JP2019006185A - Vehicle control device - Google Patents

Abstract

To provide a vehicle control device allowing a driver to perceive an operational feeling which is sufficient in terms of a feeling in the gentle acceleration/deceleration operation of an accelerator pedal, regardless of muscle to be mainly used in the operation.SOLUTION: A vehicle control device comprises: a reference control map which has a forward characteristic and a backward characteristic, and in which a correlation between an amount of depression of an accelerator pedal and a reaction force value thereof is set; a reaction force setting section 24 which sets the reaction force value of an accelerator pedal 3 on the basis of the reference control map; and a depression speed sensor 5 which detects an amount of movement of a driver's foot on the accelerator pedal. When the amount of movement of the driver's foot detected by the depression speed sensor 5 is large, the reaction force setting section 24 causes a correction to increase a hysteresis between the forward characteristic and the backward characteristic of the reference control map as compared with when the amount of movement is small.SELECTED DRAWING: Figure 1

Description

  The present invention relates to a vehicle control device capable of controlling a reaction force value of an accelerator pedal in accordance with a driver's muscle activity.

Conventionally, in the case of a vehicle equipped with a drive-by-wire engine, the accelerator pedal and the output control device such as the throttle valve and the fuel injection device are not connected by a cable. The reaction force value is given to the driver.
Since the accelerator pedal depression amount and the reaction force value are set to have a substantially proportional relationship, the driver generally recognizes the accelerator pedal depression amount based on the reaction force value given from the accelerator pedal. It is. Therefore, there has been proposed a reaction force control device that guides the driver to depress the accelerator pedal in accordance with the driver's preference and driving environment by changing the reaction force value of the accelerator pedal.

The operation assisting device of Patent Literature 1 dynamically generates a plurality of virtual driver's driving intention sequences in a past predetermined time interval including the present time, and for each driving intention sequence, the virtual driver's driving operation amount and the actual driving amount are calculated. Estimate the actual driving intention of the driver by calculating the driving operation amount series approximation degree representing the degree of series approximation with the driving operation amount of the driver and comparing the driving operation amount series approximation degree. The actual driver's condition is estimated based on the driving intention.
When the accelerator pedal is depressed, the longer the elapsed time from the driver's intention to change lanes to the driver's intention to drive is to change lanes, the faster the accelerator pedal reaction force command value is It is decreasing.

In addition, a technique for setting a reaction force characteristic of an accelerator pedal in consideration of human perceptual characteristics has been proposed by the present applicant.
The accelerator pedal control device for a vehicle disclosed in Patent Document 2 includes a reaction force setting means having a three-dimensional map defined by a depression amount of an accelerator pedal, a depression speed of the accelerator pedal, and a reaction force value given to a driver, and an accelerator pedal. The reaction force setting means sets the reaction force characteristics so that the accelerator pedal reaction force value is smaller when the depression speed is slow than when the depression speed is slow. doing.
As a result, it is possible to set reaction force characteristics suitable for the driving environment and driving intention while reducing the burden on the driver and a sense of discomfort.

From the viewpoint of muscle activity, the accelerator pedal depressing and stepping back movements by the driver can be regarded as sole flexion and dorsiflexion.
As shown in FIG. 9, the operation of the accelerator pedal by the ankle joint mainly involves the anterior tibial muscle p, the soleus q, the gastrocnemius r, and the like.
The anterior tibial muscle p is a single (one) joint muscle that performs dorsiflexion movement of the ankle joint, and the soleus q is a single joint muscle that performs plantar flexion movement of the ankle joint. The gastrocnemius r is a biarticular muscle that performs ankle joint plantar flexion motion and knee joint flexion motion. Among these skeletal muscles, the single-joint muscles depend on the mechanical force ratio, have anti-gravity properties that lift the body against gravity, and the bi-articular muscles suppress mechanical energy consumption And, it has a propulsive property that controls the direction of external force, that is, the so-called body is propelled and moved in a specific direction.
Skeletal muscles are classified into main muscles that cause joint movement by muscle contraction due to motor action, and antagonist muscles that work oppositely when paired with main muscles.
Therefore, during the stepping-in operation, the main muscle is the soleus q and the antagonistic muscle is the anterior tibial muscle p, and the main operation is the soleus q which is the main muscle. On the other hand, during the stepping-back operation, an operation mainly performed on the anterior tibial muscle p which is an antagonistic muscle is performed.

Japanese Patent No. 5293784 JP, 2006-000581, A

The driver operates the accelerator pedal according to the driving scene: sudden acceleration (rapid deceleration) operation that suddenly operates the accelerator pedal from the initial position to the target position, and slow acceleration that finely adjusts the accelerator pedal within a predetermined area (Slow deceleration) operation exists.
On the other hand, due to the characteristics of muscles, in the case of a rapid acceleration operation, the driver performs a large motion (stepping or stepping back) with a high load. Yes, you can get a sense of realism. In addition, in the case of the slow acceleration / deceleration operation, the driver performs a small operation (fine adjustment) with high accuracy, so that the ease of operation can be improved by the operation mainly of the single joint muscle, and the operability can be obtained.
Therefore, in order to improve the sense of presence and operability, so-called operational feeling, during the rapid acceleration operation, the biarticular muscle is the main muscle and the contribution rate is higher than that of the single joint muscle. It is preferable that the joint muscle is the main muscle and the contribution ratio is higher than that of the biarticular muscle.

However, at the time of slow acceleration / deceleration operation, there is a possibility that the operation feeling of the accelerator pedal cannot be sufficiently secured even if the contribution rate of the biarticular muscle is made higher than the single joint muscle as the main muscle.
In the depression operation of the slow acceleration / deceleration operation for finely adjusting the accelerator pedal, the soleus q functions as the main muscle and the anterior tibial muscle p functions as the antagonist muscle. In the step-back operation, an operation mainly performed on the anterior tibial muscle p, which is an antagonistic muscle, is performed so as to release the stepping operation.
That is, in the slow acceleration / deceleration operation that finely adjusts the accelerator pedal, both the main and antagonist muscles are single-joint muscles. During the transition, it is not easy to smoothly switch the muscle activity from the active muscle to the antagonist muscle, and the driver cannot perceive a sufficient operational feeling.

  An object of the present invention is to provide a vehicle control device or the like that allows a driver to perceive a sufficient operational feeling regardless of the type of muscle that is an operation subject.

  According to a first aspect of the present invention, there is provided a vehicle control apparatus having a forward characteristic and a backward characteristic, and a reference control map having a correlation between an accelerator pedal depression amount and a reaction force value, and an accelerator pedal reaction based on the reference control map. In the vehicle control device including a reaction force setting unit that sets a force value, the vehicle control device includes an operation amount detection unit that detects an operation amount of a driver's foot with respect to the accelerator pedal, and the reaction force setting unit includes When the operation amount detected by the detecting means is large, the hysteresis between the forward characteristic and the return characteristic of the reference control map is increased compared to when the operation amount is small.

  In this vehicle control device, the reaction force setting means reduces the hysteresis between the forward characteristic and the reverse characteristic of the reference control map when the operation amount detected by the operation amount detection means is large. When switching from a stepping operation to a stepping back operation with a heavy accelerator pedal operation by the driver, the main muscle activity is changed from the active muscle to the antagonist muscle while reducing the reaction force acting on the antagonist muscle. Therefore, the operability of the accelerator pedal can be ensured.

According to a second aspect of the present invention, in the first aspect of the invention, the reaction force setting means increases and corrects the forward characteristic of the reference control map and increases the reverse characteristic when the movement amount detected by the movement amount detection means is large. It is characterized by correcting the decrease.
According to this configuration, during the stepping operation, the reaction force acting on the main muscle with excellent exercise performance is increased to improve the driver's operation perception, and during the stepping back operation, the reaction force acting on the antagonist muscle is reduced. The driver's ease of operation is improved.

A third aspect of the invention is characterized in that, in the second aspect of the invention, an increase correction amount of the forward characteristic and a reduction correction amount of the reverse characteristic of the reference control map are set equal.
According to this configuration, when switching the operation from the stepping operation to the stepping back operation, it is possible to prevent the driver from feeling uncomfortable while ensuring the operability of the accelerator pedal.

The invention according to claim 4 is the invention according to any one of claims 1 to 3, wherein the movement amount detecting means detects a movement amount of a driver's foot using a stepping speed of the accelerator pedal as a parameter. It is said.
According to this configuration, it is possible to detect the main muscle of the operation and the amount of movement thereof using the existing accelerator pedal sensor.

The invention according to claim 5 is the invention according to any one of claims 1 to 3, wherein the movement amount detecting means calculates a movement amount of the driver's foot with a contact area of the driver's foot with respect to the accelerator pedal as a parameter. It is characterized by detecting.
According to this configuration, the type of muscle that is the main subject of the operation and the amount of movement can be detected with high accuracy.

  According to a sixth aspect of the present invention, there is provided a vehicle control apparatus having a forward characteristic and a backward characteristic, and a reference control map in which a correlation between an accelerator pedal depression amount and a reaction force value is set, and an accelerator pedal reaction based on the reference control map. In the vehicle control device comprising a reaction force setting means for setting a force value, the reaction force setting means comprises a movement amount detection means for detecting a movement amount of a driver's foot using a stepping speed of the accelerator pedal as a parameter. Is characterized in that when the stepping speed detected by the movement amount detecting means is large, the hysteresis between the forward characteristic and the reverse characteristic of the reference control map is increased compared to when the stepping speed is small.

  In this vehicle control device, the reaction force setting means reduces the hysteresis between the forward characteristic and the reverse characteristic of the reference control map when the stepping speed detected by the movement amount detecting means is large. When the operation is switched from a stepping operation to a stepping back operation with a heavy accelerator pedal operation by the driver, the muscle activity is smoothed from the main muscle to the antagonist muscle while reducing the reaction force acting on the antagonist muscle. The operability of the accelerator pedal can be ensured. In particular, this is effective for improving the operability when the stepping speed is high despite the small amount of movement of the driver's foot relative to the accelerator pedal.

  According to the vehicle control device of the present invention, the driver can perceive a sufficient operational feeling sensuously, particularly in the slow deceleration operation of the accelerator pedal, regardless of the type of muscle that is the operation subject.

1 is a block diagram of a vehicle control device according to a first embodiment. It is the schematic of an accelerator pedal and a reaction force control mechanism. It is a figure which shows a reference | standard control map. It is a figure which shows the control map after correction | amendment at the time of slow acceleration / deceleration. It is a figure which shows the control map after correction | amendment at the time of rapid acceleration / deceleration. It is a flowchart which shows the process sequence of a control apparatus. It is a figure which shows the modification of an operation amount detection means. It is a figure which shows another modification of an operation amount detection means. It is explanatory drawing of the skeletal muscle at the time of accelerator pedal operation.

Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings.
The following description is an example in which the present invention is applied to a vehicle control device, and does not limit the present invention, its application, or its use.

Embodiment 1 of the present invention will be described below with reference to FIGS.
The vehicle control device 1 is configured to be able to impart operation linearity to the driver regardless of the muscle that becomes the operation subject by controlling the reaction force value of the accelerator pedal 3 according to the muscle activity of the driver. Yes.
As shown in FIG. 1, the control device 1 includes an ECU (Electronic Control Unit) 2. The ECU 2 is an electronic control unit including a CPU, a ROM, a RAM, and the like, and performs various arithmetic processes by loading an application program stored in the ROM into the RAM and executing it by the CPU.

  The ECU 2 includes a depression amount sensor 4 that detects a depression or depression amount (hereinafter abbreviated as depression amount) s of the accelerator pedal 3, a depression speed sensor 5 that detects a depression speed V of the accelerator pedal 3, and traveling of the vehicle. It is electrically connected to a speed sensor 6 that detects the speed, a yaw rate sensor 7 that detects the yaw rate acting on the vehicle, an acceleration sensor 8 that detects the running acceleration of the vehicle, and the like. The stepping speed sensor 5 corresponds to a movement amount detecting means for indirectly detecting the movement amount of the driver's foot with respect to the accelerator pedal 3 (the type of muscle to be operated) with the depression speed V of the accelerator pedal 3 as a parameter. Therefore, regardless of the depression amount s of the accelerator pedal 3 by the driver, when the depression speed V is large, it is determined that the movement amount of the driver's foot is large, and when the depression speed V is small, the movement of the driver's foot It is determined that the amount is small.

As shown in FIG. 2, the accelerator pedal 3 is held so as to be rotatable with respect to the vehicle body, and an intention to increase or decrease the engine output by the driver is input by the stepping operation.
The depression amount sensor 4 is provided on the accelerator pedal 3 or the rotating shaft 31 and detects a depression stroke of the accelerator pedal 3, that is, a so-called depression amount s from the rotation amount. The depression amount s of the accelerator pedal 3 detected by the depression amount sensor 4 is output to the ECU 2. Note that, when the pedaling force by the driver's stepping is not applied, the accelerator pedal 3 is biased by the return spring 32 connected to the accelerator pedal 3 so as to return to the initial position where the stepping amount s is zero.
The depression speed sensor 5 is provided on the rotation shaft 31 of the accelerator pedal 3 and detects the depression speed V of the accelerator pedal 3 from the rotation speed. The depression speed V of the accelerator pedal 3 detected by the depression speed sensor 5 is output to the ECU 2.

The speed sensor 6, the yaw rate sensor 7, and the acceleration sensor 8 output the detection results to the ECU 2.
The vehicle travel unit 10 is a drive mechanism or a steering mechanism for executing travel control of the vehicle.
The vehicle traveling unit 10 includes an engine control unit, a steering actuator, a brake actuator, a shift actuator (all not shown), and the like.
The vehicle traveling unit 10 executes vehicle traveling control based on an output signal from the ECU 2.

As shown in FIG. 2, the reaction force control mechanism 11 includes first and second friction members 41 and 42, an electromagnetic actuator 43, and the like.
The first friction member 41 is fixed to one end of the rotating shaft 31, and the second friction member 42 is disposed in a state of facing the first friction member 41. The second friction member 42 is held so as to be non-rotatable and relatively movable in the axial direction with respect to a holding shaft 44 disposed on an extension of the axis of the rotation shaft 31.
The actuator 43 is configured to change the relative positional relationship between the first and second friction members 41 and 42 between the pressed state and the separated state, and to adjust the pressing force at the time of pressing.

Next, the ECU 2 will be described.
As shown in FIG. 1, the ECU 2 includes a travel control unit 21, a storage unit 22, a characteristic correction unit 23, a reaction force setting unit 24 (reaction force setting means), and the like.
The travel control unit 21 controls the output of the engine based on the depression amount s of the accelerator pedal 3 and the vehicle speed detected by the speed sensor 6, and sets the speed ratio of the transmission based on the vehicle travel state and the engine operating state. It is configured to be selectable.
The output of the engine decelerated by the transmission is transmitted to drive wheels via a drive shaft (not shown).

The storage unit 22 is a reference control defined by a depression amount s of the accelerator pedal 3 by the driver, a depression speed V, and a reaction force f corresponding to a physical reaction force value acting on the driver from the accelerator pedal 3. A map F (FS characteristic) is stored in advance.
As shown in FIG. 3, the reference control map F includes an s-axis (horizontal axis) corresponding to the depression amount s (s 1, s 2) of the accelerator pedal 3 and a reaction force applied to the driver via the accelerator pedal 3. and f-axis (vertical axis) corresponding to f (f2, f4, f5, f7).
This reference control map F is formed for a standard driver, and in the operation of a predetermined accelerator pedal 3 by the driver, so-called stepping-in and step-back operations (bottom flexion and dorsiflexion motion of an ankle joint), Articulated muscles (for example, gastrocnemius muscle) and single joint muscles (for example, anterior tibial muscle, soleus muscle, etc.) operate within a predetermined balance range (for example, the contribution rate of biarticular muscle is 40% or more and less than 60%) Is set as a prerequisite

In the reference control map F, the stepping-side characteristic is constituted by an initial forward characteristic F3 from the origin to the stepping amount s1 (reaction force f5) and a forward characteristic F1 from the stepping amount s1 to the maximum stepping amount s2 (reaction force f7). ing. The forward characteristic F1 can be expressed by a linear function proportional to the depression amount s, and the reaction force f7 is set to a value larger than the reaction force f5.
In addition, the return side characteristic corresponding to the release operation of the stepping operation includes the return characteristic F2 from the maximum stepping amount s2 (reaction force f4) to the initial stepping amount s1 (reaction force f2) and the final recovery from the stepping amount s1 to the origin. It is comprised by the characteristic F4. The reverse characteristic F2 is set substantially parallel to the forward characteristic F1, and the reaction force f4 is set to a value larger than the reaction force f2.
The separation distance between the forward characteristic F1 and the backward characteristic F2 corresponds to the hysteresis F5 of the reference control map F.

Next, the characteristic correction unit 23 will be described.
The characteristic correction unit 23 has a small operation stroke of the accelerator pedal 3, in other words, the accelerator pedal during a slow acceleration / deceleration operation in which the main muscle of the operation by the driver is a single joint muscle (for example, anterior tibial muscle, soleus muscle, etc.). When the operation amount s by the driver's foot with respect to 3 is large, the control map FA in which the hysteresis F5 of the reference control map F is corrected to be increased is set.
Here, the slow acceleration / deceleration operation is an operation aiming at a substantially constant speed driving as a driver's intention, and the behavior of the vehicle V is, for example, from 30 Km / h to 40 Km / h or 40 Km in a short time. It is a temporary and transient running with a minute change such as from / h to 30 km / h.

As shown in FIG. 4, when the stepping speed V is high during the slow acceleration / deceleration operation, the characteristic correction unit 23 corrects the forward characteristic F1 to the forward characteristic F1a increased by the correction amount U1, and the reverse characteristic F2 to the correction amount D1. The reduced recovery characteristic F2a is corrected. The correction amounts U1 and D1 are set to be proportional to the stepping speed V. The straight line connecting the minimum value of the forward characteristic F1a and the origin is the initial forward characteristic F3a, the straight line connecting the minimum value of the backward characteristic F2a and the origin is the final backward characteristic F4a, the maximum value of the forward characteristic F1a and the maximum of the backward characteristic F2a. A straight line connecting the values is set to hysteresis F5a (F5 + U1 + D1).
In this embodiment, in order to suppress the uncomfortable feeling felt by the driver while ensuring the operability of the accelerator pedal 3, when the depression speed V is the same value during the slow acceleration / deceleration operation, the correction amounts U1, D1 are set to the same value. It is set to become.
Each reaction force has a relationship of f1 <f2 <f3 <f4 <f5 <f6 <f7 <f8.

Further, the characteristic correcting unit 23 operates the accelerator pedal 3 during a rapid acceleration / deceleration operation in which the operation stroke of the accelerator pedal 3 is large, in other words, the main muscle of the operation by the driver is a biarticular muscle (for example, gastrocnemius). When the operation amount of the person's foot is large, the control map FB is set in which the forward characteristic F1 and the reverse characteristic F2 of the reference control map F are corrected to be increased compared to when the operation amount s is small.
Here, the rapid acceleration / deceleration operation is an operation intended to increase or decrease the speed as the driver's intention, and the behavior of the vehicle V is, for example, from 0 Km / h to 30 Km / h that requires a certain time, or Long-term and stable running with acceleration or deceleration of 50 Km / h to 100 Km / h. Note that a medium acceleration / deceleration operation corresponding to an operation larger than the fine adjustment during slow acceleration / deceleration is treated as being included in the rapid acceleration / deceleration operation.

As shown in FIG. 5, the characteristic correction unit 23 corrects the forward characteristic F1 to the forward characteristic F1b increased by the correction amount U2 and the reverse characteristic F2 to the correction amount D2 when the stepping speed V is large during the rapid acceleration / deceleration operation. The increased recovery characteristic F2b is corrected. The correction amounts U2 and D2 are set to be proportional to the stepping speed V. The straight line connecting the minimum value of the forward characteristic F1b and the origin is the initial forward characteristic F3b, the straight line connecting the minimum value of the backward characteristic F2b and the origin is the final backward characteristic F4b, the maximum value of the forward characteristic F1b and the maximum of the backward characteristic F2b. A straight line connecting the values is set in the hysteresis F5b (F5).
In this embodiment, in order to suppress the uncomfortable feeling felt by the driver, the correction amounts U2 and D2 are set to the same value when the stepping speed V during the rapid acceleration / deceleration operation is the same value. In order to improve the perceptibility, when the stepping speed V is the same value, the relationship U1 <U2 holds, and the reaction forces satisfy the relationships f2 <f9, f4 <f10, f6 <f11, f8 <f12. Yes.

Next, the reaction force setting unit 24 will be described.
The reaction force setting unit 24 outputs a command signal related to the reaction force f based on the FS characteristic.
Specifically, at the time of the slow acceleration / deceleration operation, the control map FA, at the time of the sudden acceleration / deceleration operation, when the control map FB does not correspond to any of the slow acceleration / deceleration operation and the sudden acceleration / deceleration operation, the reference control map F is used. A reaction force f corresponding to the depression amount s is read out, and the read reaction force f is output as an operation reaction force f of the accelerator pedal 3.

Next, the control processing procedure of the control device 1 will be described based on the flowchart of FIG.
Si (i = 1, 2,...) Indicates a step for each process.
As shown in the flowchart of FIG. 6, first, in S1, it is determined whether or not the ignition (Ig) is turned on.
When the ignition is turned on as a result of the determination in S1, information input from the various sensors 4 to 8 is read (S2), and the process proceeds to S3.
If the ignition is turned off as a result of the determination in S1, the control map that has already been set is initialized to the reference control map F (S9), and the process returns.

In S3, it is determined whether the driver has performed a slow acceleration / deceleration operation.
As a result of the determination in S3, when the driver performs a slow acceleration / deceleration operation, the process proceeds to S4, and the correction amount U1 proportional to the stepping speed V and the correction amount D1 having the same value as the correction amount U1 are calculated.
Next, in S5, a control map FA comprising a forward characteristic F1a increased by a correction amount U1 from the forward characteristic F1, a backward characteristic F2a decreased by a correction amount D1 from the backward characteristic F2, an initial forward characteristic F3a, a final backward characteristic F4a, and a hysteresis F5a. Set and proceed to S6.
In S6, the reaction force control mechanism 11 is operated based on the corrected control map FA, and the process returns.

As a result of the determination in S3, if the driver has not performed the slow acceleration / deceleration operation, the process proceeds to S7 to determine whether the driver has performed the rapid acceleration / deceleration operation.
If the driver performs a rapid acceleration / deceleration operation as a result of the determination in S7, the process proceeds to S8, and a correction amount U2 proportional to the stepping speed V and a correction amount D2 that is the same value as the correction amount U2 are calculated.
Next, in S9, a control map FB comprising a forward characteristic F1b increased by a correction amount U2 from the forward characteristic F1, a backward characteristic F2b increased by a correction amount D2 from the backward characteristic F2, an initial forward characteristic F3b, an end backward characteristic F4b, and a hysteresis F5b. In step S6, the reaction force control mechanism 11 is operated based on the corrected control map FB.
If the result of determination in S <b> 7 is that the driver has not performed a rapid acceleration / deceleration operation, the process proceeds to S <b> 6 and the reaction force control mechanism 11 is operated based on the reference control map F.

Next, operations and effects of the vehicle control device 1 will be described.
According to the present control device 1, the reaction force setting unit 24 has a hysteresis F5 between the forward characteristic F1 and the reverse characteristic F2 of the reference control map F when the amount of movement of the driver detected by the stepping speed sensor 5 is large. Therefore, when the operation is switched from a stepping operation to a stepping back operation with a large operation load on the accelerator pedal 3 by the driver, the main muscle while reducing the reaction force f acting on the antagonistic muscle is reduced. The activity can be smoothly switched from the main muscle to the antagonist muscle, and the operability of the accelerator pedal 3 can be ensured.

  The reaction force setting unit 24 increases and corrects the forward characteristic F1 of the reference control map F and decreases the reverse characteristic F2 when the driver's movement detected by the stepping speed sensor 5 is large. Increases the reaction force f acting on the main muscle that excels in motor performance to improve the driver's perception of the driver, and reduces the reaction force f acting on the antagonistic muscle during the step-back operation to improve the driver's ease of operation. It has improved.

  Since the increase correction amount U1 of the forward characteristic F1 and the decrease correction amount D1 of the reverse characteristic F2 of the reference control map F are set to be equal, the operability of the accelerator pedal 3 is ensured when the operation is switched from the stepping operation to the stepping back operation. Occurrence of discomfort felt by the driver can be suppressed.

  The movement amount detection means detects the movement amount of the driver's foot using the depression speed V of the accelerator pedal 3 as a parameter, and therefore detects the muscle that is the subject of the operation and the movement amount using the existing depression speed sensor 5. be able to.

Next, a modified example in which the embodiment is partially changed will be described.
1] In the above embodiment, the driver uses the depression speed V of the accelerator pedal 3 as a parameter for the purpose of improving operability when the depression speed V is large even though the depression amount s of the driver with respect to the accelerator pedal 3 is small. Although the example of detecting the movement amount of the foot has been described, the movement amount of the driver's foot may be detected using the contact area of the foot with the accelerator pedal 3 as a parameter.
As shown in FIG. 7, a plurality of piezoelectric elements 12 are embedded in the accelerator pedal 3A.
Since the plurality of piezoelectric elements 12 are arranged at equal intervals in the vertical direction, the contact area of the driver's foot can be obtained from the number of detected piezoelectric elements 12.
As shown in FIG. 8, three strain gauges 13 are provided on the accelerator pedal 3B.
Since these strain gauges 13 are arranged at the upper end portion and the left and right end portions, the contact area of the driver's foot can be obtained through strain caused by the driver's foot.
This makes it possible to detect the type of muscle that is the subject of the operation and the amount of movement thereof with high accuracy.

2) In the above-described embodiment, an example in which the correction amount U1 of the forward characteristic F1 and the correction amount D1 of the reverse characteristic F2 of the reference control map F are set equal during the slow acceleration / deceleration operation has been described. The reduction correction amount D1 of the reverse characteristic F2 may be set to a different value (U1 <D1 or D1 <U1).
Further, the example in which the correction amount U2 of the forward characteristic F1 and the correction amount D2 of the reverse characteristic F2 of the reference control map F are set to be equal during the rapid acceleration / deceleration operation has been described. However, the increase correction amount U2 and the increase correction of the reverse characteristic F2 The amount D2 may be set to a different value (U2 <D2 or D2 <U2).

3] In the above embodiment, an example in which the forward characteristic and the reverse characteristic of the control map are formed by a linear function proportional to the amount of depression has been described. Alternatively, it may be formed in a convex curved shape.

4) In addition, those skilled in the art can implement the present invention in a form in which various modifications are added to the above-described embodiment or in a form in which each embodiment is combined without departing from the gist of the present invention. Various modifications are also included.

DESCRIPTION OF SYMBOLS 1 Control apparatus 3, 3A, 3B Accelerator pedal 5 Depression speed sensor 24 Reaction force setting part s Depression amount V Depression speed f Reaction force F, FA, FB Control map F1, F1a, F1b Forward characteristic F2, F2a, F2b Restoration characteristic

Claims (6)

A reference control map having a forward characteristic and a reverse characteristic and setting a correlation between the amount of depression of the accelerator pedal and a reaction force value; and a reaction force setting means for setting a reaction force value of the accelerator pedal based on the reference control map; In a vehicle control device comprising:
An operation amount detecting means for detecting an operation amount of a driver's foot with respect to the accelerator pedal;
The reaction force setting means increases the hysteresis between the forward characteristic and the return characteristic of the reference control map when the movement amount detected by the movement amount detection means is large than when the movement amount is small. A vehicle control device.   2. The reaction force setting unit according to claim 1, wherein when the motion amount detected by the motion amount detection unit is large, the forward characteristic of the reference control map is increased and the backward characteristic is decreased. Vehicle control device.   The vehicular control device according to claim 2, wherein the forward correction increase amount and the reverse correction decrease amount of the reference control map are set to be equal.   4. The vehicle control device according to claim 1, wherein the movement amount detection unit detects a movement amount of a driver's foot using a stepping speed of the accelerator pedal as a parameter. 5.   The vehicle according to any one of claims 1 to 3, wherein the movement amount detecting means detects a movement amount of a driver's foot using a contact area of the driver's foot with respect to the accelerator pedal as a parameter. Control device. A reference control map having a forward characteristic and a reverse characteristic and setting a correlation between the amount of depression of the accelerator pedal and a reaction force value; and a reaction force setting means for setting a reaction force value of the accelerator pedal based on the reference control map; In a vehicle control device comprising:
An operation amount detection means for detecting an operation amount of a driver's foot using the depression speed of the accelerator pedal as a parameter;
The reaction force setting means increases the hysteresis between the forward characteristic and the reverse characteristic of the reference control map when the depression speed detected by the movement amount detection means is large than when the depression speed is small. A vehicle control device.