JP4687352B2 - Vehicle control device - Google Patents

Description

  The present invention relates to a vehicle control apparatus.

  Generally, transmissions connected to a vehicle internal combustion engine are classified into manual transmissions and automatic transmissions, and in the manual transmission, the gear ratio is selected according to the will of the driver. On the other hand, in an automatic transmission, speed change control is performed through the speed change control device so that the most appropriate speed ratio is selected according to the vehicle running state and the engine operating state. There is known a speed change control device provided so as to be able to switch a manual speed change mode in which a speed change ratio or a speed change range is selected. In such a shift control device, the shift mode can be switched to the manual shift mode, so that a feeling of operation of a vehicle equipped with a manual transmission can be obtained in a pseudo manner while an automatic transmission is mounted. It is possible to reflect the driver's will to the maximum with respect to the shifting operation of the vehicle.

By the way, when the gear ratio of the transmission is selected according to the driver's will in this way, it is fixed to the gear ratio or the gear ratio range selected by the driver, so that the engine speed exceeds the allowable speed. There is a need to prevent. Therefore, when the engine speed is equal to or higher than the predetermined speed, the vehicle is prevented from accelerating by performing fuel cut processing, and the engine speed is prevented from exceeding the allowable speed. In addition, Patent Document 1 proposes a method for suppressing the engine speed from exceeding the allowable speed.
JP 2001-336630 A

  By the way, if the fuel cut process is executed simply when the engine speed exceeds the predetermined speed, the following inconvenience may occur. That is, when the engine speed becomes equal to or higher than the predetermined speed due to the acceleration operation, the fuel cut process is executed regardless of the driver's will, so the driver predicts when the fuel cut process will be performed. I can't. Further, when the fuel cut process is started, it is impossible to continue the acceleration operation of the vehicle suddenly, so that the driver feels uncomfortable.

  The present invention has been made in view of such circumstances, and an object of the present invention is to control a vehicle control device capable of suppressing the uncomfortable feeling given to the driver and suppressing the rotational speed of the power source from exceeding the allowable rotational speed. Is to provide.

  In order to achieve the above object, a first aspect of the present invention provides a vehicle control apparatus capable of selecting a gear ratio or a gear ratio range of a transmission connected to a power source for a vehicle according to a driver's will. , An output operation member for the driver to operate the output of the power source, a reaction force variable mechanism for varying an operation reaction force with respect to an operation amount of the output operation member, and a rotation speed detection for detecting the rotation speed of the power source And an operation reaction force of the output operation member when the detected rotational speed of the power source is in the vicinity of the allowable rotational speed when the vehicle travels when the transmission gear ratio or the transmission gear ratio range is selected by the driver. And a control means for controlling the variable reaction force mechanism so as to increase compared to the operation reaction force at the same operation amount of the output operation member when the rotation speed of the power source is not in the vicinity of the allowable rotation speed. The gist

  According to this configuration, when the speed of the power source is close to the permissible speed when the vehicle travels in which the speed ratio or speed ratio range of the transmission is selected according to the driver's will, the operating reaction force of the output operation member Therefore, it is possible to notify the driver that the rotational speed of the power source is in the vicinity of the allowable rotational speed, and to suppress the driver from increasing the operation amount of the output operation member. it can. For this reason, it is possible to suppress the rotation speed of the power source from exceeding the allowable rotation speed by continuing the acceleration operation of the vehicle at a predetermined gear ratio or a gear ratio within a predetermined range. In addition, in order to prevent the acceleration operation from being continued by relatively increasing the operation reaction force of the output operation member, the driver feels a sense of discomfort compared to a case where the operation is shifted to a driving state where the acceleration operation cannot be performed. It can be suppressed as much as possible.

  According to a second aspect of the present invention, in the vehicle control apparatus according to the first aspect, the control means operates the output operation member as the detected rotational speed of the power source approaches the allowable rotational speed. The gist is to control the reaction force to increase.

  According to this configuration, as the rotational speed of the power source approaches the allowable rotational speed, the amount of increase in the operation reaction force of the output operation member is increased, so that the rotational speed of the power source approaches the allowable rotational speed. The amount of operation of the output operation member can be made difficult to increase as the rotational speed of the power source approaches the allowable rotational speed. For this reason, it can further suppress that the rotation speed of a power source exceeds permissible rotation speed.

  According to a third aspect of the present invention, in the vehicle control apparatus according to the first or second aspect, the control means increases the output operation as the amount of increase in the detected rotational speed of the power source per time increases. The gist of the control is to increase the amount of increase in the operation reaction force of the member.

  According to this configuration, the greater the amount of increase in the rotational speed of the power source per time, that is, the greater the vehicle acceleration, the greater the increase in the operational reaction force of the output operation member. The amount of operation of the output operation member can be made difficult to increase as the time to reach the allowable rotation speed is assumed to be shorter. For this reason, it can suppress that the acceleration operation of a vehicle is continued and the rotation speed of a power source exceeds permissible rotation speed.

  Invention of Claim 4 is a vehicle control apparatus as described in any one of Claims 1-3. WHEREIN: The operation speed detection means which detects the operation speed of the said output operation member by a driver | operator is further provided, The gist of the control means is to perform control so as to increase the increase amount of the operation reaction force of the output operation member as the detected operation speed increases.

  According to this configuration, as the operation speed of the output operation member operated by the driver increases, the amount of increase in the operation reaction force of the output operation member increases, so the driver is more willing to accelerate the vehicle. As a result, it is difficult to increase the operation amount of the output operation member. For this reason, it can suppress that the acceleration operation by a driver | operator is continued and the rotation speed of a power source exceeds permissible rotation speed.

  According to a fifth aspect of the present invention, in the vehicle control device according to any one of the first to fourth aspects, the transmission is based on the vehicle running state and the driving state of the power source through the shift control means. The transmission mode is controlled to be switchable between an automatic transmission mode that is automatically changed to the transmission ratio that is set in this manner and a manual transmission mode that is maintained in the transmission ratio selected by the driver or the transmission ratio range. The shift control means is configured such that when the operation amount of the output operation member increases when the operation reaction force of the output operation member is increased by the reaction force variable mechanism, the gear ratio of the transmission is increased. The gist of this is to reduce.

  According to this configuration, the shift control means for controlling the transmission to be switchable between the automatic shift mode and the manual shift mode outputs the output when the operation reaction force of the output operation member is increased by the reaction force variable mechanism. When the operation amount of the operation member increases, the transmission gear ratio is reduced. For this reason, if the driver intends to accelerate the vehicle even if the rotational speed of the power source is close to the allowable rotational speed, the rotational speed of the power source is lowered by forcibly upshifting the transmission. Can be made. Therefore, it is possible to suppress the rotational speed of the power source from exceeding the allowable rotational speed while reflecting the driver's will. In the above-described configuration, the transmission ratio of the transmission is reduced by increasing the operation amount of the output operation member by a predetermined amount or more, and the transmission can easily be upshifted against the will of the driver. You may make it suppress that it ends.

  According to a sixth aspect of the present invention, in the vehicle control device according to any one of the first to fourth aspects, the transmission is based on the vehicle running state and the driving state of the power source through the shift control means. The transmission mode is controlled to be switchable between an automatic transmission mode that is automatically changed to the transmission ratio that is set in this manner and a manual transmission mode that is maintained in the transmission ratio selected by the driver or the transmission ratio range. In the case where the rotational speed of the power source detected by the rotational speed detection means increases when the operational reaction force of the output operation member is increased by the reaction force variable mechanism, the shift control means The gist is to reduce the gear ratio of the transmission.

  According to this configuration, the shift control means for controlling the transmission to be switchable between the automatic shift mode and the manual shift mode rotates when the reaction force of the output operation member is increased by the reaction force variable mechanism. When the rotational speed of the power source detected by the number detection means increases, the transmission gear ratio is reduced. For this reason, if the rotational speed continues to increase even if the rotational speed of the power source is close to the allowable rotational speed, the rotational speed of the power source can be decreased by forcibly upshifting the transmission. It is possible to suppress the rotational speed of the power source from exceeding the allowable rotational speed. In the above configuration, the speed ratio of the transmission is decreased due to the increase in the rotational speed of the power source by a predetermined rotational speed or more, and the transmission can easily be upshifted against the will of the driver. You may make it suppress that it ends.

Hereinafter, an embodiment embodying the present invention will be described with reference to FIGS.
FIG. 1 is a schematic configuration diagram of a vehicle control apparatus 1 according to the present embodiment. Each device of the output operation system 12 and each device of the drive system 13 are connected to an ECU (electronic control device) 11 that controls the control device 1.

  The output operation system 12 includes an accelerator pedal 21 for the driver to operate the output of the power source, an operation amount detection sensor 22 for detecting the operation amount of the accelerator pedal 21, and an operation speed for detecting the operation speed of the accelerator pedal 21. A detection sensor 23 and a reaction force variable mechanism 24 capable of variably setting an operation reaction force of the accelerator pedal 21 are provided.

  The accelerator pedal 21 as an output operation member is rotatably held with respect to the vehicle body, and a driver's intention to increase or decrease the power source output is input by the stepping operation. The operation amount detection sensor 22 is provided on the rotation shaft of the accelerator pedal 21 and detects the operation amount of the accelerator pedal 21 from the rotation amount. The operation amount of the accelerator pedal 21 detected by the operation amount detection sensor 22 is input to the ECU 11. The operation speed detection sensor 23 as the operation speed detection means is provided on the rotation shaft of the accelerator pedal 21 and detects the operation speed of the accelerator pedal 21 from the rotation speed. The operation speed of the accelerator pedal 21 detected by the operation speed detection sensor 23 is input to the ECU 11. The reaction force variable mechanism 24 includes an actuator. When the actuator is driven and controlled by the ECU 11, the operation reaction force with respect to the operation amount of the accelerator pedal 21 is variably set.

  The drive system 13 includes a power source 31 for driving the vehicle, an automatic transmission 32 that decelerates the output of the power source 31, and a drive shaft 33 that rotationally transmits the output reduced by the automatic transmission 32 to the drive wheels. And a rotation speed detection sensor 34 for detecting the rotation speed of the power source 31.

  The power source 31 is constituted by an internal combustion engine, a motor, and the like, and its output is controlled by the ECU 11 based on the operation amount of the accelerator pedal 21 and the like. The automatic transmission 32 is maintained in the automatic transmission mode automatically changed to the transmission ratio set based on the vehicle running state and the driving state of the power source 31 and the transmission ratio selected by the driver through the ECU 11. Or a manual transmission mode that is automatically changed to a transmission ratio that is set based on the vehicle running state and the driving state of the power source 31 within a range that does not exceed the lower limit value of the transmission ratio selected by the driver. The shift mode can be switched between the two. The output of the power source 31 transmitted to the automatic transmission 32 is decelerated at the selected gear ratio. The drive shaft 33 causes the vehicle to travel by transmitting the output reduced by the automatic transmission 32 to drive wheels such as tires. The rotation speed detection sensor 34 as the rotation speed detection means is provided on the rotation shaft of the power source 31 and detects the rotation speed of the power source 31. The rotational speed of the power source 31 detected by the rotational speed detection sensor 34 is input to the ECU 11.

  Next, a method in which the ECU 11 controls the reaction force variable mechanism 24 will be described. FIG. 2 shows an operation model of the accelerator pedal 21, and the ECU 11 sets an operation reaction force with respect to the operation amount of the accelerator pedal 21 based on this operation model, and controls the reaction force variable mechanism 24. As shown in FIG. 2, the accelerator pedal 21 is disposed so as to be movable in the left-right direction on the flat plate 41, and is fixed to the side plate 42 via a compression spring 43. In this operating model, when the driver moves the accelerator pedal 21 in the right direction in FIG. 2, the driver operates the accelerator pedal 21 in the stepping direction, and when the driver moves the accelerator pedal 21 in the left direction in FIG. When operating in the return direction.

  When the driver operates the accelerator pedal 21 in the depression direction, the sum of the spring force Fa of the compression spring 43 and the frictional force Fb generated between the accelerator pedal 21 and the flat plate 41 becomes the operation reaction force F. On the other hand, when the driver operates the accelerator pedal 21 in the return direction, the difference between the spring force Fa of the compression spring 43 and the frictional force Fb generated between the accelerator pedal 21 and the flat plate 41 is the operation reaction force F. Become.

  FIG. 3 shows a relationship diagram between the operation amount of the accelerator pedal 21 and the operation reaction force. A solid line in FIG. 3 is a relationship diagram between an operation amount controlled based on the operation model in FIG. 2 and an operation reaction force. That is, since the spring force Fa of the operating model increases as the amount of depression of the accelerator pedal 21 increases, an operation reaction force 51 when the accelerator pedal 21 is operated to the depression side and an operation reaction force 52 when the accelerator pedal 21 is operated to the return side. Increases as the operation amount increases. In addition, since the friction force Fb of the operating model acts as a resistance when the accelerator pedal 21 is operated to the depression side and when it is operated to the return side, the friction force Fb is between the operation reaction force 51 and the operation reaction force 52. Causes hysteresis H. This hysteresis H is provided to facilitate maintaining the accelerator pedal 21 at a constant operation amount.

  The ECU 11 variably sets the operation reaction force with respect to the operation amount of the accelerator pedal 21 by changing the spring force Fa and the friction force Fb of the operation model assumed in this way. That is, by appropriately changing the spring constant k of the compression spring 43 in the operation model and the friction coefficient μ between the accelerator pedal 21 and the flat plate 41 as parameters, the operation reaction force of the accelerator pedal 21 is set to a desired mode. For example, when the accelerator pedal 21 is operated to the depression side and the friction coefficient μ of the operation model is increased at the position of the operation amount B, the operation reaction force 53 of the accelerator pedal 21 is set as shown by a broken line in FIG. can do. Further, when the accelerator pedal 21 is operated to the depression side and the spring constant k of the operating model is increased at the position of the operation amount C, the operation reaction force 54 of the accelerator pedal 21 is shown by a one-dot chain line in FIG. Can be set. Further, when the accelerator pedal 21 is operated to the return side, the operation reaction force can be set by the same method. The ECU 11 drives and controls the reaction force variable mechanism 24 so as to generate an operation reaction force set based on the operation model.

  Next, the configuration of the accelerator pedal 21 and the reaction force variable mechanism 24 will be described. FIG. 4A is a schematic configuration diagram of the accelerator pedal 21 and the reaction force variable mechanism 24. The accelerator rotation shaft 61 to which the accelerator pedal 21 is fixed is rotatably held by bearings 62a and 62b provided on the vehicle body 62. The reaction force variable mechanism 24 includes an actuator 63 that is provided on the accelerator rotation shaft 61 and includes a DC motor or the like, and a speed reduction unit 64 that reduces the output of the actuator 63. The return spring 65 for applying an operation reaction force to the accelerator pedal 21 is a torsion coil spring. A hook 65 a at one end is fixed to the base end portion of the accelerator pedal 21, and a hook 65 b at the other end is provided in the speed reduction portion 64. It is fixed to the component.

  FIG.4 (b) is sectional drawing which follows the AA line of the deceleration part 64 of Fig.4 (a). The speed reduction part 64 is rotatably held with respect to the accelerator rotation shaft 61 and meshes with the rotation member 66 to which the hook 65b of the return spring 65 is fixed, and the tooth part 66a of the rotation member 66, thereby engaging the rotation member 66. And a reduction gear 67 that is driven to rotate.

  When the reaction force of the accelerator pedal 21 is changed, the reduction gear 67 is driven to rotate by the operation of the actuator 63. The reduction gear 67 moves the position of the hook 65b of the return spring 65 in the direction of the arrow in FIG. 4B by rotating the rotating member 66 with respect to the accelerator rotation shaft 61. As a result, the operation reaction force applied from the return spring 65 to the accelerator pedal 21 via the hook 65a is variable. In this case, the operating reaction force of the accelerator pedal 21 is made variable by changing the spring force of the return spring 65. However, the actuator 63 is configured to apply a load such as a frictional force to the accelerator rotating shaft 61. Thus, the operation reaction force of the accelerator pedal 21 may be variable.

  Next, when the vehicle travels when the shift mode of the automatic transmission 32 is set to the manual shift mode, the ECU 11 as the control means and the shift control means controls the reaction force variable mechanism 24 and the automatic transmission 32. A method for suppressing the rotational speed of the power source 31 from exceeding the allowable rotational speed will be described. FIG. 5 shows a flowchart of a rotation speed control routine processed by the ECU 11. This routine increases the operation reaction force of the accelerator pedal 21 when the rotational speed of the power source 31 is close to the allowable rotational speed. Further, when the accelerator pedal 21 is depressed, the speed ratio or speed ratio selected by the driver is increased. By forcibly reducing the gear ratio regardless of the lower limit value of the ratio, the rotational speed of the power source 31 is prevented from exceeding the allowable rotational speed.

  This rotational speed control routine is repeatedly performed at predetermined timings when the shift mode of the automatic transmission 32 is set to the manual shift mode. When the rotation speed control routine is started, the ECU 11 determines whether or not the rotation speed NE of the power source 31 detected by the rotation speed detection sensor 34 is in the vicinity of the allowable rotation speed Nmax (step S110). Here, the allowable rotation speed Nmax is set to a rotation speed that may cause damage to the power source 31 when the rotation speed is higher than this, for example, the rotation speed when entering the red zone. Whether or not the rotational speed of the power source 31 is in the vicinity of the allowable rotational speed Nmax is determined by comparing the rotational speed NE of the power source 31 with a predetermined rotational speed Na set slightly lower than the allowable rotational speed Nmax. Do. Here, when the rotational speed NE of the power source 31 is not in the vicinity of the allowable rotational speed Nmax, that is, when the rotational speed NE is less than the predetermined rotational speed Na, the rotational speed NE of the power source 31 may exceed the allowable rotational speed. Since there is no, this routine is ended as it is.

  When the rotational speed NE of the power source 31 is in the vicinity of the allowable rotational speed Nmax, that is, when the rotational speed NE is greater than or equal to the predetermined rotational speed Na, the reaction force variable mechanism 24 is driven to control the operating reaction force of the accelerator pedal 21. Increase (step S120). FIG. 6 shows a time chart of the rotational speed NE, the operation reaction force of the accelerator pedal 21, and the operation amount. As the accelerator pedal 21 is depressed by the driver, the operation reaction force of the accelerator pedal 21 and the rotational speed NE of the power source 31 increase as the operation amount of the accelerator pedal 21 increases. When the rotational speed NE of the power source 31 reaches the predetermined rotational speed Na at time T1, the ECU 11 controls the reaction force variable mechanism 24 to increase the operation reaction force of the accelerator pedal 21 stepwise. In other words, the operation reaction force of the accelerator pedal 21 is increased by an amount D corresponding to the operation reaction force at the same operation amount of the accelerator pedal 21 when the rotational speed NE of the power source 31 is not close to the allowable rotational speed (during normal operation). Make the reaction force added. For this reason, it becomes difficult for the driver to continue the depression operation of the accelerator pedal 21, and an increase in the operation amount of the accelerator pedal 21 is suppressed (state E). As a result, the driver's acceleration operation is interrupted, and an increase in the rotational speed NE of the power source 31 is suppressed (state G).

  In this manner, when the rotational speed NE becomes equal to or higher than the predetermined rotational speed Na, the operation reaction force of the accelerator pedal 21 can be increased and the driver can be prevented from continuing the acceleration operation. Can be prevented from exceeding the allowable rotational speed.

  Next, the ECU 11 determines whether or not the operation amount of the accelerator pedal 21 has increased (step S130). When the operation amount of the accelerator pedal 21 is increasing, the transmission ratio of the automatic transmission 32 or the lower limit value of the transmission ratio is reduced (step S140). FIG. 7 shows a time chart of the rotational speed NE, the operation reaction force and operation amount of the accelerator pedal 21, and the gear ratio. After the rotational speed NE of the power source 31 reaches the predetermined rotational speed Na and the operation reaction force of the accelerator pedal 21 is increased at time T1, the state I in which the operation amount of the accelerator pedal 21 increases as shown in FIG. 7 continues. In this case, it is considered that the driver is willing to continue the acceleration operation. Therefore, when the ECU 11 determines that the operation amount of the accelerator pedal 21 is increasing (time T2), the speed ratio of the automatic transmission 32 or the lower limit value of the speed ratio is smaller than the current speed ratio TR1. Forcibly upshifting to gear ratio TR2. Then, the state is shifted to a state L where the rotational speed NE of the power source 31 is lower than the predetermined rotational speed Na, and the acceleration operation of the vehicle by the driver is continued. Thereby, it is possible to suppress the rotation speed NE of the power source 31 from exceeding the allowable rotation speed Nmax while reflecting the driver's will. The determination that the amount of operation of the accelerator pedal 21 is increased may be made when the amount of operation is increased by a predetermined amount M or more from the amount of operation of the accelerator pedal 21 at time T1. Then, with the upshift of the automatic transmission 32, the operation reaction force of the accelerator pedal 21 is returned to the state P during normal operation, and this routine is terminated.

  If it is determined in step S130 that the amount of operation of the accelerator pedal 21 has not increased, the driver's willingness to continue the accelerating operation does not exist and the rotational speed NE of the power source 31 may exceed the allowable rotational speed Nmax. Since there is no, this routine is ended as it is. Then, the ECU 11 drives the reaction force variable mechanism 24 so that the operation reaction force of the accelerator pedal 21 is returned to the operation reaction force during the normal operation when the rotation speed NE of the power source 31 becomes less than the predetermined rotation speed Na. Control.

  Thus, the reaction force is monitored by monitoring the rotational speed NE of the power source 31 and the operation amount of the accelerator pedal 21 when the vehicle travels when the shift mode of the automatic transmission 32 is set to the manual shift mode. The variable mechanism 24 and the automatic transmission 32 can be controlled to prevent the rotational speed NE of the power source 31 from exceeding the allowable rotational speed Nmax.

According to the above embodiment, the following effects can be obtained.
(1) In the above-described embodiment, when the rotational speed NE of the power source 31 is close to the allowable rotational speed Nmax when the vehicle travels when the transmission mode of the automatic transmission 32 is set to the manual transmission mode, the accelerator pedal The operation reaction force of 21 is increased. For this reason, it is possible to notify the driver that the rotational speed NE of the power source 31 is close to the allowable rotational speed through the reaction force of the accelerator pedal 21. Further, since the operation reaction force of the accelerator pedal 21 is increased, it becomes difficult for the driver to continue the depression operation of the accelerator pedal 21, and the acceleration operation of the driver is interrupted to suppress an increase in the rotational speed NE of the power source 31. be able to. Thereby, it is possible to suppress the rotation speed NE of the power source 31 from exceeding the allowable rotation speed Nmax.

  (2) In the above embodiment, when the rotational speed NE of the power source 31 is in the vicinity of the allowable rotational speed Nmax, the operation reaction force of the accelerator pedal 21 is increased, but the operation amount of the accelerator pedal 21 is limited. Don't give. For this reason, compared with the case where it shifts to the driving | running state which cannot perform acceleration operation in order to suppress the increase in rotation speed NE, the discomfort given to a driver | operator can be suppressed as much as possible. In the case where the power source 31 is an internal combustion engine and the fuel cut processing is performed when the rotational speed NE is equal to or higher than the predetermined rotational speed, the predetermined rotational speed Na is the rotational speed NE at which the fuel cut processing is performed. By setting it lower, it is possible to suppress the rotational speed NE from exceeding the allowable rotational speed Nmax while suppressing a sense of discomfort given to the driver.

  (3) In the above embodiment, when the operation I of the accelerator pedal 21 is increased and the state I in which the operation amount of the accelerator pedal 21 increases continues, the speed ratio or speed ratio of the automatic transmission 32 is increased. Forcibly lower the lower limit. For this reason, when the driver intends to continue the acceleration operation even when the rotational speed NE of the power source 31 is close to the allowable rotational speed Nmax, the power source 31 is forcibly upshifted. The rotational speed NE can be reduced. Thereby, it can suppress that the rotation speed of the power source 31 exceeds permissible rotation speed Nmax, reflecting a driver | operator's will.

In addition, you may change the said embodiment as follows.
In the above embodiment, when the rotational speed NE of the power source 31 is close to the allowable rotational speed Nmax, the operation reaction force of the accelerator pedal 21 is increased stepwise, but the rotational speed NE of the power source 31 However, the amount of increase in the operational reaction force of the accelerator pedal 21 may be increased as the value approaches the allowable rotational speed Nmax. FIG. 8 shows a time chart of the rotational speed NE, the operation reaction force of the accelerator pedal 21, and the operation amount. As the accelerator pedal 21 is depressed by the driver, the operation reaction force of the accelerator pedal 21 and the rotational speed NE of the power source 31 increase as the operation amount of the accelerator pedal 21 increases. When the rotational speed NE of the power source 31 becomes equal to or higher than the predetermined rotational speed Nb set lower than the predetermined rotational speed Na at time T3, the ECU 11 drives and controls the reaction force variable mechanism 24 to increase the rotational speed NE. Then, the increase amount of the operation reaction force of the accelerator pedal 21 is gradually increased (state Q). That is, the increase amount with respect to the operation reaction force of the accelerator pedal 21 during the normal operation is set to increase as the rotational speed NE approaches the allowable rotational speed Nmax. If comprised in this way, since the driver | operator's depression operation of the accelerator pedal 21 can be suppressed gradually, the increase in the operation amount of the accelerator pedal 21 is suppressed (state R), and the rotation speed NE of the power source 31 is permissible rotation. Exceeding the number Nmax can be further suppressed.

  In the above embodiment, when the rotational speed NE of the power source 31 is in the vicinity of the allowable rotational speed Nmax, the operation reaction force of the accelerator pedal 21 is increased stepwise, but the operation reaction force at that time The increase amount D may be set variably according to the increase amount per time of the rotational speed NE of the power source 31. A method of setting the increase amount D at this time will be described with reference to FIG. The ECU 11 calculates, based on the output from the rotation speed detection sensor 34, the amount of increase in the rotation speed NE per time when the rotation speed NE of the power source 31 reaches the predetermined rotation speed Na (time T1). Then, the increase amount D of the operation reaction force is set to be larger as the calculated increase amount of the rotational speed NE per time is larger. If comprised in this way, in order that the increase amount D of the operation reaction force of the accelerator pedal 21 may be enlarged, so that the increase amount per time of the rotation speed NE of the power source 31 is large, ie, the acceleration of a vehicle is large, the power source 31 is increased. The amount of operation of the accelerator pedal 21 can be made more difficult to increase as the time required for the rotation speed NE to reach the allowable rotation speed Nmax becomes shorter. For this reason, it can suppress suitably that the acceleration operation of a vehicle is continued and the rotation speed NE of the power source 31 exceeds the allowable rotation speed Nmax.

  In the above embodiment, when the rotational speed NE of the power source 31 is in the vicinity of the allowable rotational speed Nmax, the operation reaction force of the accelerator pedal 21 is increased stepwise, but the operation reaction force at that time The increase amount D may be variably set according to the operation speed of the accelerator pedal 21. A method of setting the increase amount D at this time will be described with reference to FIG. The ECU 11 acquires the operation speed of the accelerator pedal 21 from the operation speed detection sensor 23 when the rotation speed NE of the power source 31 reaches the predetermined rotation speed Na (time T1). And the increase amount D of the operation reaction force is set larger as the acquired operation speed of the accelerator pedal 21 is larger. With this configuration, the increase in the operation reaction force of the accelerator pedal 21 increases as the operation speed of the accelerator pedal 21 increases. Therefore, the greater the driver's willingness to accelerate the vehicle, the greater the accelerator pedal 21 becomes. It is difficult to increase the operation amount. For this reason, it can suppress suitably that the acceleration operation of a vehicle is continued and the rotation speed NE of the power source 31 exceeds the allowable rotation speed Nmax.

  In the above embodiment, when it is determined that the operation amount of the accelerator pedal 21 is continuously increased when the operation reaction force of the accelerator pedal 21 is increased, the gear ratio or the gear ratio of the automatic transmission 32 is determined. However, when it is determined that the rotational speed NE of the power source 31 is continuously increasing, the speed ratio of the automatic transmission 32 may be upshifted. The control at this time will be described with reference to FIG. The ECU 11 determines from the rotation speed detection sensor 34 whether or not the rotation speed NE continues to increase after the rotation speed NE of the power source 31 reaches the predetermined rotation speed Na and the operation reaction force of the accelerator pedal 21 is increased. Judgment based on the output of. Then, when it is determined that the rotational speed NE continues to increase (time T2), the speed ratio of the automatic transmission 32 or the lower limit value of the speed ratio is changed from the current speed ratio TR1 to a speed ratio TR2 that is smaller than that. Force upshift to As a result, the rotational speed NE of the power source 31 is shifted to the state L in which the rotational speed NE is lower than the predetermined rotational speed Na, and the rotational speed NE can be prevented from exceeding the allowable rotational speed Nmax. It should be noted that the determination that the rotational speed NE is continuously increasing is made based on the fact that the rotational speed NE has increased by a predetermined rotational speed S or more from the rotational speed NE of the power source 31 at time T1. Also good.

  In the above embodiment, when the rotational speed NE of the power source 31 is in the vicinity of the allowable rotational speed Nmax, the operational reaction force when the accelerator pedal 21 is operated to the depression side is increased, but the accelerator pedal 21 is You may make it also change the aspect of the operation reaction force when operated to the return side. For example, after the operating reaction force increases, when the accelerator pedal 21 is operated to the return side, if the rotational speed NE is less than a predetermined rotational speed Na, the operating reaction force is decreased and the driver rotates the power source 31. A state of several NEs may be recognized.

  In the above embodiment, the intention to increase / decrease the power source output by the driver is input by depressing the accelerator pedal 21, but other than the depressing operation such as operating the output operation member corresponding to the accelerator pedal 21 by hand. You may comprise so that it may carry out by operation of.

  In the above embodiment, when the rotational speed NE of the power source 31 is in the vicinity of the allowable rotational speed Nmax, the automatic transmission 32 performs the process of increasing the operation reaction force of the accelerator pedal 21 (steps S110 and 120 in FIG. 5). However, this process may be applied to a vehicle equipped with a manual transmission.

The schematic block diagram of the control apparatus of a vehicle. Accelerator pedal operation model. The relationship diagram of the operation amount of an accelerator pedal, and an operation reaction force. (A) is a schematic block diagram of an accelerator pedal and a reaction force variable mechanism, (b) is sectional drawing which follows the AA line of (a). The flowchart of a rotation speed control routine. Time chart of the number of revolutions of the power source, the amount of operation of the accelerator pedal, etc. Time chart of the number of revolutions of the power source, the amount of operation of the accelerator pedal, etc. The time chart of the rotation speed of the power source in the other example of this invention, the operation amount of an accelerator pedal, etc.

Explanation of symbols

  DESCRIPTION OF SYMBOLS 1 ... Control apparatus, 11 ... ECU, 12 ... Output operation system, 13 ... Drive system, 21 ... Accelerator pedal, 22 ... Operation amount detection sensor, 23 ... Operation speed detection sensor, 24 ... Reaction force variable mechanism, 31 ... Power source 32... Automatic transmission, 34... Rotational speed detection sensor.

Claims (6)

In a vehicle control device capable of selecting a gear ratio or a gear ratio range of a transmission connected to a power source for a vehicle according to a driver's will,
An output operation member for the driver to operate the output of the power source;
A reaction force variable mechanism that makes an operation reaction force variable with respect to an operation amount of the output operation member;
A rotational speed detection means for detecting the rotational speed of the power source;
When the vehicle travels with the transmission gear ratio or gear ratio range selected by the driver, the operation reaction force of the output operation member when the detected rotational speed of the power source is close to the allowable rotational speed, Control means for controlling the reaction force variable mechanism so as to increase compared with an operation reaction force at the same operation amount of the output operation member when the rotation speed of the source is not in the vicinity of the allowable rotation speed. Vehicle control device. The vehicle control device according to claim 1,
The control unit controls the vehicle to increase the amount of increase in the operation reaction force of the output operation member as the detected rotational speed of the power source approaches the allowable rotational speed. . The vehicle control device according to claim 1 or 2,
The control means performs control so that the amount of increase in the operation reaction force of the output operation member increases as the amount of increase in the detected rotational speed of the power source per time increases. apparatus. In the control apparatus of the vehicle as described in any one of Claims 1-3,
An operation speed detecting means for detecting an operation speed of the output operation member by a driver;
The vehicle control apparatus, wherein the control means performs control such that the amount of increase in the operation reaction force of the output operation member increases as the detected operation speed increases. In the vehicle control device according to any one of claims 1 to 4,
The transmission includes an automatic transmission mode that is automatically changed to a transmission ratio that is set based on the vehicle running state and the driving state of the power source, and a transmission ratio or transmission that is selected by the driver. It is controlled so that the shift mode can be switched between the manual shift mode maintained in the ratio range,
The speed change control means lowers the speed ratio of the transmission when the operation amount of the output operation member increases when the operation reaction force of the output operation member is increased by the reaction force variable mechanism. A control device for a vehicle. In the vehicle control device according to any one of claims 1 to 4,
The transmission includes an automatic transmission mode that is automatically changed to a transmission ratio that is set based on the vehicle running state and the driving state of the power source, and a transmission ratio or transmission that is selected by the driver. It is controlled so that the shift mode can be switched between the manual shift mode maintained in the ratio range,
The transmission control means is configured such that when the operation reaction force of the output operation member is increased by the reaction force variable mechanism and the rotational speed of the power source detected by the rotational speed detection means increases, the transmission A vehicle control device characterized by lowering the transmission ratio of the vehicle.

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