JP6272176B2 - Vehicle travel control device - Google Patents

Description

  The present invention relates to a vehicular travel control apparatus that controls acceleration (driving force) and deceleration (braking force) of a vehicle according to an operation amount of one operation pedal.

  In Patent Document 1, a deceleration region and an acceleration region are formed within an operation stroke of a single pedal, and a braking force generator, a driving force generator, and a continuously variable transmission are controlled according to the operation amount of the pedal. In an acceleration / deceleration control device that controls acceleration / deceleration of a vehicle, it is an object to effectively suppress the busy feeling of shifting of a continuously variable transmission that is likely to occur in a traveling environment where acceleration / deceleration operations are repeatedly required ([0006 ],wrap up). In order to solve the problem, in Patent Document 1, based on information on the driving state and / or traveling environment of the vehicle, a driving force greater than a predetermined value required in front of the current vehicle position is set as a required estimated driving force. The shift control of the continuously variable transmission is performed so that the fluctuation of the gear ratio accompanying the generation of the necessary estimated driving force is suppressed before the point where the necessary estimated driving force should be generated (summary).

  More specifically, in Patent Document 1, the surrounding environment information is acquired (step 103, [0042] in FIG. 8), and the target acceleration / deceleration according to the operation amount of the accelerator pedal is determined (step 104, [0043). ]). Based on the surrounding environment information, a required estimated driving force that is an estimated vehicle acceleration / deceleration (driving force) required in the future is predicted and calculated (step 105, [0044]). Further, it is determined whether the current operating state is a steady state or a transient state (step 106, [0054]). The steady state is a state in a constant speed running state or a deceleration process ([0054]), and the transient state is a state in an acceleration process ([0056]).

  When the current vehicle state is a steady state, normal control (FIG. 7) of the stepless transmission is performed (steps 107, [0055] and [0058] in FIG. 8). Further, when the current vehicle state is a transient state, shift control (variation suppression control, FIG. 11) of the continuously variable transmission based on the necessary estimated driving force is performed (steps 107, [0057], [0058]).

JP 2006-177442 A

  As described above, in Patent Document 1, when the current vehicle state is a transient state (accelerated state), fluctuation suppression control based on the required estimated driving force (FIG. 11) is performed, while a steady state (constant speed traveling state) Or, in the deceleration state, normal control (FIG. 7) is performed (steps 107, [0055], [0057] in FIG. 8).

  In the technique of Patent Document 1 as described above, there is room for improvement in control in a deceleration state. For example, in Patent Document 1, normal control is performed in both the constant speed traveling state and the deceleration state, but there is a possibility that the deceleration intended by the driver cannot be obtained by the normal control.

  For example, when the correspondence between the accelerator pedal operation amount and the target deceleration is fixed, the acceleration / deceleration characteristics change depending on the weight of the vehicle or the driving environment, resulting in a situation where the deceleration expected by the driver cannot be achieved. obtain. When such a situation occurs, the driver must operate the brake pedal. If it does so, the characteristic that acceleration and deceleration will be attained only by an accelerator pedal cannot fully be exhibited, and there exists a possibility of impairing driving comfort or reliability for operation.

  The present invention has been made in consideration of the above-described problems, and a vehicle travel control device capable of effectively decelerating a vehicle in a configuration in which the vehicle is accelerated and decelerated with a single operation pedal. The purpose is to provide.

The vehicle travel control apparatus according to the present invention controls acceleration and deceleration of a vehicle according to an operation amount of one operation pedal, and the travel control apparatus corresponds to the relatively small operation amount. A deceleration region and an acceleration region corresponding to the relatively large operation amount are set for the operation amount, and in the deceleration region, control is performed such that the deceleration of the vehicle increases as the operation amount decreases. In the acceleration region, control is performed so that the acceleration of the vehicle increases as the operation amount increases, and the travel control device has a target deceleration corresponding to the operation amount of the operation pedal required by the driver. Whether or not the deceleration is insufficient is determined based on a driver's operation on a deceleration control member that controls deceleration of the vehicle separately from the operation pedal, and the target deceleration becomes the required deceleration. If it is determined that insufficient and, characterized in that to increase the maximum target deceleration in the decelerating region. The deceleration control member may be a brake pedal, for example.

  According to the present invention, when it is determined that the target deceleration corresponding to the operation amount of the operation pedal is insufficient with respect to the driver's required deceleration, the maximum target deceleration in the deceleration region is increased. Thereby, it becomes easy to set the maximum target deceleration due to the operation of the operation pedal to a value according to the driver's intention. Therefore, for example, it is possible to effectively decelerate the vehicle by reducing the necessity of operation of the deceleration control member or by performing setting according to the operation of the driver.

  The travel control device determines whether the target deceleration corresponding to the operation amount of the operation pedal is insufficient with respect to the required deceleration of the driver based on the operation frequency of the deceleration control member. You may judge. This makes it possible to determine whether or not the target deceleration by the operation pedal is insufficient with respect to the driver's requested deceleration by a relatively simple method.

  The travel control device sets the target deceleration corresponding to the operation amount of the operation pedal to be the maximum target deceleration when the operation pedal is in the original position, and operates the operation speed of the deceleration control member. Is over the first frequency threshold, the deceleration region is divided into a weak deceleration region and a strong deceleration region, or the acceleration region is divided into a weak acceleration region and a strong acceleration region, and the weak deceleration is performed more than the strong deceleration region. The region may be arranged on the acceleration region side, or the weak acceleration region may be arranged on the deceleration region side with respect to the strong acceleration region.

  According to the above, when the deceleration area is divided into the weak deceleration area and the strong deceleration area, the weak deceleration area can be used for fine adjustment of the deceleration, and the strong deceleration area can be used for rapid deceleration. Thus, the deceleration can be adjusted appropriately. Similarly, when dividing the acceleration region into a weak acceleration region and a strong acceleration region, while enabling fine adjustment of acceleration using the weak acceleration region and enabling rapid acceleration using the strong acceleration region, It is possible to suitably adjust the acceleration.

  Alternatively, the travel control device sets the target deceleration corresponding to the operation amount of the operation pedal to be the maximum target deceleration when the operation pedal is in the original position, and weakens the deceleration region. Dividing into a deceleration region and a strong deceleration region, or dividing the acceleration region into a weak acceleration region and a strong acceleration region, and arranging the weak deceleration region closer to the acceleration region than the strong deceleration region, or the strong acceleration region If the operation frequency of the deceleration control member exceeds a second frequency threshold, the width of the weak deceleration region or the weak acceleration region may be increased.

  According to the above, when the deceleration area is divided into the weak deceleration area and the strong deceleration area, the weak deceleration area can be used for fine adjustment of the deceleration, and the strong deceleration area can be used for rapid deceleration. Thus, the deceleration can be adjusted appropriately. Similarly, when dividing the acceleration region into a weak acceleration region and a strong acceleration region, while enabling fine adjustment of acceleration using the weak acceleration region and enabling rapid acceleration using the strong acceleration region, It is possible to suitably adjust the acceleration.

  In addition, according to the above, when the operation frequency of the deceleration control member exceeds the second frequency threshold, the range of the weak deceleration region or the weak acceleration region is expanded. One of the reasons why the operation frequency of the deceleration control member is increased may be that the vehicle is likely to accelerate excessively because the strong acceleration region is too wide (or the weak acceleration region is too narrow). Therefore, when the operation frequency of the deceleration control member exceeds the second frequency threshold, it is easy to appropriately set the acceleration of the vehicle by operating the operation pedal by expanding the range of the weak acceleration region.

  Another reason for increasing the operation frequency of the deceleration control member is that the strong deceleration region is too wide (or the weak deceleration region is too narrow) and the vehicle tends to decelerate excessively (the deceleration is insufficient in the weak deceleration region). Moreover, since the deceleration is too large in the strong deceleration region, it is conceivable that the deceleration control member is used. Therefore, when the operation frequency of the deceleration control member exceeds the second frequency threshold, it is easy to appropriately set the deceleration of the vehicle by operating the operation pedal by expanding the range of the weak deceleration region.

The travel control device determines a usage frequency distribution for each operation amount of the operation pedal or for each range of the operation amount, and sets the operation frequency or the operation amount range in which the usage frequency exceeds a third frequency threshold. About the corresponding high usage frequency area | region, you may expand the width | variety of the said high usage frequency area | region by making small the variation | change_quantity of the said deceleration with respect to the said operation amount, or the variation | change_quantity of the said acceleration. This makes it possible to finely adjust the deceleration or acceleration in the operation amount or operation amount region often used by the driver, and improve operability.

The travel control device divides the deceleration region into a weak deceleration region and a strong deceleration region, or divides the acceleration region into a weak acceleration region and a strong acceleration region, and accelerates the weak deceleration region more than the strong deceleration region. while arranged in the region side, the strong acceleration than the region arranged the weak acceleration region in the deceleration region side, before Symbol particular with by other existing the weak deceleration region or the extend the width of the high use frequency region The width of the weak acceleration region may be narrowed.

  This makes it possible to improve the driver's operability by maintaining the balance of the acceleration / deceleration characteristics as a whole in order to compensate for the expansion of the high usage frequency area by reducing the weak deceleration area or the weak acceleration area. Become.

  The travel control device includes a reaction force applying device that applies a reaction force to the operation pedal, and the reaction force applying device has the operation amount of the operation pedal in the weak deceleration region or the weak acceleration region. The reaction force may be increased. Thus, for example, when a weak deceleration region and a weak acceleration region are set where the driver's operation frequency is high, driving by increasing the reaction force of the operation pedal in the weak deceleration region or the weak acceleration region. The person can easily perform the pedal operation intended by the person and can improve the operability.

  According to the present invention, in a configuration in which acceleration / deceleration of the vehicle is performed with one operation pedal, the vehicle can be effectively decelerated.

1 is a block diagram of a vehicle equipped with an electronic control device as a vehicle travel control device according to a first embodiment of the present invention. It is a figure which shows an example of the acceleration / deceleration characteristic used in the one pedal mode and sports driving mode of 1st Embodiment. 6 is a flowchart for setting acceleration / deceleration characteristics in a one-pedal mode and a sports running mode in the first embodiment. It is a figure which shows an example of the acceleration / deceleration characteristic used in the one pedal mode and normal driving mode of 1st Embodiment. 4 is a flowchart for setting acceleration / deceleration characteristics in a one-pedal mode and a normal travel mode in the first embodiment. It is a figure which shows an example of the acceleration / deceleration characteristic used in the one pedal mode and sports driving mode of 2nd Embodiment. It is a flowchart which sets the acceleration / deceleration characteristic in the one pedal mode and sports driving mode in 2nd Embodiment. It is a figure which shows an example of the acceleration / deceleration characteristic used in the one pedal mode and normal driving mode of 2nd Embodiment. 6 is a flowchart for setting acceleration / deceleration characteristics in a one-pedal mode and a normal travel mode in the second embodiment. It is a figure which shows the modification of FIG.

A. First embodiment [A1. Configuration of Vehicle 10]
FIG. 1 is a block diagram of a vehicle 10 equipped with an electronic control device 40 (hereinafter referred to as “ECU 40”) as a vehicle travel control device according to the first embodiment of the present invention. The vehicle 10 of the first embodiment is a so-called hybrid vehicle. As will be described later, the vehicle 10 may be other types of vehicles.

  In addition to the ECU 40, the vehicle 10 includes an engine mechanism 12, a motor mechanism 14, a brake mechanism 16, an accelerator pedal 18, a brake pedal 20, and an accelerator pedal sensor 22 (hereinafter also referred to as “AP sensor 22”). A brake pedal sensor 24 (hereinafter also referred to as “BP sensor 24”), a vehicle speed sensor 26, a front / rear G sensor 28 (hereinafter also referred to as “G sensor 28”), a shift position sensor 30, and a travel mode changeover switch 32. A pedal operation mode switch 34, a regeneration mode switch 36, and a reaction force applying device 38.

  The engine mechanism 12 includes an engine 42 and a transmission 44. The engine 42 is a drive source of the vehicle 10 and is controlled by the ECU 40. The transmission 44 of the first embodiment is a continuously variable transmission (CVT), but may be other transmissions. Hereinafter, the transmission 44 is also referred to as CVT 44. The engine brake can be operated by at least one of the engine 42 and the CVT 44.

  The motor mechanism 14 includes a travel motor 50 (hereinafter also referred to as “motor 50”), an inverter 52 that controls the output of the motor 50, and a battery 54 that supplies electric power to the motor 50. A regenerative brake can be operated by the motor 50.

  The brake mechanism 16 includes components such as a hydraulic device and a brake pad (not shown), and contacts the wheels (not shown) to apply the friction braking force Ffrb. A friction brake can be operated by the brake mechanism 16.

  The AP sensor 22 detects the amount of depression of the accelerator pedal 18 from the original position (hereinafter referred to as “operation amount θap” or “AP operation amount θap”) [deg] and outputs it to the ECU 40. The BP sensor 24 detects the amount of depression of the brake pedal 20 from the original position (hereinafter referred to as “operation amount θbp” or “BP operation amount θbp”) [deg] and outputs it to the ECU 40. The vehicle speed sensor 26 detects the vehicle speed V [km / h] of the vehicle 10 and outputs it to the ECU 40.

  The front-rear G sensor 28 detects the acceleration in the front-rear direction of the vehicle 10 (hereinafter also referred to as “front-rear acceleration G” or “acceleration / deceleration G”) [m / s / s] and outputs it to the ECU 40. The shift position sensor 30 detects the position Ps of the shift lever 56 (hereinafter also referred to as “shift position Ps”) and outputs it to the ECU 40. When the vehicle 10 has a paddle shift mechanism, the shift position sensor 30 may detect the shift position Ps by the paddle shift mechanism and output it to the ECU 40.

  The travel mode changeover switch 32 is a switch for switching the travel mode of the vehicle 10, and is disposed, for example, on a steering wheel (not shown) or its periphery. The travel mode of the first embodiment includes a normal travel mode and a sport travel mode. The sport driving mode is a driving mode for enjoying driving more than the normal driving mode. In the sport running mode, for example, the damping force of a suspension (not shown) is increased, or the play of a steering (not shown) is reduced. Alternatively, it is possible to provide an energy saving traveling mode, a snowy road running mode (a mode in which a snowy road starts easily), and the like as the running modes. Note that the switching of the driving mode is not limited to manual operation by the driver, and may be automatically performed on the vehicle 10 side.

  The pedal operation mode switching switch 34 is a switch for switching an operation mode (hereinafter also referred to as “AP operation mode”) by the accelerator pedal 18, and is disposed, for example, in the steering or the vicinity thereof. The AP operation mode includes a normal operation mode and a one-pedal operation mode (hereinafter also simply referred to as “one-pedal mode”). Note that the switching of the operation mode is not limited to the manual operation of the driver, and may be automatically performed on the vehicle 10 side.

  The one-pedal mode is a mode for controlling acceleration and deceleration (driving force and braking force) of the vehicle 10 according to the AP operation amount θap (operation amount of the operation pedal). Of the range that the AP operation amount θap can take, for example, 20 to 40% is used for deceleration. The AP operation amount θap region for acceleration (hereinafter referred to as “acceleration region”) and the AP operation amount θap region for deceleration (hereinafter referred to as “deceleration region”) can be switched according to the vehicle speed V. .

  The normal operation mode is a mode for controlling the acceleration (driving force) of the vehicle 10 in accordance with the AP operation amount θap. Basically, almost all areas except the original position of the accelerator pedal 18 and its peripheral part are basically the vehicle 10. Used for acceleration. However, the engine brake functions even in the normal operation mode.

  The regeneration mode changeover switch 36 is a switch for switching the regeneration mode by the motor 50, and is disposed, for example, in the steering or the vicinity thereof. The regeneration mode in the first embodiment includes, for example, a normal regeneration mode and an energy saving regeneration mode. The amount of regeneration by the motor 50 is larger in the energy saving regeneration mode than in the normal regeneration mode. For this reason, the regenerative brake acts more strongly in the energy saving regenerative mode than in the normal regenerative mode.

  The reaction force applying device 38 applies a reaction force (hereinafter also referred to as “pedal reaction force”) to the accelerator pedal 18 to notify an appropriate AP operation amount θap. As shown in FIG. 1, the reaction force applying device 38 includes a reaction force motor 58 that is connected to the accelerator pedal 18 via an arm member (not shown) and generates a pedal reaction force.

  The ECU 40 controls the engine mechanism 12, the motor mechanism 14, the brake mechanism 16, and the reaction force applying device 38 based on input information such as operation amounts θap and θbp, and includes an input / output unit 60, a calculation unit 62, and a storage unit. 64.

  The calculation unit 62 includes a target acceleration / deceleration setting unit 70 (hereinafter also referred to as “Gtar setting unit 70”), an acceleration control unit 72, a deceleration control unit 74, an engine control unit 76, a motor control unit 78, and a brake. A control unit 80 and a reaction force control unit 82 are included.

  The Gtar setting unit 70 sets a target value (hereinafter referred to as “target acceleration / deceleration Gtar”) of the acceleration / deceleration G of the vehicle 10 based on input information such as the operation amounts θap, θbp, and the vehicle speed V.

  In the present embodiment, when the target acceleration / deceleration Gtar is a positive value, the vehicle 10 is accelerated (generation of driving force), and when the target acceleration / deceleration Gtar is a negative value, the vehicle 10 is decelerated (the braking force is reduced). Generation). In order to facilitate understanding, the acceleration / deceleration G and the target acceleration / deceleration Gtar when they are positive values are also referred to as acceleration A and target acceleration Atar, respectively. Further, the acceleration / deceleration G and the target acceleration / deceleration Gtar when they are negative values are also referred to as a deceleration D and a target deceleration Dtar, respectively.

  The acceleration control unit 72 controls the acceleration (driving force) of the vehicle 10 based on the target acceleration / deceleration Gtar (target acceleration Atar) set by the Gtar setting unit 70. That is, the acceleration control unit 72 calculates a share of each of the engine mechanism 12 and the motor mechanism 14 for the driving force for realizing the target acceleration Atar, and notifies the engine control unit 76 and the motor control unit 78 of the burden.

  The deceleration control unit 74 controls the deceleration (braking force) of the vehicle 10 based on the target acceleration / deceleration Gtar (target deceleration Dtar) set by the Gtar setting unit 70. In other words, the deceleration control unit 74 calculates the share of the engine mechanism 12, the motor mechanism 14, and the brake mechanism 16 for the braking force for realizing the target deceleration Dtar, and calculates the engine control unit 76, the motor control unit 78, and the brake. The control unit 80 is notified.

  The engine control unit 76 controls the engine mechanism 12 (the engine 42 and the CVT 44) based on commands from the acceleration control unit 72 and the deceleration control unit 74. That is, when the target acceleration / deceleration Gtar is a positive value, the vehicle 10 is accelerated using the engine 42 and the CVT 44 in accordance with the share of the engine mechanism 12. When the target acceleration / deceleration Gtar is a negative value, the engine brake is caused to function using the engine 42 and the CVT 44 according to the share of the engine mechanism 12 and the vehicle 10 is decelerated.

  The motor control unit 78 controls the motor mechanism 14 (the motor 50 and the inverter 52) based on commands from the acceleration control unit 72 and the deceleration control unit 74. That is, when the target acceleration / deceleration Gtar is a positive value, the motor 10 is driven via the inverter 52 to accelerate the vehicle 10 according to the burden of the motor mechanism 14. When the target acceleration / deceleration Gtar is a negative value, the motor 50 is caused to regenerate via the inverter 52 according to the burden of the motor mechanism 14 to cause the regenerative brake to function, and the vehicle 10 is decelerated.

  The brake control unit 80 controls the brake mechanism 16 based on the BP operation amount θbp or a command from the deceleration control unit 74.

  The storage unit 64 includes a nonvolatile memory and a volatile memory (not shown). The non-volatile memory is, for example, a flash memory or an EEPROM (Electrically Erasable Programmable Read Only Memory), and stores a program or the like for executing processing in the arithmetic unit 62. The volatile memory is, for example, a DRAM (Dynamic Random Access Memory), and is used when the calculation unit 62 executes processing.

[A2. Setting target acceleration / deceleration Gtar in one pedal mode]
(A2-1. Sport driving mode)
(A2-1-1. Acceleration / deceleration characteristics in sport running mode)
(A2-1-1-1. Overview)
FIG. 2 is a diagram illustrating an example of acceleration / deceleration characteristics used in the one-pedal mode and the sport running mode of the first embodiment. Here, the acceleration / deceleration characteristics include a reference characteristic Csref (hereinafter also referred to as “characteristic Csref”) and a deceleration operation characteristic Csbr (hereinafter also referred to as “deceleration operation characteristic Csbr” or “characteristic Csbr”). . In FIG. 2, the horizontal axis represents the AP operation amount θap, and the vertical axis represents the target acceleration / deceleration Gtar. The ECU 40 changes the characteristics Csref and Csbr for each vehicle speed V.

  As described above, the one-pedal mode is a mode for controlling acceleration and deceleration of the vehicle 10 in accordance with the AP operation amount θap (operation pedal operation amount). As shown in FIG. 2, in both the characteristics Csref and Csbr, a deceleration region Rd and an acceleration region Ra are provided for the AP operation amount θap.

  The deceleration region Rd corresponds to a relatively small AP operation amount θap (0 ≦ θap <θsref), and the acceleration region Ra corresponds to a relatively large AP operation amount (θsref <θap ≦ θmax). Hereinafter, the threshold values of the deceleration region Rd and the acceleration region Ra in the sport running mode are also referred to as a boundary threshold value θsref or a threshold value θsref. The maximum value that the AP operation amount θap can take is referred to as the maximum operation amount θmax.

  In addition, in the characteristics Csref and Csbr of the first embodiment, the AP operation amount θap of the deceleration area Rd and the acceleration area Ra overlaps, but the AP operation of the deceleration area Rd and the acceleration area Ra for each of the characteristics Csref and Csbr. The range of the amount θap may be changed. For example, the range of the deceleration region Rd may be wider for the characteristic Csbr than for the characteristic Csref.

(A2-1-1-2. Reference characteristic Csref in sport driving mode)
In the reference characteristic Csref, the ECU 40 increases the absolute value of the deceleration D (acceleration / deceleration G) of the vehicle 10 as the AP operation amount θap decreases within a range that is greater than the threshold θ1 and less than the threshold θsref in the deceleration region Rd. Thus, at least one of the engine mechanism 12, the motor mechanism 14, and the brake mechanism 16 is controlled. In the range from 0 to θ1 in the deceleration region Rd, the ECU 40 causes the engine mechanism so that the target acceleration / deceleration Gtar (target deceleration Dtar) of the vehicle 10 is constant at the maximum target deceleration Dtar_sref_max (= minimum acceleration / deceleration). 12. At least one of the motor mechanism 14 and the brake mechanism 16 is controlled.

  In the reference characteristic Csref, the ECU 40 increases the acceleration A (acceleration / deceleration G) of the vehicle 10 as the AP operation amount θap increases in the acceleration region Ra in a range larger than the boundary threshold θsref and less than the threshold θ2. Thus, at least one of the engine mechanism 12 and the motor mechanism 14 is controlled. In the acceleration region Ra in the range not less than the threshold θ2 and not more than the maximum manipulated variable θmax, the ECU 40 has at least one of the engine mechanism 12 and the motor mechanism 14 so that the target acceleration / deceleration Gtar of the vehicle 10 is constant at the maximum target acceleration Atar_sref_max. To control.

(A2-1-1-3. Characteristics during deceleration operation Csbr in sport running mode)
The deceleration operation characteristic Csbr is an acceleration / deceleration characteristic used when the brake pedal 20 is operated a predetermined number of times in the sport running mode. In the first embodiment, the predetermined number of times is a plurality of times, but it may be once (details will be described later with reference to FIG. 3).

  The deceleration region Rd of the characteristic Csbr includes a weak deceleration region Rdw and a strong deceleration region Rds. The weak deceleration region Rdw corresponds to a relatively large AP operation amount θap (θ3 ≦ θap <θsref), and the strong deceleration region Rds corresponds to a relatively small AP operation amount θap (0 ≦ θap <θ3).

  In both the weak deceleration region Rdw and the strong deceleration region Rds, the ECU 40 determines that the absolute value of the deceleration D (acceleration / deceleration G) of the vehicle 10 increases as the AP operation amount θap decreases. 14 and at least one of the brake mechanisms 16 are controlled. The inclination in the weak deceleration region Rdw is gentler than the inclination in the strong deceleration region Rds. The inclination here means a change amount of the target acceleration / deceleration Gtar with respect to a change amount of the AP operation amount θap.

  Also, the absolute value of the maximum target deceleration Dtar_max (hereinafter also referred to as “maximum deceleration Dtar_sbr_max”) in the deceleration region Rd (strong deceleration region Rds) of the deceleration operation characteristic Csbr is the maximum target in the deceleration region Rd of the reference characteristic Csref. It is larger than the absolute value of the deceleration Dtar_sref_max. As a result, a larger deceleration D (absolute value) can be realized when the characteristic Csbr is used.

  The acceleration region Ra of the characteristic Csbr includes a weak acceleration region Raw and a strong acceleration region Ras. The weak acceleration region Raw corresponds to a relatively small AP operation amount θap (θsref <θap ≦ θ4), and the strong acceleration region Ras corresponds to a relatively large AP operation amount θap (θ4 <θap ≦ θmax).

  In both the weak acceleration region Raw and the strong acceleration region Ras, the ECU 40 causes the engine mechanism 12 and the motor mechanism 14 to increase the absolute value of the acceleration A (acceleration / deceleration G) of the vehicle 10 as the AP operation amount θap increases. (Where the target acceleration / deceleration Gtar is the maximum target acceleration Atar_max (hereinafter also referred to as “maximum acceleration Atar_sbr_max”) (in other words, the AP operation amount θap exceeds the threshold θ5 and the maximum operation amount θmax). Except in the following ranges)). Except for the case where the target acceleration / deceleration Gtar is the maximum acceleration Atar_sbr_max, the inclination in the weak acceleration region Raw is gentler than the inclination in the strong acceleration region Ras.

  Further, the maximum acceleration Atar_sbr_max in the acceleration region Ra (strong acceleration region Ras) of the deceleration operation characteristic Csbr is equal to the maximum acceleration Atar_sref_max in the acceleration region Ra of the reference characteristic Csref. Alternatively, the maximum acceleration Atar_sbr_max may be larger or smaller than the maximum acceleration Atar_sref_max.

(A2-1-2. Setting acceleration / deceleration characteristics in one-pedal mode and sport running mode)
FIG. 3 is a flowchart for setting acceleration / deceleration characteristics (that is, characteristics Csref and Csbr) in the one-pedal mode and the sport running mode in the first embodiment. In step S1, the ECU 40 determines the operation frequency Fbp of the brake pedal 20. The operation frequency Fbp is used to determine whether or not the target deceleration Dtar corresponding to the AP operation amount θap is insufficient with respect to the driver's requested deceleration Dreq. For this reason, the operation frequency Fbp is defined as, for example, the number of times the brake pedal 20 is operated in the most recent predetermined period (for example, several tens of seconds to several minutes).

  In step S2, the ECU 40 determines whether or not the operation frequency Fbp determined in step S1 is equal to or lower than a first usage frequency threshold THfbp1 (hereinafter also referred to as “threshold THfbp1”). When the operation frequency Fbp is equal to or less than the threshold value THfbp1 (S2: YES), in step S3, the ECU 40 selects the reference characteristic Csref. When the operation frequency Fbp is not less than or equal to the threshold value THfbp1 (S2: NO), in step S4, the ECU 40 selects the deceleration operation characteristic Csbr. As described above, as compared with the reference characteristic Csref, the deceleration operation characteristic Csbr increases the absolute value of the maximum target deceleration Dtar_max and sets the weak deceleration region Rdw or the weak acceleration region Raw (see FIG. 2). .

(A2-2. Normal driving mode)
(A2-2-1. Acceleration / deceleration characteristics in normal driving mode)
(A2-2-1-1. Overview)
FIG. 4 is a diagram illustrating an example of acceleration / deceleration characteristics used in the one-pedal mode and the normal travel mode of the first embodiment. Here, the acceleration / deceleration characteristics include a reference characteristic Cnref (hereinafter also referred to as “characteristic Cnref”) and a deceleration operation characteristic Cnbr (hereinafter also referred to as “deceleration operation characteristic Cnbr” or “characteristic Cnbr”). . In FIG. 4, the horizontal axis represents the AP operation amount θap, and the vertical axis represents the target acceleration / deceleration Gtar. The characteristics Cnref and Cnbr are changed for each vehicle speed V.

  Similar to the characteristics Csref and Csbr in the sport driving mode, the deceleration area Rd and the acceleration area Ra are provided for the AP operation amount θap in both the characteristics Cnref and Cnbr in the normal driving mode.

  The deceleration region Rd corresponds to a relatively small AP operation amount θap (0 ≦ θap <θnref), and the acceleration region Ra corresponds to a relatively large AP operation amount (θnref <θap ≦ θmax). Hereinafter, the threshold values of the deceleration region Rd and the acceleration region Ra in the normal travel mode are also referred to as a boundary threshold value θnref or a threshold value θnref. The boundary threshold value θnref in the normal driving mode may be the same as or different from the boundary threshold value θsref in the sports driving mode.

  In addition, in the characteristics Cnref and Cnbr of the first embodiment, the AP operation amount θap of the deceleration area Rd and the acceleration area Ra overlaps, but the AP operation of the deceleration area Rd and the acceleration area Ra for each of the characteristics Cnref and Cnbr. The range of the amount θap may be changed. For example, the range of the deceleration region Rd may be wider in the characteristic Cnbr than in the characteristic Cnref.

(A2-2-1-2. Reference characteristic Cnref in normal driving mode)
The deceleration region Rd of the reference characteristic Cnref includes a weak deceleration region Rdw and a strong deceleration region Rds. The weak deceleration region Rdw corresponds to a relatively large AP operation amount θap (θ11 ≦ θap <θnref), and the strong deceleration region Rds corresponds to a relatively small AP operation amount θap (0 ≦ θap <θ11). Hereinafter, the weak deceleration region Rdw of the reference characteristic Cnref is also referred to as “weak deceleration region Rdw_nref”, and the strong deceleration region Rds is also referred to as “strong deceleration region Rds_nref”.

  In the weak deceleration region Rdw_nref, the ECU 40 increases at least one of the engine mechanism 12, the motor mechanism 14, and the brake mechanism 16 so that the absolute value of the deceleration D (acceleration / deceleration G) of the vehicle 10 increases as the AP operation amount θap decreases. Control one.

  In the strong deceleration region Rds_nref, in a range larger than the threshold θ12 and less than the threshold θ11, the ECU 40 causes the absolute value of the deceleration D (acceleration / deceleration G) of the vehicle 10 to increase as the AP operation amount θap decreases. At least one of the mechanism 12, the motor mechanism 14, and the brake mechanism 16 is controlled. In the strong deceleration region Rds_nref in the range of 0 to θ12, the ECU 40 sets the target acceleration / deceleration Gtar (target deceleration Dtar) of the vehicle 10 to the maximum target deceleration Dtar_max (hereinafter also referred to as “maximum deceleration Dtar_nref_max”) ( = Minimum target acceleration / deceleration), at least one of the engine mechanism 12, the motor mechanism 14, and the brake mechanism 16 is controlled.

  Except when the target acceleration / deceleration Gtar is the maximum deceleration Dtar_nref_max, the inclination of the weak deceleration area Rdw is gentler than the inclination of the strong deceleration area Rds.

  The acceleration region Ra of the reference characteristic Cnref includes a weak acceleration region Raw and a strong acceleration region Ras. The weak acceleration region Raw corresponds to a relatively small AP operation amount θap (θnref <θap ≦ θ13), and the strong acceleration region Ras corresponds to a relatively large AP operation amount θap (θ13 <θap ≦ θmax). Hereinafter, the weak acceleration region Raw of the reference characteristic Cnref is also referred to as “weak acceleration region Raw_nref” and the strong acceleration region Ras is also referred to as “strong acceleration region Ras_nref”.

  In the weak acceleration region Raw_nref, the ECU 40 controls at least one of the engine 42 and the motor 50 so that the absolute value of the acceleration A (acceleration / deceleration G) of the vehicle 10 increases as the AP operation amount θap increases.

  Regarding the strong acceleration region Ras_nref, in a range larger than the threshold θ13 and less than the threshold θ14, the ECU 40 increases the acceleration A (acceleration / deceleration G) of the vehicle 10 as the AP operation amount θap increases. Control at least one of the mechanisms 14. In the strong acceleration region Ras_nref within the range of the threshold θ14 to θmax, the ECU 40 sets the engine mechanism 12 and the motor mechanism 14 so that the target acceleration / deceleration Gtar (target acceleration Atar) of the vehicle 10 is constant at the maximum target acceleration Atar_sbr_max. Control at least one.

  Except when the target acceleration / deceleration Gtar is the maximum target acceleration Atar_nref_max (hereinafter also referred to as “maximum acceleration Atar_nref_max”), the inclination in the weak acceleration area Raw_nref is gentler than the inclination in the strong acceleration area Ras_nref.

(A2-2-1-3. Characteristics Cnbr during deceleration operation in normal travel mode)
The deceleration operation characteristic Cnbr is an acceleration / deceleration characteristic used when the brake pedal 20 is operated a predetermined number of times in the normal travel mode. In the first embodiment, the predetermined number of times is set to a plurality of times, but may be one time (details will be described later with reference to FIG. 5).

  The deceleration region Rd of the characteristic Cnbr includes a weak deceleration region Rdw and a strong deceleration region Rds. The weak deceleration region Rdw corresponds to a relatively large AP operation amount θap (θ15 ≦ θap <θnref), and the strong deceleration region Rds corresponds to a relatively small AP operation amount θap (0 ≦ θap <θ15). Hereinafter, the weak deceleration region Rdw of the characteristic Cnbr is also referred to as “weak deceleration region Rdw_nbr” and the strong deceleration region Rds is also referred to as “strong deceleration region Rds_nbr”.

  In both the weak deceleration region Rdw_nbr and the strong deceleration region Rds_nbr, the ECU 40 determines that the absolute value of the deceleration D (acceleration / deceleration G) of the vehicle 10 increases as the AP operation amount θap decreases. 14 and at least one of the brake mechanisms 16 are controlled. The inclination in the weak deceleration region Rdw_nbr is gentler than the inclination in the strong deceleration region Rds_nbr.

  The absolute value of the maximum target deceleration Dtar_max (hereinafter also referred to as “maximum deceleration Dtar_nbr_max”) in the deceleration region Rd (strong deceleration region Rds_nbr) of the deceleration operation characteristic Cnbr is the maximum decrease in the deceleration region Rd of the reference characteristic Cnref. It is larger than the absolute value of the speed Dtar_nref_max. As a result, a larger deceleration D (absolute value) can be realized when the characteristic Cnbr is used.

  The acceleration region Ra of the characteristic Cnbr includes a weak acceleration region Raw and a strong acceleration region Ras. The weak acceleration region Raw corresponds to a relatively small AP operation amount θap (θnref <θap ≦ θ16), and the strong acceleration region Ras corresponds to a relatively large AP operation amount θap (θ16 <θap ≦ θmax). Hereinafter, the weak acceleration region Raw having the characteristic Cnbr is also referred to as “weak acceleration region Raw_nbr”, and the strong acceleration region Ras is also referred to as “strong acceleration region Ras_nbr”.

  In both the weak acceleration region Raw_nbr and the strong acceleration region Ras_nbr, the ECU 40 causes the engine mechanism 12 and the motor mechanism 14 so that the absolute value of the acceleration A (acceleration / deceleration G) of the vehicle 10 increases as the AP operation amount θap increases. (Where the target acceleration / deceleration Gtar is the maximum target acceleration Atar_max (hereinafter also referred to as “maximum acceleration Atar_nbr_max”)) (in other words, the AP operation amount θap exceeds the threshold θ17 and the maximum operation amount θmax). Except in the following ranges)). Except for the case where the target acceleration / deceleration Gtar is the maximum acceleration Atar_nbr_max, the inclination in the weak acceleration region Raw_nbr is gentler than the inclination in the strong acceleration region Ras_nbr.

(A2-2-2. Setting acceleration / deceleration characteristics in one-pedal mode and normal driving mode)
FIG. 5 is a flowchart for setting acceleration / deceleration characteristics (that is, characteristics Cnref, Cnbr) in the one-pedal mode and the normal travel mode in the first embodiment. In step S11, the ECU 40 determines the operation frequency Fbp of the brake pedal 20. Step S11 is performed in the same manner as step S1 in FIG.

  In step S12, the ECU 40 determines whether or not the operation frequency Fbp determined in step S11 is equal to or less than a second usage frequency threshold THfbp2 (hereinafter also referred to as “threshold THfbp2”). When the operation frequency Fbp is equal to or less than the threshold value THfbp2 (S12: YES), in step S13, the ECU 40 selects the reference characteristic Cnref. When the operation frequency Fbp is not equal to or less than the threshold value THfbp2 (S12: NO), in step S14, the ECU 40 selects the deceleration operation characteristic Cnbr. As described above, compared with the reference characteristic Cnref, the deceleration operation characteristic Cnbr increases the absolute value of the maximum target deceleration Dtar_max and expands the width of the weak deceleration region Rdw or the weak acceleration region Raw (FIG. 4). reference).

[A3. Setting of target pedal reaction force Fr_tar in one-pedal mode]
The ECU 40 calculates a target value Fr_tar (hereinafter also referred to as “target pedal reaction force Fr_tar”) of the pedal reaction force Fr generated by the reaction force motor 58 of the reaction force applying device 38 between the AP operation amount θap and the target acceleration / deceleration Gtar. Set according to the relationship. Then, the reaction force motor 58 is controlled according to the target pedal reaction force Fr_tar.

  For example, the ECU 40 increases the pedal reaction force Fr at the boundary between the deceleration region Rd and the acceleration region Ra and notifies the driver of the boundary. Alternatively, the ECU 40 may notify the boundary by increasing the pedal reaction force Fr at the boundary between the weak deceleration region Rdw and the strong deceleration region Rds or at the boundary between the weak acceleration region Raw and the strong acceleration region Ras. Alternatively, the pedal reaction force Fr may be increased in the middle of the deceleration region Rd or the acceleration region Ra, or in the middle of the weak deceleration region Rdw, the strong deceleration region Rds, the weak acceleration region Raw, or the strong acceleration region Ras.

[A4. Effect of First Embodiment]
As described above, according to the first embodiment, when the operation frequency Fbp of the brake pedal 20 (deceleration control member) is not less than or equal to the threshold values THfbp1 and THfbp2 (S2 in FIG. 3: NO or S12 in FIG. 5: NO), deceleration is performed. The operating characteristics Csbr and Cnbr are used (S4 in FIG. 3 or S14 in FIG. 5). In other words, when it is determined that the target deceleration Dtar corresponding to the AP operation amount θap is insufficient with respect to the driver's required deceleration Dreq, the maximum target in the deceleration region Rd using the deceleration operation characteristics Csbr and Cnbr. Deceleration Dtar_max is increased (FIGS. 2 and 4). This makes it easy to set the maximum target deceleration Dtar_max due to the operation of the accelerator pedal 18 to a value in line with the driver's intention. Therefore, for example, it is possible to effectively decelerate the vehicle 10 by reducing the necessity of operating the brake pedal 20 or by making a setting according to the operation of the driver.

  In the first embodiment, the ECU 40 (travel control device) determines whether or not the target deceleration Dtar corresponding to the AP operation amount θap is insufficient with respect to the driver's required deceleration Dreq. It is determined based on the operation frequency Fbp (operation frequency) of the member (S2 in FIG. 3 or S12 in FIG. 5). As a result, it is possible to determine whether or not the target deceleration Dtar by the accelerator pedal 18 is insufficient with respect to the driver's requested deceleration Dreq by a relatively simple method.

  Regarding the sport travel mode of the first embodiment, the ECU 40 (travel control device) determines that the target deceleration Dtar by the accelerator pedal 18 is equal to when the AP operation amount θap is zero (that is, when the accelerator pedal 18 is in the original position). The maximum target deceleration Dtar_max is set (FIG. 2). In addition, when the operation frequency Fbp (operation frequency) of the brake pedal 20 (deceleration control member) exceeds the first frequency threshold value THfbp1 (S2: NO in FIG. 3), the ECU 40 makes the deceleration region Rd stronger than the weak deceleration region Rdw. The acceleration region Ra is divided into the weak acceleration region Raw and the strong acceleration region Ras (S4 in FIGS. 2 and 3). Further, the ECU 40 arranges the weak deceleration region Rdw on the acceleration region Ra side with respect to the strong deceleration region Rds, and arranges the weak acceleration region Raw on the deceleration region Rd side with respect to the strong acceleration region Ras (FIG. 2).

  According to the above, by dividing the deceleration region Rd into the weak deceleration region Rdw and the strong deceleration region Rds, the deceleration D can be finely adjusted using the weak deceleration region Rdw, and the strong deceleration region Rds is used. Enables rapid deceleration. As a result, the deceleration D can be suitably adjusted. Similarly, by dividing the acceleration region Ra into the weak acceleration region Raw and the strong acceleration region Ras, the acceleration A can be finely adjusted using the weak acceleration region Raw, and the rapid acceleration can be performed using the strong acceleration region Ras. Is possible. Thereby, it is possible to suitably adjust the acceleration A.

  Regarding the normal travel mode of the first embodiment, when the AP operation amount θap is zero (that is, when the accelerator pedal 18 is in the original position), the ECU 40 (travel control device) sets the target deceleration Dtar by the accelerator pedal 18. The maximum target deceleration Dtar_max is set (FIG. 4). Further, the ECU 40 divides the deceleration region Rd into the weak deceleration region Rdw and the strong deceleration region Rds, and divides the acceleration region Ra into the weak acceleration region Raw and the strong acceleration region Ras (FIG. 4). Further, the ECU 40 arranges the weak deceleration region Rdw on the acceleration region Ra side with respect to the strong deceleration region Rds, and arranges the weak acceleration region Raw on the deceleration region Rd side with respect to the strong acceleration region Ras (FIG. 4). Furthermore, when the operation frequency Fbp (operation frequency) of the brake pedal 20 (deceleration control member) exceeds the second frequency threshold value THfbp2 (S12: NO in FIG. 5), the ECU 40 performs the weak deceleration region Rdw or the weak acceleration region Raw. Is expanded (S14 in FIGS. 4 and 5).

  According to the above, by dividing the deceleration region Rd into the weak deceleration region Rdw and the strong deceleration region Rds, the deceleration D can be finely adjusted using the weak deceleration region Rdw, and the strong deceleration region Rds is used. Enables rapid deceleration. As a result, the deceleration D can be suitably adjusted. Similarly, by dividing the acceleration region Ra into the weak acceleration region Raw and the strong acceleration region Ras, the acceleration A can be finely adjusted using the weak acceleration region Raw, and the rapid acceleration can be performed using the strong acceleration region Ras. Is possible. Thereby, it is possible to suitably adjust the acceleration A.

  In addition, according to the first embodiment, when the operation frequency Fbp of the brake pedal 20 exceeds the second frequency threshold THfbp2 (S12: NO in FIG. 5), the range of the weak deceleration region Rdw or the weak acceleration region Raw is expanded. (S14 in FIGS. 4 and 5). One of the reasons why the operation frequency Fbp of the brake pedal 20 increases is that the strong deceleration region Rds or the strong acceleration region Ras is too wide (or the weak deceleration region Rdw or the weak acceleration region Raw is too narrow) and the vehicle 10 is excessively large. It is considered that the situation is easy to accelerate. Therefore, when the operation frequency Fbp exceeds the second frequency threshold THfbp2, the acceleration / deceleration G (deceleration D or acceleration) of the vehicle 10 is increased by operating the accelerator pedal 18 by expanding the range of the weak deceleration region Rdw or the weak acceleration region Raw. It becomes easy to set A) appropriately.

  In the first embodiment, the ECU 40 (travel control device) includes a reaction force applying device 38 that applies a pedal reaction force Fr to the accelerator pedal 18 (operation pedal) (FIG. 1). The reaction force imparting device 38 increases the pedal reaction force Fr when the AP operation amount θap is in the weak deceleration region Rdw or the weak acceleration region Raw.

  Accordingly, when the weak deceleration region Rdw and the strong deceleration region Rds are set where the driver's operation frequency is high, the pedal reaction force Fr is increased in the weak deceleration region Rdw or the strong deceleration region Rds, thereby driving The person can easily perform the pedal operation intended by the person and can improve the operability.

B. Second Embodiment [B1. Configuration of vehicle 10 (difference from the first embodiment)]
The hardware configuration in the second embodiment is the same as that in the first embodiment. The same components as those in the first embodiment are denoted by the same reference numerals, and detailed description thereof is omitted. The ECU 40 of the second embodiment corrects the acceleration / deceleration characteristics of the vehicle 10 using the usage frequency Fap for each AP operation amount θap.

[B2. Setting target acceleration / deceleration Gtar in one pedal mode]
(B2-1. Sports driving mode)
(B2-1-1. Overview of acceleration / deceleration characteristics in sport driving mode)
FIG. 6 is a diagram illustrating an example of acceleration / deceleration characteristics used in the one-pedal mode and the sport running mode of the second embodiment. Here, the acceleration / deceleration characteristics include the same reference characteristics Csref and deceleration operation characteristics Csbr as in the first embodiment (FIG. 2). Furthermore, FIG. 6 includes a characteristic Csf (hereinafter, also referred to as “multiple frequency correction characteristic Csf”) obtained by performing frequent correction processing on the deceleration operation characteristic Csbr. In FIG. 6, the horizontal axis represents the AP operation amount θap, and the vertical axis represents the target acceleration / deceleration Gtar. The ECU 40 changes the characteristics Csref and Csbr for each vehicle speed V.

  Since the characteristics Csref and Csbr are the same as those in the first embodiment (FIG. 2), detailed description thereof is omitted.

  The frequent correction process is a process for setting the weak deceleration region Rdw or the weak acceleration region Raw for a region having a high usage frequency Fap (the frequent region Rf) with respect to the AP operation amount θap. In the case of the example in FIG. 6, the frequent correction characteristic Csf performs a frequent correction process on the deceleration operation characteristic Csbr. That is, in the example of FIG. 6, the weak deceleration region Rdw is set based on the target acceleration / deceleration Gtar corresponding to the median value of the frequent region Rf for the AP operation amount θap. Further details of the frequent correction process will be described later with reference to FIG.

(B2-1-2. Setting acceleration / deceleration characteristics in one-pedal mode and sport running mode)
FIG. 7 is a flowchart for setting acceleration / deceleration characteristics (that is, characteristics Csref, Csbr, Csf) in the one-pedal mode and the sport running mode in the second embodiment. Steps S21 to S24 are the same as steps S1 to S4 of the first embodiment (FIG. 3).

  In steps S25 to S27, the ECU 40 executes a frequent correction process. That is, in step S25, the ECU 40 determines the usage frequency Fap for each AP operation amount θap. The use frequency Fap is used to allow fine setting of the target acceleration / deceleration Gtar for the frequently used AP operation amount θap region. Therefore, the usage frequency Fap is determined as, for example, a distribution for each AP operation amount θap in the most recent predetermined period (for example, between several tens of seconds to several tens of minutes).

  In step S26, the ECU 40 uses the determination result in step S25 to determine whether or not the frequent region Rf exists. For example, the ECU 40 determines whether or not there is an operation amount θap (multi-frequency operation amount θapf) in which the use frequency Fap exceeds a threshold value THfap (hereinafter also referred to as “AP use frequency threshold value THfap”). Then, the frequent region Rf is determined based on the frequent operation amount θapf.

  Alternatively, when the use frequency Fap for each operation amount θap is compared with the threshold value THfap, it is assumed that it is difficult to cope with variations in the operation amount θap. For this reason, the ECU 40 determines whether or not the average value Fave of the usage frequency Fap exceeds a threshold value THfave (hereinafter also referred to as “AP usage frequency threshold value THfave”) for a region (determination region) including a plurality of continuous operation amounts θap. It may be determined. Then, the frequent region Rf may be determined based on the median value of the determination regions in which the average value Fapave exceeds the threshold value THfave.

  When the frequent region Rf does not exist (S26: NO), the current process is finished. When the frequent region Rf exists (S26: YES), in step S27, the ECU 40 sets the weak deceleration region Rdw or the weak acceleration region Raw for the region Rf. That is, when the region Rf belongs to the deceleration region Rd, a new weak deceleration region Rdw is set based on the region Rf, and when the region Rf belongs to the acceleration region Ra, a new weak acceleration is performed based on the region Rf. An area Raw is set.

  When a new weak deceleration region Rdw is set, if another existing weak deceleration region Rdw exists (for example, if the deceleration operation characteristic Csbr is selected), the ECU 40 sets the other weak deceleration region Rdw. Reduce the width. Similarly, when a new weak acceleration region Raw is set, if another existing weak acceleration region Raw exists (for example, if the deceleration operation characteristic Csbr is selected), the ECU 40 determines the other weak acceleration region Raw. The width of the area Raw is reduced. For example, in the characteristic Csbr of FIG. 6, since a new weak deceleration region Rdw is set, the width of the existing weak deceleration region Rdw is reduced.

  In step S26, when there are a plurality of frequent regions Rf, the ECU 40 sets a new weak deceleration region Rdw or weak acceleration region Raw for each region Rf. Alternatively, when there are a plurality of frequent regions Rf, the ECU 40 may set a new weak deceleration region Rdw or weak acceleration region Raw only for the frequent region Rf having the highest usage frequency Fap.

(B2-2. Normal driving mode)
(B2-2-1. Overview of acceleration / deceleration characteristics in normal driving mode)
FIG. 8 is a diagram illustrating an example of acceleration / deceleration characteristics used in the one-pedal mode and the normal travel mode of the second embodiment. The acceleration / deceleration characteristic here includes the reference characteristic Cnref (FIG. 4) as in the first embodiment, but does not include the deceleration operation characteristic Cnbr. Furthermore, the acceleration / deceleration characteristics of FIG. 8 include a characteristic Cnf (hereinafter, also referred to as “multiple frequency correction characteristic Cnf”) obtained by performing frequent correction processing on the reference characteristic Cnref. In FIG. 8, the horizontal axis represents the AP operation amount θap, and the vertical axis represents the target acceleration / deceleration Gtar. The ECU 40 changes the characteristic Cnref for each vehicle speed V. In the example of FIG. 8, it is also possible to include the deceleration operation characteristic Cnbr as in the first embodiment (FIG. 4).

  Since the reference characteristic Cnref is the same as that of the first embodiment (FIG. 4), detailed description thereof is omitted.

  The frequent correction process in the normal running mode is the same as the frequent correction process in the sport running mode, with some exceptions. In the case of the example in FIG. 8, the frequent correction characteristic Cnf is subjected to frequent correction processing on the reference characteristic Cnref. That is, in the example of FIG. 8, the weak deceleration region Rdw is set based on the target acceleration / deceleration Gtar corresponding to the median value of the frequent region Rf for the AP operation amount θap. Unlike the case of the sport running mode, when setting a new weak deceleration region Rdw, the width of another existing weak deceleration region Rdw (and weak acceleration region Raw) is maintained. Further details of the frequent correction process will be described later with reference to FIG.

(B2-2-2. Setting acceleration / deceleration characteristics in one-pedal mode and normal travel mode)
FIG. 9 is a flowchart for setting acceleration / deceleration characteristics in the one-pedal mode and the normal travel mode in the second embodiment. Steps S31 to S33 in FIG. 9 are the same as steps S25 to S27 in FIG.

  However, in step S33, even when a new weak deceleration region Rdw or weak acceleration region Raw is set, the width of another existing weak deceleration region Rdw or weak acceleration region Raw is basically maintained. As an exception, when the new weak deceleration region Rdw is close to another existing weak deceleration region Rdw, or when the new weak acceleration region Raw is close to another existing weak acceleration region Raw, the other existing weak deceleration region Rdw or In some cases, the width of the weak acceleration region Raw is reduced. As will be described later with reference to FIG. 10, regardless of the distance between the new weak deceleration region Rdw and another existing weak deceleration region Rdw or the distance between the new weak acceleration region Raw and the other existing weak acceleration region Raw, It is also possible to reduce the width of another existing weak deceleration region Rdw or weak acceleration region Raw.

[B3. Setting of target pedal reaction force Fr_tar in one-pedal mode]
The method for setting the target pedal reaction force Fr_tar is the same as in the first embodiment.

[B4. Effect of Second Embodiment]
As described above, according to the second embodiment, the following effects can be obtained in addition to or instead of the effects of the first embodiment.

  According to the second embodiment, the ECU 40 (travel control device) determines the distribution of the usage frequency Fap for each AP operation amount θap. Then, the ECU 40 determines whether the frequency value Rap (high usage frequency region) based on the frequent operation amount θapf whose usage frequency Fap exceeds the threshold value THfap (third frequency threshold value) or the average value Fapave of the usage frequency Fap is the threshold value THfave. A frequent region Rf (high usage frequency region) exceeding (third frequency threshold) is determined. Further, for the frequent region Rf, the weak deceleration region Rdw or the weak acceleration region Raw is set to increase the proportion of the frequent region Rf in the entire variable range (0 to θmax) of the AP operation amount θap (FIGS. 8 and 8). 9). Thereby, in the AP operation amount θap often used by the driver, the deceleration D or the acceleration A can be finely adjusted, and the operability can be improved.

C. Modifications Note that the present invention is not limited to the above-described embodiments, and various configurations can be adopted based on the description of the present specification. For example, the following configuration can be adopted.

[C1. Applicable to]
In the above embodiments, the vehicle 10 is a hybrid vehicle (FIG. 1). However, for example, from the viewpoint of acceleration / deceleration characteristics of the vehicle 10, the present invention is not limited to this. For example, the vehicle 10 may be an electric vehicle (including a fuel cell vehicle) other than a hybrid vehicle or an engine vehicle.

[C2. Drive source or various brakes]
The motor 50 in each of the above embodiments is a travel motor that drives the vehicle 10. However, it is not limited to this from the viewpoint of operating the regenerative brake. For example, the motor 50 can be used only as a power generation motor (generator).

[C3. Driving mode]
In the above embodiments, the normal travel mode and the sport travel mode are used as the travel mode. However, for example, from the viewpoint of acceleration / deceleration characteristics of the vehicle 10, the present invention is not limited to this. For example, the normal driving mode or the sports driving mode can be omitted. Alternatively, in addition to at least one of the normal running mode and the sports running mode, another running mode (for example, an energy saving mode and a snowy road running mode (snowy road starts easily)) may be provided.

[C4. AP operation mode]
In the above embodiments, the normal mode and the one pedal mode are used as the AP operation mode. However, for example, when focusing on the one-pedal mode, the normal mode can be omitted.

  In the one-pedal mode of each of the above embodiments, the deceleration region Rd and the acceleration region Ra are set (FIG. 2 etc.). However, in addition to the deceleration region Rd and the acceleration region Ra, a steady region (a region in which the target acceleration / deceleration Gtar is zero or a region in which the target acceleration / deceleration Gtar is within a predetermined range including zero) is disclosed. It is also possible to provide. Or you may provide the neutral area | region which enables inertial driving | running | working of the vehicle 10 without setting the target acceleration / deceleration Gtar between the deceleration area | region Rd and the acceleration area | region Ra, or between the deceleration area | region Rd and a steady area | region.

  In the one-pedal mode of each of the above embodiments, the AP operation amount θap and the target acceleration / deceleration Gtar are used in association with each other (FIG. 2 and the like). However, for example, if attention is paid to the functions of the deceleration region Rd and the acceleration region Ra, the present invention is not limited to this. For example, the AP operation amount θap and the target torque value (target torque Ttar) of the engine 42 may be associated with each other.

[C5. Setting target acceleration / deceleration Gtar]
In each of the above embodiments, the acceleration / deceleration characteristics (the reference characteristic Cnref in FIG. 2) are changed according to the vehicle speed V, but are not changed according to the vehicle speed V (for example, fixed acceleration / deceleration regardless of the vehicle speed V). Characteristic).

  In each of the above embodiments, the unit of the target acceleration / deceleration Gtar is “m / s / s”. However, for example, from the viewpoint of acceleration / deceleration characteristics of the vehicle 10, the present invention is not limited to this. For example, the target acceleration / deceleration Gtar can be set to “N · m / s” (time differential value of the target torque Ttar of the vehicle 10).

  In each of the embodiments described above, the characteristics Csbr and Cnbr based on the operation frequency Fbp of the brake pedal 20 are used separately from the reference characteristics Csref and Cnref (FIG. 2 and the like). However, for example, based on the driver's operation on the deceleration control member that controls deceleration of the vehicle 10 separately from the accelerator pedal 18 (operation pedal), the target deceleration Dtar corresponding to the AP operation amount θap is reduced by the driver's request. From the viewpoint of determining whether or not the speed Dreq is insufficient, the present invention is not limited to this.

  For example, the shift lever 56 or the regeneration mode changeover switch 36 can be used as the deceleration control member. That is, when the shift lever 56 is used as a deceleration control member, the target deceleration Dtar corresponding to the AP operation amount θap is determined by the driver's required deceleration Dreq in accordance with the frequency at which the shift position Ps is switched to the position for determining the deceleration of the vehicle 10. It is also possible to determine whether or not it is insufficient.

  For example, when the vehicle 10 is a manual vehicle, the frequency of the operation of lowering the gear position (for example, switching from the 4th speed to the 3rd speed, switching from the 3rd speed to the 2nd speed, etc.) is monitored, and according to the frequency, It is also possible to switch from the reference characteristics Csref, Cnref to the deceleration operation characteristics Csbr, Cnbr. Alternatively, the reference characteristics Csref and Cnref may be switched to the deceleration operation characteristics Csbr and Cnbr at the time when the operation for lowering the shift speed is performed.

  Further, when the regeneration mode changeover switch 36 is used as a deceleration control member, the target deceleration Dtar corresponding to the AP operation amount θap is insufficient with respect to the driver's requested deceleration Dreq as the regeneration amount increases. It is also possible to determine. For example, when the regeneration mode is switched from the normal regeneration mode (regeneration amount: small) to the energy saving regeneration mode (regeneration amount: large), it is also possible to switch from the reference characteristics Csref, Cnref to the deceleration operation characteristics Csbr, Cnbr. is there.

  In each of the above-described embodiments, the configuration in which the reference characteristics Csref and Cnref and the deceleration operation characteristics Csbr and Cnbr are switched has been described (FIG. 2 and the like). In other words, the acceleration / deceleration characteristics are switched only in one stage. However, for example, from the viewpoint of changing the acceleration / deceleration characteristics in accordance with an operation on the deceleration control member, this is not limiting. For example, every time the brake pedal 20 is depressed within the most recent predetermined period (for example, several tens of seconds to several minutes), the deceleration operation characteristic Csbr, so that the absolute value of the target deceleration Dtar increases even with the same operation amount θap. It is also possible to change Cnbr.

  In the deceleration operation characteristics Csbr and Cnbr of each of the above embodiments, the weak deceleration region Rdw and the strong deceleration region Rds are set, and the change up to the maximum target deceleration Dtar_max is moderated (FIG. 2 and the like). However, for example, from the viewpoint of changing the acceleration / deceleration characteristics in accordance with an operation on the deceleration control member, the present invention is not limited to this. For example, in the deceleration operation characteristics Csbr and Cnbr, it is possible to change only the maximum target deceleration Dtar_max with respect to the reference characteristics Csref and Cnref when the AP operation amount θap is zero or a value close thereto.

  In the above embodiments, the reference characteristics Csref and Cnref are shown in FIGS. 2, 4, 6 and 8, and the deceleration operation characteristics Csbr and Cnbr are shown in FIGS. However, for example, from the viewpoint of changing the acceleration / deceleration characteristics in accordance with an operation on the deceleration control member or from the viewpoint of frequent correction processing, the present invention is not limited to this. For example, it is possible to set the weak deceleration region Rdw and the weak acceleration region Raw as the reference characteristic Csref of the sport running mode.

[C6. Frequent correction processing]
In the second embodiment, frequent correction processing is enabled for both the deceleration region Rd and the acceleration region Ra (FIG. 9). However, a configuration in which frequent correction processing is performed only on one of the deceleration region Rd and the acceleration region Ra is also possible.

  In the frequent correction processing in the normal travel mode of the second embodiment, when a new weak deceleration region Rdw or weak acceleration region Raw is set for the frequent region Rf, another existing weak deceleration region Rdw or weak acceleration region Raw is set. Was maintained (S33 in FIGS. 8 and 9). However, when a new weak deceleration region Rdw or weak acceleration region Raw is set for the frequent region Rf, the width of another existing weak deceleration region Rdw or weak acceleration region Raw may be reduced.

  FIG. 10 is a diagram showing a modification of FIG. In the example of FIG. 10, when a new weak deceleration region Rdw or weak acceleration region Raw is set for the frequent region Rf, the width of the other existing weak deceleration region Rdw or weak acceleration region Raw is narrowed. Accordingly, in order to compensate for the expansion of the frequent frequency region Rf (high usage frequency region) by the reduction of the weak deceleration region Rdw or the weak acceleration region Raw, the driver's operation is maintained by maintaining the balance of the acceleration / deceleration characteristics as a whole. It becomes possible to improve the property.

10 ... Vehicle 18 ... Accelerator pedal (operating pedal)
20 ... Brake pedal (deceleration control member)
36 ... Regenerative mode switch (deceleration control member)
38 ... Reaction force applying device 40 ... ECU (vehicle travel control device)
56 ... Shift lever (deceleration control member) A ... Vehicle acceleration D ... Vehicle deceleration Dtar ... Target deceleration Dtar_max ... Maximum target deceleration Fap ... Use frequency for each AP operation amount Fbp ... Brake pedal operation frequency Fr ... Pedal Reaction force Ra ... acceleration region Ras ... strong acceleration region Raw ... weak acceleration region Rd ... deceleration region Rds ... strong deceleration region Rdw ... weak deceleration region Rf ... high frequency region (high use frequency region) THfap ... threshold (third frequency threshold)
THfave ... threshold (third frequency threshold) THfbp1 ... first frequency threshold THfbp2 ... second frequency threshold θap ... accelerator pedal operation amount

Claims (7)

A vehicle travel control device that controls acceleration and deceleration of a vehicle according to an operation amount of one operation pedal,
The travel control device includes:
A deceleration region corresponding to the relatively small operation amount and an acceleration region corresponding to the relatively large operation amount are set for the operation amount.
In the deceleration area, control is performed so that the deceleration of the vehicle increases as the operation amount decreases.
In the acceleration region, control is performed so that the acceleration of the vehicle increases as the operation amount increases,
Furthermore, the travel control device includes:
Whether or not the target deceleration corresponding to the operation amount of the operation pedal is insufficient with respect to the driver's required deceleration is determined by the driver with respect to the brake pedal that controls deceleration of the vehicle separately from the operation pedal. Judgment based on the operation,
The travel control device, wherein when it is determined that the target deceleration is insufficient with respect to the required deceleration, the maximum target deceleration in the deceleration region is increased. A vehicle travel control device that controls acceleration and deceleration of a vehicle according to an operation amount of one operation pedal,
The travel control device includes:
A deceleration region corresponding to the relatively small operation amount and an acceleration region corresponding to the relatively large operation amount are set for the operation amount.
In the deceleration area, control is performed so that the deceleration of the vehicle increases as the operation amount decreases.
In the acceleration region, control is performed so that the acceleration of the vehicle increases as the operation amount increases,
Furthermore, the travel control device includes:
Whether or not the target deceleration corresponding to the operation amount of the operation pedal is insufficient with respect to the driver's required deceleration, the operation frequency of the deceleration control member that controls deceleration of the vehicle separately from the operation pedal Based on
The travel control device, wherein when it is determined that the target deceleration is insufficient with respect to the required deceleration, the maximum target deceleration in the deceleration region is increased. In the travel control device according to claim 2,
The travel control device includes:
When the operation pedal is in the original position, the target deceleration corresponding to the operation amount of the operation pedal is set to be the maximum target deceleration,
When the operation frequency of the deceleration control member exceeds a first frequency threshold, the deceleration region is divided into a weak deceleration region and a strong deceleration region, or the acceleration region is divided into a weak acceleration region and a strong acceleration region,
The travel control device, wherein the weak deceleration region is arranged closer to the acceleration region than the strong deceleration region, or the weak acceleration region is arranged closer to the deceleration region than the strong acceleration region. In the travel control device according to claim 2,
The travel control device includes:
When the operation pedal is in the original position, the target deceleration corresponding to the operation amount of the operation pedal is set to be the maximum target deceleration,
Dividing the deceleration region into a weak deceleration region and a strong deceleration region, or dividing the acceleration region into a weak acceleration region and a strong acceleration region,
The weak deceleration region is arranged on the acceleration region side than the strong deceleration region, or the weak acceleration region is arranged on the deceleration region side than the strong acceleration region,
When the operation frequency of the deceleration control member exceeds a second frequency threshold, the width of the weak deceleration region or the weak acceleration region is widened. In the travel control device according to any one of claims 1 to 4,
The travel control device includes:
Determining a distribution of usage frequency for each operation amount of the operation pedal or for each range of the operation amount;
Wherein by the frequency of use for the high use frequency region corresponding to the range of the manipulated variable or the manipulated variable exceeds a third frequency threshold, to reduce the amount of change in the change amount or the acceleration of the deceleration with respect to the operation amount A travel control device characterized by widening the range of high-use frequency areas. In the traveling control device according to claim 5, which is dependent on claim 1 or 2,
The travel control device includes:
Dividing the deceleration region into a weak deceleration region and a strong deceleration region, or dividing the acceleration region into a weak acceleration region and a strong acceleration region,
The weak deceleration region is arranged on the acceleration region side than the strong deceleration region, or the weak acceleration region is arranged on the deceleration region side than the strong acceleration region,
A travel control device characterized by narrowing the width of the other existing weak deceleration region or the weak acceleration region along with increasing the width of the high usage frequency region. In the traveling control device according to claim 3, or claim 4 or claim 6,
The travel control device includes a reaction force applying device that applies a reaction force to the operation pedal,
The said reaction force provision apparatus increases the said reaction force when the said operation amount of the said operation pedal exists in the said weak deceleration area | region or the said weak acceleration area | region. The travel control apparatus characterized by the above-mentioned.

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