setting a non-normal gain Kh smaller than the normal gain Ku. The influence of the rotation angle θR (or the rotation angle θL) based on can be reduced. As a result, the vehicle can run smoothly, and the driver can easily drive the vehicle.

  Furthermore, when the operation continuation time of the sub-rotation operation member becomes equal to or longer than a predetermined time, it is assumed that the driver is accustomed to the rotation operation of the sub-rotation operation member, and the transient gain Kk can be set. Then, by increasing the transient gain Kk, the non-normal gain Kh can be continuously changed to the normal gain Ku. Thus, even when the sub-rotation operation member is continuously rotated, the rotation angle θR (or rotation angle θL) of the sub-rotation operation member can be improved with respect to the calculated command value (request value) S. It can be reflected. Therefore, the driver can easily drive the vehicle while perceiving a good operation feeling.

  In the embodiment described above, the electronic control unit 25 is implemented to determine whether or not the operation continuation time of the sub-rotation operation member has exceeded a predetermined time in step S14 of the gain setting program. The electronic control unit 25 sets the gain of the sub-rotation operation member to the non-normal gain Kh if the operation duration is less than the predetermined time, and sets the gain of the sub-rotation operation member if the operation duration is the predetermined time or more. The transient gain Kk was used to change and set the normal gain Ku. Instead of or in addition, whether or not the gain of the sub-rotation operation member is set to the non-normal gain Kh or changed to the normal gain Ku based on the rotation operation state of the sub-rotation operation member by the driver It is also possible to carry out such a determination. Hereinafter, although this 1st modification is demonstrated in detail, the same code | symbol is attached | subjected to the same part as the said embodiment, and the detailed description is abbreviate | omitted.

  Also in the first modified example, the electronic control unit 25 starts executing the gain setting program in step S10, and determines the main rotation operation member in step S11 as in the above embodiment. Then, in step S12, the electronic control unit 25 determines “No” and proceeds to step S14 if the sub-rotation operation member is rotated by the driver.

  In this first modification, the electronic control unit 25 operates in step S14 based on the operation state of the sub-rotation operation member by the driver, more specifically, based on the amount of change per unit time of the sub-rotation operation member. It is determined whether the person is rotating the sub-rotation operation member smoothly. Specifically, the electronic control unit 25 first detects the detected rotation angle θR (or the detected rotation angle θL) corresponding to the rotation operation member 14 (or the rotation operation member 13) as the sub rotation operation member as the rotation amount detection sensor. 23 (or rotation amount detection sensor 22). Next, the electronic control unit 25 differentiates the input detected rotation angle θR (or detected rotation angle θL) with respect to time, and calculates a time change amount dθR / dt (or time change amount dθL / dt).

  The electronic control unit 25 then calculates the absolute value of the calculated time change amount dθR / dt (or the absolute value of the time change amount dθL / dt) and the absolute value of the reference time change amount dθb / dt set experimentally in advance. Compare In this comparison, if the absolute value of the time change amount dθR / dt (or the absolute value of the time change amount dθL / dt) is equal to or greater than the absolute value of the reference time change amount dθb / dt, the driver is still inexperienced. Since the rotation operation member is in a rotating state (so-called jerky operation state), the electronic control unit 25 determines “No” and proceeds to step S15. Thereby, the electronic control unit 25 sets the gain of the sub-rotation operation member to a small non-normal gain Kh as in the above embodiment, and proceeds to step S19.

  On the other hand, in the electronic control unit 25, the absolute value of the time variation dθR / dt (or the absolute value of the time variation dθL / dt) is less than the absolute value of the reference time variation dθb / dt, and this state is the determination time T1. Only if it continues, since the driver is accustomed to the operation and is in a state of smoothly rotating the sub-rotation operation member, the electronic control unit 25 determines “Yes” and, as in the above embodiment, Each step process after step S16 is performed.

  As can be understood from the above description, in the first modification, the absolute value of the time variation dθR / dt (or the absolute value of the time variation dθL / dt) when the sub-rotation operation member is operated is a reference. If the time variation dθb / dt is less than the absolute value, it is assumed that the driver is accustomed to the rotation operation of the sub-rotation operation member, and the transient gain Kk is increased to increase the non-normal gain Kh to the normal gain. Can be changed continuously up to Ku. Thus, even when the sub-rotation operation member is continuously rotated, the rotation angle θR (or rotation angle θL) of the sub-rotation operation member can be improved with respect to the calculated command value (request value) S. It can be reflected. Therefore, the driver can easily drive the vehicle while perceiving a good operation feeling. Thereby, also in this 1st modification, the effect similar to the said embodiment can be anticipated.

  Here, in the first modified example, in step S14 of the gain change program, the absolute value of the time change amount dθR / dt (or the absolute value of the time change amount dθL / dt) corresponding to the sub-rotation operation member, It implemented so that it might compare with the absolute value of reference | standard change amount d (theta) b / dt. In contrast, the absolute value of the time variation dθR / dt (or the absolute value of the time variation dθL / dt) corresponding to the sub-rotation operation member is within a preset reference time variation range (for example, dθb1 / Needless to say, it is possible to determine whether or not dt ≦ | dθR / dt | (or | dθL / dt |) ≦ dθb2 / dt). Also by this, the same effect as the above-mentioned embodiment can be expected.

  Further, in the above-described embodiment, the electronic control unit 25 selects one of the rotation operation members 13 and 14 based on the detected rotation angles θL and θR operation times by the rotation amount detection sensors 22 and 23 in step S11 of the gain change program. Was determined as the main rotating operation member. Instead of this, or in addition, the driver can directly detect the operation state of the rotary operation members 13 and 14 and determine the main rotary operation member. Hereinafter, this second modification will be described in detail.

  In this second modified example, as shown in FIG. 8, a pair of left and right images for detecting the rotation operation state of the rotation operation members 13 and 14 by the driver as an image with respect to the main body member 12 of the operation unit 10. A detection sensor 26 is provided. The image detection sensor 26 performs image processing on the relative positional relationship between the driver's hand and the rotation operation members 13 and 14, more specifically, whether or not the driver's hand is separated from the rotation operation members 13 and 14. To detect. The image detection sensor 26 is in a state in which the driver's hand is gripping the rotation operation members 13 and 14 and the driver's hand is separated from one of the rotation operation members 13 and 14. Is output to the electronic control unit 25.

  In the second modified example, the electronic control unit 25 determines which of the rotation operation members 13 and 14 is the main based on the grip information or the separation information output from the image detection sensor 26 in step S11. It determines whether it is a rotation operation member. That is, the electronic control unit 25 determines the rotation operation member 13 or the rotation operation member 14 on the side that has long acquired grip information as the main rotation operation member. On the other hand, the electronic control unit 25 determines the rotation operation member 14 or the rotation operation member 13 on the side that has long acquired the separation information as the sub rotation operation member. And if the electronic control unit 25 determines the main rotation operation member in this way, it will perform each step process after step S12 similarly to the said embodiment.

  Thus, in the second modified example, whether the driver is holding the rotary operation members 13, 14 or releasing the rotary operation members 13, 14, in other words, which of the rotary operation members 13, 14 is It is possible to more reliably determine whether or not the driver mainly performs the rotation operation, and determine the main rotation operation member. Therefore, also in this second modification, the same effect as in the above embodiment can be expected.

  Moreover, in the said 2nd modification, the image detection sensor 26 which detects the holding state of the rotation operation members 13 and 14 by a driver | operator directly as an image was provided and implemented. Instead of this, or in addition, it is also possible to detect the pressure when the driver grips and rotates the rotary operation members 13 and 14 and to carry out the operation. In this case, as shown in FIG. 9, a pair of left and right pressure sensors 27 for detecting and outputting the pressure (gripping force) when the driver grips are provided for the rotary operation members 13 and 14. Yes.

  In this case, the electronic control unit 25 determines which of the rotation operation members 13 and 14 is the main rotation operation member based on the pressure (gripping force) output from the pressure sensor 27 in step S11. Decide if there is. That is, the electronic control unit 25 determines the rotation operation member 13 or the rotation operation member 14 on the side acquiring a pressure equal to or higher than a predetermined pressure as the main rotation operation member. On the other hand, the electronic control unit 25 determines the rotation operation member 14 or the rotation operation member 13 on the side acquiring a pressure equal to or lower than a predetermined pressure as the sub rotation operation member. And if the electronic control unit 25 determines the main rotation operation member in this way, it will perform each step process after step S12 similarly to the said embodiment.

  Thus, even when the pressure sensor 27 is provided, whether the driver is holding the rotary operation members 13, 14 or releasing their hands from the rotary operation members 13, 14, in other words, the rotary operation member 13. , 14 can be more reliably determined whether the driver is mainly operated, and the main rotation operation member can be determined. Therefore, even in this case, the same effect as the above embodiment can be expected.

  In carrying out the present invention, the present invention is not limited to the above-described embodiments and modifications, and various modifications can be made without departing from the object of the present invention.

  For example, in the above-described embodiment and each modified example, the rotation operation members 13 and 14 are formed on the main body member 12 integrally assembled with the shaft 11. However, as long as it can be operated independently by the driver, for example, the rotation operation member may be formed on a joystick type operation unit body that is arranged around the driver's seat and can be tilted.

  Moreover, in the said embodiment and each modification, it provided by providing the rotation operation members 13 and 14 rotated with both hands of a driver | operator as a 1st and 2nd operation member. However, any device such as a lever type or a joystick type may be used as long as it can be operated with both hands of the driver. Moreover, in the said embodiment and each modification, the left and right pair of rotation operation members 13 and 14 were provided and implemented. However, the number of drivers may be any number as long as the driver can be operated independently at the same time.

  Further, in the above-described embodiment and each modified example, the rotation angles θL and θR representing the rotation operation amounts of the rotation operation members 13 and 14 are employed as the detected operation amounts. However, any value may be used as long as the driver can perform an operation input. For example, an operation force when the rotation operation members 13 and 14 are rotated can be adopted as an operation amount. In this case, a force detection sensor for detecting an operation force input by the driver rotating the rotation operation members 13 and 14 is provided, and based on the magnitude of each operation force detected by the sensor, The electronic control unit 25 determines the main rotation operation member, determines whether the main rotation operation member or the sub rotation operation member is operated by the driver, and according to this, the normal gain Ku, the non-normal gain Kh, or the transient The gain Kk is set, and the command value (required value) S can be calculated using the detected operation force and the set gain.

It is the schematic of the operating device of the vehicle which concerns on embodiment of this invention. It is a perspective view which shows more specifically the operation part operated by the driver | operator. It is a graph which shows the relationship between a steering angle and reaction force torque. It is a graph which shows the relationship between a vehicle speed and a steering gain. It is a flowchart which shows the gain change program performed with the electronic control unit of FIG. It is a graph for demonstrating a normal gain, a non-normal gain, and a transient gain. It is a figure for demonstrating the change of the gain based on the amount of time change of a subrotation operation member concerning the 1st modification of this invention. It is a perspective view which shows the operation member which provided the image detection sensor in the 2nd modification of embodiment of this invention. It is a perspective view which shows the operation member which provided the pressure sensor in the 2nd modification of embodiment of this invention.

Explanation of symbols

DESCRIPTION OF SYMBOLS 10 ... Operation part, 11 ... Shaft, 12 ... Main body member, 13, 14 ... Rotation operation member, 20 ... Electric control part, 21 ... Steering angle sensor, 22, 23 ... Rotation amount detection sensor, 24 ... Vehicle speed sensor, 25 ... Electronic control unit, 26 ... image detection sensor, 27 ... pressure sensor

Claims (6)

A first operating member and a second operating member that are gripped and operated independently by the driver, and for setting the traveling behavior of the vehicle according to each operation of the first operating member and the second operating member In a vehicle operating device comprising a control device that outputs a command value, the control device comprises:
First operation amount detection means for detecting an operation amount of the first operation member;
Second operation amount detection means for detecting an operation amount of the second operation member;
Based on the operation amount of the first operation member detected by the first operation amount detection means and the operation amount of the second operation member detected by the second operation amount detection means, the first operation member and the A main operation member that determines one of the second operation members as a main operation member that is mainly operated by a driver and determines the other of the first operation member and the second operation member as a sub operation member. A determination means;
Of the determined main operation member and sub-operation member, an operation member determination means for determining an operation member on the side operated by the driver;
A gain of the determined operation amount of the main operation member and the sub operation member with respect to the command value is set, and when the main operation member is operated by a driver by the determination of the operation member determination means, A gain setting means for setting a gain and setting a non-normal gain smaller than the normal gain when the sub-operating member is operated by a driver as determined by the operating member determining means;
An operating device for a vehicle comprising: command value calculation means for calculating the command value using a normal gain or a non-normal gain set by the gain setting unit. In the vehicle operating device according to claim 1,
The main operation member determination means includes
The vehicle operating device characterized in that, among the first operating member and the second operating member, a side with a long time operated by a driver is determined as the main operating member. In the vehicle operating device according to claim 1,
The control device further includes:
Operation state determination means for determining an operation state of the sub operation member by the driver;
Gain changing means for changing the set non-normal gain to the normal gain when the operation state of the sub operation member determined by the operation state determination means satisfies a predetermined condition set in advance. A vehicle operating device. In the vehicle operating device according to claim 3,
The operation state determination means determines an operation time during which the sub operation member is continuously operated by a driver,
The gain changing means changes the set non-normal gain to the normal gain when the determined operation time continues for a predetermined time or more. apparatus. In the vehicle operating device according to claim 3,
The operation state determination means determines an operation change amount per unit time of the sub operation member by the driver,
The gain changing means changes the set non-normal gain to the normal gain when the determined operation change amount is less than a preset predetermined operation change amount and continues for a predetermined time. A vehicle operating device characterized by the above. In the vehicle operating device according to any one of claims 3 to 5,
The gain changing means includes
An operating device for a vehicle, wherein the set non-normal gain is continuously changed to the normal gain.

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