JP2014148285A - Reaction force control device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a reaction force control device capable of improving operability of an accelerator pedal during traveling in a turning motion and the like.SOLUTION: A reaction force control device 12 includes reaction force control means 26 for controlling a pedal reaction force that is a reaction force for being applied to an accelerator pedal 14, and turning state amount detection means 22 for detecting a turning state amount indicating the degree of turning of a vehicle 10. The reaction force control means 26 increases the pedal reaction force depending on an increase in the turning state amount detected by the turning state amount detection means 22.

Description

  The present invention relates to a reaction force control device that controls a reaction force (pedal reaction force) applied to an accelerator pedal.

  Patent Document 1 discloses a configuration for controlling the reaction force Fr of the accelerator pedal 12. Specifically, in Patent Document 1, the ECU 22 acquires information related to the curved road 50 from the navigation device 20 (S1, [0133] in FIG. 9). Next, the ECU 22 sets a recommended turning speed Vrec_cir for the vehicle 10 to travel on the curved road 50 at a constant speed (S3 in FIG. 9, [0135]). Next, the ECU 22 controls the reaction force Fr of the accelerator pedal 12 so that the speed V becomes the recommended turning speed Vrec_cir when entering the turning section Z2 in the curve approaching section Z1 which is a straight section before the curved road 50. (S5 in FIG. 9, FIG. 10, [0137] to [0149]).

  Further, when the vehicle 10 is traveling in the turning section Z2 of the curved road 50, the ECU 22 performs a turning process (S7 in FIG. 9). Specifically, the ECU 22 sets the output characteristic Cf of the reaction force Fr based on the target speed Vtgt (= recommended speed Vrec) (S38 in FIG. 12), and the reaction force based on the output characteristic Cf and the speed V. Fr is adjusted (S39, [0159], [0149] in FIG. 12).

International Publication No. 2012/039212 Pamphlet

  As described above, in Patent Document 1, the reaction force Fr of the accelerator pedal 12 is controlled based on the speed V and the target speed Vtgt when the vehicle 10 is traveling in the turning section Z2 of the curved road 50.

  By the way, a turning force (centrifugal force) acts on the vehicle during curve driving or lane change. At that time, the driver may support the body with parts such as hands and feet in order to maintain the posture. In such a case, in the reaction force control of Patent Document 1, it is difficult for the driver to perform detailed accelerator pedal operation, and there is a possibility that unintentional depression of the accelerator pedal or flapping of the accelerator pedal may occur.

  In addition to the above-described turning force (centrifugal force), unintentional depression of the accelerator pedal or flapping of the accelerator pedal occurs due to the force acting on the driver according to the change in the posture of the vehicle during traveling. There is a possibility.

  The present invention has been made in consideration of such problems, and an object thereof is to provide a reaction force control device capable of improving the operability of an accelerator pedal during traveling such as turning.

  A reaction force control device according to the present invention includes a reaction force control unit that controls a pedal reaction force that is a reaction force applied to an accelerator pedal, and a turning state amount detection unit that detects a turning state amount indicating a degree of turning of the vehicle. And the reaction force control means increases the pedal reaction force in response to an increase in the turning state quantity detected by the turning state quantity detection means.

  According to the present invention, the pedal reaction force is increased in accordance with an increase in the amount of turning state that occurs when the vehicle turns when traveling on a turning circuit (curved road) or during a lane change. For this reason, it becomes possible to suppress unintentional depression of the accelerator pedal or flapping of the accelerator pedal by the driver during turning. Therefore, it is possible to improve the operability of the accelerator pedal when the vehicle turns.

  The turning state amount detecting means includes lateral acceleration detecting means for detecting lateral acceleration of the vehicle, and the reaction force control means is configured such that the lateral acceleration detected by the lateral acceleration detecting means has a predetermined lateral acceleration threshold value. If it exceeds, the pedal reaction force may be increased as the lateral acceleration increases.

  According to the above configuration, when the lateral acceleration exceeds the lateral acceleration threshold, by setting the pedal reaction force to increase as the lateral acceleration increases, the range in which the lateral acceleration does not exceed the lateral acceleration threshold, A dead zone that does not increase the pedal reaction force can be formed. For this reason, for example, when moving from the first curve to the second curve in the S-curve (compound curve), the pedal reaction force is reduced because the lateral acceleration becomes zero when the steering angle of the steering crosses zero. It becomes possible to prevent the feeling of slipping off of the pedal reaction force accompanying zero (abrupt decrease). Therefore, it is possible to suppress the driver from feeling uncomfortable.

  Alternatively, the reaction force control device further includes a depression amount detection unit that detects a depression amount of the accelerator pedal, and the turning state amount detection unit includes a lateral acceleration detection unit that detects a lateral acceleration of the vehicle. The reaction force control means is configured such that the stepping amount detected by the stepping amount detection means exceeds a predetermined stepping amount threshold and the lateral acceleration detected by the lateral acceleration detection means exceeds a predetermined lateral acceleration threshold. The increase rate of the pedal reaction force with respect to the depression amount may be increased, or the increase amount of the pedal reaction force may be increased as the lateral acceleration increases.

  Thereby, when the depression amount of the accelerator pedal is large and the lateral acceleration is large, the increase rate or the increase amount of the pedal reaction force can be set large. For this reason, the driver can stabilize the operation of the accelerator pedal in scenes such as when the vehicle turns or when running on an S-shaped curve.

  When the absolute value of the turning state quantity detected by the turning state quantity detecting means decreases, the reaction force control means may give a hysteresis characteristic to the change amount of the pedal reaction force with respect to the turning state quantity. . If the pedal reaction force is also reduced in accordance with the decrease in the turning state amount, the pedal reaction force is reduced even though the turning state amount is still relatively high during traveling on the turning circuit. There is a risk of giving. According to the above configuration, it is possible to maintain the pedal reaction force even if the turning state amount is reduced to some extent by providing a hysteresis characteristic to the amount of change in the pedal reaction force, thereby improving the operability of the driver. Can do.

  The turning state amount detection means includes a depression state detection means for detecting at least one of a depression amount and a depression speed of the accelerator pedal, and the reaction force control means is the turning detected by the turning state amount detection means. When the absolute value of the state quantity starts to decrease, after maintaining the pedal reaction force at that time for a predetermined period, the pedal reaction force is decreased, and the depression amount and depression speed detected by the depression state detecting means are reduced. When at least one of the pedals exceeds a predetermined depression threshold, the pedal reaction force may be decreased according to the decrease in the amount of turning state without waiting for the elapse of the predetermined period.

  According to the above configuration, the pedal reaction force can be maintained even if the amount of turning state is reduced to some extent, and the operability for the driver can be improved.

  Further, when the driver depresses the accelerator pedal beyond the depression threshold or when the depression speed is equal to or higher than the depression threshold, it can be determined that the driver has an intention to accelerate. For this reason, when the accelerator pedal is depressed beyond the depression threshold by the driver or when the depression speed is equal to or greater than the depression threshold, the pedal reaction force is immediately decreased according to the decrease in the turning state amount, so that the When accelerating, the operability of the accelerator pedal can be improved.

  The stepping state detecting means may be the same as the stepping amount detecting means.

  The reaction force control device includes vehicle speed detection means for detecting a current vehicle speed of the vehicle, and target vehicle speed setting means for setting a target vehicle speed of the vehicle according to an external situation of the vehicle or a running state of the vehicle. The reaction force control means sets, as the first pedal reaction force, the pedal reaction force that is increased according to the difference between the current vehicle speed and the target vehicle speed when the current vehicle speed exceeds the target vehicle speed. In addition, the pedal reaction force set according to the amount of turning state is set as a second pedal reaction force, and the pedal reaction force is based on a larger value of the first pedal reaction force and the second pedal reaction force. The power may be increased.

  According to the above configuration, it is possible to achieve both the reaction force control based on the target vehicle speed and the reaction force control based on the turning state quantity. For this reason, it is possible to perform accelerator pedal reaction force control having both safety and operability.

  A reaction force control device according to the present invention includes a reaction force control unit that controls a pedal reaction force that is a reaction force applied to an accelerator pedal, and a posture change that detects a posture change amount indicating a degree of change in the posture of the vehicle during traveling. The reaction force control means increases the pedal reaction force according to an increase in the posture change amount detected by the posture change amount detection means.

  According to the present invention, the pedal reaction force is increased according to the posture change amount indicating the degree of change in the posture of the vehicle during traveling. For this reason, it is possible to prevent unintentional depression of the accelerator pedal or flapping of the accelerator pedal during driving. Therefore, it is possible to stabilize the operation of the accelerator pedal.

  According to the present invention, it is possible to improve the operability of the accelerator pedal during traveling such as turning.

1 is a block diagram of a vehicle equipped with a reaction force control device according to a first embodiment of the present invention. It is a flowchart of control of the pedal reaction force in a 1st embodiment. It is a functional block diagram explaining control of the pedal reaction force in a 1st embodiment. It is a flowchart (detail of S3 of FIG. 2) which calculates the pedal reaction force corresponding to a lateral acceleration. It is a figure which shows the motion of the vehicle at the time of performing the reaction force control which concerns on a comparative example. It is a figure which shows the motion of the said vehicle at the time of performing reaction force control which concerns on 1st Embodiment. It is a figure which shows the 1st example of the reaction force provision characteristic at the time of using the reaction force control apparatus which concerns on 2nd Embodiment of this invention. It is a figure which shows the 2nd example of the reaction force provision characteristic at the time of using the said reaction force control apparatus which concerns on 2nd Embodiment. It is a figure which shows an example of the reaction force provision characteristic at the time of using the reaction force control apparatus which concerns on the 1st modification of this invention. It is a figure which shows an example of the reaction force provision characteristic at the time of using the reaction force control apparatus which concerns on the 2nd modification of this invention. It is a figure which shows an example of the reaction force provision characteristic at the time of using the reaction force control apparatus which concerns on the 3rd modification of this invention. It is a figure which shows an example of the reaction force provision characteristic at the time of using the reaction force control apparatus which concerns on the 4th modification of this invention.

A. First Embodiment 1. FIG. Configuration of Vehicle 10 FIG. 1 is a block diagram of a vehicle 10 equipped with a reaction force control device 12 according to the first embodiment of the present invention. The vehicle 10 includes an accelerator pedal 14, a return spring 16 that applies a reaction force Fr_sp [N] to the accelerator pedal 14, an opening sensor 18, a vehicle speed sensor 20, a lateral acceleration sensor 22, a navigation device 24, an electronic A control device 26 (hereinafter referred to as “ECU 26”) and an actuator 28 are provided. Among these, the opening degree sensor 18, the vehicle speed sensor 20, the lateral acceleration sensor 22, the navigation device 24, the ECU 26, and the actuator 28 constitute the reaction force control device 12.

  The opening sensor 18 detects the opening of the accelerator pedal 14 (the amount of depression from the original position) (hereinafter referred to as “pedal opening θ”) [%] and outputs it to the ECU 26. The vehicle speed sensor 20 measures the vehicle speed V [km / h] of the vehicle 10 and outputs it to the ECU 26.

The lateral acceleration sensor 22 detects lateral acceleration (hereinafter referred to as “lateral acceleration G1”) [m / s ² ], which is acceleration in the lateral direction (width direction) generated in the vehicle 10, and outputs the detected lateral acceleration to the ECU 26. The lateral acceleration sensor 22 is provided near the center of the vehicle 10 (vehicle body). Or you may provide the lateral acceleration sensor 22 in the site | part which supports each wheel (not shown).

  The navigation device 24 can detect the current position of the vehicle 10 using a GPS (Global Positioning System) or the like, and stores navigation information Ir (hereinafter also referred to as “information Ir”) related to the course of the vehicle 10. 30. The information Ir includes information on the current position of the vehicle 10, the recommended vehicle speed Vrec, and information on the curve (curve entrance and exit positions, curvature, etc.). The recommended vehicle speed Vrec is a vehicle speed (restricted vehicle speed, vehicle speed suitable for traveling on a curve, etc.) set for each road, and is set by dividing the road into a plurality of sections or regions.

  The ECU 26 controls the entire reaction force control device 12 and includes an input / output unit 32, a calculation unit 34, and a storage unit 36. The input / output unit 32 transmits and receives signals to and from the opening sensor 18, the vehicle speed sensor 20, the lateral acceleration sensor 22, the navigation device 24, and the actuator 28.

  The calculation unit 34 executes a program stored in the storage unit 36. The computing unit 34 has a vehicle speed guidance reaction force control function 40 (hereinafter also referred to as “function 40”) and a lateral acceleration response reaction force control function 42 (hereinafter also referred to as “function 42”). The function 40 executes vehicle speed guidance reaction force control, and the function 42 executes lateral acceleration response reaction force control. Details of these controls will be described later with reference to FIG.

  The actuator 28 is composed of a motor (not shown) connected to the accelerator pedal 14, and a driving force corresponding to the control signal Sr received from the ECU 26 is applied to the reaction force of the accelerator pedal 14 (hereinafter referred to as "pedal reaction force Fr" or "actuator reaction force Fr"). It is generated as [N]. As a result, the pedal reaction force Fr from the actuator 28 is added to the accelerator pedal 14 in addition to the reaction force Fr_sp by the return spring 16 (hereinafter also referred to as “spring reaction force Fr_sp”). The actuator 28 may be other driving force generation means (for example, a pneumatic actuator).

2. Control of pedal reaction force Fr [2-1. Outline of control of pedal reaction force Fr]
Next, control of the pedal reaction force Fr in the first embodiment will be described. In the first embodiment, vehicle speed induced reaction force control (hereinafter also referred to as “first reaction force control”) and lateral acceleration response reaction control (hereinafter also referred to as “second reaction force control”) are mainly combined. Use.

  The first reaction force control is control for applying the pedal reaction force Fr so as to guide the actual (current) vehicle speed V of the vehicle 10 to the target vehicle speed Vtar. That is, when the vehicle speed V exceeds the target vehicle speed Vtar, the pedal reaction force Fr is increased as the difference between the vehicle speed V and the target vehicle speed Vtar (= V−Vtar) increases. In the first embodiment, the target vehicle speed Vtar is set based on navigation information Ir (recommended vehicle speed Vrec or the like) from the navigation device 24 (details will be described later).

  The second reaction force control is control for applying a pedal reaction force Fr corresponding to the lateral acceleration Gl of the vehicle 10. That is, when the lateral acceleration Gl increases, the pedal reaction force Fr is increased.

[2-2. Overall flow of specific processing]
FIG. 2 is a flowchart of the control of the pedal reaction force Fr in the first embodiment. In step S1 of FIG. 2, the ECU 26 acquires the vehicle speed V from the vehicle speed sensor 20, acquires navigation information Ir (including recommended vehicle speed Vrec) from the navigation device 24, and acquires the lateral acceleration Gl from the lateral acceleration sensor 22. The pedal opening θ is obtained from the opening sensor 18.

  In step S2, the ECU 26 sets a pedal reaction force Fr based on the vehicle speed V and the navigation information Ir (hereinafter referred to as “vehicle speed induction pedal reaction force Frv”, “first pedal reaction force Frv”, or “pedal reaction force Frv”). To do. The setting of the pedal reaction force Frv is performed as part of the vehicle speed induction reaction force control, and details will be described later.

  In step S <b> 3, the ECU 26 is referred to as a pedal reaction force Fr based on the lateral acceleration Gl and the pedal opening degree θ (hereinafter, referred to as “lateral acceleration response pedal reaction force Frg”, “second pedal reaction force Frg”, or “pedal reaction force Frg”). ) Is set. The setting of the pedal reaction force Frg is performed as part of the reaction force control corresponding to the lateral acceleration, and details will be described later.

  In steps S4 to S6, the larger one of the first pedal reaction force Frv and the second pedal reaction force Frg is set as the pedal reaction force Fr (target value). That is, in step S4, the ECU 26 compares the first pedal reaction force Frv and the second pedal reaction force Frg. When the first pedal reaction force Frv exceeds the second pedal reaction force Frg (S4: YES), in step S5, the ECU 26 sets the first pedal reaction force Frv as the pedal reaction force Fr (target value). When the first pedal reaction force Frv does not exceed the second pedal reaction force Frg (S4: NO), in step S6, the ECU 26 sets the second pedal reaction force Frg as the pedal reaction force Fr (target value).

  In step S7, the ECU 26 operates the actuator 28 according to the pedal reaction force Fr set in step S5 or S6, and applies the pedal reaction force Fr from the actuator 28 to the accelerator pedal 14.

[2-3. Setting of vehicle speed induction pedal reaction force Frv (first pedal reaction force Frv)]
FIG. 3 is a functional block diagram for explaining the control of the pedal reaction force Fr in the first embodiment. Below, pedal reaction force Frv is demonstrated among the pedal reaction forces Frv and Frg used for the setting of the pedal reaction force Fr.

(2-3-1. Calculation of recommended correction vehicle speed Vrec_c)
In setting the vehicle speed induction pedal reaction force Frv, first, the correction recommended vehicle speed Vrec_c is calculated by the corrector 50 of the ECU 26 using the navigation information Ir from the navigation device 24. The corrected recommended vehicle speed Vrec_c is obtained by correcting the recommended vehicle speed Vrec from the navigation device 24 as necessary. The navigation device 24 and the corrector 50 constitute a recommended vehicle speed setting means 52.

  The recommended vehicle speed Vrec included in the navigation information Ir is a vehicle speed set for each road (a limited vehicle speed, a vehicle speed suitable for traveling on a curve, etc.), and is set by dividing the road into a plurality of sections or regions. It is. On the other hand, the corrected recommended vehicle speed Vrec_c is the vehicle speed V that the vehicle 10 should target at that time (current time).

  For example, when shifting from a straight road to a curve, the recommended vehicle speed Vrec is set to v1 [km / h] for a straight road and v2 [km / h] (v2 <v1) for a curve, for example. On the other hand, the corrected recommended vehicle speed Vrec_c is a target vehicle speed Vtar that is sequentially set to change the vehicle speed V from v1 to v2 during traveling on a straight road because the vehicle decelerates to v2 when entering the curve.

  As described above, when calculating the corrected recommended vehicle speed Vrec_c, the current position of the vehicle 10, the current vehicle speed V, the recommended vehicle speed Vrec of the current travel path (for example, a straight road), and the next travel path (for example, a curve). The recommended vehicle speed Vrec, the position of the entrance and exit of the curve, the curvature of the curve, and the like can be used.

  The calculation of the corrected recommended vehicle speed Vrec_c may use, for example, a method described in Patent Document 1 (a method of calculating the target speed Vtgt in the turning zone Z2).

(2-3-2. Calculation of the difference ΔV between the corrected recommended vehicle speed Vrec_c and the vehicle speed V)
Next, the subtractor 54 of the ECU 26 calculates a difference (hereinafter referred to as “difference ΔV”) between the vehicle speed V from the vehicle speed sensor 20 and the recommended correction vehicle speed Vrec_c from the corrector 50 (ΔV = V−Vrec_c).

(2-3-3. Calculation of vehicle speed guidance pedal reaction force Frv)
Next, in the vehicle speed induction pedal reaction force calculator 56 (hereinafter also referred to as “Frv calculator 56”) of the ECU 26, the vehicle speed induction pedal reaction force Frv is set according to the difference ΔV from the subtractor 54. Specifically, when the difference ΔV is less than ΔV1, which is a threshold value greater than zero, the pedal reaction force Frv is set to zero. When the difference ΔV is greater than or equal to ΔV1 and less than ΔV2, the pedal reaction force Frv is increased according to the increase in the difference ΔV. When the difference ΔV is equal to or greater than ΔV2, the pedal reaction force Frv is constant at the maximum value. Note that the pedal reaction force Frv may have a hysteresis characteristic in the same manner as a pedal reaction force Frg corresponding to lateral acceleration described later. The set pedal reaction force Frv is output to the comparator 70.

[2-4. Side acceleration pedal reaction force Frg (second pedal reaction force Frg)]
Next, the pedal reaction force Frg among the pedal reaction forces Frv and Frg used for setting the pedal reaction force Fr will be described.

(2-4-1. Calculation of absolute value | Gl |)
When setting the lateral acceleration corresponding pedal reaction force Frg, first, the absolute value calculator 60 of the ECU 26 calculates the absolute value | Gl | of the lateral acceleration Gl from the lateral acceleration sensor 22.

(2-4-2. Calculation of pedal reaction force Frg corresponding to lateral acceleration)
Next, in the lateral acceleration pedal reaction force calculator 62 (hereinafter also referred to as “Frg calculator 62”) of the ECU 26, the absolute value | Gl | from the absolute value calculator 60 and the pedal opening θ from the opening sensor 18 are displayed. Is used to set the vehicle speed guidance pedal reaction force Frv.

  FIG. 4 is a flowchart (details of S3 in FIG. 2) for calculating the lateral acceleration corresponding pedal reaction force Frg. FIG. 4 includes not only the processing in the Frg calculator 62 but also the processing in the absolute value calculator 60 described above.

  In step S11 of FIG. 4, the absolute value calculator 60 calculates the absolute value | Gl | of the lateral acceleration Gl from the lateral acceleration sensor 22.

  In step S12, the Frg calculator 62 determines whether or not the absolute value | Gl | is decreasing. For example, the absolute value | Gl | (hereinafter referred to as “absolute value | Gl | (previous)”) in the previous calculation cycle and the absolute value | Gl | (hereinafter referred to as “absolute value | Gl | (current)”) in the current calculation cycle. .DELTA.Gl (ΔGl = | Gl | (previous) − | Gl | (current)). If the difference ΔGl is a positive value, the Frg calculator 62 determines that the absolute value | Gl | is decreasing.

  If the absolute value | Gl | is not decreasing (S12: NO), in step S13, the Frg calculator 62 sets the pedal reaction force Frg according to the absolute value | Gl |. That is, as shown in the Frg calculator 62 of FIG. 3, when the absolute value | Gl | is less than Gl1, the pedal reaction force Frg is set to zero. When the absolute value | Gl | is greater than or equal to Gl1 and less than Gl2, the pedal reaction force Frg is increased in accordance with the increase in the absolute value | Gl |. When the absolute value | Gl | is equal to or greater than Gl2, the pedal reaction force Frg is constant at the maximum value.

  If the absolute value | Gl | is decreasing in step S12 (S12: YES), in step S14, the Frg calculator 62 determines that the pedal opening θ from the opening sensor 18 is the opening threshold THθ (hereinafter “threshold THθ”). It is also determined whether or not it exceeds. The threshold value THθ is a threshold value for determining the driver's intention to accelerate.

  When the pedal opening degree θ does not exceed the threshold value THθ (S14: NO), the absolute value | Gl | is decreased in a state where the driver does not intend to accelerate. For example, this is a state where the driver is thinking of decelerating the vehicle 10. In this case, the Frg calculator 62 maintains the pedal reaction force Frg for a predetermined period, and then decreases the pedal reaction force Frg to provide hysteresis characteristics. Here, the “predetermined period” is not only a specific period (for example, any one of 1 to 5 seconds) but also a specific condition (for example, the decrease value of the pedal opening θ is equal to or greater than the second opening threshold THθ2). The period until it is satisfied).

  For example, in the Frg calculator 62 of FIG. 3, even if the absolute value | Gl | is decreased when the absolute value | Gl | is Gl2, the pedal reaction force Fr is not immediately decreased, and the absolute value | Gl | The pedal reaction force Frg is maintained until Gl3 is reached. When the absolute value | Gl | becomes Gl3, the pedal reaction force Frg starts to decrease, and when the absolute value | Gl | becomes Gl4, the pedal reaction force Frg becomes zero.

  By performing such processing, a hysteresis characteristic is imparted to the pedal reaction force Frg. Thus, even if the absolute value | Gl | starts to decrease, the pedal reaction force Frg (and the resulting pedal reaction force Fr) is not immediately decreased, so that the driver feels uncomfortable due to the decrease in the pedal reaction force Frg. It becomes possible to prevent giving. As a result, the driver's operability can be improved. The set pedal reaction force Frg is output to the comparator 70.

  On the other hand, when the pedal opening degree θ exceeds the threshold value THθ in step S14 (S14: YES), the absolute value | Gl | is decreased in a state where the driver intends to accelerate. For example, the vehicle 10 is in a state where the vehicle 10 finishes turning the first curve while traveling on an S-shaped curve (composite curve) and enters the second curve.

  In such a case, in step S15, the Frg calculator 62 decreases the pedal reaction force Frg without waiting for the predetermined period to elapse. As a result, the driver can easily step on the accelerator pedal 14. Therefore, the operability of the accelerator pedal 14 can be improved during acceleration when exiting a curve (turning circuit).

  In step S14, instead of comparing the pedal opening degree θ and the threshold value THθ, the time differential value of the pedal opening degree θ (the depression speed of the accelerator pedal 14) and the depression speed threshold value (the depression threshold value) may be compared. Good.

  The pedal reaction force Frg set in step S13, S15, or S16 is output to the comparator 70.

[2-5. Comparison of vehicle speed induction pedal reaction force Frv and lateral acceleration response pedal reaction force Frg]
In the comparator 70 (FIG. 3) of the ECU 26, the first pedal reaction force Frv from the Frv calculator 56 and the second pedal reaction force Frg from the Frg calculator 62 are compared, and the larger value is determined as the pedal reaction force Fr. (Target value) is output to the signal generator 72.

  More specifically, as described in steps S4 to S6 in FIG. 2, when the first pedal reaction force Frv exceeds the second pedal reaction force Frg (S4: YES), the first pedal reaction force Frv is changed to the pedal reaction force Frv. The force Fr (target value) is set (S5). When the first pedal reaction force Frv does not exceed the second pedal reaction force Frg (S4: NO), the second pedal reaction force Frg is set as the pedal reaction force Fr (target value) (S6).

  By the above processing, for example, when the vehicle 10 is approaching the center of the curve, the reaction force control corresponding to the lateral acceleration is performed at the timing when the steering angle of the steering (not shown) increases, The vehicle speed guidance reaction force control is performed immediately after entering, immediately before exiting the curve, and the like. For this reason, it is possible to achieve both vehicle speed induced reaction force control and lateral acceleration reaction force control. Therefore, it is possible to perform accelerator pedal reaction force control having both safety and operability.

[2-6. Output of control signal Sr]
The signal generator 72 (FIG. 3) of the ECU 26 outputs a control signal Sr corresponding to the pedal reaction force Fr from the comparator 70 to the actuator 28. For example, when the actuator 28 is a motor, the control signal Sr in which the drive duty is adjusted according to the pedal reaction force Fr is output.

3. Comparison of First Embodiment and Comparative Example Next, the reaction force control according to the first embodiment as described above is compared with the reaction force control according to the comparative example. In the comparative example, only the vehicle speed induction reaction force control is used, and the reaction force control corresponding to the lateral acceleration is not used.

  FIG. 5 is a diagram illustrating the movement of the vehicle 10 when the reaction force control according to the comparative example is executed. In FIG. 5, a broken line 80 indicates the course of the vehicle 10 when the reaction force control according to the comparative example is executed, and a solid line 82 indicates the vehicle 10 when the reaction force control according to the first embodiment is executed (FIG. 5). (Not shown).

  The vehicle 10 is decelerated to the composite curve 90 or the recommended vehicle speed Vrec of the first curve 92 by vehicle speed induced reaction force control just before entering the S-shaped composite curve 90 (first curve 92) from the point P1. to go into. Thereafter, when the turning force is applied to the vehicle 10 while the composite curve 90 is traveling, the driver depresses the accelerator pedal 14 more than intended, and as a result, the vehicle 10 is understeered (point P2). ). For this reason, the driver turns the second curve 94 after returning the accelerator pedal 14 (point P3) (point P4).

  Therefore, in the case of the comparative example, the vehicle 10 cannot travel on the shortest course (the course intended by the driver).

  FIG. 6 is a diagram illustrating the movement of the vehicle 10 when the reaction force control according to the first embodiment is executed. Similar to FIG. 5, the broken line 80 in FIG. 6 indicates the course of the vehicle 10 (not shown in FIG. 6) when the reaction force control according to the comparative example is executed, and the solid line 82 indicates the reaction path according to the first embodiment. The course of vehicle 10 when force control is performed is shown.

  The vehicle 10 is decelerated to the composite curve 90 or the recommended vehicle speed Vrec of the first curve 92 by the vehicle speed induced reaction force control before entering the S-shaped composite curve 90 (first curve 92) from the point P11. to go into. Thereafter, when a turning force is applied to the vehicle 10 while the composite curve 90 is traveling, the ECU 26 increases the pedal reaction force Fr. Thus, even when the turning force is applied, the driver can easily avoid depressing the accelerator pedal 14 more than intended, and as a result, the vehicle 10 does not enter an understeer state (point P12). . For this reason, the driver can turn the second curve 94 while keeping the accelerator pedal 14 constant (points P13 and P14).

  Therefore, in the case of the first embodiment, the vehicle 10 can travel on the shortest course (the course intended by the driver).

4). Effects of the First Embodiment As described above, according to the first embodiment, the pedal reaction force Fr is increased in accordance with an increase in the lateral acceleration Gl (a turning state amount) generated when the vehicle 10 turns (FIG. 4 and the like). ). For this reason, it becomes possible to suppress unintentional depression of the accelerator pedal 14 or flapping of the accelerator pedal 14 by the driver during turning. Therefore, the operability of the accelerator pedal 14 when the vehicle 10 is turning can be improved.

  In the first embodiment, a lateral acceleration sensor 22 (turning state amount detecting means, lateral acceleration detecting means) for detecting a lateral acceleration Gl is provided, and an ECU 26 (reaction force control means) is provided with a lateral acceleration Gl (absolute value | Gl |). Exceeds the threshold Gl1 (lateral acceleration threshold), the pedal reaction force Frg (and consequently the pedal reaction force Fr) is increased as the lateral acceleration Gl increases (FIG. 3 and the like).

  According to the above configuration, when the lateral acceleration Gl exceeds the threshold Gl1, the absolute value | Gl | of the lateral acceleration Gl is set to the threshold by setting the pedal reaction force Fr to increase as the lateral acceleration Gl increases. In a range that does not exceed Gl1, a dead zone in which the pedal reaction force Fr is not increased can be formed. For this reason, for example, when moving from the first curve 92 to the second curve 94 in the S-shaped compound curve 90, when the steering angle of the steering (not shown) crosses zero, the lateral reaction Gl becomes zero, so that the pedal reaction force It is possible to prevent the feeling of slipping off of the pedal reaction force Fr when Fr becomes zero (decreases rapidly). Therefore, it is possible to suppress the driver from feeling uncomfortable.

  In addition, if the reaction force control corresponding to the lateral acceleration is not executed when the vehicle 10 is turning, the accelerator pedal 14 may be depressed too much during turning, resulting in an understeer state (FIG. 5). However, in the first embodiment, by increasing the pedal reaction force Fr in accordance with the increase in the lateral acceleration Gl, it becomes possible to prevent the accelerator pedal 14 from being stepped on excessively during turning, and the vehicle is in an understeer state during turning. It can suppress becoming. As a result, it is possible to smoothly make a turn (FIG. 6).

  In the first embodiment, when the absolute value | Gl | of the lateral acceleration Gl detected by the lateral acceleration sensor 22 (turning state amount detecting means, lateral acceleration detecting means) decreases, the ECU 26 determines the pedal reaction force against the lateral acceleration Gl. The amount of change in Fr has a hysteresis characteristic (FIGS. 3 and 4). When the pedal reaction force Fr is also decreased in accordance with the decrease in the lateral acceleration Gl (absolute value | Gl |), the lateral acceleration Gl (the amount of turning state) is still relatively high during the traveling of the curves 92 and 94 (turning circuit). In spite of this, the pedal reaction force Fr is reduced, which may cause the driver to feel uncomfortable. According to the above configuration, it is possible to maintain the pedal reaction force Fr even if the lateral acceleration Gl is reduced to some extent by providing the hysteresis characteristic to the change amount of the pedal reaction force Fr, thereby improving the operability of the driver. Can be made.

  In the first embodiment, an opening degree sensor 18 (depression state detecting means) for detecting the pedal opening degree θ (depressing amount of the accelerator pedal 14) is provided, and the ECU 26 (reaction force control means) is provided with an absolute value of the lateral acceleration Gl | When Gl | starts to decrease, the pedal reaction force Fr at that time is maintained for a predetermined period, and then the pedal reaction force Fr is decreased. If the pedal opening θ exceeds the threshold THθ (depression threshold), the predetermined period The pedal reaction force Fr is decreased according to the decrease in the lateral acceleration Gl without waiting for the passage.

  According to the above configuration, the pedal reaction force Fr can be maintained even if the lateral acceleration Gl decreases to some extent, and the operability of the driver can be improved.

  When the accelerator pedal 14 is depressed by the driver beyond the threshold value THθ, it can be determined that the driver has an intention to accelerate. For this reason, when the pedal opening degree θ exceeds the threshold value THθ, the pedal reaction force Fr is immediately decreased in accordance with the decrease in the lateral acceleration Gl, thereby accelerating when exiting the composite curve 90 (turning circuit). In addition, the operability of the accelerator pedal 14 can be improved.

  In the first embodiment, the reaction force control device 12 includes a vehicle speed sensor 20 (vehicle speed detection means) that detects the current vehicle speed V of the vehicle 10 and a recommended vehicle speed setting means 52 that sets a corrected recommended vehicle speed Vrec_c (the navigation device 24 and Corrector 50). When the vehicle speed V exceeds the recommended correction vehicle speed Vrec_c, the ECU 26 (reaction force control means) generates a first pedal reaction force Frv that increases the pedal reaction force Fr according to the difference ΔV between the vehicle speed V and the recommended correction vehicle speed Vrec_c. In addition to setting, a second pedal reaction force Frg that increases the pedal reaction force Fr according to the lateral acceleration Gl (absolute value | Gl |) is set (FIG. 3). The pedal reaction force Fr is increased based on a larger value of the first pedal reaction force Frv and the second pedal reaction force Frg (FIGS. 2 and 3).

  According to the above configuration, the vehicle speed induced reaction force control (reaction force control based on the recommended vehicle speed Vrec or the corrected recommended vehicle speed Vrec_c) and the lateral acceleration response force control (reaction based on the lateral acceleration Gl as the turning state amount or the posture change amount). Force control). For this reason, it is possible to perform pedal reaction force control having both safety and operability.

B. Second Embodiment 1. FIG. Difference from the First Embodiment The hardware configuration of the second embodiment of the present invention is the same as that of the first embodiment. For this reason, the same components as those in the first embodiment are denoted by the same reference numerals, and description thereof is omitted.

  The vehicle speed induction reaction force control function 40 of the ECU 26 in the first embodiment sets the vehicle speed induction pedal reaction force Frv based on the difference ΔV between the vehicle speed V and the corrected recommended vehicle speed Vrec_c (see S2 in FIG. 2 and FIG. 3). On the other hand, the vehicle speed induction reaction force control function 40 of the ECU 26 in the second embodiment sets the vehicle speed induction pedal reaction force Frv based on the pedal opening degree θ as shown in FIG. 7 and the like (details will be described later). ).

  In the first embodiment, the vehicle speed induction pedal reaction force Frv set by the vehicle speed induction reaction force control function 40 of the ECU 26 and the lateral acceleration response pedal reaction force Frg set by the lateral acceleration response force control function 42 are larger values. Was used (see FIGS. 2 and 3). On the other hand, in the second embodiment, the vehicle speed induction pedal reaction force Frv set by the vehicle speed induction reaction force control function 40 of the ECU 26 is corrected based on the absolute value | Gl | of the lateral acceleration Gl. In other words, an addition value (= lateral acceleration response pedal reaction force Frg) based on the absolute value | Gl | of the lateral acceleration Gl is added to the vehicle speed guidance pedal reaction force Frv.

2. Control of pedal reaction force Fr [2-1. Outline of control of pedal reaction force Fr]
7 and 8 are diagrams showing a first example and a second example of reaction force imparting characteristics when the reaction force control device 12 according to the second embodiment of the present invention is used. 7 and 8 and FIGS. 9 to 12 described later, the horizontal axis represents the pedal opening degree θ. The vertical axis represents the sum of the spring reaction force Fr_sp from the return spring 16 and the pedal reaction force Fr (actuator reaction force Fr) from the actuator 28 (hereinafter referred to as “total pedal reaction force Ftotal”) (Ftotal = Fr_sp + Fr).

  In the second embodiment, the vehicle speed induction pedal reaction force Frv set by the vehicle speed induction reaction force control function 40 of the ECU 26 is corrected based on the lateral acceleration Gl to obtain the pedal reaction force Fr. More specifically, the ECU 26 corrects the vehicle speed induction pedal reaction force Frv so that the pedal reaction force Fr increases as the absolute value | Gl | increases.

[2-2. Calculation of vehicle speed induction pedal reaction force Frv]
As shown in FIG. 7, when the pedal opening θ becomes equal to or greater than θ1, the ECU 26 abruptly increases the pedal reaction force Fr (the pedal reaction force Fr is equal to the vehicle speed induction pedal reaction force Frv). Hereinafter, a region where the pedal opening θ is θ1 to θ2 is referred to as a reaction force rapid increase region.

  When the pedal opening degree θ exceeds θ2, the ECU 26 makes the rate of increase of the pedal reaction force Fr (the pedal reaction force Fr here equal to the vehicle speed induction pedal reaction force Frv) constant. Hereinafter, a region where the pedal opening θ exceeds θ2 (region where the pedal reaction force Fr is kept constant) is referred to as “constant reaction force region”.

  The reaction force imparting characteristics shown in FIG. 7 can be set according to, for example, the recommended vehicle speed Vrec, the inter-vehicle distance from the preceding vehicle, and the like. For example, those described in JP 2010-235088 A can be used.

[2-3. Correction according to lateral acceleration Gl]
In the second embodiment, when the absolute value | Gl | exceeds the lateral acceleration threshold value G15, the characteristic (reaction force imparting characteristic) of the pedal reaction force Fr is switched from Fr1 (= Frv) to Fr2, as shown in FIG. As a result, the slope of the increase in the pedal reaction force Fr in the region where the pedal opening θ exceeds θ2 (that is, the constant reaction force region) is made steep. For example, when the absolute value | Gl | is equal to or smaller than the lateral acceleration threshold value G15, the pedal reaction force Fr is constant (increase rate is 0% in a region where the pedal opening θ exceeds θ2 (constant reaction force region). It is assumed that the inclination with respect to the force Fr is 1).

  On the other hand, when the absolute value | Gl | exceeds the lateral acceleration threshold value G15, the pedal reaction force Fr gradually increases (increase rate is greater than 0%) in a region where the pedal opening θ exceeds θ2. The slope of the force Fr is greater than 1. Hereinafter, a region where the pedal opening θ exceeds θ2 (a region where the pedal reaction force Fr increases more slowly than the reaction force sudden increase region) is referred to as a “reaction force slow increase region”.

  According to the above, it is easy to stabilize the operation of the accelerator pedal 14 by increasing the pedal reaction force Fr (and the total pedal reaction force Ftotal) as the driver depresses the accelerator pedal 14 in a state where the absolute value | Gl | is large. It becomes possible to do.

  In FIG. 8, only two reaction force imparting characteristics that are switched according to the absolute value | Gl | are shown (initial characteristic Fr1 and changed characteristic Fr2), but the reaction force according to the absolute value | Gl | Three or more imparting characteristics may be set. Increasing the number of reaction force imparting characteristics is substantially the same as the map that defines the relationship between the combination of the absolute value | Gl | and the pedal opening θ and the pedal reaction force Fr (actuator reaction force Fr). .

3. Effects of Second Embodiment As described above, according to the second embodiment, the following effects can be obtained in addition to or instead of the effects of the first embodiment.

  That is, according to the second embodiment, the ECU 26 (reaction force control means) determines that the pedal opening θ (depression amount of the accelerator pedal 14) detected by the opening sensor 18 (depression amount detection means) is the threshold θ2 (depression). When the absolute value | Gl | of the lateral acceleration Gl detected by the lateral acceleration sensor 22 (lateral acceleration detecting means) exceeds a predetermined lateral acceleration threshold G15, the rate of increase of the pedal reaction force Fr (see FIG. (Slope in 8) is increased.

  Thereby, when the pedal opening degree θ is large and the lateral acceleration Gl is large, the increasing rate or increasing amount of the pedal reaction force Fr can be set large. For this reason, the driver can stabilize the operation of the accelerator pedal 14 in a scene such as when the vehicle 10 is turning or traveling on an S curve.

  According to the second embodiment, even if the lateral acceleration Gl exceeds the lateral acceleration threshold Gl5, the region corresponding to the pedal opening θ that is lower than the reaction force rapid increase region (region from θ1 to θ2) and the reaction force rapid increase region. In the region below θ1 (including the vicinity of 0%)), the increasing rate or increasing amount of the pedal reaction force Fr is not changed (FIG. 8). As a result, even when the lateral acceleration Gl is large, the pedal reaction force Fr can be kept in a normal state at the start of the depression of the accelerator pedal 14, and thus it is possible to ensure operability when the pedal is depressed.

C. Modifications It should be noted that the present invention is not limited to the above-described embodiments, and it is needless to say that various configurations can be adopted based on the description in this specification. For example, the following configuration can be adopted.

1. Lateral acceleration Gl (turning state amount and posture change amount)
[1-1. Turning state quantity]
In each of the above embodiments, the reaction force control corresponding to the lateral acceleration using the lateral acceleration Gl is executed. However, from the viewpoint of controlling the pedal reaction force Fr based on the turning degree of the vehicle 10, the detected values other than the lateral acceleration Gl. May be used to control the pedal reaction force Fr.

  As such a turning state quantity, for example, a yaw rate, a steering angle of a steering (not shown), a difference in the number of rotations of the left and right wheels, and the like can be used. The yaw rate can be detected by a yaw rate sensor, the steering angle of the steering can be detected by, for example, a steering angle sensor, and the rotation speeds of the left and right wheels can be detected by, for example, a wheel speed sensor.

  Even using these turning state quantities, the degree of turning of the vehicle 10 can be determined. That is, the pedal reaction force Fr is increased in accordance with the increase in the amount of turning state. For this reason, it becomes possible to suppress unintentional depression of the accelerator pedal 14 or flapping of the accelerator pedal 14 by the driver during turning. Therefore, the operability of the accelerator pedal 14 when the vehicle 10 is turning can be improved.

[1-2. Posture change amount]
The above item [1-1. In the “turning state quantity”, the control based on the viewpoint that the pedal reaction force Fr is controlled based on the turning degree of the vehicle 10 is mentioned, but the pedal reaction force Fr is controlled based on the degree of change in the posture of the vehicle 10 during traveling. From this point of view, the pedal reaction force Fr can be controlled using a detected value other than the turning state amount as the posture change amount in addition to or instead of the turning state amount.

  As such a posture change amount, for example, the longitudinal acceleration or vertical acceleration of the vehicle 10 can be used. The longitudinal acceleration or the vertical acceleration can be detected by, for example, an acceleration sensor. Or you may use the displacement of the vehicle 10 in the front-back direction of the vehicle 10, a horizontal direction, or an up-down direction as an attitude | position change amount. The displacement in the front-rear direction can be calculated using, for example, a vehicle speed V or a longitudinal acceleration sensor. Alternatively, a displacement amount, a displacement speed, or a displacement acceleration of a suspension damper (not shown) may be used as the posture change amount.

  Even when these posture change amounts are used, it is possible to prevent unintentional depression of the accelerator pedal 14 or flapping of the accelerator pedal 14 by the driver during traveling. Therefore, the operation of the accelerator pedal 14 can be stabilized.

2. Vehicle speed reaction force control [2-1. Target vehicle speed Vtar]
In the first embodiment, the recommended vehicle speed Vrec stored in the storage unit 30 of the navigation device 24 is corrected by the corrector 50 of the ECU 26 and the corrected recommended vehicle speed Vrec_c is calculated as the target vehicle speed Vtar, and the difference ΔV from the vehicle speed V is calculated. It was used for calculation. However, from the viewpoint of calculating the pedal reaction force Frv (pedal reaction force Fr) based on the difference ΔV between the vehicle speed V and the target vehicle speed Vtar, the target vehicle speed Vtar is determined based on the external state of the vehicle 10 or the traveling state of the vehicle 10. As long as it is set according to the above, it may be calculated by other methods.

  For example, the recommended vehicle speed Vrec from the navigation device 24 may be used as it is as the target vehicle speed Vtar. Alternatively, the recommended vehicle speed acquired by communicating with an external server (not shown) or a surrounding vehicle using a communication device (not shown) (for example, a mobile information terminal such as a mobile phone or a smartphone) instead of the information stored in the storage unit 30 Vrec may be used for setting the target vehicle speed Vtar. Alternatively, the recommended vehicle speed Vrec acquired through communication with a communication facility (for example, an optical beacon) provided on the road can be used for setting the target vehicle speed Vtar. Alternatively, for the information on the curved road in the navigation information Ir, the target vehicle speed Vtar may be set using information from a front sensor (image sensor, infrared radar, etc.) not shown. Alternatively, the target vehicle speed Vtar may be set based on the distance from the preceding vehicle acquired by the front sensor.

[2-2. Others]
In each of the embodiments described above, vehicle speed induced reaction force control (first reaction force control) is executed in addition to lateral acceleration response reaction control (second reaction force control). One reaction force control may not be executed. Alternatively, the first reaction force control can be temporarily stopped. As a case of performing such a temporary stop, for example, immediately before exiting a curve (a section from the exit of the curve to a predetermined distance before) can be considered. By temporarily stopping the first reaction force control immediately before exiting the curve, it is possible to facilitate acceleration when exiting the curve.

3. Reaction force control corresponding to lateral acceleration [3-1. Dead zone]
In the first embodiment, the dead zone of the lateral acceleration Gl is provided in the reaction force control corresponding to the lateral acceleration. That is, when the lateral acceleration Gl (absolute value | Gl |) is lower than the threshold Gl1, the pedal reaction force Frg is set to zero. However, from the viewpoint of applying the pedal reaction force Frg (pedal reaction force Fr) according to the lateral acceleration Gl, a configuration in which no dead zone is provided is also possible. The same applies to the second embodiment.

[3-2. Hysteresis characteristics]
In the first embodiment, a hysteresis characteristic is set in the reaction force control corresponding to the lateral acceleration (see FIGS. 3 and 4). From the viewpoint of applying the pedal reaction force Frg (the pedal reaction force Fr) according to the lateral acceleration Gl, a configuration in which the hysteresis characteristic is not set is also possible. In this case, the pedal reaction force Frg can be set using only the lateral acceleration Gl or the absolute value | Gl | without using the pedal opening degree θ.

  In the first embodiment, the hysteresis characteristic is set based on the absolute value | Gl | and the pedal opening degree θ (FIG. 4). However, this is not limited from the viewpoint of providing the hysteresis characteristic to the pedal reaction force Frg. . For example, the hysteresis characteristic may be set based on a change amount of the pedal opening θ per unit time in addition to or instead of the pedal opening θ.

  The hysteresis characteristics used in the first embodiment and the related control (see reference numeral 62 in FIG. 3 and S14 to S16 in FIG. 4) can also be applied to the second embodiment and the first to fourth modifications. It is.

[3-3. Navigation information Ir]
In each of the above embodiments, a part of the navigation information Ir (recommended vehicle speed Vrec and the like) is stored in the storage unit 30, but is not limited to this from the viewpoint of obtaining the navigation information Ir. For example, as described in the above “[2-1. Target vehicle speed Vtar]”, information from an external server or a surrounding vehicle, information from a communication facility (for example, an optical beacon) provided on a road, or a front sensor ( Information from image sensors, infrared radars, etc.) may be used.

[3-4. Relationship with vehicle speed induced reaction force control]
In the first embodiment, the pedal reaction force Frv calculated by the vehicle speed induced reaction force control is compared with the pedal reaction force Frg calculated by the lateral acceleration reaction force control, and a larger value is set as the pedal reaction force Fr (see FIG. 2, FIG. 3). In the second embodiment, the pedal reaction force Fr is corrected so as to increase the increase rate of the pedal reaction force Fr in the constant reaction force region (region exceeding θ2). In other words, an addition value (= lateral acceleration response pedal reaction force Frg) based on the absolute value | Gl | of the lateral acceleration Gl is added to the vehicle speed guidance pedal reaction force Frv. However, the pedal reaction force Fr can be set by other methods. The first to fourth modifications will be described below.

(3-4-1. First Modification)
FIG. 9 is a diagram illustrating an example of a reaction force imparting characteristic when the reaction force control device 12 according to the first modification of the present invention is used. As described above, in the second embodiment (FIG. 8), the pedals in the reaction force rapid increase region (the region of θ1 to θ2) and the region corresponding to the pedal opening θ that is lower than the reaction force rapid increase region (the region below θ1). The reaction force Fr has the same characteristics Fr1 and Fr2 regardless of the lateral acceleration Gl (absolute value | G |). In the region where the pedal opening θ exceeds θ2, when the lateral acceleration Gl (absolute value | G |) exceeds the threshold Gl5, the characteristic Fr1 is switched to the characteristic Fr2, and the increase rate of the pedal reaction force Fr is increased.

  On the other hand, in the first modification, when the absolute value | G | of the lateral acceleration Gl exceeds the lateral acceleration threshold G16, the characteristic of the pedal reaction force Fr is changed from Fr1 (= Frv) to Fr3 as shown in FIG. Switch. Thereby, the increasing rate (inclination) of the pedal reaction force Fr in the reaction force rapid increase region is increased. In addition, the range of the reaction force rapid increase region is narrowed. That is, in the second embodiment, when the absolute value | G | is equal to or smaller than the lateral acceleration threshold G16, the reaction force rapid increase region is set to θ1 to θ2, but in the first modification, the absolute value | G | When the threshold value Gl6 is exceeded, the reaction force rapid increase region is set to θ1 to θ3.

  When the absolute value | G | is equal to or smaller than the lateral acceleration threshold G16 (normal state), the pedal reaction force Fr (maximum value of the reaction force rapid increase region) when the pedal opening θ is θ2, and the absolute value | G | It should be noted that the pedal reaction force Fr (the maximum value of the reaction force rapid increase region) when the pedal opening degree θ is θ3 when the pressure exceeds the lateral acceleration threshold value G16 is the same value.

  FIG. 9 shows only two reaction force imparting characteristics that are switched according to the absolute value | Gl | (initial characteristic Fr1 and changed characteristic Fr3), but the reaction force according to the absolute value | Gl | Three or more imparting characteristics may be set. Increasing the number of reaction force imparting characteristics is substantially the same as the map that defines the relationship between the combination of the absolute value | Gl | and the pedal opening θ and the pedal reaction force Fr (actuator reaction force Fr). . The same applies to the second to fourth modifications (FIGS. 10 to 12).

  According to the first modified example, the following effects can be obtained in addition to or in place of the effects of the above embodiments. That is, according to the first modified example, when the absolute value | G | exceeds the threshold value G16, the increase rate or slope of the reaction force rapid increase region (when the pedal reaction force Fr rises) is larger than when the absolute value | G | Enlarge. As a result, when the absolute value | G | is large, the operation of the accelerator pedal 14 can be quickly stabilized.

  Further, when the rate of increase of the pedal reaction force Fr in at least one of the reaction force rapid increase region and the reaction force slow increase region is increased as the absolute value | G | According to |, it becomes possible to quickly stabilize the operation of the accelerator pedal 14.

(3-4-2. Second Modification)
FIG. 10 is a diagram illustrating an example of a reaction force imparting characteristic when the reaction force control device 12 according to the second modification of the present invention is used. As described above, in the second embodiment (FIG. 8), the reaction force in the reaction force rapid increase region (region of θ1 to θ2) and the region corresponding to the pedal opening degree θ lower than the reaction force rapid increase region (region below θ1). For the force imparting characteristics, the characteristics Fr1 and Fr2 were made equal regardless of the lateral acceleration Gl (absolute value | G |). In the region where the pedal opening θ exceeds θ2, when the lateral acceleration Gl (absolute value | G |) exceeds the threshold Gl5, the characteristic Fr1 is switched to the characteristic Fr2, and the increase rate of the pedal reaction force Fr is increased.

  On the other hand, in the second modified example (FIG. 10), the increase rate (slope) of the pedal reaction force Fr in the reaction force rapid increase region is constant regardless of the absolute value | G | Widened the area. That is, in the second embodiment, regardless of the absolute value | Gl |, the maximum value of the pedal opening θ in the reaction force rapid increase region is θ2. On the other hand, in the second modification, when the absolute value | Gl | exceeds the lateral acceleration threshold G17, the characteristic of the pedal reaction force Fr is switched from Fr1 (= Frv) to Fr4. Thereby, the maximum value of the pedal opening degree θ in the reaction force rapid increase region becomes θ4 (> θ2). In addition, the maximum value of the pedal reaction force Fr in the reaction force rapid increase region of the second modification is larger than the maximum value of the pedal reaction force Fr in the reaction force rapid increase region of the second embodiment.

(3-4-3. Third modification)
FIG. 11 is a diagram illustrating an example of a reaction force imparting characteristic when the reaction force control device 12 according to the third modification of the present invention is used. In the third modification (FIG. 11), when the absolute value | Gl | of the lateral acceleration Gl exceeds the lateral acceleration threshold Gl8, the characteristic of the pedal reaction force Fr is switched from Fr1 (= Frv) to Fr5. Thereby, the increase rate of the pedal reaction force Fr in the reaction force rapid increase region (θ1 to θ5) is increased, and the maximum value of the pedal reaction force Fr in the reaction force rapid increase region is made larger than the initial characteristic Fr1. Moreover, in the 3rd modification, it has a reaction force slow increase area | region ((theta) 5-100%).

(3-4-4. Fourth modification)
FIG. 12 is a diagram illustrating an example of a reaction force imparting characteristic when the reaction force control device 12 according to the fourth modified example of the present invention is used. In the fourth modification (FIG. 12), when the absolute value | Gl | of the lateral acceleration Gl exceeds the lateral acceleration threshold Gl9, the characteristic of the pedal reaction force Fr is switched from Fr1 (= Frv) to Fr6. Thereby, the increase rate of the pedal reaction force Fr in the reaction force rapid increase region (θ1 to θ5) is increased, and the maximum value of the pedal reaction force Fr in the reaction force rapid increase region is made larger than the initial characteristic Fr1. Moreover, in the 4th modification, it has a reaction force fixed area | region ((theta) 5-100%).

(3-4-5. Others)
In the first to second embodiments and the first to fourth modifications, the absolute value | Gl | of the lateral acceleration Gl is compared with the lateral acceleration thresholds Gl1 to Gl9, but positive values are obtained for the lateral acceleration thresholds Gl1 to Gl9. Even if a negative value is set and compared with the lateral acceleration G1, this is substantially the same. In other words, even if the absolute value | Gl | of the lateral acceleration Gl is not actually calculated, it is possible to perform substantially the same processing as that using the absolute value | Gl |.

  The processing in the comparator 70 used in the first embodiment (that is, the first pedal reaction force Frv from the Frv calculator 56 and the second pedal reaction force Frg from the Frg calculator 62 are compared, and the larger value is obtained. Output to the signal generator 72 as a pedal reaction force Fr (target value)) is a target value of a plurality of pedal reaction forces Fr in a configuration in which another control is combined with the second embodiment and the first to fourth modifications. It is also applicable when selecting.

4). Others In the above-described embodiment, the pedal reaction force Fr is controlled. However, from the viewpoint of suppressing an unintended operation by the driver when the vehicle 10 turns or when the posture of the vehicle 10 changes, the pedal reaction force Fr. Instead of this, a reaction force against a steering (not shown) (steering reaction force) can be controlled.

DESCRIPTION OF SYMBOLS 10 ... Vehicle 12 ... Reaction force control apparatus 14 ... Accelerator pedal 18 ... Opening degree sensor (depression amount detection means, depression state detection means)
20 ... Vehicle speed sensor (vehicle speed detection means)
22 ... Lateral acceleration sensor (turning state amount detection means, lateral acceleration detection means, posture change amount detection means)
26 ... ECU (reaction force control means) 52 ... Recommended vehicle speed setting means Fr ... Pedal reaction force Frg ... Second pedal reaction force Frv ... First pedal reaction force Gl ... Lateral acceleration (amount of turning state, posture change)
| Gl |: Absolute value of lateral acceleration Gl1, Gl5 to Gl9 ... Lateral acceleration threshold THθ: Threshold (depression threshold, depressing amount threshold) V ... Vehicle speed Vtar ... Target vehicle speed θ ... Pedal opening (depressing amount of accelerator pedal)
θ1 to θ3, θ5: Depression amount threshold value ΔV: Difference between vehicle speed and target vehicle speed

Claims (7)

Reaction force control means for controlling pedal reaction force, which is a reaction force applied to the accelerator pedal,
A turning state amount detecting means for detecting a turning state amount indicating a turning degree of the vehicle,
The reaction force control device, wherein the reaction force control means increases the pedal reaction force in response to an increase in the turning state quantity detected by the turning state quantity detection means. The reaction force control device according to claim 1,
The turning state amount detecting means has a lateral acceleration detecting means for detecting a lateral acceleration of the vehicle,
The reaction force control means increases the pedal reaction force as the lateral acceleration increases when the lateral acceleration detected by the lateral acceleration detection means exceeds a predetermined lateral acceleration threshold value. Reaction force control device. The reaction force control device according to claim 1,
The reaction force control device further includes a depression amount detecting means for detecting a depression amount of the accelerator pedal,
The turning state amount detecting means has a lateral acceleration detecting means for detecting a lateral acceleration of the vehicle,
The reaction force control means is configured such that when the stepping amount detected by the stepping amount detection means exceeds a predetermined stepping amount threshold value and the lateral acceleration detected by the lateral acceleration detection means exceeds a predetermined lateral acceleration threshold value. The reaction force control device characterized by increasing the increase rate of the pedal reaction force with respect to the depression amount or increasing the increase amount of the pedal reaction force as the lateral acceleration increases. In the reaction force control device according to any one of claims 1 to 3,
When the absolute value of the turning state quantity detected by the turning state quantity detecting means decreases, the reaction force control means gives a hysteresis characteristic to the change amount of the pedal reaction force with respect to the turning state quantity. Reaction force control device. In the reaction force control device according to any one of claims 1 to 4,
The turning state amount detection means includes a depression state detection means for detecting at least one of a depression amount and a depression speed of the accelerator pedal,
The reaction force control means includes
When the absolute value of the turning state amount detected by the turning state amount detecting means starts to decrease, after maintaining the pedal reaction force at that time for a predetermined period, the pedal reaction force is decreased,
When at least one of the stepping amount and the stepping speed detected by the stepping state detecting means exceeds a predetermined stepping threshold, the pedal reaction force is not changed in response to the decrease in the turning state amount without waiting for the predetermined period. A reaction force control device characterized by reducing the pressure. In the reaction force control device according to any one of claims 1 to 5,
The reaction force control device includes:
Vehicle speed detecting means for detecting the current vehicle speed of the vehicle;
A target vehicle speed setting means for setting a target vehicle speed of the vehicle according to an external situation of the vehicle or a running state of the vehicle;
The reaction force control means includes
When the current vehicle speed exceeds the target vehicle speed, the pedal reaction force to be increased according to the difference between the current vehicle speed and the target vehicle speed is set as a first pedal reaction force, and the turning state amount is set to The pedal reaction force set accordingly is set as the second pedal reaction force,
The reaction force control apparatus, wherein the pedal reaction force is increased based on a larger value of the first pedal reaction force and the second pedal reaction force. Reaction force control means for controlling pedal reaction force, which is a reaction force applied to the accelerator pedal,
Posture change amount detection means for detecting a posture change amount indicating a degree of change in the posture of the vehicle during traveling, and
The reaction force control device, wherein the reaction force control means increases the pedal reaction force in accordance with an increase in the posture change amount detected by the posture change amount detection means.

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