JP2016049814A - Vehicular accelerator pedal reaction force control device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a vehicular accelerator pedal reaction force control device that can control largely output of an accelerator by little accelerator opening operation, allows engine performances such as driving force to be derived easily by a driver's intention, increases reaction of the accelerator when stepping-down the accelerator so that a sense of safety is given to a driver and can realize an operation feeling that the driver is operating a vehicle by himself/herself, that is, a unity feeling as if a rider is a part of a horse.SOLUTION: A vehicular accelerator pedal reaction force control device 1, which controls accelerator pedal reaction force in an automobile equipped with an accelerator pedal opening degree sensor 11 that detects accelerator opening degrees of an accelerator pedal 20 and an ECU 50 that controls driving force on the basis of the accelerator opening degrees, has a first mode for setting a relation of the driving force to the accelerator degrees as a predetermined characteristic and a second mode for increasing the driving force more than in the first mode. In the second mode, as the accelerator opening degrees increase, the accelerator pedal reaction force is increased compared with the force in the first mode.SELECTED DRAWING: Figure 1

Description

  The present invention relates to a pedal reaction force control device capable of changing an accelerator pedaling force (pedal reaction force or resistance) according to a condition, and more specifically, an accelerator opening degree detecting means for detecting an accelerator opening degree of an accelerator pedal. And a vehicle accelerator pedal reaction force control device for controlling a reaction force with respect to an accelerator pedal depression force in a vehicle including a vehicle travel control unit that controls a driving force based on an accelerator opening.

  Normally, the reaction force control (depression force control) of the accelerator pedal of a car increases the reaction force around the accelerator opening with good fuel efficiency, or keeps the speed of the driving car constant without depressing the accelerator pedal. In order to maintain cruise control, it is made heavy and functions like a footrest.

  In addition, in the reaction control of the accelerator pedal of the automobile, there is one that makes it easier to step on the accelerator pedal than usual in the sport mode, for example, the accelerator pedal device of Patent Document 1 is one of them.

  The accelerator pedal device of Patent Document 1 includes an electronically controlled damper that generates a braking force in the reverse direction of the depression direction of the pedal arm only when the depression angle of the pedal arm increases, and after the depression angle exceeds θ2. In other words, a characteristic curve indicating the relationship between the braking force and the depression angle is defined so that the rate of increase of the set braking force is reduced when the depression of the pedal arm approaches the limit.

  Furthermore, the accelerator pedal device of Patent Document 1 is set so that the braking force is the weakest in the sport mode among the driving modes in the characteristic curve indicating the relationship between the braking force and the depression angle.

  However, in the case of the accelerator pedal device of Patent Document 1, as described above, since the braking force is set low in the sport mode, it is easy to accelerate the engine to a high output easily, and the accelerator pedal (pedal arm) While the response of the engine output to the stepping operation is improved, while driving in the sports mode where it is easy for the driver to load, such as acceleration / deceleration, centrifugal force during turning, and vertical vibration accompanied by intense shaking, carefully while pedaling the pedal arm There is a possibility that the vehicle must be operated in a state where there is a lack of security such as whether it is necessary to operate or whether the accelerator opening of the vehicle body changes.

  Furthermore, in the case of the accelerator pedal device of Patent Document 1, since the pedal arm exhibits a characteristic that the increase rate of the braking force decreases as the depression becomes larger, it is difficult to feel the limit of the characteristic of the engine itself, There was a risk that he could not feel the sense of unity that he was manipulating.

JP 2014-43236 A

  Therefore, the present invention can greatly control the output with a small accelerator opening operation, makes it easy to draw out the engine performance such as driving force at the driver's will, and increases the response when the accelerator is depressed, so it is safe for the driver. An object is to provide an accelerator pedal reaction force control device for a vehicle that can give a feeling and feel a feeling of manipulating a car by oneself, that is, a so-called human-horse integrated feeling.

  An accelerator pedal reaction force control device for a vehicle according to the present invention is provided in an automobile comprising an accelerator opening detecting means for detecting an accelerator opening of an accelerator pedal and a vehicle travel control means for controlling a driving force based on the accelerator opening. A vehicular accelerator pedal reaction force control device for controlling a pedal reaction force, wherein a first mode has a predetermined characteristic as a relationship of a driving force with respect to an accelerator opening, and a first mode that increases the driving force more than the first mode. There are two modes, and in the second mode, the accelerator pedal reaction force is increased with respect to the first mode as the accelerator opening increases.

  According to the above configuration, the output can be greatly controlled with a small accelerator opening operation, and the engine performance such as the driving force can be easily pulled out by the driver's intention, and the response when the accelerator pedal is depressed is increased. It is possible to provide an accelerator pedal reaction force control device for a vehicle that can provide a sense of security and a feeling of operating the vehicle by itself, that is, a so-called human-horse integrated feeling.

  Here, when controlling the driving force, the vehicle travel control means includes not only directly controlling the engine output but also indirectly controlling the driving force by controlling a shift, braking, or the like. . Specifically, the vehicle travel control means includes a traction control that recognizes idling from the vehicle speed and the rotation speed of each tire, and reduces / adjusts the driving force from the engine to eliminate tire idling.

  The accelerator pedal reaction force includes at least one of repulsive force, frictional resistance, and viscous resistance depending on speed.

  The accelerator opening indicates a depression amount such as an operation amount of the accelerator pedal, a depression angle, and the like.

  In one embodiment of the present invention, the return side of the accelerator opening in the second mode is set to the same reaction force as that in the first mode.

  According to the above-described configuration, it is possible to reduce the fatigue of the foot when suppressing the increase in elastic repulsion of the accelerator pedal and maintaining or reducing the accelerator opening.

  In one embodiment of the present invention, in the second mode, the driving force with respect to the first mode increases rapidly when the accelerator opening is equal to or less than a predetermined value, and increases below the predetermined value when exceeding the predetermined value. The accelerator pedal reaction force is characterized in that when the accelerator opening exceeds a predetermined value, the reaction force increase amount increases at an accelerated rate.

  According to the above configuration, in the second mode, the driving force with respect to the first mode can be increased rapidly when the accelerator opening is equal to or less than a predetermined value, so that the output can be largely controlled with a small accelerator opening operation. In addition, the engine performance such as the driving force can be easily pulled out by the driver's intention, and the response when the accelerator is depressed is increased, which can give the driver a sense of security.

  On the other hand, when the driving force for the first mode exceeds a predetermined value, the increase rate of the engine output is moderated as the driving force approaches a limit by increasing the driving force more slowly than the increasing rate below the predetermined value. Thus, the actual engine output tendency can be made more prominent.

  The accelerator pedal reaction force ensures that the driving force, that is, the engine output is approaching the limit by increasing the reaction force increase amount when the accelerator opening exceeds a predetermined value. As described above, the characteristics of the engine output and the response when the accelerator pedal is depressed match, and it is possible to obtain a feeling of operating the vehicle by oneself, that is, a so-called human-horse integrated feeling. The effect of claim 1 can be obtained more remarkably.

  According to the present invention, the output can be largely controlled with a small accelerator opening operation, and the engine performance such as the driving force can be easily pulled out by the driver's intention, and the response when the accelerator is depressed is increased. It gives you a sense of security and gives you the feeling of manipulating the car yourself, that is, the so-called human-horse unity feeling.

The block diagram which shows schematic structure of the accelerator pedal reaction force control apparatus for vehicles. The graph which shows the reaction force characteristic of an accelerator pedal, and the output characteristic of an engine. The timing chart of the opening degree and reaction force on the accelerator pedal depression side. The timing chart of the opening degree and reaction force in the accelerator pedal stepping-back side. The flowchart which shows an example of the accelerator pedal reaction force control for vehicles. The timing chart of the opening degree and reaction force in the accelerator pedal depression side in other depression patterns. The timing chart of the opening degree and reaction force in the accelerator pedal stepping-back side in other stepping-back patterns. Structure explanatory drawing of the reaction force provision unit in other embodiment.

An embodiment of the present invention will be described in detail with reference to the drawings.
As shown in FIG. 1, an accelerator pedal reaction force control device 1 for a vehicle according to the present embodiment includes an engine 10, an accelerator pedal 20, an accelerator pedal opening detection sensor 30 that detects the rotation angle of the accelerator pedal 20, and an accelerator pedal 20. The engine 10 and the reaction force application unit 40P1 are controlled on the basis of the rotation angle detected by the reaction force application unit 40P1 and the accelerator pedal opening detection sensor 30 that apply reaction force (hereinafter referred to as “pedal reaction force”) to the engine. An ECU 50 and an operation mode switching switch 60 for switching the operation mode are provided.

The engine 10 is a device that drives a vehicle using gasoline or the like as fuel, and is based on an engine state detection signal detected by an engine state detection sensor 11 or a pedal opening degree detection signal described later detected by an accelerator pedal opening degree detection sensor 30. In accordance with an engine output signal from the ECU 50, the ignition timing and throttle valve opening of the ignition valve of the engine 10 are controlled. Thereby, for example, the depression amount of the accelerator pedal 20 and the injection amount (engine output) of the engine 10 are configured to be linked based on the engine characteristics.
Note that the engine state detection sensor 11 detects, for example, the driving force and the rotational speed of the engine 10 as the engine state.

  The accelerator pedal 20 includes a pedal plate 21 that receives a pedaling force from the driver, and a pedal arm 22 that supports the pedal plate 21. The pedal arm 22 is pivotally supported by a shaft at a base end portion, and is urged to an initial position via a pressing pin 47 by an urging force of a return spring 45 described later.

  The accelerator pedal opening detection sensor 30 is based on, for example, a potentiometer that detects an accelerator pedal opening (depression angle) (hereinafter referred to as an “accelerator opening”) based on a resistance during rotation (peristing) or a pulse. And an encoder for detecting the accelerator opening. The detected pedal opening detection signal is transmitted to the ECU 50. The accelerator pedal opening detection sensor 30 is not limited to the rotation angle of the accelerator pedal 20, and may be configured to detect the position and displacement of the pedal arm 22.

  The reaction force applying unit 40P1 is roughly divided into a reaction force characteristic changing unit 40A and a plunger unit 40B, and the reaction force characteristic changing unit 40A switches the reaction force characteristic of the accelerator pedal 20 in accordance with a signal from the ECU 50. A motor 41 as an actuator to be driven, a speed reducer 42 that amplifies the driving force of the motor 41, a screw shaft 43 that rotates around the axis by the driving force amplified by the speed reducer 42, and the screw shaft 43 And a slider 44 that can be compressed from one end side.

  The plunger portion 40B is configured to support the accelerator pedal 20 by a return spring 45 that urges the accelerator pedal 20 and a pressing ball 47a provided at the tip according to the urging force of the return spring 45 while being supported by the support roller 46. The plunger mechanism includes a linear pressing pin 47 that protrudes so as to be pressed or slides along a retracting stroke.

  Further, the ECU 50 reacts to the reaction force of the accelerator pedal 20 based on a detection signal that detects the rotation angle of the accelerator pedal 20 rotated by the accelerator pedal opening detection sensor 30 or an engine state detection signal detected by the engine state detection sensor 11. A controller configured using a microcomputer that executes processing for changing characteristics (treading force characteristics) and engine output characteristics, a large-capacity memory storing various data, a nonvolatile memory (ROM), or a volatile memory (RAM) ).

  The driving mode changeover switch 60 selects an arbitrary driving mode from among a low output mode (eco mode), a standard mode, and a high output mode (sport mode), for example, by a pressing operation. The selected operation mode signal is transmitted to the ECU 50, and the ECU 50 outputs an engine output signal corresponding to the switching signal for switching to the selected operation mode to the reaction force applying unit 40P1 and the engine 10. The operation mode changeover switch 60 is not limited to a mechanical switch, for example, and may be a touch switch integrated with a monitor unit.

Next, FIG. 2A, FIG. 3A, FIG. 2B, and FIG. 3A are reaction force characteristics regarding the pedal reaction force (stepping force) of the accelerator pedal 20 of the vehicle accelerator pedal reaction force control device 1 of the present embodiment. 4A and 4B, the engine output characteristics related to the engine output of the engine 10 will be described with reference to FIG.
In the following description, the reaction force characteristics and the engine output characteristics when the operation mode is the low output mode are omitted, and only those when the operation mode is the high output mode and the standard mode will be described.

  FIG. 2A shows the reaction force characteristics of the accelerator pedal 20 when the operation mode of the accelerator pedal reaction force control device 1 for the vehicle is the standard mode and the high output mode. Show the relationship.

  A waveform F-Xaa indicated by a solid line in FIG. 2A indicates a reaction force characteristic on the stepping side when the operation mode is the high output mode, and a waveform F-Xsa indicated by a thin line indicates that the operation mode is the standard mode. The reaction force characteristic on the depression side in the case of is shown. Further, a waveform F-Xad indicated by a solid line in FIG. 2A indicates the reaction force characteristic on the stepping-back side when the operation mode is the high output mode, and a waveform F-Xsd indicated by a thin line is the case in the standard mode. The reaction force characteristic on the stepping-back side is shown.

  FIG. 2B shows the relationship between the driving force and the accelerator opening as the output characteristics of the engine 10 when the operation mode of the accelerator pedal reaction force control device 1 for the vehicle is the standard mode and the high output mode, respectively. .

A waveform T-Xa indicated by a solid line in FIG. 2B indicates an engine output characteristic when the operation mode is the high output mode, and a waveform T-Xs indicated by a thin line indicates that the operation mode is the standard mode. It shows the engine characteristics.
FIG. 3A shows a timing chart of the accelerator opening in a stepping pattern (hereinafter referred to as “first stepping pattern”) in which the pedal is depressed at a constant stepping speed from the accelerator opening 0 to the maximum accelerator opening Xm. FIG. 3 (b) shows a timing chart of the pedal reaction force when the accelerator pedal is depressed in the first depression pattern as shown in FIG. 3 (a). FIG. 4A shows a step-back pattern (hereinafter referred to as “first step-back pattern”) in which the accelerator pedal 20 is stepped on to the maximum accelerator opening Xm and then stepped back to the accelerator opening 0 at a constant step-back speed. .) Shows a timing chart of the accelerator opening. It should be noted that the waveform F-tad and the waveform F-tsd in FIG. 4B are stepped from the state where the accelerator pedal 20 is depressed as shown in the waveforms F-taa and F-tsa in FIG. It is the reaction force characteristic when returning.

First, an accelerator pedal reaction force characteristic and an engine output characteristic in the case of the standard mode using the vehicle accelerator pedal reaction force control apparatus 1 of the present embodiment will be described.
As shown in FIG. 2 (a) and FIGS. 3 (a) and 3 (b), the standard mode depressing side reaction force characteristic rapidly increases as the accelerator opening increases. The pedal reaction force when the reaction force increases and the accelerator opening is larger than the depression side play opening Xas is an increase in the pedal reaction force with respect to the accelerator opening when the accelerator opening is smaller than the depression side play opening Xas. Is set so as to exhibit a linear characteristic that increases at a constant rate with respect to an increase in the accelerator opening, with a lower rate than the rate (the waveform F-Xsa in FIG. (See waveform F-tsa in FIG. 3B).

  That is, the relationship (reaction force / opening characteristic equation) between the pedal reaction force F and the accelerator opening x when the accelerator opening is from the depression side play opening Xas to the maximum accelerator opening Xm is shown in FIG. As shown, F = ax + (de) is set.

  Here, the parameter a is a predetermined constant, and the parameter (de) is the pedal reaction when the accelerator opening is 0 when the step-side play opening Xas is not considered in the reaction force / opening characteristic equation. It is power. The parameter d is a pedal reaction force at the depression side play opening Xas.

  On the other hand, as shown in FIG. 2 (a) and FIGS. 4 (a) and 4 (b), the standard mode step-back reaction force characteristic is slightly larger than the step-side play opening Xas from the maximum accelerator opening Xm. Up to the return side play opening Xdf, a position that is lower than the standard mode depression side reaction force characteristic (waveform F-Xsa) by the hysteresis at the same accelerator opening is substantially the same gradient as the standard mode depression side reaction force characteristic. (See waveform F-Xsd in FIG. 2A and waveform F-tsd in FIG. 4B).

  In the standard mode stepping-back reaction force characteristic, when the accelerator opening is smaller than the stepping-side play opening Xdf, the pedal reaction force suddenly decreases as the accelerator opening decreases. The maximum reaction force Fsm at the time of stepping back is set based on a pedal reaction force that the driver's burden feels as a limit when the accelerator opening is kept constant.

  Further, as shown in the waveform T-Xs in FIG. 2 (b), the engine output characteristics in the standard mode gradually decrease as the accelerator opening increases when the accelerator opening becomes larger than the depression side play opening Xas. The driving force (engine output) increases, then increases approximately linearly, and converges to the limit driving force while the rate of increase gradually decreases as the accelerator opening approaches the limit opening. Show properties.

  On the other hand, the case where the driving mode of the accelerator pedal reaction force control device 1 for the vehicle is the high output mode will be described. However, in the part which shows the same characteristic as the above-mentioned standard mode depression side reaction force characteristic (waveform F-Xsa), the explanation is omitted except for the case where it is shown.

  The high output mode stepping-side reaction force characteristic is the first stepping-side reaction shown when the accelerator opening is smaller than the opening degree threshold A, as shown in FIGS. 2 (a), 3 (a), and 3 (b). Force characteristic (waveform F-Xaa1) and a second depression side reaction force characteristic (waveform) that indicates a characteristic that increases the driving force more than the first depression side reaction force characteristic when the accelerator opening is equal to or greater than the opening degree threshold A. F-Xaa2) (see waveform F-taa1 and waveform F-taa2 in FIG. 3B).

  In the first depression side reaction force characteristic, in the range where the accelerator opening is larger than the depression side play opening Xas and smaller than the opening threshold A, the pedal reaction force is the standard mode depression side reaction force characteristic (waveform F-Xsa). ) Is set so as to increase at a constant rate higher than the rate of increase in the pedal reaction force with respect to the accelerator opening (the waveform F-Xaa1 in FIG. 2A and the waveform in FIG. 3B). F-taa1 reference).

That is, the first stepping-side reaction force characteristic (waveform F-Xaa1) is, as shown in FIG. 2 (a), in the range where the accelerator opening is from the stepping-side play opening Xas to a predetermined opening threshold A. The first depression side reaction force characteristic equation, that is, a linear characteristic so as to have a waveform of F = (a + b) x + (d−e), and a gradient in the standard mode depression side reaction force characteristic (waveform F−Xsa) It is set to show characteristics having a steeper slope.
The parameter b is a predetermined constant.

  The second depression side reaction force characteristic is that the pedal reaction force increases as the accelerator opening increases in a range where the accelerator opening is equal to or greater than a predetermined opening threshold A and is smaller than the maximum accelerator opening Xm. The rate is set to gradually increase (see waveform F-Xaa2 in FIG. 2A and waveform F-taa2 in FIG. 3B).

That is, the second depression side reaction force characteristic (waveform F-Xaa2) indicates that the accelerator opening is equal to or greater than a predetermined opening threshold A as shown in FIGS. 2 (a), 3 (a), and 3 (b). In the range smaller than the maximum accelerator opening Xm, the second depression side reaction force characteristic equation, that is, the waveform of F = c (x−A) ² + (a + b) A + (d−e) is obtained. The pedal reaction force is set to increase in a quadratic function, that is, in an acceleration manner according to the accelerator opening so that the increase rate of the pedal reaction force increases according to the accelerator opening. Yes.

  The parameter c is a predetermined constant. In addition, the maximum pedal reaction force Fam on the depression side at the maximum accelerator opening Xm is set based on the pedal reaction force that the driver feels the limit when the accelerator pedal 20 is depressed to the maximum accelerator opening Xm. The

  As a result, the high output mode stepping-side reaction force characteristic is set so that the engine output characteristic appears in the pedaling force according to the accelerator opening, so the appropriate pedal reaction force level set based on this characteristic is set. To the driver, and the driver can accurately sense the engine output state through the accelerator pedal operation, such as the engine output state is close to the limit or still has a margin.

  Further, the engine characteristic in the high output mode is that the driving force of the engine 10 (engine output) as shown by a waveform T-Xa in FIG. 2B when the accelerator opening is larger than the step-side play opening Xas. However, as the accelerator opening increases, it rises with an increase rate larger than the increase rate of the standard mode, and when the accelerator opening exceeds the opening threshold A, the increase rate decreases slowly and increases. It shows the characteristics that converge to the driving force.

On the other hand, the high-power mode step-back reaction force characteristics shown in FIGS. 2 (a) and 4 (b) show the waveform of the first stepping pattern like the first stepping-back pattern shown in FIG. 4 (a). FIG. 2 (a) shows a case where the pedal is stepped back so as to have a symmetrical waveform with respect to the first stepping pattern and the opening axis so as to follow from the maximum accelerator opening degree Xm to the stepping-back side play opening degree Xdf. As shown in FIG. 2 (a), a waveform that is lower than the reaction force of the high output mode stepping-side reaction force characteristic but has the same tendency is traced from the maximum accelerator opening Xm in a direction in which the opening decreases. Waveform F-Xsd).
That is, as shown in FIG. 4B, the high-output mode step-back side reaction force characteristic has a waveform that is symmetrical to the high-output mode step-side reaction force characteristic with respect to the reaction force axis (FIG. 4 ( b) Refer to the waveform F-tsd in FIG.

  However, the high-power mode step-back side reaction force characteristic is not limited to the above characteristic, and may be set to a characteristic having the same gradient as the step-back side reaction force characteristic in the standard mode (waveform F in FIG. 2A). -Xsd and waveform F-tsd in FIG. 4B).

  Subsequently, as an example of the vehicle accelerator pedal reaction force control device 1 having the above-described reaction force characteristics and engine characteristics when the operation mode is the standard mode and the high output mode, the reaction on the depression side of the accelerator pedal 20 is described. An embodiment of force control will be described with reference to the flowchart shown in FIG.

The reaction force control of the accelerator pedal 20 in the present embodiment is performed based on a reaction force / opening basic characteristic equation represented by the following equation showing the relationship between the pedal reaction force and the accelerator opening.
(Equation 1)
F = c (x−A) ² + (a + b) x + (d−e)
Here, the term c (x−A) ² in the reaction force / opening basic characteristic equation represents the second stepping-side reaction force characteristic that acts when the predetermined opening threshold A or higher in the high output mode. The term (a + b) x is a term indicating the first stepping-side reaction force characteristic that acts when the opening degree is smaller than the predetermined opening degree threshold A in the high output mode.

  In this embodiment, it is assumed that the operation mode is set to the standard mode as an initial setting. In the standard mode, the parameters in the reaction force / opening basic characteristic equation are set to a = 1, b = 0, c = 0, and de = 8 as initial settings. The force / opening characteristic equation is expressed by a relational expression of F = x + 8.

  That is, based on a command from the ECU 50, the reaction force applying unit 40P1 slides the slider 44 with the driving force of the motor 41 so that the relationship of the reaction force / opening characteristic equation is satisfied, and the biasing force of the return spring 45 The accelerator pedal 20 is pressed by the pressing pin 47 while changing.

  At this time, the engine output characteristic is a linear driving force / opening characteristic with a gentle gradient as shown by the waveform T-Xs in FIG. 2B described above (S111).

  If the standard mode is changed to, for example, the high output mode by pressing the operation mode changeover switch 60 or the like without ending the vehicle running in the standard mode (S112: No), the ECU 50 Based on the pedal angle signal detected by the accelerator pedal opening detection sensor 30, it is determined whether or not the accelerator opening x is greater than or equal to a predetermined opening threshold A (S114).

When the accelerator opening x is smaller than the predetermined opening threshold A (S114: No), the ECU 50 replaces the parameter b with the initial set value 0 to 0.5 in the reaction force / opening basic characteristic equation. (S115).
Thus, the term (a + b) x in the reaction force / opening basic characteristic equation is 1.5x, and the reaction force / opening when the accelerator opening x in the high output mode is smaller than the predetermined opening threshold A. As a characteristic equation, a relationship of F = 1.5x + 8 is established (see FIG. 2A).

  That is, based on a command from the ECU 50, the reaction force applying unit 40P1 slides the slider 44 with the driving force of the motor 41 so that the relationship of the reaction force / opening characteristic equation is satisfied, and the biasing force of the return spring 45 The accelerator pedal 20 is pressed by the pressing pin 47 while changing.

  Thereafter, in the determination process of step 116, the driving mode is switched to the standard mode (S116: option 1 selected) or until the accelerator pedal 20 is completely stepped down to finish the travel (S116: option 3 selected). The high output mode described above is continued (S116: Option 2 selected).

On the other hand, in the high output mode, when the accelerator opening x is equal to or larger than the predetermined opening threshold A (S114: Yes), the ECU 50 sets the parameter b in the reaction force / opening basic characteristic equation to the initial set value 0. And the parameter c is replaced with the initial setting value 0 to 1.0, and the term of (a + b) x in the reaction force / opening basic characteristic equation, that is, the term of 1.5x Is replaced with 1.5A (S117). As a result, the relationship F = (x−A) ² + 1.5A + 8 is established as a reaction force / opening characteristic equation when the accelerator opening x in the high output mode is equal to or greater than the predetermined opening threshold A (FIG. 2 ( a)).

  That is, based on a command from the ECU 50, the reaction force applying unit 40P1 slides the slider 44 with the driving force of the motor 41 so that the relationship of the reaction force / opening characteristic equation is satisfied, and the biasing force of the return spring 45 The accelerator pedal 20 is pressed by the pressing pin 47 while changing.

The ECU 50 operates the accelerator pedal 20 based on the reaction force characteristics as shown in FIG. 2 and FIGS. 3A and 3B until the accelerator opening x becomes smaller than the predetermined opening threshold A (S118: Yes). Reaction force control is continued (S118: No).
In addition, when the accelerator opening x is equal to or smaller than the predetermined opening threshold A, the ECU 50 executes the processing after step S116 as shown in FIG. 5 (S118: Yes).

  Although the above-described embodiment of the reaction force control of the accelerator pedal 20 has been described mainly with respect to the embodiment of the reaction force control on the depression side of the accelerator pedal 20, when the accelerator pedal 20 is stepped back, FIG. The depression of the accelerator pedal 20 based on the waveform F-tad and the waveform F-tsd in FIG. 4B in the same manner as in the embodiment of the reaction force control on the depression side of the accelerator pedal 20 described with reference to the flowchart shown in FIG. Reaction force control on the return side is performed.

  Subsequently, the reaction force characteristic of the above-described vehicle accelerator pedal reaction force control device 1 according to the present embodiment is as shown in FIG. 6A, which is different from the above-described first depression pattern (FIG. 3A). This will be described based on the second stepping pattern.

  FIG. 6A shows that when the accelerator pedal 20 is depressed at a constant speed from the accelerator opening 0 and the accelerator opening x exceeds a predetermined opening threshold A, the accelerator pedal 20 is held at the predetermined opening. FIG. 5 is a timing chart showing a second stepping pattern when the pedal is depressed to a maximum accelerator opening Xm at a constant pedal depression speed.

Each parameter in the reaction force / opening basic characteristic equation (F = c (x−A) ² + (a + b) x + (de)) is the accelerator pedal 20 described with reference to the flowchart of FIG. It is assumed that the same value as each parameter set in the reaction force control process is set.

  As shown in FIG. 6A, the pedal reaction force characteristic is the same as the first stepping pattern until the start of holding the accelerator pedal 20 at a constant opening (tH1) (tH1) ( As shown in FIG. 3 (a) and FIG. 6 (b), the pedal reaction force characteristic is the same as that shown in FIG. 3 (b) (waveform F-Xaa1, waveform F in FIG. 2 (a)). -Xaa2, and waveform F-taa1 and waveform F-taa2 in FIG. 3B).

After that, the pedal reaction force becomes constant while maintaining the predetermined opening, but the reaction force / opening characteristics after starting the depression of the accelerator pedal 20 after the elapse of a predetermined time (tH2) are temporarily When the accelerator pedal 20 is not held between the time tH1 and the time tH2, the reaction force characteristic shown from the time tH1 is shown from the time tH2. That is, it is expressed by a relationship of F = (x−A) ² + 1.5A + 8, which is a pedal reaction force characteristic formula immediately before being held at a predetermined accelerator opening.

  In addition, after the accelerator pedal 20 is held for a predetermined time at a predetermined opening smaller than the opening threshold A, for example, the pedal reaction force when the holding of the accelerator pedal 20 is released starts holding the accelerator pedal 20. At the time, it is expressed by a relationship of F = 1.5x + 8, which is a reaction force characteristic when the holding is not started.

  On the other hand, as shown in FIG. 7A, the reaction force characteristic of the pedal on the stepping-back side is in the middle of fully depressing the accelerator pedal 20 from the state where the accelerator pedal 20 is depressed to the maximum accelerator opening Xm at a constant stepping-back speed. For example, FIG. 2 (a) and FIG. 4 (b) will be described based on the accelerator pedal 20 retraction pattern in which the accelerator pedal 20 holds the accelerator pedal 20 at a predetermined accelerator opening exceeding the opening threshold A for a predetermined time. (See the waveform F-Xsd in FIG. 2 (a) and the waveform F-tsd in FIG. 4 (b)), as shown in FIG. 7 (b). Similarly to the stepping side, the pedal reaction force when the holding of the accelerator pedal 20 is released (tH2 ′) is the reaction when the holding is not started at the time when the holding of the accelerator pedal 20 is started (tH1 ′). It becomes a force characteristic.

  As described above, the vehicular accelerator pedal reaction force control device 1 according to the above-described embodiment is based on the accelerator pedal opening detection sensor 30 serving as the accelerator opening detecting means for detecting the accelerator opening of the accelerator pedal 20 and the accelerator opening. An accelerator pedal reaction force control device for a vehicle for controlling a pedal reaction force in an automobile including an ECU 50 as a vehicle travel control means for controlling a drive force, wherein a relationship of a drive force with respect to an accelerator opening (engine output characteristic) A standard mode as a first mode having a predetermined characteristic and a high output mode as a second mode for increasing the driving force as compared with the standard mode, and the accelerator opening increases in the high output mode. The pedal reaction force is increased with respect to the standard mode.

  According to the above configuration, the output can be largely controlled with a small accelerator opening operation, and the engine performance such as driving force can be easily pulled out by the driver, and the response of the driver when the accelerator pedal 20 is depressed increases. It gives the driver a sense of security, and can obtain an operational feeling that the driver is operating the car, that is, a so-called human-horse unity feeling.

  In one embodiment of the present invention, the return side of the accelerator opening in the high output mode is set to the same pedal reaction force as that in the standard mode.

  According to the above configuration, the high output mode is a linear characteristic of the relationship between the accelerator opening and the pedal reaction force when the accelerator opening with a sufficient engine output is equal to or less than a predetermined value. Since the driving force with respect to the mode can be increased rapidly, the engine output (driving force) can be largely controlled by operation with a small accelerator opening, and the engine 10 performance such as driving force can be easily drawn out by the driver. The response when the accelerator pedal 20 is depressed is increased, and the driver can be provided with a sense of security.

  On the other hand, when the driving force with respect to the standard mode exceeds a predetermined value, the increase rate of the engine output is moderated as the driving force approaches the limit by increasing the driving force more slowly than the increasing rate below the predetermined value. It is possible to obtain a characteristic that shows the tendency of engine output more remarkably.

  When the accelerator opening exceeds a predetermined value, the pedal reaction force increases as the accelerator opening increases in an acceleration (secondary function) manner, thereby increasing the driving force, that is, the engine output. Therefore, it is possible to reliably tell the driver that the vehicle is approaching the limit, so that the characteristics of the engine output and the response when the accelerator pedal 20 is depressed coincide with each other, that is, the operational feeling that the user is operating the vehicle by himself / herself, Thus, the above-described effect that a so-called human-horse sense of unity can be obtained can be obtained more remarkably.

  When the engine output is approaching the limit, the driver can recognize it accurately and perform operations such as downshifting at an appropriate timing.

In the correspondence between the configuration of the present invention and the above-described embodiment,
The accelerator opening detecting means of the present invention corresponds to the accelerator pedal opening sensor 20, and hereinafter, similarly,
The vehicle travel control means corresponds to the ECU 50,
The first mode corresponds to the standard mode,
The second mode corresponds to the high output mode,
Although the predetermined value corresponds to the opening threshold A, the present invention is not limited to the configuration of the above-described embodiment.

For example, the high output mode depression side reaction force characteristic is not limited to the above-described characteristic as long as the increase rate increases with time.
Specifically, the second stepping-side reaction force characteristic is not limited to the above-described waveform characteristic, but includes a plurality of quadratic function-like waveforms with different rising conditions, and the rising condition gradually increases with time. Thus, the characteristic may be a waveform in which a plurality of quadratic function-like waveforms are connected. Or it is not limited to the above-mentioned characteristics of the quadratic function, but consists of a plurality of linear waveforms with different gradients, and a waveform in which a plurality of linear waveforms are connected so that the gradient increases stepwise according to time. It is good also as a characteristic.

Similarly, the first step side reaction force characteristic is not limited to the above-described linear waveform characteristic, but is increased according to time, such as a quadratic function waveform or a combination of a plurality of waveforms. If it is a characteristic which increases, it will not be restricted to the characteristic mentioned above.
Further, as described above, the operation mode is not limited to be switched using the operation mode changeover switch 60, and may be switched by another method such as switching by a lever operation of a shift lever, for example.

  Furthermore, as described above, the reaction force applying unit 40P1 is not limited to the configuration including the spring-type reaction force characteristic changing unit 40A that changes the reaction force characteristic by changing the urging force of the return spring 45. 8A and 8B can be used in another embodiment.

As shown in FIG. 8A, the reaction force applying unit 40P2 has a base end portion 20A of the accelerator pedal 20 fixed thereto, and is connected to the holding shaft 50 that is rotatable with respect to the vehicle body, and the holding shaft 50 and the vehicle body. The return spring 45P2 urged in the direction in which the accelerator opening becomes 0, the first friction member 51 fixed to one end side of the holding shaft 50, and the side of the holding shaft 50 with respect to the first friction member 51 The second friction member 52 opposed to the first friction member 52, the actuator 41P2 that slides the second friction member 52 against the first friction member 51 so that the second friction member 52 can be pressed against or separated from the first friction member 51, and the slide of the second friction member 52 is guided. And a screw shaft 53.
In addition, the code | symbol 54 in Fig.8 (a) is a guide shaft, the code | symbol 55 is a bearing, and the code | symbol 30 is an accelerator pedal opening degree detection sensor.

  As shown in FIG. 8A, the reaction force applying unit 40P1 changes the frictional force of each other according to how the second frictional member 52 is pressed against the first frictional member 51 by the driving force of the actuator 41P2. Thus, a so-called friction-type reaction force characteristic changing unit that changes the reaction force characteristic can be provided.

  Furthermore, as shown in FIG. 8B, as the reaction force application unit 40 </ b> P <b> 3 of another embodiment, the reaction force application unit 40 </ b> P <b> 2 described above is provided between the motor 41 </ b> P <b> 2 as an actuator and one end side of the holding shaft 50. The first friction member 51, the second friction member 52, and the guide shaft 54 are not provided, but the speed reducer 57 is interposed, and the driving force of the motor 41P2 is transmitted to the holding shaft 50 via the speed reducer 57. It is good also as a structure which generate | occur | produces reaction force (regenerative force, repulsive force) with respect to the depression force of the accelerator pedal 20 directly with the motor 41P2.

  As described above, the present invention relates to an accelerator pedal in an automobile including, for example, an accelerator opening detection unit that detects an accelerator opening of an accelerator pedal and a vehicle travel control unit that controls driving force based on the accelerator opening. A vehicular accelerator pedal reaction force control device 1 for controlling a reaction force, in which a relationship between a driving force and an accelerator opening has a predetermined characteristic, and a first mode for increasing the driving force more than the first mode. The accelerator pedal reaction force control device 1 for a vehicle has two modes, and the accelerator pedal reaction force is increased with respect to the first mode as the accelerator opening increases in the second mode. is there.

DESCRIPTION OF SYMBOLS 1 ... Vehicle accelerator pedal reaction force control apparatus 20 ... Accelerator pedal 11 ... Accelerator pedal opening degree sensor (accelerator opening degree detection means)
50. ECU (vehicle traveling control means)
A: Opening threshold (predetermined value)

Claims (3)

Vehicular accelerator pedal reaction force control for controlling an accelerator pedal reaction force in a vehicle including an accelerator opening detection means for detecting an accelerator opening of an accelerator pedal and a vehicle travel control means for controlling a driving force based on the accelerator opening A device,
A first mode in which the relationship of the driving force with respect to the accelerator opening has a predetermined characteristic, and a second mode in which the driving force is increased more than the first mode;
In the second mode, the accelerator pedal reaction force control device for a vehicle increases the accelerator pedal reaction force with respect to the first mode as the accelerator opening increases. The return side of the accelerator opening in the second mode is set to the same reaction force as that in the first mode.
The accelerator pedal reaction force control device for a vehicle according to claim 1. In the second mode, the driving force with respect to the first mode increases rapidly when the accelerator opening is less than or equal to a predetermined value, and increases more slowly than an increase rate less than or equal to the predetermined value when the accelerator opening is exceeded. The accelerator pedal reaction force is characterized in that when the accelerator opening exceeds a predetermined value, the reaction force increase amount is accelerated.
The accelerator pedal reaction force control device for a vehicle according to claim 1 or 2.

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