JP2019061343A - Vehicle operation device - Google Patents

Abstract

To provide a vehicle operation device capable of improving operability of an operation member when making the vehicle travel at constant speed.SOLUTION: A vehicle operation device 20 includes an operation pedal 31 which is displaceable in a first direction C1 from a neutral position and a second direction C2 from a neutral position, and an integrated control device 21. The operation pedal 31 is biased to bring the operating position closer to the neutral position. The integrated control device 21 sets the acceleration/deceleration instruction value to a value on the acceleration side when the operation position is located on the first direction C1 side with respect to the holding area, while sets the acceleration/deceleration instruction value to a value on the deceleration side when the operation position is on the second direction C2 side with respect to the holding area. Further, the integrated control device 21 calculates the required value of the braking/driving force of the vehicle so as to hold the vehicle speed when the operation position is located in the holding area, while calculates the required value of the braking/driving force of the vehicle on the basis of the acceleration/deceleration instruction value when the operation position is located outside the holding area.SELECTED DRAWING: Figure 1

Description

  The present invention relates to a vehicle operation device including an operation member operated by a driver to adjust the acceleration / deceleration speed of the vehicle.

  In Patent Document 1, a target vehicle speed, which is a target value of vehicle speed of a vehicle, is set based on an operation position, which is a position of an operation lever which is an example of an operation member, and the vehicle is controlled based on the target vehicle speed. An example of the device is described. In this device, biasing force based on the deviation between the target vehicle speed and the vehicle speed of the vehicle and the target vehicle speed is applied to the operation lever as the operation reaction force.

Japanese Patent Application Publication No. 2003-300425

  In the device described in Patent Document 1, since the biasing force based on the deviation and the target vehicle speed is applied to the operating lever, the biasing force is applied to the operating lever even when the vehicle speed is equal to the target vehicle speed. Granted. That is, even when the vehicle travels at a constant speed, it is necessary to make the driver continuously input the operation force to the operation lever. Therefore, for example, when the vehicle is traveling at a constant speed, the driver is distracted by other vehicle operations other than the operation of the operation lever, and the operation force input to the operation lever changes against the driver's intention. And, the operation position may change. When the operation position changes in this manner, the target vehicle speed changes, and the vehicle speed can not be maintained.

  Therefore, there is room for improvement in terms of improving the operability of the operation member when causing the vehicle to travel at a constant speed.

  A vehicle operation device for solving the above-mentioned problems includes a first direction from a neutral position which is a position for holding a vehicle body speed of the vehicle, and a first direction opposite to the first direction from the neutral position. The operating member configured to be displaceable in the direction of 2, the biasing force application unit that biases the operating member to move the operating position which is the position of the operating member closer to the neutral position, and the holding area including the neutral position When the operation position is located on the first direction side, the acceleration / deceleration command value which is an instruction value for acceleration / deceleration of the vehicle is calculated to the value on the acceleration side, while the operation position is located on the second direction side of the holding area. At the same time, the acceleration / deceleration command value calculation unit calculates the acceleration / deceleration command value to the value on the deceleration side, and when the operation position is within the holding area, the required value of the braking / driving force of the vehicle While the operation position is holding area When located outside is provided with a braking and driving force request value calculation unit for calculating a required value of the longitudinal force of the vehicle based on the acceleration instruction value.

  According to the above configuration, when the operation member is operated such that the operation position is displaced in the first direction relative to the holding area, the braking / driving force is calculated based on the acceleration / deceleration command value calculated to the value on the acceleration side. The required value is calculated. In this case, since vehicle control is performed based on such a required value, the vehicle can be accelerated. On the other hand, when the operating member is operated such that the operating position is displaced in the second direction relative to the holding area, the required value of the braking / driving force is calculated based on the acceleration / deceleration command value calculated to the value on the deceleration side. Be done. In this case, since the vehicle control is performed based on such a required value, the vehicle can be decelerated.

  Further, in the above configuration, the operating position is within the holding area, and the operating position is within the holding area even if the operating position is displaced under the situation where the vehicle is caused to travel at a constant speed. It is possible to make the vehicle speed hold the vehicle. That is, even if the deviation between the operation position and the neutral position changes contrary to the driver's intention, it is possible to continue the constant speed travel of the vehicle as long as the operation position is located within the holding area. Therefore, it is possible to improve the operability of the operation member when causing the vehicle to travel at a constant speed.

  When the operating position is arranged in the holding area and the vehicle is driven at a constant speed, the operating force is input to the operating member regardless of the driver's intention of the vehicle, and the operating position is displaced toward the boundary position There is something to do. The boundary position is a position that is the boundary between the holding area and the outside of the holding area. When the operation position is displaced as it is and the operation position is positioned outside the holding area, the vehicle is accelerated or decelerated. Therefore, the biasing force application unit suppresses the displacement of the operation position away from the neutral position when the operation position is displaced toward the boundary position when the operation position is positioned within the holding area. It is preferable to bias the operating member.

  According to the above configuration, when the operation position is displaced toward the boundary position in the holding area, it is possible to suppress the operation position from being separated from the neutral position by applying the urging force from the urging force application unit to the operation member. . That is, the operation position is unlikely to be displaced to the outside of the holding area. Therefore, acceleration and deceleration of the vehicle contrary to the driver's intention can be suppressed.

  When the operating member is operated by the driver in a situation where the operating position is located in the holding area and the vehicle is driven at a constant speed, the operating position is located outside the holding area . When the driver operates the operation member such that the operation position exceeds the boundary position, the driver's will to accelerate or decelerate if the absolute value of the biasing force applied to the operation member is small. It is difficult for the driver to know whether the vehicle control according to will be performed.

  Therefore, in the above-described vehicle operation device, when the operation position is displaced toward the boundary position when the operation position is located within the holding area, the biasing force application unit increases the displacement speed of the operation position when the operation position is displaced. It is preferable to adjust the biasing force so that the absolute value of the biasing force applied to the operation member becomes large.

  According to the above configuration, when transitioning from a state in which the vehicle is traveling at a constant speed to a state in which the vehicle is accelerated or decelerated, the absolute value of the biasing force to be applied to the operating member is increased as the operating speed of the operating member increases. It can be enlarged. That is, when the operation position exceeds the boundary position, the absolute value of the biasing force applied to the operation member can be increased. Therefore, it is possible to inform the driver through the operation member that the vehicle is driven to accelerate or decelerate from the state in which the vehicle is traveling at a constant speed.

  Here, a position between the neutral position and the boundary position is defined as a defined position, and a region between the defined position and the boundary position in the holding area is defined as a biasing force application region, and a region closer to the neutral position than the defined position is It is assumed that it is a biasing force non-granting area.

  In this case, it is preferable that the biasing force application unit does not bias the operation member when the operation position is positioned within the biasing force non-application area when the operation position is displaced toward the boundary position. According to this configuration, when the operation position is positioned within the biasing force non-application area, the operation position is not displaced even if the driver does not input the operation force to the operation member, so the operation position can be easily held.

  On the other hand, when the operation position is displaced toward the boundary position, the biasing force application unit preferably biases the operation member when the operation position is positioned within the biasing force application region. According to this configuration, when the operation position is positioned within the biasing force application area, the operating member is biased. Therefore, when the operation position is away from the neutral position contrary to the driver's intention, the operation position is unlikely to exceed the boundary position by the application of the biasing force to the operation member.

  Further, when the operation member is operated by the driver to accelerate or decelerate the vehicle, the operation member is biased when the operation position is positioned within the biasing force application area. That is, when the operation position exceeds the boundary position, the biasing force can be applied to the operation member. Therefore, it is possible to inform the driver through the operation member that the vehicle has been accelerated or decelerated from being in a state in which the vehicle is traveling at a constant speed.

  For example, the biasing force applying unit applies the biasing force to the operation member as the displacement speed of the operation position is larger when the operation position is positioned within the biasing force application region when the operation position is displaced toward the boundary position. The biasing force may be adjusted so that the absolute value of the biasing force to be applied to the operating member becomes larger as the absolute value of 大 き く becomes larger and the operating position becomes closer to the boundary position.

  According to the above configuration, in a situation where the operation member is operated by the driver to accelerate or decelerate the vehicle, the absolute value of the biasing force applied to the operation member is increased when the operation position exceeds the boundary position. Can. Therefore, it is possible to inform the driver through the operation member that the vehicle is driven to accelerate or decelerate from the state in which the vehicle is traveling at a constant speed.

  In the vehicle operation device, when the operating position is displaced from the outside of the holding area toward the neutral position, the biasing force application unit reduces the absolute value of the urging force applied to the operating member as the operating position approaches the neutral position. It is preferable to do.

  According to the above configuration, when the operating position is displaced toward the neutral position, the absolute value of the biasing force applied to the operating member decreases as the operating position approaches the neutral position. When the operating position is at the neutral position, the biasing force is "0". That is, as the absolute value of the biasing force applied to the operating member decreases as the operating position approaches the neutral position, the driver can easily operate the operating member when the operating position is displaced to the neutral position. Therefore, the operability of the operation member at the time of shifting the vehicle to a state in which the vehicle travels at a constant speed can be enhanced from a state in which the vehicle is accelerated or decelerated.

  Note that one aspect of the vehicle operation device described above is to calculate a target vehicle body speed that is a target value of the vehicle body speed for each predetermined calculation cycle, and to adjust the target vehicle body speed calculated in the previous calculation cycle; A target vehicle speed calculation unit that calculates a target vehicle speed based on a speed instruction value, and when the target vehicle speed is high, the neutral position is displaced in the first direction while the target vehicle speed is low. And a neutral position calculator configured to set the neutral position such that the neutral position is displaced in the second direction.

  According to the above configuration, the neutral position is set to a position according to the target vehicle speed. Therefore, it can be said that the biasing force applied to the operation member by the biasing force applying portion is a value corresponding to the deviation between the instructed vehicle speed which is the vehicle speed instructed by the driver and the target vehicle speed.

  Here, in the prior art as disclosed in Patent Document 1, for example, the biasing force is calculated based on the deviation between the indicated vehicle speed (corresponding to the target vehicle speed in Patent Document 1) and the vehicle speed of the vehicle. ing. Therefore, when the actual vehicle speed changes because the traveling resistance of the vehicle changes, the biasing force applied to the operation member also changes.

  On the other hand, according to one aspect of the vehicle operation device, even if the traveling resistance of the vehicle changes and the actual vehicle speed changes, the neutral position does not change, so the urging force hardly changes. That is, since the target vehicle speed does not easily change, it is easy to restore the vehicle speed to the original position without displacing the operation position.

BRIEF DESCRIPTION OF THE DRAWINGS The schematic block diagram which shows a vehicle system provided with the operating device for vehicles in 1st Embodiment. (A) is a graph which shows the relationship between the operation deviation and the acceleration of the front-back direction of a vehicle, (b) is a graph which shows the relationship between the operation deviation and the urging | biasing force. The partially expanded view in FIG.2 (b). FIG. 2 is a block diagram showing a functional configuration of an integrated control device in the vehicle operation device of the first embodiment. The flowchart explaining the processing routine performed in order to calculate traveling resistance. The flowchart explaining the processing routine performed in order to calculate braking / driving force correction amount. The flowchart which demonstrates the processing routine performed in order to calculate holding area holding | maintenance urging | biasing force. The flowchart explaining the processing routine performed in order to calculate a restriction | limiting urging | biasing force. (A)-(f) is a timing chart at the time of driving | running | working of the vehicle carrying the operating device for vehicles of 1st Embodiment. FIG. 8 is a block diagram showing a part of a functional configuration of an integrated control device in a vehicle operation device of a second embodiment. (A)-(f) is a timing chart at the time of driving | running | working of the vehicle carrying the operating device for vehicles of 2nd Embodiment. (A) And (b) is a timing chart which shows transition of the body speed in the case of a comparative example, and energizing force. (A) And (b) is a timing chart which shows transition of the body speed in the case of a 2nd embodiment, and energizing force. The perspective view which shows the input device with which the operating device for vehicles of another embodiment is provided.

First Embodiment
Hereinafter, a first embodiment of a vehicle operation device will be described according to FIGS. 1 to 9.
The vehicle system provided with the operating device 20 for vehicles of this embodiment is illustrated by FIG. This vehicle system comprises a drive control device 11 for controlling the drive device 12 of the vehicle based on the request value calculated by the vehicle operation device 20 and braking of the vehicle based on the request value calculated by the vehicle operation device 20. A braking control device 15 for controlling the device 16 is provided.

  As shown in FIG. 1, the vehicle operating device 20 includes a pedal device 30 and an integrated control device 21. The pedal device 30 includes an operation pedal 31 which is an example of an operation member operated by the foot 100 of the driver of the vehicle. The operation pedal 31 is a so-called seesaw type pedal that can rotate in both directions about the rotation shaft 32. Specifically, when the operation pedal 31 is pressed on the fingertip side of the driver's foot 100, the operation pedal 31 rotates in a first direction C1, which is a counterclockwise direction in the drawing. When the operation pedal 31 is pressed on the heel side of the driver's foot 100, the operation pedal 31 rotates in a second direction C2 which is a clockwise direction in the drawing. That is, the second direction C2 is the opposite direction of the first direction C1.

  Further, the pedal device 30 is provided with an urging force application mechanism 33 for applying an urging force RF to the operation pedal 31 as a reaction force to the operation force input to the operation pedal 31 by the driver. The biasing force applying mechanism 33 has a biasing motor 331 and a coil spring. Then, the biasing force applying mechanism 33 applies a biasing force RF according to the drive of the biasing motor 331 and the degree of expansion and contraction of the coil spring to the operation pedal 31.

  Further, the pedal device 30 is provided with an operation control device 34 for controlling the drive of the biasing motor 331 and a position sensor 35 for detecting the operation position X of the operation pedal 31. The position sensor 35 transmits the detected operation position X of the operation pedal 31 (specifically, the rotation angle of the operation pedal) to the integrated control device 21. The operation position X is “0” when the operation pedal 31 is rotated most on the second direction C2 side, and increases as the operation pedal 31 rotates in the first direction C1 from the rotation position. The operation control device 34 controls the drive of the biasing motor 331 based on the biasing force request value RFR received from the integrated control device 21. That is, based on the urging force request value RFR, the operation control device 34 drives the urging motor 331 such that the urging force RF for bringing the operation position X close to the neutral position X0 is applied to the operation pedal 31. In the present embodiment, the neutral position X0 is on the first direction C1 side with respect to the position where the operation position X is “0” and the second direction C2 side than the position where the operation position X is the maximum. It is the position set to. In this regard, in the present embodiment, the biasing force application mechanism 33 and the operation control device 34 respectively function as components of an example of the “biasing force application unit”.

  The integrated control device 21 can communicate with a vehicle speed detection system 211 that detects the vehicle body speed VSa of the vehicle, a pitch angle detection system 212 that detects the pitching angle θe of the vehicle, and a vehicle weight detection system 213 that detects the weight We of the vehicle. It has become.

  Then, the integrated control device 21 calculates various request values based on the received various information, that is, the operation position X of the operation pedal 31, the vehicle speed VSa of the vehicle, the pitching angle θe, and the weight We.

  2 and 3 show the characteristics of the vehicle and the operation characteristics of the pedal device 30, which are realized by the execution of various processes of the integrated control device 21. The neutral position X0 is the position (rotational angle) of the operation pedal 31 for holding the vehicle body speed VSa of the vehicle. Further, in the present embodiment, when the operation position X is positioned closer to the first direction C1 than the neutral position X0, the operation deviation ΔX, which is the deviation between the operation position X and the neutral position X0, becomes positive. When it is positioned on the second direction C2 side with respect to the neutral position X0, the operation deviation ΔX is negative. In FIG. 2 and FIG. 3, the coordinates of the horizontal axis indicated by the arrows starting from “X0”, “XA1”, “XA2”, “XD1” and “XD2” are the coordinates at the absolute position (operation position X) It is a relative position from the neutral position X0 corresponding to X0 ',' XA1 ',' XA2 ',' XD1 'and' XD2 '.

  As shown in FIG. 2A, when the operation position X is located within the predetermined holding area HR including the neutral position X0, the absolute value of the operation deviation ΔX is small, and hence the acceleration GX which is the acceleration in the longitudinal direction of the vehicle. Becomes equal to "0". That is, the holding area HR is an area of the operation position X for holding the vehicle body speed VSa of the vehicle. Further, an acceleration area HA, which is an area of the operation position X for accelerating the vehicle, is set on the first direction C1 side with respect to the holding area HR. A deceleration area HD, which is an area of the operation position X for decelerating the vehicle, is set on the second direction C2 side of the holding area HR. When the operation position X is located within the acceleration region HA, the operation deviation ΔX is a positive value, and the operation deviation ΔX is relatively large, so the acceleration GX is a positive value. Moreover, as the operation deviation ΔX is larger, the acceleration GX is larger. On the other hand, when the operation position X is located within the deceleration region HD, the operation deviation ΔX is a negative value, and the absolute value of the operation deviation ΔX is relatively large, so the acceleration GX is a negative value. . That is, the vehicle decelerates. Moreover, the larger the absolute value of the operation deviation ΔX, the smaller the acceleration GX, that is, the larger the deceleration of the vehicle.

  The holding area HR is set so that the neutral position X0 is positioned at the center thereof. In this embodiment, the position that is the boundary between the holding area HR and the acceleration area HA is called "acceleration side boundary position XA1", and the position that is the boundary between the holding area HR and the deceleration area HD is "deceleration side It is called the boundary position XD1.

  As shown in FIG. 2 (b), when the operation position X is located in the acceleration area HA and the operation deviation ΔX is relatively large, the operation position X is brought closer to the neutral position X0, ie, the operation deviation ΔX The operating pedal 31 is biased to approach 0 ". In the present embodiment, the force acting on the operation pedal 31 in the first direction C1 is positive, and the force acting on the operation pedal 31 in the second direction C2 is negative. Therefore, when the operation position X is located in the acceleration area HA and the operation deviation ΔX is relatively large, the biasing force RF applied to the operation pedal 31 has a negative value. Moreover, the absolute value of the biasing force RF increases as the operation deviation ΔX increases.

  In addition, when the operation position X is located in the deceleration area HD and the absolute value of the operation deviation ΔX is relatively large, the operation position X approaches the neutral position X0, that is, the operation deviation ΔX approaches “0”. The operation pedal 31 is energized. In this case, the direction of the biasing force RF applied to the operation pedal 31 is opposite to the direction of the biasing force RF when the operation position X is located in the acceleration region HA. That is, the biasing force RF has a positive value. When the operation position X is located in the deceleration area HD, the absolute value of the biasing force RF increases as the absolute value of the operation deviation ΔX increases.

  As shown in FIG. 3, the holding area HR includes an urging force non-application area HR1 including the neutral position X0, and an acceleration-side urging area HR2A located between the urging non-application area HR1 and the acceleration area HA. It can be divided into the deceleration side biasing force application region HR2D located between the biasing force non-application region HR1 and the deceleration region HD. Specifically, an acceleration-side defined position XA2 set between the neutral position X0 and the acceleration-side boundary position XA1 and a deceleration-side defined position set between the neutral position X0 and the deceleration side boundary position XD1 A biasing force non-granting area HR1 is between XD2 and XD2. Between acceleration-side boundary position XA1 and acceleration-side specified position XA2 is acceleration-side biasing force application region HR2A, and between deceleration-side boundary position XD1 and deceleration-side specified position XD2 is deceleration side biasing force application region HR2D. is there.

  In FIG. 3, the solid line arrow indicates that the operation position X is away from the neutral position X0, that is, the absolute value of the operation deviation ΔX is large, and the broken arrow indicates that the operation position X is displaced to the neutral position X0, that is, This is the case where the absolute value of the operation deviation ΔX is small. Under the condition that the operation position X is located in the urging force non-application area HR1, the operation deviation ΔX can be considered to be substantially “0”, so the operation position X is even when the operation position X is away from the neutral position X0. Even when approaching the neutral position X0, the biasing force RF is equal to "0".

  On the other hand, when the operation position X is located in the acceleration side biasing force application region HR2A, the biasing force RF is a negative value because the operation deviation ΔX is a positive value. At this time, as the absolute value of the operation deviation ΔX is larger, the absolute value of the biasing force RF is larger. Further, when the operation position X is located in the acceleration side application force application region HR2A, the ratio of the change amount of the application force RF to the unit change amount of the operation deviation ΔX is the ratio when the operation position X is located in the acceleration region HA Greater than. Furthermore, when the operation position X is displaced within the acceleration side urging force application region HR2A, the ratio of the change amount of the urging force RF to the unit change amount of the operation deviation ΔX is the operation during the operation deviation ΔX becomes large. The deviation ΔX is larger than the ratio during the decrease.

  Then, when the operation position X is displaced so as to increase the operation deviation ΔX in the acceleration side urging force application region HR2A, the absolute value of the urging force RF increases as the operation deviation ΔX increases. Further, when the operation deviation ΔX becomes large and the operation position X exceeds the acceleration side boundary position XA1 and the operation position X comes to be positioned in the acceleration area HA, the absolute value of the biasing force RF becomes the operation position X at the acceleration side boundary position It becomes smaller than just before crossing XA1. As a result, it is possible to inform the driver of the vehicle through the operation pedal 31 that the vehicle is to be accelerated from the state in which the vehicle is traveling at a constant speed or the state in which the vehicle is stopped.

  When the operation position X is located in the deceleration side biasing force application region HR2D, the biasing force RF is a positive value because the operation deviation ΔX is a negative value. At this time, as the absolute value of the operation deviation ΔX is larger, the absolute value of the biasing force RF is larger. Further, when the operation position X is positioned in the deceleration side biasing force application region HR2D, the ratio of the change amount of the biasing force RF to the unit change amount of the operation deviation ΔX is the ratio when the operation position X is positioned in the deceleration region HD. Greater than. Furthermore, when the operation position X is displaced within the deceleration side biasing force application region HR2D, the ratio of the variation of the biasing force RF to the unit variation of the operation deviation ΔX while the absolute value of the operation deviation ΔX is large. Is larger than the ratio in the midst of decreasing the absolute value of the operation deviation ΔX.

  Then, when the operation position X is displaced so that the absolute value of the operation deviation ΔX becomes larger in the deceleration side urging force application region HR2D, the absolute value of the urging force RF becomes larger as the absolute value of the operation deviation ΔX becomes larger. Become. Further, when the absolute value of the operation deviation ΔX becomes large and the operation position X exceeds the deceleration side boundary position XD1 and the operation position X comes to be positioned in the deceleration area HD, the absolute value of the biasing force RF is reduced to the operation position X It becomes smaller than just before exceeding the side boundary position XD1. As a result, it is possible to convey to the driver of the vehicle through the operation pedal 31 that the vehicle is being driven at a constant speed and the vehicle is to be decelerated.

Next, the functional configuration of the integrated control device 21 will be described with reference to FIG.
As shown in FIG. 4, the integrated control device 21 has various functional units for controlling the biasing force RF and the acceleration / deceleration of the vehicle as shown in FIGS. 2 and 3. The integrated control device 21 has a neutral position holding unit M21 that stores a preset neutral position X0, and a subtraction unit M22 that derives an operation deviation ΔX that is a value obtained by subtracting the neutral position X0 from the operation position X doing.

  Further, the integrated control device 21 performs an acceleration / deceleration command value calculation unit M31 that calculates an acceleration / deceleration command value GXi that is a command value of acceleration / deceleration in the front-rear direction of the vehicle based on the operation deviation ΔX calculated by the subtraction unit M22. Have. The map shown in FIG. 4 is stored in the acceleration / deceleration command value calculation unit M31. Therefore, the acceleration / deceleration command value calculation unit M31 refers to the map and derives a value corresponding to the operation deviation ΔX as the acceleration / deceleration command value GXi. That is, when the operation deviation ΔX is a value of “0” or more, the acceleration / deceleration command value calculation unit M31 determines that the absolute value of the operation deviation ΔX is less than the absolute value of the deviation between the neutral position X0 and the acceleration side boundary position XA1. At the same time, the acceleration / deceleration command value GXi is made equal to "0". On the other hand, when the absolute value of the operation deviation ΔX is larger than the absolute value of the deviation between the neutral position X0 and the acceleration side boundary position XA1, the acceleration / deceleration command value calculation unit M31 accelerates the acceleration / deceleration command value GXi to the acceleration side value (ie, Make it a positive value). Specifically, the acceleration / deceleration command value calculation unit M31 increases the acceleration / deceleration command value GXi as the absolute value of the operation deviation ΔX increases.

  When the operation deviation ΔX is a value less than “0”, the acceleration / deceleration command value calculation unit M31 determines that the absolute value of the operation deviation ΔX is less than or equal to the absolute value of the deviation between the neutral position X0 and the deceleration side boundary position XD1. At the same time, the acceleration / deceleration command value GXi is made equal to "0". On the other hand, when the absolute value of the operation deviation ΔX is larger than the absolute value of the deviation between the neutral position X0 and the deceleration side boundary position XD1, the acceleration / deceleration command value calculation unit M31 decelerates the acceleration / deceleration command value GXi Negative value). Specifically, the acceleration / deceleration command value calculation unit M31 reduces the acceleration / deceleration command value GXi as the absolute value of the operation deviation ΔX increases.

  Further, the integrated control device 21 has a maximum braking / driving force computing unit M32, a traveling resistance estimating unit M33, and an acceleration / deceleration limit value computing unit M34. The maximum braking / driving force calculation unit M32 calculates a maximum braking / driving force FXmax that is the maximum value of the braking / driving force that can be generated by the vehicle at the current time based on the vehicle body speed VSa at the current time. When accelerating the vehicle, the braking / driving force indicates the driving force generated on the vehicle. On the other hand, when the vehicle is decelerated, the braking / driving force indicates the braking force generated on the vehicle. Therefore, the braking / driving force is set to a positive value when accelerating the vehicle, and is set to a negative value when decelerating the vehicle. The maximum braking / driving force computing unit M32 stores the map shown in FIG. Then, the maximum braking / driving force calculation unit M32 refers to the map and derives a value corresponding to the vehicle speed VSa as the maximum braking / driving force FXmax. In this case, as shown in FIG. 4, when the vehicle speed VSa is large, the maximum braking / driving force computing unit M32 is such that the absolute value of the maximum braking / driving force FXmax becomes smaller than when the vehicle speed VSa is not large. Calculate the driving force FXmax.

  The running resistance estimation unit M33 calculates a running resistance Re that is an estimated value of the running resistance at the present time for the vehicle in which the vehicle is running. The running resistance estimating unit M33 calculates running resistance Re based on the vehicle speed VSa, the pitching angle θe of the vehicle, and the weight We of the vehicle. A specific calculation method of the running resistance Re will be described later with reference to FIG.

  The acceleration / deceleration limit value computing unit M34 computes an acceleration / deceleration limit value GX1 that is a limit value for the acceleration / deceleration in the front-rear direction of the vehicle. The acceleration / deceleration limit value calculation unit M34 performs adjustment based on the maximum braking / driving force FXmax calculated by the maximum braking / driving force calculation unit M32, the traveling resistance Re calculated by the traveling resistance estimation unit M33, and the weight We of the vehicle. Calculate the speed limit value GXl. When the vehicle is accelerated, the acceleration / deceleration limit value GXl is a positive value. When the vehicle is decelerated, the acceleration / deceleration limit value GXl is a negative value. For example, the acceleration / deceleration limit value calculation unit M34 can calculate the acceleration / deceleration limit value GXl by using the following relational expression (Expression 1). That is, when accelerating the vehicle, the acceleration / deceleration limit value GXl increases as the maximum braking / driving force FXmax increases, and increases as the traveling resistance Re decreases, and further increases as the weight We of the vehicle decreases. On the other hand, when decelerating the vehicle, the absolute value of the acceleration / deceleration limit value GXl increases as the maximum braking / driving force FXmax decreases, and increases as the traveling resistance Re increases, and further increases as the weight We of the vehicle decreases. .

Further, the integrated control device 21 has a target acceleration / deceleration calculation unit M35 that calculates a target acceleration / deceleration GXt that is a target value of acceleration / deceleration in the longitudinal direction of the vehicle. The target acceleration / deceleration calculation unit M35 calculates the target acceleration / deceleration GXt based on the acceleration / deceleration command value GXi calculated by the acceleration / deceleration command value calculation unit M31 and the acceleration / deceleration limit value GXl calculated by the acceleration / deceleration limit value calculation unit M34. Calculate Specifically, when the absolute value of the acceleration / deceleration command value GXi is equal to or less than the absolute value of the acceleration / deceleration limit value GXl, the target acceleration / deceleration operation unit M35 makes the target acceleration / deceleration GXt equal to the acceleration / deceleration command value GXi. On the other hand, when the absolute value of the acceleration / deceleration command value GXi is larger than the absolute value of the acceleration / deceleration limit value GXl, the target acceleration / deceleration operation unit M35 makes the target acceleration / deceleration GXt equal to the acceleration / deceleration limit value GXl.

  Further, the integrated control device 21 includes a target braking / driving force computing unit M36, a first adding unit M37, a target vehicle speed computing unit M38, a braking / driving force correction amount computing unit M39, a second adding unit M40, and braking / driving. And a force request value calculation unit M41. A target braking / driving force computing unit M36 computes a target braking / driving force FXt, which is a target value of the braking / driving force, based on the target acceleration / deceleration GXt computed by the target acceleration / deceleration computing unit M35 and the weight We of the vehicle. For example, the target braking / driving force calculation unit M36 can calculate the target braking / driving force FXt by using the following relational expression (Expression 2). That is, when the target acceleration / deceleration GXt is a positive value to accelerate the vehicle, the target braking / driving force FXt also becomes a positive value. On the other hand, when the target acceleration / deceleration GXt is a negative value to decelerate the vehicle, the target braking / driving force FXt also becomes a negative value. The absolute value of the target braking / driving force FXt increases as the absolute value of the target acceleration / deceleration GXt increases, and increases as the weight We of the vehicle increases. When the target acceleration / deceleration GXt is equal to the acceleration / deceleration command value GXi, it can be said that the target braking / driving force FXt is a value corresponding to the acceleration / deceleration command value GXi.

The first addition unit M37 is based on the target braking / driving force FXt calculated by the target braking / driving force calculation unit M36 and the traveling resistance Re calculated by the traveling resistance estimation unit M33, , And "the amount of braking / driving force FF." Specifically, the first addition unit M37 calculates the sum of the target braking / driving force FXt and the traveling resistance Re as the braking / driving force FF amount FXff.

  A target vehicle speed calculating unit M38 calculates a target vehicle speed VSt, which is a target value of the vehicle speed VSa of the vehicle, based on the target acceleration / deceleration GXt calculated by the target acceleration / deceleration calculating unit M35. For example, the target vehicle speed calculation unit M38 can calculate the target vehicle speed VSt by using the following relational expression (Expression 3). In the relational expression (Expression 3), "ST" is the temporal length of the calculation cycle of the target vehicle speed VSt. Further, "VSt (N)" is the target vehicle speed VSt obtained in the present calculation cycle, and "VSt (N-1)" is the target vehicle speed VSt obtained in the previous calculation cycle. When the target acceleration / deceleration GXt is equal to the acceleration / deceleration command value GXi, the target vehicle speed VSt can be said to be a value calculated based on the acceleration / deceleration command value GXi.

A braking / driving force correction amount computing unit M39 computes a braking / driving force correction amount FXfb, which is a braking / driving force correction amount, based on the target vehicle speed VSt calculated by the target vehicle speed computing unit M38 and the vehicle body speed VSa. A specific method of calculating the braking / driving force correction amount FXfb will be described later with reference to FIG.

  The second addition unit M40 performs demand control based on the braking / driving force FF amount FXff calculated by the first addition unit M37 and the braking / driving force correction amount FXfb calculated by the braking / driving force correction amount calculation unit M39. Calculate force FXR. Specifically, the second adding unit M40 calculates the sum of the braking / driving force FF amount FXff and the braking / driving force correction amount FXfb as the required braking / driving force FXR.

  The braking / driving force request value calculation unit M41 generates a braking / driving force request value FXpt for the drive device, which is a required value of the braking / driving force for the drive device 12 based on the request braking / driving force FXR calculated by the second addition unit M40. A braking device braking / driving force request value FXbr, which is a braking / driving force request value for the braking device 16, is determined. The braking / driving force request value calculation unit M41 transmits the calculated driving device braking / driving force request value FXpt to the drive control device 11. Further, the braking / driving force request value calculation unit M41 transmits the calculated braking device braking / driving force request value FXbr to the braking control device 15.

  Further, the integrated control device 21 has a basic biasing force calculation unit M51, a holding area holding biasing force calculation unit M52, a restriction biasing force calculation unit M53, and a third addition unit M54. The basic biasing force calculation unit M51 calculates a basic biasing force RFb based on the operation deviation ΔX calculated by the subtraction unit M22. The basic energizing force calculation unit M51 stores the map shown in FIG. Then, the basic biasing force calculation unit M51 refers to the map and derives a value corresponding to the operation deviation ΔX as the basic biasing force RFb. When the operation deviation ΔX is a value of “0” or more, the basic biasing force calculation unit M51 calculates the basic biasing force RFb as follows. That is, when the absolute value of the operation deviation ΔX is equal to or less than the absolute value of the deviation between the neutral position X0 and the acceleration side prescribed position XA2, the basic energizing force calculation unit M51 makes the basic energizing force RFb equal to “0”. Further, when the absolute value of the operation deviation ΔX is larger than the absolute value of the deviation between the neutral position X0 and the acceleration side prescribed position XA2, the basic urging force calculation unit M51 increases the absolute value of the operation deviation ΔX, and the basic urging force RFb Make Specifically, when the absolute value of the operation deviation ΔX is less than or equal to the absolute value of the deviation between the neutral position X0 and the acceleration side boundary position XA1, the unit change amount of the basic biasing force RFb relative to the unit change amount of the operation deviation ΔX The ratio is larger than the ratio when the absolute value of the operation deviation ΔX is larger than the absolute value of the deviation between the neutral position X0 and the acceleration side boundary position XA1.

  On the other hand, when the operation deviation ΔX is a value less than “0”, the basic biasing force calculation unit M51 calculates the basic biasing force RFb as follows. That is, when the absolute value of the operation deviation ΔX is equal to or less than the absolute value of the deviation between the neutral position X0 and the deceleration side prescribed position XD2, the basic energizing force calculation unit M51 makes the basic energizing force RFb equal to "0". Further, when the absolute value of the operation deviation ΔX is larger than the absolute value of the deviation between the neutral position X0 and the deceleration side prescribed position XD2, the basic urging force calculation unit M51 increases the absolute value of the operation deviation ΔX, and the basic urging force RFb Increase the Specifically, when the absolute value of the operation deviation ΔX is less than or equal to the absolute value of the deviation between the neutral position X0 and the deceleration side boundary position XD1, the unit change amount of the basic biasing force RFb relative to the unit change amount of the operation deviation ΔX The ratio is larger than the ratio when the absolute value of the operation deviation ΔX is larger than the absolute value of the deviation between the neutral position X0 and the deceleration side boundary position XD1.

  Holding area holding biasing force calculation unit M52 holds holding area holding with holding force which is a pressing force for suppressing displacement of operation position X to the outside of holding area HR based on operation deviation ΔX calculated by subtraction unit M22. Calculate the power RFc. A specific calculation method of the holding area holding biasing force RFc will be described later with reference to FIG.

  Based on the operation deviation ΔX calculated by the subtraction unit M22, the restriction urging force calculation unit M53 calculates a restriction urging force RFl, which is an urging force for suppressing a further displacement of the operation position X. Note that a specific calculation method of the limiting biasing force RF1 will be described later with reference to FIG.

  The third adding unit M54 includes a basic biasing force RFb computed by the basic biasing force computation unit M51, a holding area retention biasing force RFc computed by the holding area retention biasing force computation unit M52, and a limited biasing force computation unit M53. Based on the calculated limiting urging force RFl, an urging force request value RFR, which is a request value of the urging force, is calculated. That is, the third adding unit M54 calculates the sum of the basic biasing force RFb, the holding area holding biasing force RFc, and the limiting biasing force RFl as the biasing force request value RFR. Then, the third adding unit M54 transmits the calculated urging force request value RFR to the operation control device 34. Therefore, in the present embodiment, the basic biasing force calculation unit M51, the holding area holding biasing force calculation unit M52, the limitation biasing force calculation unit M53, and the third adding unit M54 together with the biasing force application mechanism 33 and the operation control device 34 An example of the "biasing force application unit" is configured.

  Next, with reference to FIG. 5, a processing routine executed by the running resistance estimating unit M33 to calculate the running resistance Re will be described. Note that this processing routine is executed every preset operation cycle.

  As shown in FIG. 5, in the processing routine, the traveling resistance estimating unit M33 calculates the air resistance Ra received by the vehicle based on the vehicle body speed VSa of the vehicle (S11). For example, the traveling resistance estimating unit M33 can calculate the air resistance Ra by using the following relational expression (Expression 4). In the relational expression (Expression 4), “「 ”is the density of air,“ Cd ”is the air resistance coefficient, and“ Ap ”is the front projection area of the vehicle. Therefore, the air resistance Ra increases as the vehicle speed VSa increases.

Then, the traveling resistance estimating unit M33 calculates the rolling resistance Rr of the wheels of the vehicle based on the weight We of the vehicle (S12). For example, the running resistance estimation unit M33 can calculate the rolling resistance Rr by using the following relational expression (Expression 5). In the relational expression (Expression 5), "Cr" is a rolling resistance coefficient. Therefore, the rolling resistance Rr increases as the weight We of the vehicle increases.

Subsequently, the running resistance estimating unit M33 calculates the slope resistance Rs, which is a resistance component caused by the gradient of the road surface on which the vehicle travels, based on the weight We of the vehicle and the pitching angle θe (S13). For example, the traveling resistance estimating unit M33 can calculate the slope resistance Rs by using the following relational expression (Expression 6). In the relational expression (Expression 6), "g" is gravitational acceleration. The pitching angle θe is a negative value when the vehicle is traveling on a slope, and a positive value when the vehicle is traveling on a downhill. Therefore, the slope resistance Rs takes a positive value when the vehicle is traveling on a slope. Specifically, the slope resistance Rs increases as the weight We of the vehicle increases, and increases as the absolute value of the pitching angle θe increases. On the other hand, the slope resistance Rs takes a negative value when the vehicle is traveling on a down slope. Specifically, the slope resistance Rs decreases as the weight We of the vehicle increases, and decreases as the pitching angle θe increases.

Then, the traveling resistance estimation unit M33 calculates the sum of the calculated air resistance Ra, the rolling resistance Rr, and the slope resistance Rs as the traveling resistance Re (S14). After that, the traveling resistance estimation unit M33 temporarily ends the present processing routine.

  Next, with reference to FIG. 6, a processing routine executed by the braking / driving force correction amount calculation unit M39 to calculate the braking / driving force correction amount FXfb will be described. Note that this processing routine is executed every preset operation cycle.

  As shown in FIG. 6, in the processing routine, the braking / driving force correction amount calculation unit M39 obtains a value obtained by subtracting the vehicle speed VSa of the vehicle from the target vehicle speed VSt as a vehicle speed deviation ΔVS (S21). The vehicle speed deviation ΔVS has a positive value when the target vehicle speed VSt is larger than the vehicle speed VSa, and has a negative value when the target vehicle speed VSt is smaller than the vehicle speed VSa. Subsequently, the braking / driving force correction amount calculation unit M39 calculates the braking / driving force correction amount FXfb based on the calculated vehicle speed deviation ΔVS (S22). For example, the braking / driving force correction amount FXfb can be calculated by using the following relational expression (Expression 7), that is, by feedback control using the vehicle speed deviation ΔVS. In the relational expression (Equation 7), “Kp” is a proportional control gain, “Ki” is an integral control gain, and “Kd” is a differential control gain. Thereafter, the braking / driving force correction amount calculation unit M39 once ends the processing routine.

Next, with reference to FIG. 7, a processing routine executed by the holding area holding and biasing force calculation unit M52 to calculate the holding area and holding biasing force RFc will be described. Note that this processing routine is executed every preset operation cycle.

  As shown in FIG. 7, in this processing routine, the holding area holding and urging force calculation unit M52 calculates a holding and urging force candidate value RFcA, which is a candidate value for the holding area holding and urging force RFc, based on the operation deviation ΔX S31). That is, when the operation position X is positioned on the first direction C1 side relative to the neutral position X0, the operation deviation ΔX has a positive value, and the operation position X is positioned on the second direction C2 side relative to the neutral position X0. In this case, the operation deviation ΔX has a negative value. When it can be determined based on the operation deviation ΔX that the operation position X is positioned between the deceleration-side prescribed position XD2 and the acceleration-side prescribed position XA2, the holding area holding and biasing force calculation unit M52 is a holding biasing force candidate value Make RFcA equal to "0". Further, when it can be determined based on the operation deviation ΔX that the operation position X is positioned closer to the first direction C1 than the acceleration side prescribed position XA2, the holding area holding and biasing force calculation unit M52 has a relationship shown below By using the equation (Equation 8), it is possible to calculate the holding urging force candidate value RFcA. In the relational expression (Expression 8), “Kc” is a rigidity coefficient for calculating the holding area holding biasing force RFc, and “Cc” is an attenuation coefficient for calculating the holding area holding biasing force RFc. Further, “BA” is a value obtained by subtracting the neutral position X0 from the acceleration side prescribed position XA2. In this case, the holding and energizing force candidate value RFcA is a negative value. The absolute value of the holding biasing force candidate value RFcA increases as the absolute value of the operation deviation ΔX increases, and increases as the differential value of the operation deviation ΔX increases.

Further, when it can be determined based on the operation deviation ΔX that the operation position X is positioned on the second direction C2 side with respect to the deceleration side prescribed position XD2, the holding area holding and biasing force calculation unit M52 has the following relationship By using Formula (Formula 9), it is possible to calculate the holding urging force candidate value RFcA. In the relational expression (Expression 9), “Kc” is a rigidity coefficient for calculating the holding area holding biasing force RFc, and “Cc” is an attenuation coefficient for calculating the holding area holding biasing force RFc. Further, “BD” is a value obtained by subtracting the neutral position X0 from the deceleration side prescribed position XD2. In this case, the holding and energizing force candidate value RFcA is a positive value. Further, the holding biasing force candidate value RFcA increases as the absolute value of the operation deviation ΔX increases, and increases as the value obtained by temporally differentiating the operation deviation ΔX decreases.

Further, when it can be determined that the operation position X is located in the acceleration area HA based on the operation deviation ΔX, the holding area holding and urging force calculation unit M52 makes the holding and urging force candidate value RFcA equal to “0”. Similarly, when it can be determined that the operation position X is located in the deceleration area HD based on the operation deviation ΔX, the holding area holding and urging force calculation unit M52 makes the holding and urging force candidate value RFcA equal to “0”.

  Then, the holding area holding and urging force calculation unit M52 determines the holding area holding and urging force RFc (S32). That is, when the holding urging force candidate value RFcA is equal to "0", the holding area holding urging force calculation unit M52 makes the holding area holding urging force RFc equal to the holding urging force candidate value RFcA (= 0). In addition, when the holding biasing force candidate value RFcA is calculated using the relational expression (Expression 8) or (Expression 9) in step S31, the holding area holding biasing force calculation unit M52 calculates the change speed of the absolute value of the operation deviation ΔX ( When = d | ΔX | / dt is a positive value, that is, when the operation position X is away from the neutral position X0, the holding area holding biasing force RFc is made equal to the holding biasing force candidate value RFcA. On the other hand, when the change speed (= d | ΔX | / dt) of the absolute value of the operation deviation ΔX is a negative value, that is, the operation position X approaches the neutral position X0. If yes, the holding and energizing force candidate value RFcA is made equal to "0". That is, the holding area holding biasing force RFc has a value different from “0” when the operation position X is located within the biasing force application areas HR2A and HR2D and the operation position X is away from the neutral position X0. It is set. Thereafter, the holding area holding and biasing force calculation unit M52 temporarily ends the present processing routine.

  Next, with reference to FIG. 8, a processing routine executed by the limiting biasing force computation unit M53 in order to calculate the limiting biasing force RFl will be described. Note that this processing routine is executed every preset operation cycle.

  As shown in FIG. 8, in the processing routine, the restriction biasing force calculation unit M53 is a restriction that is an operation deviation ΔX for determining whether or not to restrict displacement such that the operation position X is further away from the neutral position X0. The operation deviation ΔX1 is calculated (S41). The limited biasing force calculation unit M53 calculates a limited operation deviation ΔX1 based on the acceleration / deceleration limit value GX1. When the acceleration / deceleration limit value GXl is a positive value, the limiting force calculation unit M53 sets the limited operation deviation ΔX1 as a positive value, and when the acceleration / deceleration limit value GXl is a negative value, the restricted operation deviation ΔX1 is a negative value. I assume. Further, the limiting force calculation unit M53 calculates the limiting operation deviation ΔX1 so that the absolute value of the limiting operation deviation ΔX1 decreases as the absolute value of the acceleration / deceleration limiting value GX1 decreases.

  Subsequently, the limited biasing force calculation unit M53 calculates a limited manipulation deviation interference amount ΔDX (S42). That is, when the absolute value of the operation deviation ΔX is less than or equal to the absolute value of the restriction operation deviation ΔX1, the restriction biasing force calculation unit M53 makes the restriction operation deviation interference amount ΔDX equal to “0”. On the other hand, when the absolute value of the operation deviation ΔX is larger than the absolute value of the restriction operation deviation ΔX1, the restriction energizing force calculation unit M53 has the restriction operation deviation interference amount ΔDX equal to the value obtained by subtracting the restriction operation deviation ΔX1 from the operation deviation ΔX. The limited operation deviation interference amount ΔDX is calculated as follows.

  Then, based on the calculated limited operation deviation interference amount ΔDX, the limited energizing force calculation unit M53 calculates a limited operation deviation interference velocity ΔVDX (S43). When the absolute value of the limited operation deviation interference amount ΔDX is not increasing, the limited urging force operation unit M53 makes the limited operation deviation interference speed ΔVDX equal to “0”. On the other hand, when the absolute value of the limited operation deviation interference amount ΔDX is increasing, the limited energizing force calculation unit M53 limits the value (= dΔDX / dt) obtained by differentiating the limited operation deviation interference amount ΔDX with time. I assume.

  Subsequently, the limited biasing force calculation unit M53 calculates the limited biasing force RF1 based on the limited manipulation deviation interference amount ΔDX and the limited manipulation deviation interference velocity ΔVDX (S44). For example, the limiting biasing force calculation unit M53 can calculate the limiting biasing force RFl by using the following relational expression (Expression 10). In the relational expression (Equation 10), "Kl" is a stiffness coefficient and "Cl" is a damping coefficient. Therefore, the absolute value of the limiting urging force RF1 increases as the absolute value of the limited operation deviation interference amount ΔDX increases, and increases as the absolute value of the limited operation deviation interference speed ΔVDX increases. After that, the restricted force computing unit M53 temporarily ends this processing routine.

Next, with reference to FIG. 9, the operation when the vehicle equipped with the vehicle operation device 20 of the present embodiment travels will be described together with the effects.

  As shown in FIGS. 9 (a), (b), (c), (d), (e) and (f), the operation position X is held at the neutral position X0 before timing t10, and the vehicle stops doing. In this case, since the operation deviation ΔX is “0”, the urging force request value RFR is “0”. As a result, the biasing force RF is not applied to the operation pedal 31.

  In the present embodiment, when the operation position X is located within the holding area HR, the vehicle is controlled to hold the vehicle speed VSa of the vehicle. Therefore, as long as the operation position X is in the holding area HR, even if the operation position X is displaced under the situation where the vehicle speed VSa is held because the operation position X is in the holding area HR, The vehicle speed VSa can be held by the vehicle. That is, even if the operation deviation ΔX changes against the driver's intention, the vehicle speed VSa can be maintained by the vehicle as long as the operation position X is located within the holding area HR. Before the timing t11, the vehicle can be kept stopped. Therefore, the operability of the operation pedal 31 when maintaining the vehicle speed VSa can be improved.

  In the example shown in FIG. 9, in order to start the vehicle from timing t10, the operation pedal 31 is rotated in the first direction C1 by the operation by the driver. Before the timing t11, since the operation position X is not displaced to the acceleration area HA, the stopped state of the vehicle is maintained. In addition, when the operating position X is displaced away from the neutral position X0, as shown in FIG. 9F, the operating pedal 31 is biased to return the operating position X to the neutral position X0. Become. That is, the operation pedal 31 is energized to suppress an increase in the absolute value of the operation deviation ΔX.

  Here, under the situation where the operation position X is located at the neutral position X0, an external force may be input to the operation pedal 31 regardless of the driver's intention. In this case, since the biasing force RF to the operation pedal 31 is equal to "0", the operation position X may be displaced. If the operation position X comes out of the holding area HR due to the displacement of the operation position X, the vehicle may accelerate against the driver's intention. In this respect, in the present embodiment, when the operating position X is displaced away from the neutral position X0, the operating pedal 31 is biased to suppress an increase in the absolute value of the operating deviation ΔX. That is, the biasing force RF has a negative value. As a result, the operation position X is less likely to be displaced to the acceleration region HA, so acceleration of the vehicle against the driver's intention can be suppressed.

  On the other hand, when the operation position X is positioned in the acceleration side biasing force application region HR2A or the deceleration side biasing force application region HR2D under the situation where the operation position X is displaced by the driver's intention, the holding is performed. The area holding biasing force RFc is set such that its absolute value is larger than "0". In addition, the absolute value of the holding area holding biasing force RFc becomes larger as the absolute value of the change speed of the operation deviation ΔX becomes larger, and becomes larger as the operation position X moves away from the neutral position X0. As a result, as the operation position X moves away from the neutral position X0, the operation pedal 31 is greatly biased. That is, the absolute value of the biasing force RF is increased. Therefore, it is possible to inform the driver through the operation pedal 31 that the vehicle is in a stationary state and is transitioned to a state in which the vehicle is accelerated.

  Then, when the operation position X exceeds the acceleration-side boundary position XA1, the vehicle starts moving as at timing t11 and thereafter. That is, the acceleration / deceleration command value GXi and the target acceleration / deceleration GXt are calculated based on the operation deviation ΔX. Then, the acceleration GX in the longitudinal direction of the vehicle becomes large so as to follow the target acceleration / deceleration GXt.

Under the situation where the vehicle is traveling, when the vehicle body speed VSa of the vehicle increases, the maximum braking / driving force FXmax gradually decreases.
While the vehicle is accelerating, the limited biasing force RFl is "0" before the timing t12, but the absolute value of the limited biasing force RFl increases after the timing t12. As a result, since the absolute value of the biasing force RF applied to the operation pedal 31 is increased, it becomes difficult to rotate the operation pedal 31 in the first direction C1. As a result, the operation deviation ΔX is suppressed from becoming excessively large, so it is possible to suppress that the vehicle is required to accelerate beyond the current limit of the vehicle.

  Then, if the state where the absolute value of the limiting biasing force RFl is larger than "0" is continued, the operating position X is returned to the neutral position X0 side by the application of the biasing force RF to the operating pedal 31. The absolute value of the operation deviation ΔX becomes smaller. As a result, the acceleration GX of the vehicle gradually decreases. Then, at timing t13, the operation position X reaches the neutral position X0, that is, the operation deviation ΔX becomes equal to "0". As a result, the target acceleration / deceleration GXt becomes "0", and the vehicle travels at a constant speed. In this case, since the biasing force RF is “0”, the driver can easily hold the operation position X at the neutral position X0. That is, the operability of the operation pedal 31 in the case of causing the vehicle to travel at a constant speed can be improved.

  At timing t14 while the vehicle is traveling at a constant speed, the traveling resistance Re increases. Then, although the operation deviation ΔX is equal to "0", the vehicle speed VSa decreases as shown in FIG. 9 (d). Then, the braking / driving force correction amount FXfb is set to a value corresponding to the vehicle speed deviation ΔVS, which is a value obtained by subtracting the vehicle body speed VSa of the vehicle from the target vehicle body speed VSt. As a result, the demand force FXR increases. As a result, the acceleration GX can be adjusted and the vehicle speed VSa can be returned to the target vehicle speed VSt without the operating position X being displaced toward the acceleration region HA.

  A driver's operation of the operation pedal 31 is started to slightly decelerate the vehicle slightly before timing t15 while the vehicle is traveling at a constant speed. That is, the operating pedal 31 starts to rotate in the second direction C2. When the operating position X is displaced away from the neutral position X0 as described above, the operating pedal 31 is biased as shown in FIG. 9 (f). In this case, the biasing force RF has a positive value. That is, the operation pedal 31 is energized to suppress an increase in the absolute value of the operation deviation ΔX.

  In a situation where the operation position X is displaced by the driver's intention, when the operation position X is positioned within the deceleration side biasing force application region HR2D, the holding region retention biasing force RFc has an absolute value of “0 Is set to be larger than In addition, the absolute value of the holding area holding biasing force RFc becomes larger as the absolute value of the change speed of the operation deviation ΔX becomes larger, and becomes larger as the operation position X moves away from the neutral position X0. As a result, as the operation position X moves away from the neutral position X0, the biasing force RF increases. Therefore, it is possible to inform the driver through the operation pedal 31 that the vehicle is traveling at a constant speed and transition to a state in which the vehicle is decelerated.

  Then, when the operation position X exceeds the deceleration side boundary position XD1, the vehicle is decelerated as after timing t15. That is, the acceleration / deceleration command value GXi and the target acceleration / deceleration GXt are calculated based on the operation deviation ΔX. Then, the vehicle speed VSa decreases so as to follow the target vehicle speed VSt.

  When the vehicle speed VSa decreases, the operation pedal 31 is rotated in the first direction C1 by the operation of the driver at timing t16. That is, the operation position X approaches the neutral position X0, and the absolute value of the operation deviation ΔX decreases. Then, the deceleration of the vehicle decreases. Then, when the operation position X exceeds the deceleration side boundary position XD1 and the operation position X is positioned within the holding area HR at timing t17, the vehicle stops.

  When the vehicle is decelerated, when the operating position X is displaced toward the neutral position X0, the biasing force RF applied to the operating pedal 31 decreases as the absolute value of the operating deviation ΔX decreases. When the operation position X is at the neutral position X0, the urging force RF is not applied to the operation pedal 31. That is, since the biasing force RF applied to the operating pedal 31 decreases as the operating position X approaches the neutral position X0, the driver is required to operate the operating pedal 31 when the operating position X is displaced to the neutral position X0. It will be easier. Therefore, the operability of the operation pedal 31 can be enhanced when the vehicle is shifted from the decelerating state to the stopped state.

Second Embodiment
Next, a second embodiment of the vehicle operation device will be described with reference to FIGS. The second embodiment is different from the first embodiment in that the neutral position X0 of the operation pedal 31 is variable. Therefore, in the following description, parts different from the first embodiment will be mainly described, and the same reference numerals are given to the same or corresponding member configurations as the first embodiment, and the duplicate description will be made. It shall be omitted.

FIG. 10 shows a portion for setting the neutral position X0 and its periphery in a block diagram showing a functional configuration of the integrated control device 21.
As shown in FIG. 10, the integrated control device 21 has a delay unit M211 and a neutral position calculation unit M212 instead of the neutral position holding unit M21. The target vehicle speed VSt calculated by the target vehicle speed calculation unit M38 is input to the delay unit M211. Then, the delay unit M211 holds the input target vehicle speed VSt during one operation cycle of the target vehicle speed VSt, and then outputs the held target vehicle speed VSt to the neutral position calculation unit M212.

  The neutral position calculation unit M212 calculates the neutral position X0 based on the target vehicle speed VSt input from the delay unit M211. That is, assuming that the latest value of the target vehicle speed VSt calculated by the target vehicle speed calculation unit M38 is the target vehicle speed VSt (N), the neutral position calculation unit M212 calculates the previous value VSt (N-1) of the target vehicle speed. Based on this, the neutral position X0 is calculated. The neutral position calculation unit M212 calculates the neutral position X0 by using an arithmetic expression having the previous value VSt (N-1) of the target vehicle speed as a variable. That is, when the previous value VSt (N-1) of the target vehicle body speed is large, the neutral position calculation unit M212 causes the neutral position X0 to be displaced in the first direction C1 side by using the calculation equation. Calculate the neutral position X0. On the other hand, when the previous value VSt (N-1) of the target vehicle body speed is small, the neutral position calculation unit M212 calculates the neutral position X0 such that the neutral position X0 is displaced to the second direction C2 side. Then, based on the neutral position X0 calculated by the neutral position calculation unit M212 and the operation position X, the subtraction unit M22 calculates an operation deviation ΔX (= X−X0).

  Here, the transition of the vehicle speed VSa and the transition of the biasing force RF applied to the operation pedal 31 in the case of changing the neutral position X0 based on the target vehicle speed VSt will be described with reference to FIGS. 12 and 13. . The example shown in FIG. 12 is a comparative example in which the neutral position X0 is varied based on the vehicle body speed VSa instead of the target vehicle speed VSt, and the example shown in FIG. 13 is a neutral position based on the target vehicle speed VSt. It is this embodiment in the case of changing X0.

  In the comparative example, not the previous value VSt (N-1) of the target vehicle speed but the previous value VSa (N-1) of the vehicle speed VSa is input to the neutral position calculation unit M212. Therefore, when the vehicle speed VSa changes, the neutral position X0 is displaced. When the operation position X is located within the acceleration area HA and the vehicle is accelerating as shown in FIG. 12A, the vehicle speed VSa becomes large. The broken line in FIG. 12A is an indicated vehicle speed VSi that is an indicated value of the vehicle speed VSa according to the operation deviation ΔX.

  When the operation position X is located within the acceleration area HA, the operation pedal 31 is biased to move the operation position X closer to the neutral position X0. When the operation position X is at the neutral position X0, the vehicle travels at a constant speed, and the operation pedal 31 is not biased. When the traveling resistance Re of the vehicle increases at timing t31 in such a state and the vehicle speed VSa decreases as shown in FIG. 12A, the neutral position X0 is displaced in the second direction C2 side. Then, the operating pedal 31 is energized to bring the operating position X close to the neutral position X0. That is, as shown in FIG. 12B, the biasing force RF has a negative value. As described above, when the biasing force RF becomes a negative value and the operation pedal 31 rotates in the second direction C2, the operation deviation ΔX becomes smaller, so the instructed vehicle speed VSi and the target vehicle speed VSt become smaller. When the vehicle speed VSa reaches the target vehicle speed VSt (and the commanded vehicle speed VSi) thus reduced, the operation position X becomes coincident with the neutral position X0, that is, the operation deviation ΔX becomes "0". It becomes equal (timing t32). Then, the operation pedal 31 is not energized. In this case, as shown in FIG. 12A, after the timing t32, the vehicle speed VSa is held at a value smaller than that before the timing t31.

  On the other hand, in the present embodiment shown in FIGS. 13 (a) and 13 (b), the neutral position X0 is set to a position according to the target vehicle speed VSt, not the vehicle speed VSa. Therefore, when the operation position X is at the neutral position X0, the vehicle travels at a constant speed and the operation pedal 31 is not biased, as in the case of the comparative example.

  However, even if the traveling resistance Re of the vehicle increases at timing t41 in such a state and the vehicle speed VSa decreases, the neutral position X0 is maintained when the target vehicle speed VSt does not change. Furthermore, since the neutral position X0 is not displaced, the state in which the operation deviation ΔX is “0” is also held. That is, as shown in FIG. 13B, the state in which the biasing force RF is not applied to the operation pedal 31 is maintained. Then, while the operation position X is held, the vehicle speed VSa is returned to the target vehicle speed VSt (and the instructed vehicle speed VSi) (timing t42). In this case, as shown in FIG. 13A, after the timing t42, the same vehicle speed VSa as that before the timing t41 is held.

  Next, with reference to FIG. 11, among the actions when the vehicle equipped with the vehicle operation device 20 of the present embodiment travels, description will be made with effects based on differences from the case of the first embodiment. Do.

  As shown in FIGS. 11 (a), (b), (c), (d), (e) and (f), the operation position X is held at the neutral position X0 before timing t20, and the vehicle stops doing. In this case, since the operation deviation ΔX is “0”, the urging force request value RFR is “0”. That is, the operating pedal 31 is not energized.

  In the present embodiment, when the vehicle is at a stop, the neutral position X0 is set at a position on the side closer to the second direction C2 where the operation position X can be displaced. That is, when the vehicle is stopped, the operation pedal 31 can not be rotated in the second direction C2.

  In the example shown in FIG. 11, in order to start the vehicle from the timing t20, the operation pedal 31 is rotated in the first direction C1 by the operation by the driver. Before the timing t21, since the operation position X is not displaced to the acceleration area HA, the stopped state of the vehicle is maintained. Further, when the operation position X is displaced away from the neutral position X0, the operation pedal 31 is biased to suppress an increase in the absolute value of the operation deviation ΔX as shown in FIG. 11 (f). become. That is, the biasing force RF has a negative value.

  When the operation position X exceeds the acceleration-side boundary position XA1, the absolute value of the biasing force RF decreases as after the timing t21. By changing the biasing force RF in this manner, it is possible to inform the driver through the operation pedal 31 that the vehicle is in a stationary state and is transitioned to a state in which the vehicle is accelerated. When the operation position X exceeds the acceleration-side boundary position XA1, the vehicle starts moving. That is, the acceleration / deceleration command value GXi and the target acceleration / deceleration GXt are calculated based on the operation deviation ΔX. Then, the acceleration GX in the longitudinal direction of the vehicle becomes large so as to follow the target acceleration / deceleration GXt.

  In the present embodiment, when the target vehicle speed VSt is high, as shown in FIG. 11A, the neutral position X0 is displaced in the first direction C1 side. Then, the operation position X approaches the neutral position X0 due to the operation of the operation pedal 31 by the driver from a little before the timing t22. Since the operation position X is positioned within the holding area HR at timing t22, the vehicle travels at a constant speed.

  At timing t23 when the vehicle is traveling at a constant speed, the traveling resistance Re becomes large. Then, although the operation deviation ΔX is equal to “0”, the vehicle speed VSa decreases as shown in FIG. 11 (d). Then, the braking / driving force correction amount FXfb is set to a value corresponding to the vehicle speed deviation ΔVS, which is a value obtained by subtracting the vehicle body speed VSa of the vehicle from the target vehicle body speed VSt. As a result, the demand force FXR increases. Thus, the vehicle speed VSa can be returned to the target vehicle speed VSt without displacing the operation position X.

  Further, in the present embodiment, the neutral position X0 is set based on the target vehicle speed VSt, not the actual vehicle speed VSa. Therefore, even if the vehicle speed VSa changes in this way, the target vehicle speed VSt itself does not change, so the position of the neutral position X0 does not change. Therefore, even if the vehicle speed VSa changes, the state in which the operation pedal 31 is not biased can be continued. That is, even when the vehicle speed VSa is changed due to the change of the traveling resistance Re, the displacement of the operation position X can be suppressed by the continuation of the state where the operation pedal 31 is not biased. As a result, since the target vehicle speed VSt does not change, it is possible to promptly return the vehicle speed VSa to be equal to the target vehicle speed VSt in accordance with the change in the traveling resistance Re. That is, it is possible to suppress the generation of the vibration of the vehicle body speed VSa due to the change of the target vehicle body speed VSt.

  The driver operates the operation pedal 31 to decelerate (stop) the vehicle a little before timing t24 when the vehicle is traveling at a constant speed. Then, the operation position X is displaced to the second direction C2 side. Then, at timing t24, the operation position X is positioned within the deceleration area HD. As a result, since the operation deviation ΔX is a negative value, the acceleration / deceleration command value GXi and the target acceleration / deceleration GXt become negative values. Thus, the vehicle speed VSa decreases in accordance with the decrease in the target vehicle speed VSt.

  When the target vehicle speed VSt is thus reduced, the neutral position X0 is displaced to the second direction C2 side. Then, after the timing when the operation position X reaches the position closest to the second direction C2, the neutral position X0 is also set to the position closest to the second direction C2. After that, the vehicle stops at timing t25.

The above embodiment may be changed to another embodiment as described below.
In the second embodiment, when the vehicle is stopped, the neutral position X0 is set at the position closest to the second direction C2. However, the present invention is not limited to this, and when the vehicle is stopped, the neutral position X0 is set to a position where the operation pedal 31 can be rotated in both the first direction C1 and the second direction C2. It is also good.

  When the operation position X is positioned within the acceleration area HA, if the operation pedal 31 can be biased to move the operation position X closer to the neutral position X0, the biasing force RF is determined according to the operation deviation ΔX. It does not have to be the size. For example, the biasing force RF applied to the operation pedal 31 when the operation position X is located within the acceleration region HA may be fixed at a predetermined value regardless of the operation deviation ΔX.

  If the operation pedal 31 can be biased to move the operating position X closer to the neutral position X0 when the operating position X is located within the deceleration area HD, the biasing force RF is in accordance with the operation deviation ΔX It does not have to be the size. For example, the biasing force RF applied to the operation pedal 31 when the operation position X is located within the deceleration area HD may be fixed at a predetermined value regardless of the operation deviation ΔX.

  When the operation position X is displaced toward the acceleration-side boundary position XA1 and the operation position X is positioned within the acceleration-side applied force application region HR2A, the larger the absolute value of the displacement speed of the operation position X, the larger the urging force RF. As long as the absolute value of can be increased, the urging force request value RFR may be calculated by a method different from the method described in each of the above embodiments. For example, the holding area holding biasing force RFc may be calculated by an arithmetic expression in which the displacement velocity of the operation position X is a variable while the operation deviation ΔX is not a variable. Even in this case, as the absolute value of the displacement velocity at the operation position X is larger, the absolute value of the holding area retention biasing force RFc can be increased.

  · When the operation position X is displaced toward the deceleration side boundary position XD1 and the operation position X is positioned within the deceleration side biasing force application region HR2D, the biasing force RF is increased as the absolute value of the displacement speed of the operation position X is larger. As long as the absolute value of can be increased, the urging force request value RFR may be calculated by a method different from the method described in each of the above embodiments. For example, the holding area holding biasing force RFc may be calculated by an arithmetic expression in which the displacement velocity of the operation position X is a variable while the operation deviation ΔX is not a variable. Even in this case, as the absolute value of the displacement velocity at the operation position X is larger, the absolute value of the holding area retention biasing force RFc can be increased.

  · When the operation position X is displaced toward the acceleration-side boundary position XA1 and the operation position X is located within the acceleration-side applied force application region HR2A, the absolute value of the urging force RF increases as the absolute value of the operation deviation ΔX increases. As long as it is possible to increase the value, the urging force request value RFR may be calculated by a method different from the method described in each of the above embodiments. For example, the holding area holding biasing force RFc may be calculated by an arithmetic expression in which the displacement speed of the operation position X is not a variable while the operation deviation ΔX is a variable. Even in this case, as the absolute value of the operation deviation ΔX is larger, the absolute value of the holding area retention biasing force RFc can be increased.

  · When the operation position X is displaced toward the deceleration side boundary position XD1 and the operation position X is located within the deceleration side energizing force application region HR2D, the absolute value of the energizing force RF increases as the absolute value of the operation deviation ΔX increases. As long as it is possible to increase the value, the urging force request value RFR may be calculated by a method different from the method described in each of the above embodiments. For example, the holding area holding biasing force RFc may be calculated by an arithmetic expression in which the displacement speed of the operation position X is not a variable while the operation deviation ΔX is a variable. Even in this case, as the absolute value of the operation deviation ΔX is larger, the absolute value of the holding area retention biasing force RFc can be increased.

In each of the above-described embodiments, the holding area holding urging force RFc may not be used when calculating the urging force request value RFR.
In each of the above embodiments, the holding area HR is divided into the urging force non-application area HR1, the acceleration-side urging area HR2A, and the deceleration-side urging area HR2D. When the operation position X is away from the neutral position X0, the operation pedal 31 is not energized when the operation position X is positioned within the energizing force non-applying region HR1, while the operating position X is an acceleration side energizing force applying region HR2A. Alternatively, the operating pedal 31 is biased when positioned within the deceleration side biasing force application region HR2D. Not limited to this, when the operation position X is displaced in the direction away from the neutral position X0 under the condition that the operation position X is located within the holding area HR, the acceleration side prescription position XA2 or the deceleration side prescription position Even when the operation position X is positioned closer to the neutral position X0 than XD2, the operation pedal 31 may be biased to return the operation position X to the neutral position X0.

  -As long as the vehicle operation device can displace the operation member in the first direction and the second direction, another input device different from the pedal device 30 may be provided. As such an input device, an input device as shown in FIG. 14 can be mentioned, for example.

  The input device 30A shown in FIG. 14 is a device that can be operated by the driver's hand 101. The input device 30A includes a speed setting operation unit 510, a direction setting operation unit 520, and a deceleration setting operation unit 530. The speed setting operation unit 510 includes an armrest 511 which slides in the longitudinal direction of the vehicle, and an urging force application unit which applies an urging force to the armrest 511. For example, by sliding the armrest 511 forward, it is possible to change the acceleration / deceleration command value GXi to the acceleration side, while sliding the armrest 511 backward to move the acceleration / deceleration command value GXi down. Can be changed to That is, the armrest 511 is an example of the “operation member”. The biasing force application unit applies, to the armrest 511, a biasing force according to the operation deviation which is a value obtained by subtracting the neutral position from the operation position of the armrest 511.

  The direction setting operation unit 520 includes an operation lever 521 that can be operated by the driver's hand 101. The control lever 521 is rotatable in both directions about a rotation axis extending in the longitudinal direction of the vehicle. Then, the vehicle can be turned to the left by rotating the operation lever 521 to one side, and the vehicle can be turned to the right by rotating the operation lever 521 to the other.

  Further, in the case of the vehicle operating device provided with the input device 30A, when the deceleration setting operation unit 530 is operated, regardless of the operation position of the arm rest 511, according to the deceleration setting operation unit 530. Deceleration will be generated in the vehicle.

  Further, as another input device different from the pedal device 30, for example, as disclosed in JP 2012-128797 A, the operation member is arranged along the floor of the vehicle by the driver's operation in the longitudinal direction of the vehicle It may be an apparatus for moving. In addition, as another input device, for example, as disclosed in Japanese Patent Application Laid-Open No. 2014-229162, a device for rotating an operation member slidably supported by a plurality of links may be used.

  20: Vehicle operation device, 31: Operation pedal as an example of operation member, 33: Biasing force applying mechanism constituting an example of Biasing force applying portion, 34: Operation control device constituting an example of Biasing force applying portion, 511 ... Armrest which is an example of the operation member, M 212 ... Neutral position operation unit, M 31 ... Acceleration / deceleration command value operation unit, M 38 ... Target vehicle speed operation unit, M 41 ... Required driving force value operation unit, M 51 ... A basic biasing force computing unit constituting an example, a holding area holding biasing force computing unit constituting an example of a biasing force applying unit M52 ... a limiting biasing force computing unit constituting an example of a biasing force applying unit M54 ... biasing force The 3rd addition part which comprises an example of an provision part.

Claims (7)

An operating member configured to be displaceable in a first direction from a neutral position, which is a position for holding a vehicle body speed of a vehicle, and in a second direction, which is an opposite direction from the neutral position. When,
An urging force application unit that urges the operation member to bring the operation position, which is the position of the operation member, closer to the neutral position;
When the operation position is located on the first direction side with respect to the holding area including the neutral position, an acceleration / deceleration command value, which is an instruction value for acceleration / deceleration of the vehicle, is calculated to a value on the acceleration side. And an acceleration / deceleration command value computing unit that computes the acceleration / deceleration command value to a value on the deceleration side when the operation position is positioned closer to the second direction.
When the operation position is located in the holding area, the required value of the braking / driving force of the vehicle is calculated to maintain the vehicle speed, while when the operation position is located outside the holding area, the acceleration / deceleration And a braking / driving force required value calculation unit that calculates a required value of the braking / driving force of the vehicle based on the instruction value. When the position which becomes the boundary between the holding area and the outside of the holding area is the boundary position,
The biasing force applying unit displaces the operation position in a direction away from the neutral position when the operation position is displaced toward the boundary position when the operation position is positioned in the holding area. The vehicle operation device according to claim 1, wherein the operation member is biased to suppress the movement. When the operation position is displaced toward the boundary position when the operation position is located in the holding area, the biasing force application unit causes the operation member to increase as the displacement speed of the operation position increases. The vehicle operating device according to claim 2, wherein the biasing force is adjusted so that an absolute value of the biasing force to be applied becomes large. Let a position between the neutral position and the boundary position be a prescribed position,
In the case where the area between the defined position and the boundary position in the holding area is a biasing force applying area, and the area on the neutral position side of the prescribed position is a biasing force non-applying area,
The biasing force application unit does not bias the operation member when the operation position is positioned within the biasing force non-application area when the operation position is displaced toward the boundary position, while the operation position is The vehicle operation device according to claim 2, wherein the operation member is biased when positioned within the biasing force application region. When the operation position is positioned within the urging force application area when the operation position is displaced toward the boundary position, the urging force application unit causes the operation member to increase as the displacement speed of the operation position increases. The biasing force is adjusted such that the absolute value of the biasing force applied to the operation member increases as the absolute value of the biasing force applied increases and the operation position is closer to the boundary position. The vehicle control device described. When the operation position is displaced from outside the holding area toward the neutral position, the urging force application unit decreases the absolute value of the urging force applied to the operation member as the operation position is closer to the neutral position. The vehicle control device according to any one of claims 2 to 5. The target vehicle body speed which is the target value of the vehicle body speed is calculated for each predetermined calculation cycle, and the target vehicle body is calculated based on the target vehicle body speed calculated in the previous calculation cycle and the acceleration / deceleration command value. A target vehicle speed computing unit that computes the speed;
The neutral position is displaced in the first direction when the target vehicle speed is increased, while the neutral position is displaced in the second direction when the target vehicle speed is decreased. The vehicle operating device according to any one of claims 1 to 6, further comprising: a neutral position calculation unit that calculates the neutral position.