JP2019084978A - Vehicular operation device - Google Patents

Abstract

To provide control over a vehicular operation device during traveling of a vehicle through implementation of automatic travel control.SOLUTION: A vehicular operation device comprises: an acceleration/deceleration indication value computation part M26 which computes an acceleration/deceleration indication value GXi based upon an operation position X; a braking power request value computation part M27 which computes braking power request values FXpt, FXbr based upon the acceleration/deceleration indication value GXi when a vehicle travels according to an operation on an operation pedal; and an energizing force request value computation part M23 and a motor control part M31 which control an energizing motor 331 of an energizing force imparting device so as to energize the operation pedal to displace an operation position X to a first-directional side about a neutral position when the vehicle traveling under the automatic travel control is accelerating, and also to energize the operation pedal to displace the operation position X to a second-directional side about the neutral position when the vehicle is decelerating.SELECTED DRAWING: Figure 3

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.

  Patent Document 1 describes an example of a vehicle operation device having a so-called seesaw-type operation pedal that can rotate in both directions around a rotation axis. In a vehicle equipped with this operating device, acceleration control is performed when the operating pedal is rotated in one of the two directions by the operation of the operating pedal by the driver of the vehicle. On the other hand, when the operation pedal is rotated in the other of the two directions by the operation of the operation pedal by the driver, the deceleration control is performed. That is, acceleration and deceleration of the vehicle are controlled by a single operation pedal.

German patent application 102012003317 specification

  There are cases where the vehicle travels by implementation of automatic travel control in which the acceleration / deceleration speed of the vehicle is automatically adjusted on the vehicle side, such as adaptive cruise control. It is conceivable to mount an operating device capable of controlling the acceleration and deceleration of the vehicle with a single operating member as described in Patent Document 1 on such a vehicle. However, Patent Document 1 does not disclose control of the operating device when automatic travel control is performed.

  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 applying device for biasing the operating member, and the vehicle when the operating position, which is the position of the operating member, is positioned on the first direction side relative to the neutral position The acceleration / deceleration command value which is the command value of acceleration / deceleration is made the value on the acceleration side, while the acceleration / deceleration command value is made the value on the deceleration side when the operation position is located on the second direction side of the neutral position An instruction value calculation unit, a braking / driving force request value calculation unit for calculating a demand value of the braking / driving force of the vehicle based on the acceleration / deceleration instruction value when the vehicle travels according to the operation of the operation member, Automatic travel control to control the acceleration and deceleration of the vehicle While the vehicle is moving, the operating member is biased to displace the operating position to the first direction side relative to the neutral position when the vehicle is accelerating, while the operating position is neutral when the vehicle is decelerating And a biasing force control unit configured to control the biasing force applying device so as to bias the operation member so as to be displaced in the second direction more than the second direction.

  According to the above configuration, when the vehicle travels not according to the automatic travel control but according to the operation of the operation member by the driver of the vehicle, the acceleration / deceleration command value is calculated to be a value according to the operation position. Then, a required value of the braking / driving force is calculated based on the acceleration / deceleration command value, and acceleration / deceleration of the vehicle is controlled based on this required value.

  On the other hand, when the vehicle travels by automatic travel control, acceleration / deceleration of the vehicle is controlled regardless of the operation of the operation member by the driver. In this case, the operation member is biased by the biasing force application device so that the operation position is displaced in accordance with the acceleration / deceleration of the vehicle under the automatic travel control. Therefore, when the driver touches the operating member under a condition where the vehicle travels under automatic travel control, the driver is notified through the operating member that the vehicle is accelerating or decelerating under the automatic travel control. Can.

  For example, when the acceleration / deceleration at the time of automatic traveling is a value on the acceleration side, the vehicle operation device sets the target position at the time of automatic traveling to the first direction side with respect to the neutral position. The target position setting unit may be configured to set the target position at the time of automatic traveling to the second direction side relative to the neutral position when it is a value of. The degree of acceleration / deceleration during automatic travel refers to the acceleration / deceleration of the vehicle when the vehicle travels under automatic travel control, and the target position during automatic travel is a target of the operation position during execution of the automatic travel control. In this case, it is preferable that the biasing force control unit controls the biasing force application device so as to bias the operation member such that the operation position approaches the target position during automatic travel when the automatic travel control is performed.

  According to the above configuration, when the vehicle travels by the automatic travel control, when the acceleration / deceleration during automatic travel has a value on the acceleration side, the target position during automatic travel is set to the first direction side relative to the neutral position. On the other hand, when the acceleration / deceleration at the time of automatic traveling is a value on the deceleration side, the target position at the time of automatic traveling is set to the second direction side than the neutral position. Therefore, when the vehicle travels under automatic travel control, the operation member is biased to displace the operation position to the first direction side with respect to the neutral position when the vehicle is accelerating, while the vehicle is decelerating A configuration can be realized in which the operating member is biased to displace the operating position in the second direction with respect to the neutral position.

  Preferably, the target position setting unit sets the target position during automatic travel so that the difference between the target position during automatic travel and the neutral position increases as the absolute value of acceleration / deceleration during automatic travel increases. According to this configuration, a larger biasing force can be applied to the biasing member as the absolute value of the acceleration / deceleration during automatic traveling is larger.

  By the way, although the automatic travel mode for causing the vehicle to travel based on the set vehicle body speed which is the target of the vehicle body speed of the vehicle as the operation mode of the operation member, the execution of the automatic travel control is continued. There may be prepared an intervention operation mode for causing the vehicle to travel according to the operation of the member. In this case, the vehicle operation device selects the automatic travel mode as the operation mode when the operation member is positioned within the mode holding area including the target position during automatic travel under the situation where the automatic travel control is performed. When the operation member is located outside the mode holding area, a mode selection unit may be provided to select the intervention operation mode as the operation mode. Then, the braking / driving force demand value computing unit computes the braking / driving force demand value of the vehicle based on the acceleration / deceleration command value when the intervention operation mode is selected under the situation where the automatic travel control is performed. Is preferred.

  According to the above configuration, even when the automatic travel control is performed, when the intervention operation mode is selected as the operation mode by the operation of the operation member by the driver, the control according to the operation position is performed. The vehicle is controlled in accordance with the required value of the driving force. That is, even during the execution of the automatic travel control, it is possible to adjust the acceleration / deceleration of the vehicle according to the operation member by the driver.

  Then, when the automatic traveling control is performed, the operating member is biased toward the target position during automatic traveling, so the absolute value of the operating force input to the operating member by the driver is reduced. Thus, when the operating member is positioned within the mode holding area, the automatic travel mode is selected as the operating mode. Then, control independent of the operation position, that is, control of the vehicle which brings the vehicle speed of the vehicle close to the set vehicle speed is resumed.

  The above-mentioned vehicle operation device is set when the continuation time of the state where the operation member is positioned in the vehicle speed change area including the neutral position becomes equal to or more than the prescribed time under the situation where the intervention operation mode is selected. It is preferable to have a set vehicle speed changing unit that sets the vehicle speed to a value corresponding to the current vehicle speed or the vehicle speed.

  According to the above configuration, when the intervention operation mode is selected, the set vehicle speed can be changed by the operation of the operation member by the driver. When the set vehicle speed is changed, the target position for automatic travel is changed in order to change acceleration / deceleration during automatic travel, that is, the target position for automatic travel is set to the neutral position. Then, the operating member is positioned within the mode holding area, and the automatic travel mode is selected as the operating mode. As a result, control of the vehicle based on the newly set set vehicle speed is implemented.

  In the vehicle operation device described above, when the intervention force control unit is positioned in the vehicle speed change area under the situation where the intervention operation mode is selected and the duration time is being measured, The biasing device may be controlled to vibrate the biasing force to be applied.

  The case where the operation member is located in the vehicle speed change area and the duration is measured can be inferred to be when the driver operates the operation member to change the set vehicle speed. Therefore, according to the above configuration, when the driver operates the operation member to change the set vehicle speed, it is possible to vibrate the biasing force applied to the operation member. Thus, it is possible to convey to the driver through the operation member that the set vehicle speed can be changed by holding the current operation position.

  Further, as the operation mode, there is a case where a manual operation mode for ending the execution of the automatic travel control and causing the vehicle to travel according to the operation of the operation member is prepared. In this case, the mode selection unit selects the manual operation mode when the selection condition of the manual operation mode is satisfied even if the operation member is positioned outside the mode holding area under the situation where the automatic travel control is performed. You may do so.

  According to the above configuration, as the operation mode, the manual operation mode can be selected preferentially over the intervention operation mode. Then, when the manual operation mode is selected in a situation where the automatic travel control is being performed, the execution of the automatic travel control is ended.

  When the intervention operation mode is selected and the operation position is displaced, the biasing force control unit controls the biasing force application device to vibrate the biasing force applied to the operation member, while the manual operation mode is selected. When selected, it is preferable to control the biasing device so as not to vibrate the biasing force applied to the operation member.

  According to the above configuration, when the intervention operation mode is selected as the operation mode, the urging force applied to the operation member vibrates, and when the manual operation mode is selected as the operation mode, the urging force applied to the operation member vibrates. do not do. Therefore, the driver can be made to recognize whether the intervention operation mode is selected or the manual operation mode is selected depending on whether or not the biasing force vibrates when the operation position is displaced.

  When the manual operation mode is selected, automatic travel control is automatically ended. Therefore, when the operation mode transitions from the automatic travel mode to the manual operation mode, and when the operation mode transitions from the intervention operation mode to the manual operation mode, the biasing force control unit sets the absolute value of the biasing force applied to the operating member It is preferable to control the biasing device so that

  According to the above configuration, when the operation position is displaced by the operation of the operation member, the absolute value of the biasing force applied to the operation member is largely varied, whereby the driver can automatically control the automatic traveling control by the operation of the operation member. It is possible to inform the driver through the operating member that the implementation has been completed.

BRIEF DESCRIPTION OF THE DRAWINGS The schematic block diagram which shows a vehicle system provided with one Embodiment of the operating device for vehicles. (A) is a graph which shows the relationship between the operation position and the acceleration of the front-back direction of a vehicle, (b) is a graph which shows the relationship between an operation position and biasing force. FIG. 2 is a block diagram showing a functional configuration. The flowchart explaining the processing routine performed in order to select the operation mode. The figure which shows the relationship of the operation position and urging | biasing force in, when the target position at the time of automatic driving | running | working is the same as a neutral position. The figure which expanded a part of FIG. The figure which shows the relationship of the operation position and urging | biasing force in, when the target position at the time of automatic driving | running | working is located in a 1st direction side rather than a holding | maintenance area | region. The figure which shows the relationship of the operation position and urging | biasing force in, when the target position at the time of automatic travel is located in the 2nd direction side rather than a holding | maintenance area | region. The flowchart explaining the processing routine performed in order to calculate a biasing force required value. The flowchart explaining the processing routine performed in order to set up setting vehicle speed. (A)-(e) is a timing chart at the time of automatic travel control being implemented. (A)-(e) is a timing chart in case the setting vehicle body speed is changed in the midst of automatic travel control being implemented. The perspective view which shows the input device with which the operating device for vehicles of another embodiment is provided.

Hereinafter, one embodiment of a vehicle operation device will be described according to FIGS. 1 to 12.
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. The vehicle system also includes an automatic travel control device 40 that performs automatic travel control that sets the acceleration / deceleration speed of the vehicle on the vehicle side and causes the vehicle to travel based on the acceleration / deceleration speed. In addition, as cruise control, adaptive cruise control can be mentioned, for example.

  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 a biasing force application device 33 that applies a biasing 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 application device 33 has a biasing motor 331 and a coil spring. Then, the biasing force application device 33 applies to the operation pedal 31 a biasing force RF according to the drive of the biasing motor 331 and the degree of expansion and contraction of the coil spring.

  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 positioned at the rotational position closest to the second direction C2, and increases as the operation pedal 31 rotates in the first direction C1 from the rotational position.

  The vehicle system has a vehicle speed detection system 611 that detects a vehicle body speed VSa of the vehicle, and a surrounding area monitoring system 612 that detects surrounding information of the vehicle. The vehicle speed VSa detected by the vehicle speed detection system 611 and the peripheral information detected by the peripheral monitoring system 612 are input to the automatic travel control device 40, respectively. The peripheral information may include, for example, the presence or absence of another vehicle traveling in front of the host vehicle, the relative distance to the other vehicle, and the relative speed based on the other vehicle.

  Further, the vehicle system is provided with a switching operation unit 621 operated by the driver when performing the automatic travel control or ending the execution of the automatic travel control. The switching operation unit 621 outputs a request according to the operation mode to the integrated control device 21 and the automatic travel control device 40 when being operated by the driver.

  Note that the integrated control device 21 is electrically connected to a notification device 531 for notifying that the automatic travel control is being performed and that the automatic travel control has been completed. Examples of the notification device 531 include a device such as a speaker that can output voice and notification sound, and a device having a display screen on which a notification message can be displayed. In addition, the notification device 531 may be a portable terminal (smart phone or tablet terminal) that can communicate with the in-vehicle device instead of the in-vehicle device.

Then, the integrated control device 21 performs various processes based on the received various information, that is, the operation position X of the operation pedal 31 and the like.
FIG. 2 illustrates the characteristics of the vehicle and the operation characteristics of the pedal device 30 when the automatic travel control is not performed. The neutral position X0 is the position (rotational angle) of the operation pedal 31 for holding the vehicle body speed VSa of the vehicle. In the present embodiment, the neutral position X0 is set between the operation position on the first direction C1 side and the operation position on the second direction C2 side. Then, when the operation position X is positioned closer to the first direction C1 than the neutral position X0, the operation deviation ΔX (see FIG. 11), 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.

  As shown in FIG. 2A, when the operation position X is located within a predetermined holding area HR including the neutral position X0, 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. Then, when the operation deviation ΔX is a positive value and the operation position X is located within the acceleration region HA, 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 deviation ΔX is a negative value and the operation position X is located within the deceleration area HD, 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. 2B, when the operation position X is located in the acceleration area HA, the operation pedal 31 is biased so as to bring the operation position X close to the neutral position X0. 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, 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 positioned in the deceleration area HD, the operation pedal 31 is biased so that the operation position X approaches the neutral position X0. 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.

  The holding area HR includes an urging force non-application area HR1 including the neutral position X0, an acceleration-side application area HR2A located between the urging area non-application area HR1 and the acceleration area HA, and an urging force non-application area HR1. It can be divided into the deceleration side biasing force application region HR2D positioned between the deceleration region HD 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.

As shown in FIG. 2B, when the operation position X is located in the urging force non-application area HR1, the urging 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 has 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 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.

  Further, when the operation position X is located in the deceleration side biasing force application region HR2D, the biasing force RF takes 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 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.

Next, functional configurations of the automatic travel control device 40, the integrated control device 21, and the operation control device 34 will be described.
<Control Device 40 for Automatic Traveling>
As shown in FIG. 3, the automatic travel control device 40 includes an ACC acceleration / deceleration command value calculation unit M11 as a functional unit. The ACC acceleration / deceleration command value computing unit M11 performs automatic traveling which is an instruction value of acceleration / deceleration of the vehicle at the time of execution of the automatic traveling control when execution of automatic traveling control is requested by the operation of the switching operation unit 621 by the driver. Calculate the time acceleration / deceleration GXiacc. Then, the ACC acceleration / deceleration command value computing unit M11 transmits the computed automatic traveling acceleration / deceleration GXiacc to a braking / driving force request value computing unit M27 and a target position setting unit M21 of the integrated control device 21 described later. On the other hand, when the automatic travel control is not performed, the ACC acceleration / deceleration command value calculation unit M11 does not transmit the automatic travel acceleration / deceleration GXiacc to the integrated control device 21. Therefore, the integrated control device 21 can determine whether or not automatic travel control is being performed depending on whether or not the automatic travel time acceleration / deceleration GXiacc is transmitted from the ACC acceleration / deceleration command value calculation unit M11.

  An example of a method of calculating the acceleration / deceleration speed GXiacc during automatic traveling will be described. When the target of the vehicle speed VSa at the time of execution of the automatic traveling control is set as the set vehicle speed VSacc, the ACC acceleration / deceleration command value calculation unit M11 performs known feedback control using a deviation between the set vehicle speed VSacc and the vehicle speed VSa. Calculates acceleration / deceleration speed GXiacc during automatic travel. Further, for example, when there is another vehicle ahead of the vehicle, the ACC acceleration / deceleration command value calculation unit M11 calculates the acceleration / deceleration acceleration during acceleration Gxiacc so as to maintain the relative distance between the other vehicle and the host vehicle constant.

<Integrated control device 21>
The integrated control device 21 includes, as functional units, a target position setting unit M21, a mode holding area setting unit M22, an urging force request value calculation unit M23, a mode selection unit M24, a set vehicle speed change unit M25, an acceleration / deceleration command value calculation unit M26 and A braking / driving force request value calculation unit M27 is provided.

  The target position setting unit M21 is an automatic traveling target which is a target of the operation position X when automatic traveling control is performed based on the automatic traveling acceleration / deceleration GXiacc calculated by the ACC acceleration / deceleration command value calculating unit M11. Set the position Xacc. That is, as shown in FIG. 5, the target position setting unit M21 sets the target position Xacc during automatic travel to the same position as the neutral position X0 when the acceleration / deceleration rate GXiacc during automatic travel is “0”. Further, as shown in FIG. 7, when the acceleration / deceleration rate GXiacc at the time of automatic traveling is a value on the acceleration side (that is, a positive value), the target position setting unit M21 sets the target position Xacc at the time of automatic traveling Set to the direction C1 side of 1. In this case, the target position setting unit M21 sets the target position Xacc during automatic travel at a position farther from the acceleration-side boundary position XA1 in the first direction C1 as the acceleration / deceleration rate GXiacc during automatic travel increases. In addition, when the automatic traveling acceleration / deceleration GXiacc has a value on the deceleration side (that is, a negative value), the target position setting unit M21 sets the target position Xacc for automatic traveling to a value higher than the holding region HR as shown in FIG. Set to the direction C2 side of 2. In this case, the target position setting unit M21 sets the automatic travel target position Xacc at a position farther from the deceleration side boundary position XD1 in the second direction C2 as the absolute value of the automatic travel acceleration / deceleration GXiacc increases. That is, the target position setting unit M21 sets the automatic travel target position Xacc such that the difference between the automatic travel target position Xacc and the neutral position X0 increases as the absolute value of the automatic travel acceleration / deceleration GXiacc increases.

  Referring back to FIG. 3, the mode holding area setting unit M22 sets the mode holding area HMH based on the target position Xacc during automatic travel set by the target position setting unit M21. The mode holding area HMH is an area of the operation position X for maintaining the state of controlling the acceleration / deceleration of the vehicle by the automatic traveling acceleration / deceleration GXiacc calculated by the ACC acceleration / deceleration command value calculation unit M11. That is, when the automatic travel control is performed, the vehicle control based on the automatic travel acceleration / deceleration GXiacc is performed even if the operation position X is displaced in the set mode holding area HMH.

  As shown in FIG. 5, the operation position X, which is the boundary on the first direction C1 side of the mode holding area HMH, is “acceleration side ACC boundary position Xint1”, and the mode holding area HMH on the second direction C2 side The following operation position X is set as "deceleration side ACC boundary position Xint2". The mode holding area setting unit M22 sets the acceleration ACC boundary position Xint1 such that the difference between the acceleration ACC boundary position Xint1 and the automatic travel target position Xacc becomes equal to the difference between the acceleration boundary position XA1 and the neutral position X0. Do. Similarly, the mode holding area setting unit M22 sets the deceleration side ACC boundary position such that the difference between the deceleration side ACC boundary position Xint2 and the automatic travel target position Xacc becomes equal to the difference between the deceleration side boundary position XD1 and the neutral position X0. Set Xint2. That is, in the present embodiment, the width of the mode holding area HMH is equal to the width of the holding area HR.

  Returning to FIG. 3, the urging force request value calculation unit M23 includes the operation position X, the automatic travel target position Xacc set by the target position setting unit M21, the mode holding area HMH set by the mode holding area setting unit M22, and Based on the operation mode selected by the mode selection unit M24 described later, an urging force request value RFR, which is a request value of the urging force RF to be applied to the operation pedal 31, is calculated. A specific calculation method of the urging force request value RFR will be described later with reference to FIGS. 2 and 5 to 9.

  The mode selection unit M24 selects the operation mode of the operation pedal 31 based on the operation position X and the request input from the switching operation unit 621. As an operation mode, a manual operation mode, an automatic travel mode, and an intervention operation mode are prepared in advance. The manual operation mode is a mode in which the vehicle travels in accordance with the operation of the operation pedal 31 by the driver. If the manual operation mode is selected during execution of the automatic travel control, the execution of the automatic travel control is automatically ended. The automatic travel mode is a mode in which the vehicle travels based on the acceleration / deceleration rate GXiacc during automatic travel by implementing automatic travel control. The intervention operation mode is a mode in which the vehicle travels according to the operation of the operation pedal 31 although the execution of the automatic travel control is continued. The method of selecting the operation mode will be described later with reference to FIGS. 4, 5, 7 and 8.

  Further, when the operation mode to be selected is the automatic travel mode or the intervention operation mode, the mode selection unit M24 notifies the driver that automatic travel control is being performed through the notification device 531. On the other hand, the mode selection unit M24 selects the manual operation mode as the operation mode under the condition in which the automatic travel control is performed, and informs that the execution of the automatic travel control is ended when the execution of the automatic travel control is ended. The driver is notified through the device 531.

  When the intervention operation mode is selected by the mode selection unit M24, the setting vehicle speed changing unit M25 changes the setting vehicle speed VSacc in the automatic travel control based on the operation position X. A method of changing the set vehicle speed VSacc will be described later with reference to FIGS. 5 and 10.

  The acceleration / deceleration command value computing unit M26 computes an acceleration / deceleration command value GXi, which is a command value for acceleration / deceleration of the vehicle, based on the operation position X. In the present embodiment, the acceleration / deceleration command value calculation unit M26 is configured such that the relationship between the acceleration / deceleration command value GXi and the operation position X becomes the same as the relationship between the automatic traveling acceleration / deceleration GXiacc and the automatic traveling target position Xacc. The acceleration / deceleration command value GXi is calculated. For example, the acceleration / deceleration command value computing unit M26 computes an acceleration / deceleration command value GXi as shown in FIG. 2 (a). That is, the acceleration / deceleration command value calculation unit M26 makes the acceleration / deceleration command value GXi equal to "0" when the operation position X is located within the holding area HR. Further, the acceleration / deceleration command value calculation unit M26 causes the acceleration / deceleration command value GXi to increase as the operation position X moves away from the neutral position X0 in the first direction C1 when the operation position X is located within the acceleration region HA. The acceleration / deceleration command value GXi is calculated. Further, the acceleration / deceleration command value calculation unit M26 causes the acceleration / deceleration command value GXi to decrease as the operation position X moves away from the neutral position X0 in the second direction C2 when the operation position X is located within the deceleration region HD. The acceleration / deceleration command value GXi is calculated.

  Returning to FIG. 3, the braking / driving force request value computing unit M27 computes the operation mode selected by the mode selecting unit M24, the acceleration / deceleration command value GXi computed by the acceleration / deceleration command value computing unit M26, and the ACC acceleration / deceleration command value Based on the automatic traveling acceleration / deceleration GXiacc calculated by the section M11, a drive device braking / driving force request value FXpt, which is a braking / driving force request value for the drive device 12, and a braking / driving force request value for the braking device A certain braking / driving force demand value FXbr is determined. That is, when braking / driving force request value calculation unit M27 selects one of the manual operation mode and the intervention operation mode, braking / driving force request values FXpt and FXbr indicate acceleration / deceleration command value GXi. The respective required braking / driving force values FXpt, FXbr are calculated so as to be values corresponding to. On the other hand, when the automatic travel mode is selected, braking / driving force request value calculation unit M27 sets each braking / driving force request value FXpt, FXbr to a value corresponding to acceleration / deceleration rate GXiacc during automatic traveling. Calculate request values FXpt and FXbr. The braking / driving force request value calculation unit M27 transmits the calculated driving device braking / driving force request value FXpt to the drive control device 11. The braking / driving force request value calculation unit M27 transmits the calculated braking device braking / driving force request value FXbr to the braking control device 15.

<Operation control device 34>
The operation control device 34 has a motor control unit M31 as a functional unit. The motor control unit M <b> 31 receives the urging force request value RFR calculated by the urging force request value calculation unit M <b> 23 of the integrated control device 21. Then, the motor control unit M31 controls the drive of the biasing motor 331 such that the biasing force RF applied to the operation pedal 31 becomes equal to the biasing force request value RFR. Therefore, in the present embodiment, the biasing force request value calculation unit M23 and the motor control unit M31 constitute an example of a “biasing control unit” that controls the biasing force application device 33.

<Select operation mode>
Next, with reference to FIG. 4, FIG. 5, FIG. 7 and FIG. 8, the processing routine executed by the mode selection unit M24 when selecting the operation mode will be described. The processing routine shown in FIG. 4 is executed every predetermined operation cycle.

  As shown in FIG. 4, in this processing routine, the mode selection unit M24 determines whether the end of the execution of the automatic travel control is requested by the operation of the switching operation unit 621 by the driver (S11). When termination of the implementation is requested (S11: YES), the mode selection unit M24 shifts the process to step S16 described later. On the other hand, when the end of the execution is not requested (S11: NO), the mode selection unit M24 determines whether the operation position X is located in the mode holding area HMH (S12). If the operation position X is located in the mode holding area HMH (S12: YES), the mode selection unit M24 selects the automatic travel mode as the operation mode (S13), and then this processing routine is temporarily ended.

  On the other hand, when the operation position X is not located in the mode holding area HMH (S12: NO), the mode selection unit M24 determines whether the selection condition of the manual operation mode described later is satisfied (S14) . If the selection condition is not satisfied (S14: NO), the mode selection unit M24 selects the intervention operation mode as the operation mode (S15), and then temporarily ends this processing routine. On the other hand, if the selection condition is satisfied (S14: YES), the mode selection unit M24 shifts the process to the next step S16.

  In step S16, the mode selection unit M24 selects the manual operation mode as the operation mode. Then, the mode selection unit M24 instructs the automatic travel control device 40 to finish the execution of the automatic travel control (S17). After that, the mode selection unit M24 temporarily ends this processing routine.

  The determination of whether the selection condition of the manual operation mode is satisfied will be described. As shown in FIG. 5, the mode selection unit M24 sets the acceleration-side manual switching position Xman1 set on the first direction C1 side of the target position Xacc during automatic travel and the second position than the target position Xacc during automatic travel. It is determined using the deceleration side manual switching position Xman2 set on the direction C2 side whether or not the selection condition of the manual operation mode is satisfied. That is, the mode selection unit M24 determines that the selection condition is satisfied when the operation position X is positioned closer to the first direction C1 than the acceleration-side manual switching position Xman1. Further, the mode selection unit M24 determines that the selection condition is satisfied when the operation position X is positioned on the second direction C2 side with respect to the deceleration side manual switching position Xman2. On the other hand, when the operation position X is positioned between the acceleration side manual switching position Xman1 and the deceleration side manual switching position Xman2, the mode selection unit M24 does not determine that the selection condition is satisfied.

  As shown in FIGS. 5, 7 and 8, the mode selection unit M24 sets the operation position X separated from the target position Xacc during automatic travel by the specified amount DX1 in the first direction C1 as the acceleration-side manual switching position Xman1. Set The specified amount DX1 is set to a value larger than the difference between the automatic travel target position Xacc and the acceleration side ACC boundary position Xint1.

  In addition, the mode selection unit M24 automatically travels among the operation position X separated by the specified amount DX2 in the second direction C2 side from the target position Xacc during automatic travel and the operation position X according to the predetermined deceleration GX1. The operation position X closer to the hour target position Xacc is set as the deceleration side manual switching position Xman2. The prescribed amount DX2 is set to a value larger than the difference between the automatic travel target position Xacc and the deceleration side ACC boundary position Xint2. Further, the predetermined deceleration GX1 is set to a value that can be determined by the driver's operation of the operation pedal 31 that the vehicle is requesting rapid deceleration.

  Therefore, when the operation position X starts to be displaced to the first direction C1 side by the driver's operation under the situation where the automatic travel mode is selected, as shown in FIG. 5, FIG. 7 and FIG. The operation mode changes in the following order: automatic drive mode, intervention operation mode, and manual operation mode. Further, as shown in FIGS. 5 and 7, when the target position Xacc during automatic travel is set near the neutral position X0 or when the target position Xacc during automatic travel is set within the acceleration region HA, the deceleration side The manual switching position Xman2 is set to the operation position X which is separated from the target position Xacc during automatic travel by the specified amount DX2 on the second direction C2 side. Therefore, when the operation position X starts to be displaced in the second direction C2 by the driver's operation under the situation where the automatic travel mode is selected, the operation modes to be selected are the automatic travel mode, the intervention operation mode, Transition to the manual operation mode. On the other hand, when the target position Xacc during automatic travel is set in the deceleration area HD as shown in FIG. 8, the deceleration side manual switching position Xman2 may be set to the operation position X according to the predetermined deceleration GX1. is there. In this case, when the operation position X starts to be displaced in the second direction C2 by the driver's operation under the condition that the automatic travel mode is selected, the operation modes to be selected are the automatic travel mode and the manual operation mode. Migrate in the order of Even when the target position Xacc during automatic travel is set in the deceleration area HD, the manual deceleration switching position Xman2 is separated from the target position Xacc during automatic travel by the specified amount DX2 in the second direction C2 side. The operation position X may be set. In this case, when the operation position X starts to be displaced in the second direction C2 by the driver's operation under the condition that the automatic travel mode is selected, the operation modes to be selected are the automatic travel mode and the intervention operation mode. , Shift to the manual operation mode in order.

<Calculation of Bias Force Required Value RFR>
Next, with reference to FIG. 9, a processing routine executed by the urging force request value calculation unit M23 to calculate the urging force request value RFR will be described. This processing routine is executed every predetermined operation cycle.

  As shown in FIG. 9, in the processing routine, the urging force request value calculation unit M23 determines whether the manual operation mode is selected by the mode selection unit M24 (S21). When the manual operation mode is selected (S21: YES), the urging force request value calculation unit M23 calculates the urging force request value RFR by the first urging force calculation process described later (S22), and then this process End the routine once. When the manual operation mode is not selected (S21: NO), the energizing force request value calculation unit M23 determines whether the automatic travel mode is selected by the mode selection unit M24 (S23). When the automatic travel mode is selected (S23: YES), the urging force request value calculation unit M23 calculates the urging force request value RFR by the second urging force calculation process described later (S24), and then this process End the routine once. On the other hand, when the automatic travel mode is not selected (S23: NO), that is, when the intervention operation mode is selected, the urging force request value calculation unit M23 requests the urging force by the third urging force calculation process described later. The value RFR is calculated (S25). Thereafter, the urging force request value calculation unit M23 temporarily ends this processing routine.

  The first biasing force calculation processing will be described with reference to FIG. In the first urging force calculation process, the urging force request value calculation unit M23 calculates the urging force request value RFR as shown in FIG. 2 (b). That is, the urging force request value calculation unit M23 makes the urging force request value RFR equal to "0" when the operation position X is located between the acceleration side prescribed position XA2 and the deceleration side prescribed position XD2. Further, when the operation position X is positioned on the first direction C1 side with respect to the acceleration side prescribed position XA2, the urging force required value calculation unit M23 requires an urging force required value so that the urging force required value RFR becomes a negative value. Calculate RFR. Specifically, the biasing force request value calculation unit M23 is a biasing force request value such that the absolute value of the biasing force request value RFR becomes larger as the operation position X moves away from the acceleration side prescribed position XA2 in the first direction C1 side. Calculate RFR. Further, when the operation position X is positioned on the second direction C2 side relative to the deceleration side prescribed position XD2, the urging force request value calculation unit M23 is such that the urging force request value RFR becomes a positive value. Calculate RFR. Specifically, the urging force request value calculation unit M23 calculates the urging force request value RFR such that the urging force request value RFR becomes larger as the operation position X moves away from the deceleration side prescribed position XD2 in the second direction C2. Do.

  The second biasing force calculation processing will be described with reference to FIGS. 5 to 8. In the second urging force calculation process, the urging force request value calculation unit M23 calculates an urging force RF that brings the operation position X close to the target position Xacc during automatic travel as the urging force request value RFR. For example, the urging force request value calculation unit M23 can calculate the urging force request value RFR by using the following relational expression (Expression 1). In the relational expression (Expression 1), “Kp” is a proportional control gain, “Ki” is an integral control gain, and “Kd” is a differential control gain.

Therefore, when the operation position X is located on the second direction C2 side with respect to the automatic travel target position Xacc, the difference obtained by subtracting the operation position X from the automatic travel target position Xacc becomes a positive value. The value calculation unit M23 can calculate the urging force request value RFR such that the urging force request value RFR becomes a positive value as shown in FIGS. 5 and 6. In this case, the urging force request value RFR increases as the difference (= Xacc-X) increases, and increases as the increase speed of the difference increases. On the other hand, when the operation position X is located closer to the first direction C1 than the target position Xacc during automatic travel, the difference between the target position Xacc during automatic travel and the operation position X is a negative value. The value calculation unit M23 calculates the urging force request value RFR such that the urging force request value RFR becomes a negative value as shown in FIGS. 5 and 6. In this case, the absolute value of the urging force request value RFR increases as the difference (= Xacc−X) decreases, and increases as the absolute value of the decrease rate of the difference increases.

  In the present embodiment, when the operation position X is displaced away from the automatic travel target position Xacc, the operation mode switches from the automatic travel mode to another operation mode (intervention operation mode or manual operation mode). As shown in FIGS. 5 to 8, the proportional control gain Kp, the acceleration side ACC boundary position Xint1, and the deceleration side ACC boundary position Xint2 are set so that the absolute value of the biasing force request value RFR becomes small. Specifically, the proportional control gain Kp, the acceleration side ACC boundary position Xint1, and the deceleration side ACC boundary position Xint2 are set so as to satisfy the following relational expressions (Expression 2) and (Expression 3). The relational expression (Expression 2) is an expression when the operation position X is located on the first direction C1 side of the target position Xacc during automatic travel, and the relational expression (Expression 3) is a target position during automatic travel It is an expression in the case of being located in the second direction C2 side than Xacc. The right side in the relational expression (Expression 2) represents the smaller value of “RFint” and “RFman”, and the right side in the relational expression (Expression 3) represents “RFint” and “RFman”. Represents the larger value of. In the relational expressions (Expression 2) and (Expression 3), “RFint” is the urging force request value RFR when the intervention operation mode is selected as the operation mode, and the third urging operation processing described later The urging force request value RFR calculated by Further, “RFman” is the urging force request value RFR when the manual operation mode is selected as the operation mode, and is the urging force request value RFR calculated by the first urging force calculation process. .

Next, with reference to FIG. 5 and FIG. 6, calculation is performed for the third energizing force calculation process. The urging force request value calculation unit M23 calculates the urging force request value RFR based on a reference urging force RFRb described later in the third urging force calculation process. When the operation position X is positioned on the second direction C2 side with respect to the deceleration side ACC boundary position Xint2, the urging force required value calculation unit M23, for example, the following relational expressions (Expression 4), (Expression 5), and The reference biasing force RFRb can be calculated by using the equation 6).

According to the relational expression (Expression 4), the reference biasing force RFRb is calculated as the sum of the larger value of “RFint” and “RFman” and “RFsw”. In the relational expression (Expression 4), “RFman” is a value equal to the urging force request value RFR calculated in the first urging operation processing. “RFint” is an intervention power reference value calculated using the relational expression (Expression 5). “Aint” and “Bint” in the relational expression (Equation 5) are urging force coefficients in the intervention operation mode. The biasing coefficient Bint is set to a positive value. On the other hand, in the present embodiment, since the biasing force coefficient Aint is set to "0", the intervention biasing force reference value RFint is held at a constant value (= Bint) regardless of the operation position X.

  “RFsw” in the relational expression (Expression 4) is a switching urging force for increasing and correcting the absolute value of the urging force request value RFR when switching from the intervention operation mode to the manual operation mode. The switching biasing force RFsw is equal to “0” when the operation position X is not located between the deceleration side correction start position Xsw2 and the deceleration side manual switching position Xman2 shown in FIG. On the other hand, when the operation position X is located between the deceleration side correction start position Xsw2 and the deceleration side manual switching position Xman2, the switching time biasing force RFsw is calculated using the relational expression (Expression 6). In the relational expression (Expression 6), "Ksw" is a stiffness coefficient of the biasing force, and "Csw" is a damping coefficient of the biasing force. The coefficients Ksw and Csw are respectively set to positive values. Therefore, when the operation position X is positioned between the deceleration side correction start position Xsw2 and the deceleration side manual switching position Xman2, the switching time biasing force RFsw is such that the operation position X is displaced in the second direction C2 side As it becomes larger, the displacement speed of the operation position X to the second direction C2 side becomes larger as it becomes larger.

  Note that the deceleration side correction start position Xsw2 is set to the side of the first direction C1 slightly more than the deceleration side manual switching position Xman2. For example, the deceleration-side correction start position Xsw2 is set so that the difference between the deceleration-side correction start position Xsw2 and the deceleration-side manual switching position Xman2 is less than half the difference between the deceleration-side manual switching position Xman2 and the deceleration-side ACC boundary position Xint2. It is set.

  On the other hand, when the operation position X is positioned closer to the first direction C1 than the acceleration-side ACC boundary position Xint1, the urging force required value calculation unit M23, for example, the following relational expressions (Expression 7) and (Expression 8) The reference biasing force RFRb can be calculated by using the equation (9).

According to the relational expression (Expression 7), the reference biasing force RFRb is calculated as the sum of the smaller value of “RFint” and “RFman” and “RFsw”. Note that, in the relational expression (Expression 7), “RFman” is a value equal to the urging force request value RFR calculated in the first urging operation processing. “RFint” is an intervention power reference value calculated using the relational expression (Expression 8). “Aint” and “Bint” in the relational expression (Expression 8) are biasing coefficients in the intervention operation mode. The biasing coefficient Bint is set to a positive value. On the other hand, in the present embodiment, since the urging force coefficient Aint is set to "0", the intervention urging force reference value RFint is held at a constant value (= -1 · Bint) regardless of the operation position X. .

  “RFsw” in the relational expression (Expression 7) is a switching biasing force for decreasing and correcting the absolute value of the biasing force request value RFR when switching from the intervention operation mode to the manual operation mode. The switching biasing force RFsw is equal to “0” when the operation position X is not located between the acceleration side correction start position Xsw1 and the acceleration side manual switching position Xman1 shown in FIG. On the other hand, when the operation position X is located between the acceleration side correction start position Xsw1 and the acceleration side manual switching position Xman1, the switching time biasing force RFsw is calculated using the relational expression (Expression 9). In the relational expression (Expression 9), “Ksw” is a stiffness coefficient of the biasing force, and “Csw” is a damping coefficient of the biasing force. The coefficients Ksw and Csw are respectively set to positive values. Therefore, when the operation position X is positioned between the acceleration side correction start position Xsw1 and the acceleration side manual switching position Xman1, the switching time biasing force RFsw is set to “0” or a negative value. Specifically, the absolute value of the switching biasing force RFsw increases as the operation position X displaces in the first direction C1, and the displacement speed of the operation position X in the first direction C1 increases. growing.

  The acceleration-side correction start position Xsw1 is set to the second direction C2 side slightly more than the acceleration-side manual switching position Xman1. For example, the acceleration-side correction start position Xsw1 is set so that the difference between the acceleration-side correction start position Xsw1 and the acceleration-side manual switching position Xman1 is less than half the difference between the acceleration-side manual switching position Xman1 and the acceleration-side ACC boundary position Xint1. It is set.

  In the third urging force calculation process, the urging force request value calculation unit M23 positions the operation position X closer to the target position Xacc during automatic travel than the acceleration correction start position Xsw1, and the operation position X decreases deceleration. When the operation position X is displaced under the condition of being located on the target position Xacc side at the time of automatic travel rather than the start position Xsw2, a value obtained by adding a predetermined dither signal to the reference biasing force RFRb is calculated as the biasing force request value RFR. Do. The dither signal is a signal for slightly vibrating the biasing force RF. Therefore, when the operation position X is displaced, the urging force request value RFR calculated by the third urging force calculation process vibrates as shown in FIG.

  Further, in the third urging force calculation process, the urging force request value calculation unit M23 calculates the sum of the reference urging force RFRb and the urging force vibration value RFvib when the operation position X is not displaced. Calculate as In the present embodiment, when it is not in the setting determination period of the set vehicle speed VSacc to be described later, that is, when the setting determination flag FLG in FIG. Is held at "0".

  On the other hand, when it is in the setting determination period of the set vehicle speed VSacc, that is, when the setting determination flag FLG in FIG. 10 is on, the biasing force required value calculation unit M23 sets the biasing vibration value RFvib to "0". The period of making the value different and the period of making the urging force oscillation value RFvib “0” are alternately repeated. Specifically, when the operation position X is located closer to the second direction C2 than the deceleration side ACC boundary position Xint2, the urging force request value calculation unit M23 sets the urging vibration value RFvib to the specified value α (> 0). And the period in which the biasing vibration value RFvib is "0" are alternately repeated. On the other hand, when the operation position X is located closer to the first direction C1 than the acceleration-side ACC boundary position Xint1, the urging force request value calculation unit M23 multiplies the urging vibration value RFvib by “−1” by the specified value α. The period for setting the above value and the period for setting the biasing vibration value RFvib to “0” are alternately repeated.

In the present embodiment, the specified value α is larger than the amplitude of the value in the dither signal. Also, the oscillation period of the biasing vibration value RFvib is longer than the oscillation period of the dither signal.
<Change of set vehicle speed VSacc>
Next, with reference to FIGS. 5 and 10, a processing routine executed by the set vehicle speed changing unit M25 when changing the set vehicle speed VSacc will be described. The processing routine shown in FIG. 10 is executed every predetermined operation cycle under the condition that the intervention operation mode is selected.

As shown in FIG. 10, in the processing routine, the set vehicle speed change unit M25 determines whether the operation position X is located within the vehicle speed change area HC (S31).
Here, the vehicle speed change region HC will be described with reference to FIG. The vehicle speed change area HC is an area of the operation position X including the neutral position X0. The vehicle speed change area HC is an area wider than the holding area HR. Specifically, the acceleration setting boundary position Xset1, which is the boundary on the first direction C1 side of the vehicle speed change region HC, is set to a position closer to the first direction C1 than the acceleration side boundary position XA1. However, the acceleration-side setting boundary position Xset1 is set on the second direction C2 side with respect to the acceleration-side correction start position Xsw1 when the automatic travel target position Xacc is equal to the neutral position X0. Further, the deceleration-side setting boundary position Xset2, which is the boundary on the second direction C2 side of the vehicle speed change region HC, is set to a position on the second direction C2 side than the deceleration-side boundary position XD1. However, the deceleration-side setting boundary position Xset2 is set to the first direction C1 side with respect to the deceleration-side correction start position Xsw2 when the automatic travel target position Xacc is equal to the neutral position X0.

  Returning to FIG. 10, in step S31, when the operation position X is located in the vehicle speed change area HC (YES), the set vehicle speed change unit M25 updates the grace period continuation time TMa (S32). Subsequently, the set vehicle speed change unit M25 determines whether the updated grace continuation duration time TMa is equal to or longer than the grace determination time TMaTh (S33). The grace determination time TMaTh is a value for determining whether or not the operation position X is held in the vehicle speed change area HC by the driver's intention. When the grace continuation time TMa is equal to or longer than the grace judgment time TMaTh, it is determined that the driver intends to hold the operation position X in the vehicle speed change area HC. On the other hand, when the grace continuation time TMa is less than the grace judgment time TMaTh, it is not determined that the driver intends to hold the operation position X in the vehicle speed change region HC.

  When the grace continuation time TMa is less than the grace judgment time TMaTh (S33: NO), the setting vehicle speed changing unit M25 sets the setting judgment flag FLG to OFF (S34), and then temporarily ends this processing routine. . On the other hand, when the grace continuation time TMa is equal to or longer than the grace judgment time TMaTh (S33: YES), the setting vehicle speed changing unit M25 sets the setting judgment flag FLG to ON (S35).

  Subsequently, the set vehicle speed change unit M25 updates the continuation time TM (S36). The duration TM is a duration of a state in which the operation position X is located in the vehicle speed change area HC under the situation where the intervention operation mode is selected. Then, the set vehicle speed change unit M25 determines whether the updated continuation time TM is equal to or longer than the specified time TMTh (S37). The specified time TMTh is set as a criterion for determining whether the driver has the intention to maintain the current vehicle speed VSa. If the continuation time TM is less than the specified time TMTh (S37: NO), the set vehicle speed change unit M25 once ends this processing routine. On the other hand, if the continuation time TM is equal to or longer than the specified time TMTh (S37: YES), the set vehicle speed change unit M25 performs a process of changing the set vehicle speed VSacc (S38). In the changing process, the set vehicle speed changing unit M25 sets the set vehicle speed VSacc equal to the vehicle speed VSa at that time. When the set vehicle speed VSacc is changed as described above, the set vehicle speed changing unit M25 temporarily ends the present processing routine.

  On the other hand, in step S31, when operation position X is not located in vehicle speed change region HC (NO), set vehicle speed change unit M25 resets duration TM and grace continuation time TMa to "0" ((0) S39). Subsequently, the set vehicle speed changing unit M25 sets the setting determination flag FLG to off (S40), and then temporarily ends this processing routine.

Next, with reference to FIG. 11, the operation when automatic travel control is performed when the vehicle travels will be described together with the effects.
As shown in FIGS. 11 (a), (b), (c), (d) and (e), the vehicle body of the vehicle when the automatic travel mode is selected under the situation where automatic travel control is being performed. The acceleration / deceleration of the vehicle is controlled so that the speed VSa becomes equal to the set vehicle speed VSacc. When the vehicle speed VSa is equal to the set vehicle speed VSacc as before the timing t11, the automatic travel acceleration / deceleration GXiacc is equal to "0", so the automatic travel target position Xacc is the neutral position X0. Then, the operation pedal 31 is biased toward the target position Xacc (= X0) during automatic travel. Therefore, the operation position X is held at the automatic travel target position Xacc (= X0).

  At time t11, it is detected by the surroundings monitoring system 612 that another vehicle is present ahead of the host vehicle, and the automatic traveling acceleration / deceleration GXiacc is set to a value on the deceleration side. Then, since the acceleration / deceleration of the vehicle is controlled based on the automatic traveling acceleration / deceleration GXiacc, the vehicle is decelerated automatically. Further, when the value is reduced to the deceleration side of the automatic traveling acceleration / deceleration GXiacc, as shown in FIG. 11C, the automatic traveling target position Xacc is displaced in the second direction C2 side. Then, as shown in FIG. 11D, an ACC deviation DXacc, which is a difference obtained by subtracting the target position Xacc during automatic travel from the operation position X, becomes a positive value. Then, the urging force request value RFR calculated using the above relational expression (Expression 1) becomes a negative value. That is, the operation pedal 31 is biased to the second direction C2 side. As a result, as shown in FIG. 11C, the operation position X is displaced to the second direction C2 side.

  Then, during the period from the timing t12 to the timing t13, the automatic traveling acceleration / deceleration GXiacc is held at the value at the timing t12. Then, the operation position X becomes equal to the automatic travel target position Xacc, so the ACC deviation DXacc becomes "0". As a result, the urging force request value RFR calculated using the above relational expression (Expression 1) becomes "0", and the operation pedal 31 is not energized. That is, the operation position X is held at the automatic travel target position Xacc.

  From timing t13, the automatic traveling acceleration / deceleration GXiacc is changed to the acceleration side. Then, since the acceleration / deceleration of the vehicle is controlled based on the acceleration / deceleration acceleration GXiacc during the automatic traveling, the deceleration of the vehicle is reduced. When the timing t14 is eventually reached, the acceleration / deceleration rate GXiacc during automatic traveling becomes "0", so that the vehicle travels at a constant speed after the timing t14. Further, when the automatic traveling acceleration / deceleration rate GXiacc changes in this manner, the automatic traveling target position Xacc is displaced in the first direction C1 as shown in FIG. 11 (c). In this case, as shown in FIG. 11D, the ACC deviation DXacc has a negative value. Then, the urging force request value RFR calculated using the above relational expression (Expression 1) becomes a positive value. That is, the operation pedal 31 is biased to the first direction C1 side. As a result, as shown in FIG. 11C, the operation position X is displaced to the first direction C1 side. When the automatic traveling acceleration / deceleration GXiacc is held at “0” after timing t14, the automatic traveling target position Xacc becomes the neutral position X0 and the operation position X is held at the neutral position X0 (= Xacc). It will be. That is, in the present embodiment, when the vehicle is decelerated automatically by the automatic travel control, the operation position X can be displaced in the second direction C2 in accordance with the automatic deceleration of the vehicle. Furthermore, the operating position X is adjusted in accordance with the deceleration of the vehicle. Therefore, even when the vehicle travels under automatic travel control, when the driver touches the operation pedal 31, the driver can be notified through the operation pedal 31 that the vehicle is decelerating under automatic travel control. it can.

  After the timing t14, although the vehicle travels at a constant speed, the vehicle speed VSa is smaller than the set vehicle speed VSacc. Then, the automatic traveling acceleration / deceleration rate GXiacc is changed to the acceleration side from a timing slightly before the timing t15. Then, the target position Xacc during automatic travel is displaced in the first direction C1 in accordance with the change in acceleration / deceleration speed GXiacc during automatic travel. In this case, since the ACC deviation DXacc is a negative value, the biasing force request value RFR is a positive value. That is, the operation pedal 31 is biased to the first direction C1 side.

  At timing t15 in the example shown in FIG. 11, the driver does not want automatic acceleration of the vehicle by automatic travel control. Therefore, the displacement of the operation position X in the first direction C1 side is restricted by the operation of the operation pedal 31 by the driver. Then, while the displacement of the operation position X in the first direction C1 side is restricted, the target position Xacc during automatic travel moves in the first direction C1 side in conjunction with the increase of the acceleration / deceleration rate GXiacc during automatic travel. Because of displacement, the absolute value of the negative ACC deviation DXacc becomes large. As a result, the biasing force RF applied to the operation pedal, that is, the biasing force request value RFR becomes large, and the mode holding area HMH moves in the first direction C1 side. Then, at timing t15, the operation position X is positioned outside the mode holding area HMH. At timing t15, since the selection condition of the manual operation mode is not satisfied, the operation mode is shifted from the automatic travel mode to the intervention operation mode.

  When the automatic travel mode is selected, the urging force request value RFR is calculated by the second urging force calculation processing, whereas when the intervention operation mode is selected, the urging force is calculated by the third urging force processing. A request value RFR is calculated. Therefore, when the operation mode is shifted from the automatic travel mode to the intervention operation mode as described above, the urging force request value RFR decreases. Thus, by decreasing the absolute value of the biasing force required value RFR, the intervention operation mode is selected for the driver who operates the operation pedal 31, that is, the operation of the operation pedal 31 operates the vehicle. The fact that the acceleration / deceleration can be adjusted can be communicated through the operation pedal 31.

  Although not shown in FIG. 11, when the operation position X is displaced in a situation where the intervention operation mode is selected, the urging force request value RFR vibrates (see FIG. 6). The vibration of the urging force request value RFR is also transmitted to the driver through the operation pedal 31. On the other hand, when the manual operation mode is selected instead of the intervention operation mode, the urging force request value RFR does not vibrate when the operation position X is displaced. Therefore, the driver can be notified through the operation pedal 31 that the manual operation mode is selected and the intervention operation mode is selected, that is, the automatic travel mode can be returned by the operation of the operation pedal 31.

  As described above, the operation position X starts to be displaced in the second direction C2 by the operation of the operation pedal 31 by the driver slightly before the timing t16 in the situation where the intervention operation mode is selected. Then, from timing t16, the operation position X comes to be positioned within the deceleration area HD, so the acceleration / deceleration command value GXi is set to the value on the deceleration side. As a result, the vehicle decelerates. That is, in the present embodiment, even when the automatic travel control is being performed, when the intervention operation mode is selected, the acceleration / deceleration of the vehicle can be adjusted by the operation of the operation pedal 31 by the driver.

  When the vehicle speed VSa approaches the speed desired by the driver, the operation position X is displaced toward the neutral position X0 by the operation of the operation pedal 31 by the driver. At timing t17, the operation position X is positioned within the holding area HR, so that the vehicle travels at a constant speed.

  In the example shown in FIG. 11, since the operation position X is positioned within the vehicle speed change area HC, measurement of the grace continuation time TMa is started. However, the operation position X is displaced to the outside of the vehicle speed change area HC before the timing when the grace determination time TMaTh elapses from the timing t17.

  The operation position X starts to be displaced in the first direction C1 side by the operation of the operation pedal 31 by the driver slightly before the timing t18 during which the vehicle is traveling at a constant speed. Then, from the timing t18, the operation position X is positioned within the acceleration area HA, so the acceleration / deceleration instruction value GXi is set to the value on the acceleration side. As a result, the vehicle accelerates. That is, as the vehicle speed VSa approaches the set vehicle speed VSacc, the operation position X approaches the automatic travel target position Xacc. Then, at timing t19, the operation position X is positioned in the mode holding area HMH. Then, the operation mode is shifted from the intervention operation mode to the automatic drive mode.

  Note that, even when the intervention operation mode is selected, automatic travel control is performed, so calculation of the automatic travel acceleration / deceleration GXiacc is performed as shown by a broken line in FIG. . Therefore, at timing t19, the control of acceleration / deceleration of the vehicle based on the acceleration / deceleration command value GXi is immediately shifted to control of acceleration / deceleration of the vehicle based on the acceleration / deceleration during automatic traveling GXiacc. That is, when the operation mode is shifted from the intervention operation mode to the automatic travel mode by the displacement of the operation position X, the acceleration / deceleration speed of the vehicle is adjusted by the operation of the operation pedal 31, regardless of the operation of the operation pedal 31; That is, it is possible to return to the state in which the acceleration / deceleration of the vehicle is automatically adjusted by the acceleration / deceleration acceleration GXiacc during automatic traveling.

  As described above, when the vehicle is automatically accelerating, the operation pedal 31 is biased so as to bring the operation position X closer to the automatic travel target position Xacc set at a position corresponding to the automatic travel acceleration / deceleration GXiaccc. That is, the operation position X is displaced in the first direction C1 side when the automatic traveling acceleration / deceleration rate GXiacc is increased, and is displaced in the second direction C2 side when the automatic traveling acceleration / deceleration rate GXiacc is decreased. That is, in the present embodiment, when the vehicle is automatically accelerated by the automatic travel control, the operation position X can be displaced in accordance with the automatic acceleration of the vehicle. Therefore, even when the vehicle travels by automatic travel control, when the driver touches the operation pedal 31, the driver can be notified via the operation pedal 31 that the vehicle is accelerating by automatic travel control. it can.

  Next, with reference to FIG. 12, the operation when the set vehicle speed VSacc is changed by the operation of the operation pedal 31 by the driver when the automatic travel control is being performed will be described together with the effects.

  As shown in FIGS. 12 (a), (b), (c), (d) and (e), the vehicle body of the vehicle when the automatic travel mode is selected under the situation where automatic travel control is being performed. The acceleration / deceleration of the vehicle is controlled so that the speed VSa becomes equal to the set vehicle speed VSacc. As described above, in a situation where the automatic travel mode is selected, the operation position X is displaced from the target position Xacc during automatic travel in the first direction C1 side by the operation of the operation pedal 31 by the driver. Then, at timing t21, the operation position X is positioned outside the mode holding area HMH, so the operation mode is shifted from the automatic travel mode to the intervention operation mode. Then, the acceleration / deceleration command value GXi becomes the value on the acceleration side. When the intervention operation mode is selected, the acceleration / deceleration of the vehicle is adjusted by the operation of the operation pedal 31 by the driver even while the automatic travel control is being performed. Therefore, as shown in FIG. 12B, when the acceleration / deceleration command value GXi is set to the value on the acceleration side, the vehicle accelerates and the vehicle speed VSa becomes larger than the set vehicle speed VSacc.

  Since the vehicle speed VSa is larger than the set vehicle speed VSacc from the timing t22 when the vehicle is accelerating in this way, the acceleration / deceleration GXiacc during the automatic traveling is on the deceleration side as shown by the broken line in FIG. Set to the value of Then, the target position Xacc during automatic travel is displaced in the second direction C2 as indicated by a broken line in FIG. As a result, even if the operation position X is held, the ACC deviation DXacc becomes large.

  Then, since the vehicle speed VSa approaches the speed desired by the driver, the operation position X is displaced in the second direction C2 by the operation of the operation pedal 31 by the driver. Then, at timing t23, the operation position X is positioned at the neutral position X0, and the vehicle travels at a constant speed. Then, after timing t23, the state where the operation position X is located in the vehicle speed change area HC is maintained.

  In the present embodiment, update of the grace continuation time TMa is started from timing t23. At timing t24 thereafter, the grace continuation time TMa reaches the grace judgment time TMaTh. In the example shown in FIG. 12, the state where the operation position X is located in the vehicle speed change area HC is continued. Therefore, updating of the duration TM is started from timing t24.

  In the period from the timing t23 to the timing t24, since the update of the duration time TM is not started, the urging force request value RFR is not oscillated. Therefore, when the operation pedal 31 is operated by the driver so that the operation position X passes the target position Xacc during automatic travel under the situation where the intervention operation mode is selected, that is, the operation position X is the vehicle speed change area It is possible to suppress that the biasing force RF applied to the operation pedal 31 vibrates when it is temporarily positioned in the HC.

  In the example shown in FIG. 12, since the continuation time TM reaches the specified time TMTh at the timing t25, the set vehicle speed VSacc becomes equal to the vehicle speed VSa at the timing t25. Then, since the difference between the vehicle speed VSa and the set vehicle speed VSacc becomes substantially "0", the acceleration / deceleration rate GXiacc during automatic travel becomes equal to "0", and the target position Xacc during automatic travel is changed to the neutral position X0. . As a result, since the operation position X is positioned within the mode holding area HMH, the operation mode is shifted from the intervention operation mode to the automatic travel mode.

  In the period of determining whether or not to change the set vehicle speed VSacc as in the period from the timing t24 to the timing t25, the urging force request value RFR is vibrated as shown in FIG. 12 (e). . Therefore, by holding the current operation position X, it is possible to inform the driver through the operation pedal 31 that the set vehicle speed VSacc can be changed.

  Moreover, in the present embodiment, under a situation where the operation position X is located on the first direction C1 side with respect to the mode holding area HMH, the biasing vibration value RFvib is a period during which the biasing vibration value RFvib is a negative value. The periods for becoming "0" are alternately repeated. If the biasing force vibration value RFvib is set to a positive value, the absolute value of the biasing force request value RFR may be temporarily smaller than the absolute value of the reference biasing force RFb. In this case, the operating force input to the operating pedal 31 by the driver is a positive value. Therefore, when the absolute value of the urging force request value RFR becomes smaller than the absolute value of the reference urging force RFb, the operation position X is displaced to the first direction C1 side, and the operation position X is out of the vehicle speed change region HC. There is a risk of displacement. As described above, when the operation position X is displaced to the outside of the vehicle speed change region HC, the set vehicle speed VSacc can not be changed.

  On the other hand, in the present embodiment, the absolute value of the urging force request value RFR does not become smaller than the absolute value of the reference urging force RFb. Therefore, contrary to the driver's intention, it becomes difficult for the operation position X to be displaced out of the vehicle speed change area HC. Therefore, when the driver operates the operation pedal 31 to change the set vehicle speed VSacc, it is possible to make it difficult to cause an event that the set vehicle speed VSacc can not be changed.

  Note that, in the situation where the operation position X is located on the second direction C2 side with respect to the mode holding area HMH, the above-mentioned duration TM may be updated. In this case, while the reference biasing force RFb is a positive value, the operating force input to the operating pedal 31 by the driver is a negative value. Then, in a period until the duration time TM reaches the specified time TMTh, a period in which the energizing force oscillation value RFvib becomes a positive value and a period in which the energizing force oscillation value RFvib becomes “0” are alternately repeated. Therefore, the urging force request value RFR does not become smaller than the reference urging force RFb. Therefore, contrary to the driver's intention, it is difficult for the operation position X to be displaced to the outside of the vehicle speed change area HC. Therefore, even when the driver is operating the operation pedal 31 to change the set vehicle speed VSacc in a situation where the operation position X is located on the second direction C2 side with respect to the mode holding area HMH, the set vehicle speed VSacc It is possible to make it difficult to cause an event that can not be changed.

  Furthermore, in the present embodiment, the operation mode may be changed to the manual operation mode by the operation of the operation pedal 31 by the driver during execution of the automatic travel control. Even when the intervention operation mode is shifted to the manual operation mode, or when the automatic travel mode is shifted to the manual operation mode, the absolute value of the biasing force RF applied to the operation pedal 31 at the time of transition is small. Become. Therefore, by changing the biasing force RF applied to the operation pedal 31 in this manner, the driver is notified through the operation pedal 31 that the execution of the automatic travel control is ended by the operation of the operation pedal 31 by the driver. Can.

The above embodiment may be changed to another embodiment as described below.
In the third urging force calculation process, the switching urging force RFsw may not be used in the calculation of the reference urging force RFb. In this case, when the operation mode shifts from the intervention operation mode to the manual operation mode, the absolute value of the urging force request value RFR does not decrease. However, even in this case, the notification by the notification device 531 can inform the driver that the execution of the automatic travel control has ended.

  -When the operation position shifts from the automatic travel mode to another operation mode (intervention operation mode or manual operation mode) when the operation position X is displaced away from the neutral position X0, biasing force is applied before and after the operation mode transition. The request value RFR may be held. That is, the proportional control gain Kp, so that the value of the right side and the value of the left side in the above relational expression (Expression 2) become equal, and the value of the right side and the left side in the above relational expression (Expression 3) become equal. The acceleration side ACC boundary position Xint1 and the deceleration side ACC boundary position Xint2 may be set.

  In the above embodiment, when the operation position X is displaced under the condition that the intervention operation mode is selected, the urging force request value RFR is slightly vibrated, but the urging force request value RFR is vibrated. It does not have to be.

  In the situation where the intervention operation mode is selected, when the operation position X is located outside the vehicle speed change area HC, the urging force request value RFR is slightly reduced regardless of whether the operation position X is displaced or not. You may make it vibrate.

  The urging force coefficient Aint in the relational expressions (Expression 5) and (Expression 6) may be set to a positive value larger than "0". In this case, the intervention force reference value RFint changes according to the displacement of the operation position X.

  In the process of changing the set vehicle speed VSacc shown in FIG. 10, the set vehicle speed VSacc may not be equal to the vehicle speed VSa at that time if it is set to a value corresponding to the vehicle speed VSa at that time. For example, the sum of the vehicle speed VSa and the offset value at that time may be set as the set vehicle speed VSacc, and the difference between the vehicle speed VSa and the offset value at that time may be set as the set vehicle speed VSacc. It is also good.

  In the above embodiment, when the operation position X is positioned within the vehicle speed change area HC under the situation where the intervention operation mode is selected, the continuation time until the grace continuation time TMa reaches the grace judgment time TMaTh is continued We do not start updating TM. However, under the situation where the intervention operation mode is selected, when the operation position X is positioned within the vehicle speed change area HC, regardless of whether or not the grace continuation time TMa reaches the grace judgment time TMaTh, The update of the duration TM may be started. In this case, the specified time TMTh is preferably set to a value larger than the specified time TMTh in the case of the above embodiment.

  In the above embodiment, under the situation where the intervention operation mode is selected, when the continuation time TM is updated because the operation position X is located in the vehicle speed change region HC, the urging force vibration value RFvib is set. The biasing force RF applied to the operation pedal 31 is vibrated. However, the present invention is not limited to this, and the biasing vibration value RFvib may not be used if the biasing force RF can be vibrated. For example, as in the case where the operation position X is displaced under the situation where the intervention operation mode is selected, a value obtained by adding the dither signal to the reference urging force RFb is calculated as the urging force request value RFR. The biasing motor 331 may be driven based on the force demand value RFR. In this case, when the continuation time TM is updated because the operation position X is located in the vehicle speed change area HC, the biasing force RF slightly vibrates.

  · Under the situation where the intervention operation mode is selected, when the continuation time TM is updated because the operation position X is located in the vehicle speed change area HC, the urging force RF applied to the operation pedal 31 is vibrated. You do not have to do it.

  In the case where the vehicle is to be decelerated by the operation of the operation pedal 31 while the automatic travel control is being performed, the execution of the automatic travel control may be ended regardless of the operation position X.

  The function of changing the set vehicle speed VSacc by the operation of the operation pedal 31 by the driver in a situation where the intervention operation mode is selected may be omitted. In this case, the set vehicle speed VSacc may be changed by another operation unit different from the pedal device 30.

The manual operation mode may not be prepared. Even in this case, the execution of the automatic travel control can be ended by the operation of the switching operation unit 621 by the driver.
In the above embodiment, the mode holding area HMH is set so that the size thereof is equal to the size of the holding area HR. However, the present invention is not limited to this, and the mode holding area HMH may be set so that the mode holding area HMH becomes wider than the holding area HR.

  In the above embodiment, the neutral position X0 is fixed at a predetermined position, but the neutral position X0 may be varied. For example, the neutral position X0 may be varied based on one of the set vehicle speed VSacc, the target vehicle speed VSt, and the vehicle speed VSa. The target vehicle speed VSt is a value set based on the vehicle speed VSa and the acceleration / deceleration command value GXi. In this case, when one of the set vehicle speed VSacc, the target vehicle speed VSt, and the vehicle speed VSa is large, the neutral position X0 is displaced in the first direction C1, while the one value is small. When this is the case, the neutral position X0 is displaced to the second direction C2 side.

  -Another input device different from the above-mentioned pedal device 30 if acceleration / deceleration of the vehicle can be adjusted by displacing the operation device for the vehicle in the first direction and the second direction. May be provided. As such an input device, an input device as shown in FIG. 13 can be mentioned, for example.

  The input device 30A shown in FIG. 13 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 a biasing force application device which applies a biasing 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 applying device applies a biasing force to the arm rest 511 according to the operation deviation which is a difference obtained by subtracting the neutral position from the operating position of the arm rest 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: Bias application device, 511: Armrest as an example of operation member, M21: Target position setting unit, M23: Example of Bias force control unit M24 ... mode selection unit, M25 ... set vehicle speed change unit, M26 ... acceleration / deceleration command value operation unit, M27 ... braking / driving force request value operation unit, M31 ... example of the application force control unit Motor control unit that composes

Claims (9)

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 device for urging the operation member;
When the operation position which is the position of the operation member is located on the first direction side of the neutral position, the acceleration / deceleration command value which is the command value of the acceleration / deceleration of the vehicle is set to the acceleration side value An acceleration / deceleration command value calculation unit that sets the acceleration / deceleration command value to a value on the deceleration side when the motor is positioned on the second direction side with respect to the neutral position;
When the vehicle travels according to the operation of the operation member, a braking / driving force request value calculation unit that calculates a required value of the braking / driving force of the vehicle based on the acceleration / deceleration command value;
Under the condition that the vehicle travels by the automatic travel control that controls the acceleration and deceleration of the vehicle on the vehicle side, the operation is performed to displace the operation position to the first direction side with respect to the neutral position when the vehicle is accelerating. The biasing device is controlled to bias the operating member to displace the operating position to the second direction side relative to the neutral position while the vehicle is decelerating while biasing the member. And a biasing force control unit. When the acceleration / deceleration speed of the vehicle when the vehicle travels by the automatic travel control is the acceleration / deceleration during automatic travel
When the acceleration / deceleration at the time of automatic traveling is a value on the acceleration side, an automatic traveling target position which is a target of the operation position at the time of execution of the automatic traveling control is set to the first direction side than the neutral position. On the other hand, a target position setting unit is provided for setting the target position during automatic traveling to the second direction side with respect to the neutral position when the acceleration / deceleration during automatic traveling has a value on the deceleration side.
When the automatic travel control is being performed, the biasing force control unit controls the biasing force application device to bias the operation member so that the operation position approaches the automatic travel target position. The vehicle control device according to 1. The target position setting unit sets the target position during automatic travel so that the difference between the target position during automatic travel and the neutral position increases as the absolute value of acceleration / deceleration during automatic travel increases. The vehicle control device described. As an operation mode of the operation member, an automatic travel mode for causing the vehicle to travel based on a set vehicle body speed which is a target of a vehicle body speed of the vehicle by the execution of the automatic travel control and execution of the automatic travel control continues An intervention operation mode for causing the vehicle to travel according to the operation of the operation member;
Under the situation where the automatic travel control is performed, when the operation member is positioned in the mode holding area including the target position during automatic traveling, the automatic traveling mode is selected as the operation mode, and outside the mode holding area A mode selector configured to select an intervention operation mode as an operation mode when the operation member is positioned;
The braking / driving force request value calculation unit calculates a braking / driving force demand value of the vehicle based on the acceleration / deceleration command value when the intervention operation mode is selected under the situation where the automatic travel control is performed. The vehicle control device according to claim 2 or 3, wherein the operation is performed. In the situation where the intervention operation mode is selected, when the continuation time of the state where the operation member is positioned in the vehicle speed change area including the neutral position becomes equal to or longer than the specified time, The vehicle operating device according to claim 4, further comprising: a set vehicle speed changing unit configured to set the vehicle speed of the vehicle or the value according to the vehicle speed. The biasing force control unit applies the operation force control unit to the operation member when the operation member is positioned in the vehicle speed change area and the duration time is measured under the situation where the intervention operation mode is selected. The vehicle operating device according to claim 5, wherein the biasing force application device is controlled to vibrate the biasing force. As an operation mode, there is prepared a manual operation mode for ending the execution of the automatic travel control and causing the vehicle to travel according to the operation of the operation member,
The mode selection unit is configured to select the manual operation mode when the selection condition of the manual operation mode is satisfied even if the operation member is positioned outside the mode holding area under the condition where the automatic travel control is performed. The vehicle control device according to any one of claims 4 to 6. The biasing force control unit
When the intervention operation mode is selected and the operation position is displaced, the urging device is controlled to vibrate the urging force applied to the operation member,
The vehicle operating device according to claim 7, wherein when the manual operation mode is selected, the biasing force application device is controlled so as not to vibrate the biasing force applied to the operation member. The biasing force control unit applies to the operation member when the operation mode transitions from the automatic travel mode to the manual operation mode, and when the operation mode transitions from the intervention operation mode to the manual operation mode. The vehicle operation device according to claim 7, wherein the biasing force application device is controlled such that an absolute value of the force is reduced.