JP6274705B2 - Vehicle propulsion operation device - Google Patents

Description

  The present invention relates to a vehicle propulsion operation device including an accelerator pedal and a manual operation member as operation members for accelerating the vehicle.

  In recent years, when a driver tries to depress the brake pedal, the accelerator pedal is mistakenly depressed and the vehicle suddenly starts suddenly.

  As an effective pedal device to prevent accidents due to such mistakes in stepping, a brake pedal that is depressed to perform a brake operation, an accelerator pad that is rotatably attached to the brake pedal via a shaft, and an accelerator adjustment mechanism And an accelerator lever that is pivotally driven in the lateral direction by the accelerator pad, and the driver puts the foot placed on the brake pedal laterally about the heel. There is a known pedal device that can be operated by operating the accelerator (for example, Patent Document 1).

  On the other hand, in recent years, an automatic traveling control unit that calculates an engine output request for automatic traveling is provided regardless of the amount of operation of the accelerator pedal under predetermined automatic traveling conditions, and even if the accelerator pedal is not operated, An increasing number of vehicles are equipped with a cruise control function that obtains engine output and enables, for example, constant speed driving. However, even in a vehicle having a cruise control function, when the microcomputer of the automatic traveling control unit breaks down, the vehicle may start or accelerate against the driver's intention. Therefore, in order to solve such a problem with a simple system, automatic traveling control based on the engine output request from the automatic traveling control unit is prohibited when the vehicle speed is below a predetermined vehicle speed, and based on the output of the accelerator pedal sensor. An invention in which an engine output control actuator is controlled is known (Patent Document 2).

JP 2012-164067 A JP 2004-175220 A

  According to the pedal device of Patent Document 1, it is possible to prevent the driver from stepping on the accelerator pedal by mistake when the driver performs a stepping operation that is also called a human instinct when he is in a saddle. However, in the technique of Patent Document 1, when the accelerator operation is performed, the accelerator pad must be operated in a direction different from the conventional accelerator pedal operation direction. Therefore, it is necessary to be accustomed to be able to perform the operation intended by the driver. become.

  Therefore, it is conceivable to perform automatic traveling control to prevent mistakes in stepping, but as disclosed in Patent Document 2, when the automatic traveling control unit breaks down, the vehicle starts in a stopped state. In order to prevent this, it is considered effective to give priority to the driver's operation by the accelerator pedal over the automatic travel control below a predetermined vehicle speed. However, with such a configuration, for example, when the driver tries to step on the brake pedal to stop the vehicle while traveling at low speed, the driver accidentally steps on the accelerator pedal or stops the vehicle. Sometimes, accidental depressing in the low speed range, such as accidentally depressing the accelerator pedal when trying to depress the brake pedal because the vehicle has unintentionally moved, cannot be prevented. .

  In view of such a background, it is an object of the present invention to provide a vehicular travel operation device capable of ensuring good operability of an accelerator pedal while preventing erroneous acceleration due to a wrong pedal depression in a low speed range. .

  In order to solve such a problem, the present invention provides an accelerator pedal (11) that can perform an acceleration operation of the vehicle (1) with a foot, and a manual operation member that can perform an acceleration operation of the vehicle with a hand ( 34) and control means (20) for accelerating and controlling the propulsion device (engine 2) so as to accelerate the vehicle by any operation of the accelerator pedal and the manual operation member. When V) is less than the threshold value (Vth) (step ST23: No), the acceleration control based on the operation of the accelerator pedal is invalidated, and the propulsion device is accelerated according to the operation of the manual operation member (step ST38, Step ST72) Configuration.

  According to this configuration, the acceleration control based on the operation of the accelerator pedal is disabled when the accelerator pedal is left and the vehicle speed is lower than the threshold value, thereby preventing erroneous acceleration due to a wrong pedal depression in the low speed range. Meanwhile, good operability of the accelerator pedal can be ensured.

  In the above invention, when the vehicle speed is less than the threshold value, the control means performs acceleration control of the propulsion device so as to accelerate the vehicle while the manual operation member is being operated (step ST31: Yes). (Step ST34, Step ST35) A configuration can be adopted.

  According to this configuration, the vehicle can be accelerated by operating the manual operation member with the same operation feeling as the accelerator pedal.

  Further, in the above invention, when the vehicle speed is less than the threshold value, the control means, when the manual operation member is operated once (step ST63: Yes), the vehicle speed becomes a predetermined first vehicle speed (step ST73: (Yes), the propulsion device can be accelerated (step ST70, step ST71, step ST82, step ST74).

  According to this configuration, even when it is difficult to continue operating the manual operation member, such as when the steering wheel operation is performed immediately after starting, the operation of accelerating the vehicle is driven until the vehicle speed reaches the first vehicle speed. Can be easily performed by a person.

  In the above invention, the first vehicle speed may be set to a value larger than the threshold value.

  According to this configuration, once the driver operates the manual operation member, the vehicle is accelerated until the vehicle speed reaches the first vehicle speed that is larger than the threshold value, and the accelerator pedal operation becomes effective when the acceleration is completed. Therefore, even if it does not perform operation which continues pushing a manual operation member again, a vehicle can be accelerated further by operating an accelerator pedal, and acceleration operation by a manual operation member and an accelerator pedal can be performed more simply.

  In the above invention, when the vehicle operating speed is less than the threshold value and the manual operation member is operated with the first operation mode (step ST33: No, step ST66: No), When the vehicle operating speed is less than the threshold, the manual operation member is operated in the second operation mode (step ST33: Yes). ), The propulsion device can be controlled to accelerate the vehicle with a second acceleration larger than the first acceleration (step ST35, step ST71).

  According to this configuration, in the vehicle speed range below the threshold, two accelerations can be set according to the operation mode, and the driver can select an acceleration according to the situation.

  In the above invention, the second operation mode may be configured to include a plurality of operations (double clicks) performed within a predetermined unit time.

  According to this configuration, the two operation modes can be set even if the manual operation member is an on-off type switch that does not detect the degree of operation, and the driver can select the second acceleration with a simple operation. it can.

  In the above invention, when the vehicle speed is less than the threshold value (step ST23: No), the control means invalidates the acceleration control based on the operation of the accelerator pedal (step ST24). The accelerator invalidation mode (step ST22). : Yes) and an accelerator activation mode (step ST22: No) in which acceleration control based on the operation of the accelerator pedal is enabled (step ST22: No) when the vehicle speed is less than the threshold, and the vehicle ignition switch One of the accelerator invalidation mode and the accelerator validation mode can be selectively set as the start mode (SM) to be set when turned on.

  According to this configuration, since the driver can set the accelerator invalidation mode and the accelerator validation mode as the start mode according to the preference, it is possible to provide a propulsion acceleration device that is easy to use for various users.

  In the above invention, when the vehicle speed is equal to or higher than the threshold (step ST23: Yes), the control means validates acceleration control based on the operation of the accelerator pedal and accelerates based on the operation of the manual operation member. The control can be validated (step ST36 to step ST38).

  According to this configuration, after the vehicle speed becomes equal to or higher than the threshold, the driver can operate the favorite operation member (accelerator pedal or manual operation member) to accelerate the vehicle. In addition, since acceleration control based on the operation of the manual operation member does not become invalid even if the vehicle speed exceeds the threshold, the driver continues to operate the manual operation member, so that the vehicle acceleration is increased when the vehicle speed reaches the threshold. It is possible to prevent a sudden decrease.

  In the above invention, when the vehicle speed is equal to or higher than the threshold value, the control means sets a first target output for the propulsion device based on the operation of the accelerator pedal (step ST26), and the manual operation member A second target output for the propulsion device is set based on the operation (steps ST34 and ST35), and the propulsion device is accelerated and controlled based on the larger one of the target outputs (steps ST36 to ST38). It can be.

  According to this configuration, since the propulsion device is accelerated based on a larger target output, at the time of transition from control based on the operation of the manual operation member to control based on the operation of the accelerator pedal, or vice versa, Smooth acceleration can be achieved by preventing sudden changes in the target output.

  In the above invention, when the vehicle speed is equal to or higher than the threshold value (step ST23: Yes), the control means performs a single operation on the manual operation member within a predetermined unit time ( Step ST33: No), while the manual operation member is being operated, the propulsion device is controlled to accelerate the vehicle with a first acceleration (Step ST34), and when the vehicle speed is equal to or higher than the threshold, the hand When the operation member is operated a plurality of times within a predetermined unit time (step ST33: Yes), while the manual operation member is being operated in the last operation, the first acceleration greater than the first acceleration is set. The propulsion device can be controlled to accelerate so as to accelerate the vehicle with two accelerations (step ST35).

  Here, one operation means both when the operation force applied to the manual operation member is released within a unit time and when the operation force applied to the manual operation member is continuously applied until the unit time elapses. Is included. Further, the operation of multiple times is to perform an action of applying an operation force to the manual operation member a plurality of times within a unit time, and the operation force may be continuously applied for the last time. That is, the act of continuously applying the operating force to the manual operation member is counted as one operation. According to this configuration, even if the manual operation member is an on / off type such as a switch that does not detect the degree of operation, two accelerations can be set depending on the mode of operation within a vehicle speed range that is equal to or higher than the threshold. The matched acceleration can be made selectable by the driver.

  Further, in the above invention, the cruise power operation member (31) used for power operation of an auto cruise system for maintaining the vehicle at a set vehicle speed (Vs), and the manual operation member, the adjustment of the set vehicle speed by hand. An acceleration / deceleration operation member (33) capable of performing an operation, and the control means is configured such that when the power source of the auto-cruise system is on (step ST11: Yes) and the vehicle speed is equal to or higher than the threshold ( Step ST13: Yes), when a cruise start operation is performed in which the acceleration / deceleration operation member is operated in a predetermined manner (step ST14: Yes), the propulsion is performed in the auto-cruise mode (FIG. 13) that maintains the set vehicle speed. Controlling the device, the control means is when the auto-cruise system is powered on and the vehicle speed is equal to or higher than the threshold value When the cruise start operation is not performed (step ST14: No), the propulsion device is accelerated and controlled according to the operation of the accelerator pedal and the operation of the manual operation member (FIGS. 12 and 14). be able to.

  According to this structure, a manual operation member is realizable using the acceleration / deceleration operation member which adjusts the setting vehicle speed of an auto-cruise system. Further, by operating the acceleration / deceleration operation member, the driver can accelerate the vehicle even when the auto-cruise mode is not being executed, even when the auto-cruise mode is being executed, thereby improving the acceleration operability. it can.

  In the above invention, when the auto-cruise mode is being executed (FIG. 13), the control means performs the setting according to the acceleration operation and the deceleration operation of the acceleration / deceleration operation member (step ST42, step ST44). When the vehicle speed is adjusted (step ST43, step ST45), the propulsion device is controlled based on the set vehicle speed (step ST46), the vehicle speed is equal to or higher than the threshold value, and the auto-cruise mode is not executed (FIG. 12). 14), the propulsion device can be controlled to be accelerated according to the amount of depression of the accelerator pedal and the operation period of the acceleration operation of the manual operation member (step ST37, step ST38).

  According to this configuration, in the vehicle speed range equal to or higher than the threshold, the vehicle can be accelerated by operating the acceleration / deceleration operation member regardless of whether the auto-cruise mode is executed, and acceleration operability can be improved. .

  Further, in the above invention, the vehicle further comprises load adjusting means (accelerator reaction force control device 26) capable of adjusting a stepping load (stepping reaction force Fr) required for the depression operation of the accelerator pedal, When the vehicle speed is less than the threshold value, the accelerator pedal can be increased in load.

  According to this configuration, the driver can be made aware that the acceleration operation by the accelerator pedal cannot be performed in the vehicle speed range below the threshold.

  Further, in the above invention, further comprising load adjusting means (26) capable of adjusting a depression load (Fr) necessary for a depression operation of the accelerator pedal, wherein the load adjustment means is configured to move the accelerator when the vehicle speed is less than a threshold value. It can be set as the structure which reduces the depression load of a pedal.

  According to this configuration, the driver can recognize that the acceleration operation by the accelerator pedal is invalid in the vehicle speed range below the threshold.

  As described above, according to the present invention, it is possible to provide a vehicular travel operation device capable of ensuring the operability of the accelerator pedal while preventing erroneous acceleration due to a mistake in pressing the pedal in a low speed range.

Main part system diagram of drive system of automobile according to embodiment Schematic perspective view around the driver's seat of the car shown in FIG. Front view of the operation unit shown in FIG. Schematic block diagram of the accelerator pedal reaction force control device shown in FIG. Relationship between accelerator depression amount and urging force Block diagram of the control unit shown in FIG. Block diagram of the manual acceleration mode control unit shown in FIG. Block diagram of cruise mode control unit shown in FIG. Flow chart of start mode / cruise power setting control by control unit Flow chart of cruise power control by control unit Flow chart of output control mode selection control by control unit Flow chart of engine output control in manual acceleration mode by control unit Flow chart of engine output control in auto cruise mode by control unit Flow chart of engine output control in manual acceleration mode according to a modified embodiment Flow chart of engine output control in manual acceleration mode according to a modified embodiment

  Hereinafter, an embodiment of the present invention will be described in detail with reference to the drawings.

  First, a schematic configuration of the automobile 1 according to the embodiment will be described with reference to FIG. The automobile 1 is equipped with an engine 2 as a propulsion drive source, and the output of the engine 2 is transmitted to a drive wheel via an automatic transmission (hereinafter simply referred to as a transmission 4) and a front wheel axle 5. That is, the engine 2 and the transmission 4 constitute a propulsion drive device for the automobile 1. In the illustrated example, the vehicle 1 is a front-wheel drive vehicle having the front wheels 6 as drive wheels, but a rear-wheel drive vehicle having the rear wheels 7 as drive wheels or a four-wheel drive having both front and rear wheels 6 and 7 as drive wheels. It can also be a car. The transmission 4 may be a multistage type or a continuously variable type (CVT).

  The vehicle 1 may be an electric vehicle or a hybrid vehicle equipped with a motor generator 3 indicated by an imaginary line instead of the engine 2 or together with the engine 2 as a propulsion drive source. In this case, the motor / generator 3 serves as both a traveling electric motor and a regenerative generator, and an inverter supplies power supply from the battery 8 as a secondary battery and power supply (charging) to the battery 8. 9 also functions as regenerative braking means that converts regenerative energy into electric power during regeneration to generate regenerative braking force.

  As shown in FIG. 2, the automobile 1 includes an accelerator pedal 11 and a brake pedal 12 that are provided so as to be able to be stepped on in the vicinity of the right foot of the seated driver and that can be stepped on, and a steering wheel 13. The external operation member 15 provided for the cruise operation unit 14 and the steering wheel 13 provided for the operation in the auto cruise system and the accelerator invalidation mode, which will be described later, and the steering wheel 13 are provided. Various operation members such as a shift operation member 16 used for mode change operation are provided around the driver's seat. In addition, an instrument panel 17 is arranged in front of the driver's seat, and various information such as an energized state, an operating state, a traveling state, and a start mode described later are displayed.

  Further, the automobile 1 includes a control unit 20 including a microcomputer, a ROM, a RAM, peripheral circuits, input / output interfaces, various drivers, a vehicle speed sensor 21 that detects a vehicle speed V, and an amount of depression of an accelerator pedal 11 (hereinafter referred to as an accelerator pedal 11). An accelerator sensor 22 that detects the amount of depression of the accelerator pedal θa), a brake sensor 23 that detects the depression of the brake pedal 12, and the like are provided at appropriate positions.

  The accelerator pedal 11 is an acceleration operation member that accelerates the automobile 1 by performing an operation of the driver stepping on with a foot. The automobile 1 is of a drive-by-wire type in which the accelerator pedal 11 and the output control device (throttle valve 24 and fuel injection device 25 (see FIG. 6)) are not connected by a cable or the like. The accelerator pedal 11 is provided with an accelerator pedal reaction force control device 26 that applies a desired depression reaction force Fr that resists the depression force to the accelerator pedal 11.

  The control unit 20 controls the output of the engine 2 by drivingly controlling output control devices such as the fuel injection device 25 and the throttle valve 24 of the engine 2 based on the detection value of the accelerator sensor 22. The control unit 20 performs output control in the manual acceleration mode according to the detection value of the accelerator sensor 22 and the like, and also performs auto-cruise that performs automatic driving for keeping the vehicle 1 at the set vehicle speed Vs according to the operation of the cruise operation unit 14. Even in the mode, the output of the engine 2 is controlled.

  The control unit 20 selects the transmission mode of the transmission 4 based on the operation position of the shift operation member 16 in addition to the output control of the engine 2, and according to the vehicle speed V, the engine output, etc. in the selected transmission mode. Shift control for changing the gear stage or gear ratio of the transmission 4 is performed, and acceleration / deceleration control of the propulsion device of the automobile 1 is performed. When the vehicle 1 is an electric vehicle or a hybrid vehicle, the control unit 20 also controls output / regeneration of the motor / generator 3.

  As shown in FIG. 3, the cruise operation unit 14 is provided in the vicinity of the right edge of the steering wheel 13 at the neutral position so that it can be easily operated during traveling. The cruise operation unit 14 is composed of three members: a main power supply operation member 31, a cancel operation member 32, and an acceleration / deceleration operation member 33. The acceleration / deceleration operation member 33 has an acceleration (ACCEL) operation region and a deceleration (DECEL) / setting (SET) operation region, and one on / off switch is provided on the back side of both operation regions. The acceleration / deceleration operation member 33 is composed of one member so that simultaneous operation cannot be performed, but is substantially composed of two members, an acceleration operation member 34 and a deceleration / setting operation member 35. The cruise operation unit 14 is substantially composed of four members. In this embodiment, when the auto cruise system is activated, the auto cruise mode is not executed, and the predetermined condition is satisfied, the auto cruise mode is set at the set vehicle speed Vs before the auto cruise mode is stopped. However, in order to provide this function, a resume (RESUME) operation unit may be provided separately, or for example, the cancel operation member 32 may be provided with this function. .

  The operation members 31 to 33 are provided so as to be displaceable between an initial position along the outer surface of the steering wheel 13 and an operation position recessed from the outer surface, and are normally urged by an urging means (not shown). Is arranged on the initial position side. When the main power supply operation member 31 is pushed into the operation position, the main power supply operation member 31 outputs the power supply switching signal Sp while in the operation position. When the cancel operation member 32 is pushed into the operation position, the cancel operation member 32 outputs a cancel signal Sc while being in the operation position. When the acceleration operation member 34 is pushed into the operation position, the acceleration operation member 34 outputs an acceleration signal Sa while being in the operation position. When the deceleration / setting operation member 35 is pushed into the operation position, the deceleration / setting operation member 35 outputs a deceleration / setting signal Sd while being in the operation position. That is, these operation members 31, 32, 34, and 35 constitute an on / off type switch that does not detect the degree of operation. The deceleration / setting signal Sd may be referred to as a deceleration signal Sd when used in the deceleration process, and may be referred to as a setting signal Sd when used in the auto-cruise mode selection process.

  Although the details will be described later, the main power supply operating member 31 outputs the power supply switching signal Sp to start and stop the auto cruise system (in other words, in a state where the mode switching operation from the manual acceleration mode to the auto cruise mode is effective). Setting and cancellation) can be switched. The cancel operation member 32 outputs the cancel signal Sc, so that the auto cruise mode can be stopped when the auto cruise system is activated and the auto cruise mode is set (executed). The acceleration operating member 34 can increase the set vehicle speed Vs during execution of the auto cruise mode by outputting the acceleration signal Sa. The deceleration / setting operation member 35 can output the deceleration / setting signal Sd to reduce the set vehicle speed Vs during execution of the auto-cruise mode, and the auto-cruise mode is activated and the auto-cruise mode is not being executed. When the predetermined condition is satisfied, the vehicle speed V at that time can be set to the set vehicle speed Vs to start the auto cruise mode. That is, the acceleration / deceleration operation member 33 can perform an increase / decrease operation of the set vehicle speed Vs during execution of the auto-cruise mode.

  As shown in FIG. 4, the accelerator pedal reaction force control device 26 controls a reaction force actuator 36 that generates a stepping reaction force Fr to be applied to the accelerator pedal 11 and a reaction force Fr that is generated by the reaction force actuator 36. A force control unit 37. The lower end of the accelerator pedal 11 is rotatably connected to the vehicle body, and a pedal arm 38 is connected to the upper portion thereof. The pedal arm 38 is urged by a return spring (not shown) to the original position side (standing side). Always energized. The reaction force actuator 36 includes a rotary motion type electric motor 39 and a turning arm 40 connected to the output shaft of the electric motor 39. The electric motor 39 applies a rotating torque to the turning arm 40, and turns. The arm 40 is brought into sliding contact with the pedal arm 38 to apply a stepping reaction force Fr to the accelerator pedal 11.

  As shown by the solid line in FIG. 5, the reaction force control unit 37 has a hysteresis characteristic that is large when the accelerator pedal 11 is operated in the depressing direction and small when it is operated in the returning direction. Fr is given. Hereinafter, the stepping reaction force Fr having the characteristic indicated by the solid line in FIG. 5 is referred to as a normal value. On the other hand, as will be described later, when the acceleration operation by the accelerator pedal 11 is invalid because the vehicle speed V is less than a predetermined threshold Vth (for example, 20 km / h), the reaction force control unit 37 is indicated by a broken line. Further, the stepping reaction force Fr is set to an invalid value in which the value is increased from the normal value over the entire range of the accelerator stepping amount θa. In addition, as shown by a one-dot chain line in FIG. 5, a value that is decreased from the normal value in the entire range of the accelerator depression amount θa can be set as an invalid value of the depression reaction force Fr.

  As shown in FIG. 6, the control unit 20 includes an accelerator depression amount θa from the accelerator sensor 22, a brake signal Sb from the brake sensor 23, a vehicle speed V, an acceleration signal Sa, a deceleration / setting signal Sd, a cancel signal Sc, a power source The switching signal Sp and the external operation signal Soh are input.

  The power supply switching signal Sp is input to the cruise power supply setting unit 41. The cruise power setting unit 41 sets the power state MP of the main power source of the auto-cruise system to off when an ignition switch (not shown) of the automobile 1 is turned on, and when the power switch signal Sp is input, The power state MP (on / off) of the main power source is switched. When the power state MP of the main power source of the auto cruise system is turned on, a message to that effect is displayed on the instrument panel 17.

  The start mode setting unit 42 invalidates the acceleration control based on the operation of the accelerator pedal 11 when the vehicle speed V is less than the threshold value Vth (20 km / h) as the start mode SM selected when the ignition switch is turned on. The accelerator invalidation mode and the accelerator validation mode that validates the acceleration control based on the operation of the accelerator pedal 11 even when the vehicle speed V is less than the threshold value Vth (20 km / h) are provided. When the ignition key is turned on and the control unit 20 is activated, the start mode setting unit 42 reads the memory M and sets the start mode SM (accelerator invalidation mode or accelerator valid mode) stored in the memory M. Selectively set. When the accelerator invalidation mode is set in the memory M as the start mode SM, a message to that effect is displayed on the instrument panel 17.

  The start mode SM stored in the memory M is switched between the accelerator invalidation mode and the accelerator validation mode (turning on / off the power state) by the external operation signal Soh output from the external operation member 15, and the ignition key is operated. Thus, the control unit 20 is held even after it is stopped, so that the driver can set the start mode SM selected at the time of start-up according to his / her preference.

  Note that when the start mode SM is set to the accelerator invalidation mode, the power state MP of the auto-cruise system at the start may be set to on. By adopting such a form, even if the main power supply operation member 31 is not operated, the cruise start operation is performed when the vehicle speed V is equal to or higher than the threshold value Vth (deceleration / setting operation member 35 is pressed). The vehicle speed can be maintained in the mode and the acceleration operability is improved.

  The power state MP of the auto cruise system is input to the output control mode selection unit 43. The output control mode selection unit 43 also receives a brake signal Sb, a vehicle speed V, an acceleration signal Sa, a deceleration / setting signal Sd, and a cancel signal Sc. The output control mode selection unit 43 selects one of the auto cruise mode and the manual acceleration mode as the output control mode CM of the engine 2 based on these input signals. When the auto cruise mode is selected (executed), a message to that effect is displayed on the instrument panel 17.

  Specifically, the output control mode selection unit 43, when the setting signal Sd is input when the power state MP of the auto-cruise system is on and the vehicle speed V is a threshold Vth (for example, 20 km / h) or more, Select cruise mode. When the auto cruise mode is selected, when the brake signal Sb or the cancel signal Sc is input, the output control mode selection unit 43 cancels the selection of the auto cruise mode and selects the manual acceleration mode. Note that the threshold value Vth can be changed by a driver's customization setting.

  The output control mode CM output from the output control mode selection unit 43 and various signals input to the output control mode selection unit 43 are input to the manual acceleration mode output setting unit 44 and the cruise mode output setting unit 45. The start mode SM output from the start mode setting unit 42 is input to the manual acceleration mode output setting unit 44. The manual acceleration mode output setting unit 44 sets the target output Pt of the engine 2 when the manual acceleration mode is selected as the output control mode CM. The cruise mode output setting unit 45 sets the target output Pt of the engine 2 when the auto cruise mode is selected as the output control mode CM. Details will be described later with reference to FIGS.

  The target output Pt set by the manual acceleration mode output setting unit 44 or the cruise mode output setting unit 45 is input to the output control unit 46. The output control unit 46 includes a fuel injection control unit 47 and a throttle control unit 48. The fuel injection control unit 47 controls the fuel injection amount and the injection timing of the fuel injection device 25 provided in the engine 2 according to the target output Pt. The throttle control unit 48 controls the opening degree of the throttle valve 24 attached to the engine 2 according to the target output Pt. Thereby, the output of the engine 2 is controlled.

  As shown in FIG. 7, the manual acceleration mode output setting unit 44 includes a first target output setting unit 51 that sets a first target output Pt1 based on the accelerator depression amount θa, and a second target output based on the acceleration signal Sa. And a second target output setting unit 52 for setting Pt2. The first target output setting unit 51 sets the first target output Pt1 so as to be approximately proportional to the accelerator depression amount θa. In the present embodiment, when the accelerator invalidation mode is set as the start mode SM, the first target output setting unit 51 sets the first target when the vehicle speed V is less than a predetermined threshold Vth (for example, 20 km / h). The target output Pt1 is set to 0. On the other hand, when the accelerator invalidation mode is set as the start mode SM, the second target output setting unit 52 sets the second target output setting unit 52 according to the vehicle speed V so as to accelerate the automobile 1 while the acceleration signal Sa is input. 2 Set the target output Pt2. On the other hand, when the accelerator activation mode is set as the start mode SM, the second target output setting unit 52 sets the second target output Pt2 to 0 regardless of whether the acceleration signal Sa is input. That is, in the accelerator activation mode, the operation of the acceleration / deceleration operation member 33 (acceleration operation member 34) is invalid unless the auto-cruise mode is set.

  In addition, when the accelerator invalidation mode is set as the start mode SM, the second target output setting unit 52 accelerates the acceleration operation member 34 without being divided within a predetermined unit time by pressing and holding the acceleration operation member 34 by a simple click operation. When the signal Sa is continuously input, the second target output Pt2 is set so as to accelerate the automobile 1 with a relatively small first acceleration. On the other hand, when the acceleration operation member 34 is pressed for a long time following the double click operation, and the acceleration signal Sa is continuously input following the two signal inputs that are divided within a predetermined unit time, the first acceleration is applied. The second target output setting unit 52 sets the second target output Pt2 so as to accelerate the automobile 1 with a relatively large second acceleration. That is, when the driver presses and holds the acceleration operation member 34 by a simple click operation, the second target output Pt2 corresponding to the first acceleration is set, while the driver accelerates after performing the double click operation. When the operation member 34 is pressed for a long time, the second target output Pt2 corresponding to the second acceleration is set.

  The first target output Pt1 is input to the target output selection unit 54 via the first target output correction unit 53. The vehicle speed V is also input to the first target output correction unit 53, and the first target output correction unit 53 is a time differential value of the first target output Pt1 over a predetermined time after the vehicle speed V becomes equal to or higher than the threshold value Vth. The first target output Pt1 is corrected so that the increase speed is limited by a predetermined value. This is because the accelerator pedal operation is invalid and the vehicle speed V is less than the threshold value Vth (20 km / h), and the vehicle speed V is equal to or higher than the threshold value Vth, and the depression reaction force Fr of the accelerator pedal 11 is as shown in FIG. Immediately after the invalid value is switched from the normal value to the normal value, the vehicle 1 is suppressed from suddenly accelerating due to an erroneous operation of the accelerator pedal 11 by the driver. Instead of the vehicle speed V, the stepping reaction force Fr of the accelerator pedal 11 set by the reaction force control unit 37 is input to the first target output correction unit 53, and the stepping reaction force Fr is switched from the invalid value to the normal value. The increase rate of the first target output Pt1 may be limited.

  The target output selection unit 54 also receives the second target output Pt2. The target output selection unit 54 selects the larger one of the input first target output Pt1 and second target output Pt2 as the target output Pt and outputs it to the output control unit 46. However, when the accelerator invalidation mode is set as the start mode SM and the vehicle speed V is less than the threshold value Vth (for example, 20 km / h), the target output selection unit 54 invalidates the first target output Pt1 and always sets the second target. The output Pt2 is selected. In the present embodiment, as described above, when the accelerator invalidation mode is set and the vehicle speed V is less than the threshold value Vth (for example, 20 km / h), the first target output setting unit 51 sets the first target output Pt1 to 0. As a result, the first target output Pt1 is previously invalidated (not selected).

  As shown in FIG. 8, the cruise mode output setting unit 45 has a cruise vehicle speed setting unit 56. The cruise vehicle speed setting unit 56, when the cruise mode output setting unit 45 is activated, that is, when the vehicle speed V is equal to or higher than the threshold Vth and the output control mode selection unit 43 selects the auto cruise mode by the input of the setting signal Sd. The vehicle speed V at that time is set to the set vehicle speed Vs as the target vehicle speed of the auto cruise system. When the cruise mode output setting unit 45 is subsequently activated, that is, during execution of the auto cruise mode, the cruise vehicle speed setting unit 56 sets a predetermined value (for example, 1.5 km / h) to the set vehicle speed Vs when the acceleration signal Sa is input. On the other hand, when the deceleration signal Sd is input, a predetermined value (for example, 1.5 km / h) is subtracted from the set vehicle speed Vs.

  The set vehicle speed Vs is input to the third target output setting unit 57. The vehicle speed V is also input to the third target output setting unit 57. The third target output setting unit 57 sets the third target output Pt3 based on the deviation between the input set vehicle speed Vs and the vehicle speed V and the vehicle speed V. The third target output Pt3 is input to the target output selection unit 58.

  The cruise mode output setting unit 45 includes a first target output setting unit 61 having the same function as the first target output setting unit 51 of the manual acceleration mode output setting unit 44 described above. Note that a functional unit corresponding to the first target output correcting unit 53 of the manual acceleration mode output setting unit 44 is not provided. The first target output setting unit 61 outputs the first target output Pt1 that is the same as the first target output setting unit 51 and inputs it to the target output selection unit 58.

  The target output selection unit 58 selects the larger one of the input first target output Pt1 and third target output Pt3 as the target output Pt, and outputs it to the output control unit 46. Note that, during execution of the auto cruise mode in which the cruise mode output setting unit 45 is activated, the vehicle speed V is never less than the threshold value Vth, so the first target output Pt1 is not invalidated.

  Next, various control procedures by the control unit 20 configured as described above will be described.

  First, when the ignition key is turned on and the control unit 20 (starting mode setting unit 42) is started, it performs start mode setting control whose procedure is shown in FIG. The control unit 20 reads the start mode SM stored in the memory M (step ST1), and determines whether the stored start mode SM is the accelerator invalidation mode (step ST2). If this determination is Yes, the control unit 20 sets the accelerator invalidation mode as the start mode SM (step ST3), and if No, sets the accelerator enable mode as the start mode SM (step ST4). The set start mode SM is output (step ST5), and this process is terminated.

  When the ignition key is turned on and the control unit 20 (cruise power supply setting unit 41) is activated, the control unit 20 sets the power state MP of the main power supply of the auto-cruise system to off, and then illustrates the procedure shown in FIG. Take control. The control unit 20 determines whether or not the power switching signal Sp is input (step ST6). If the power switching signal Sp is not input, the control unit 20 outputs the set power state MP as it is (step ST10). Repeat this process. When the power switch signal Sp is input in step ST6 (Yes), the control unit 20 determines whether or not the currently set power state MP is on (step ST7). The state MP is set to off and the auto-cruise system is stopped (step ST8). If no, the power state MP is set to on and the auto-cruise system is started (step ST9). Thereafter, the control unit 20 outputs the set power state MP (step ST10) and repeats this process.

  Further, when the ignition key is turned on and activated, the control unit 20 (output control mode selection unit 43) performs output control mode selection control whose procedure is shown in FIG. The control unit 20 determines whether or not the power state MP of the auto cruise system set by the cruise power supply setting unit 41 is on (step ST11). If the power state MP of the auto cruise system is off (step ST11: No), the control unit 20 selects the manual acceleration mode as the output control mode CM (step ST12). On the other hand, if the power state MP of the auto-cruise system is on (step ST11: Yes), the control unit 20 determines whether or not the current vehicle speed V is equal to or higher than the threshold value Vth (step ST13). If it is equal to or higher than the threshold value Vth (step ST13: Yes), it is determined whether or not the setting signal Sd is input (step ST14). When the vehicle speed V is less than the threshold value Vth (step ST13: No), and when the setting signal Sd is not input (step ST14: No), the control unit 20 selects the manual acceleration mode as the output control mode CM (step ST14). ST12). On the other hand, when the vehicle speed V is equal to or higher than the threshold value Vth (step ST13: Yes) and the setting signal Sd is input (step ST14: Yes), the control unit 20 sets the current vehicle speed V to the set vehicle speed Vs ( Step ST15).

  Thereafter, the control unit 20 determines whether or not the cancel signal Sc is input (step ST16). If the cancel signal Sc is not input (step ST16: No), whether or not the brake signal Sb is input is determined. Determination is made (step ST17). When the cancel signal Sc is input (step ST16: Yes) and when the brake signal Sb is input (step ST17: Yes), the control unit 20 selects the manual acceleration mode as the output control mode CM (step ST12). On the other hand, when the cancel signal Sc is not input (step ST16: No) and the brake signal Sb is not input (step ST17: No), the control unit 20 selects the auto cruise mode as the output control mode CM. (Step ST18).

  After selecting the output control mode CM in step ST12 and step ST18, the control unit 20 outputs the selected output control mode CM (step ST19) and repeats this procedure.

  When the output control mode CM for selecting the manual acceleration mode is output by the output control mode selection unit 43, the control unit 20 (manual acceleration mode output setting unit 44) performs manual acceleration mode output setting control whose procedure is shown in FIG. I do. The control unit 20 first reads the vehicle speed V (step ST21), and then determines whether or not the accelerator invalidation mode is set as the start mode SM (step ST22). When the accelerator invalidation mode is set as the start mode SM (step ST22: Yes), the control unit 20 next determines whether or not the vehicle speed V is equal to or higher than the threshold value Vth (step ST23). When the vehicle speed V is less than the threshold value Vth (step ST23: No), the control unit 20 sets the first target output Pt1 to 0 (step ST24) and proceeds to step ST29.

  When the accelerator activation mode is set as the start mode SM in Step ST22 (No) and when the vehicle speed V is equal to or higher than the threshold value Vth in Step ST23 (Yes), the control unit 20 reads the accelerator depression amount θa. (Step ST25), the first target output Pt1 corresponding to the accelerator depression amount θa is calculated (step ST26). Next, the control unit 20 determines whether or not a predetermined time has elapsed after the vehicle speed V becomes equal to or higher than the threshold value Vth (step ST27). If this determination is Yes, the process proceeds directly to step ST29. Then, the first target output Pt1 is corrected by limiting the increase speed of the first target output Pt1 to be a predetermined value or less (step ST28), and the process proceeds to step ST29.

  In step ST29, the control unit 20 again determines whether or not the accelerator invalidation mode is set as the start mode SM (step ST29). When the accelerator activation mode is set as the start mode SM in Step ST29 (No), the control unit 20 sets the second target output Pt2 to 0 (Step ST30) and proceeds to Step ST36. On the other hand, when the accelerator invalidation mode is set as the start mode SM in step ST29 (Yes), the control unit 20 determines whether or not the acceleration signal Sa is input (step ST31). In this case, the second target output Pt2 is set to the idling value (step ST32), and the process proceeds to step ST36. On the other hand, when the acceleration signal Sa is input in step ST31 (Yes), the control unit 20 determines whether or not the acceleration signal Sa is divided twice within a predetermined unit time, that is, is accompanied by a double click operation. If this determination is No, a second target output Pt2 for accelerating the automobile 1 with a relatively small first acceleration is calculated (step ST34), and the process proceeds to step ST36. On the other hand, if the determination in step ST33 is Yes, the control unit 20 calculates a second target output Pt2 for accelerating the vehicle 1 with a second acceleration that is larger than the first acceleration (step ST35) and proceeds to step ST36. .

  In step ST36, the control unit 20 determines whether or not the first target output Pt1 is larger than the second target output Pt2. When the first target output Pt1 is larger than the second target output Pt2 in step ST36 (Yes), the control unit 20 selects the first target output Pt1 as the target output Pt (step ST37) and outputs the target output Pt. (Step ST39), this procedure is repeated. On the other hand, when the first target output Pt1 is equal to or lower than the second target output Pt2 in step ST36 (No), the control unit 20 selects the second target output Pt2 as the target output Pt (step ST38), and the target output Pt Is output (step ST39), and this procedure is repeated.

  On the other hand, when the output control mode CM for selecting the cruise mode is output by the output control mode selection unit 43, the control unit 20 (cruise mode output setting unit 45) performs the cruise mode output setting control whose procedure is shown in FIG. Do. The control unit 20 reads the set vehicle speed Vs set in step ST15 of FIG. 11 (step ST41), determines whether or not the acceleration signal Sa is input (step ST42), and the acceleration signal Sa is input. In the case (Yes), a predetermined value (for example, 1.5 km / m) is added to the set vehicle speed Vs to overwrite the set vehicle speed Vs (step ST43). On the other hand, when the acceleration signal Sa is not input in step ST42 (No), the control unit 20 determines whether or not the deceleration signal Sd is input (step ST44), and when the deceleration signal Sd is input. (Yes), a predetermined value (for example, 1.5 km / m) is subtracted from the set vehicle speed Vs to overwrite the set vehicle speed Vs (step ST45). Thereafter, the control unit 20 calculates the third target output Pt3 based on the deviation between the set vehicle speed Vs and the current vehicle speed V and the vehicle speed V. If the deceleration signal Sd is not input in step ST44 (No), the deviation between the set vehicle speed Vs read in step ST41 and the current vehicle speed V is 0, and the control unit 20 is based on the vehicle speed V. The third target output Pt3 is calculated.

  Thereafter, the control unit 20 reads the accelerator depression amount θa (step ST47), and calculates the first target output Pt1 according to the accelerator depression amount θa (step ST48). Next, the control unit 20 determines whether or not the third target output Pt3 is larger than the first target output Pt1 (step ST49). If this determination is Yes, the third target output Pt3 is used as the target output Pt. (Step ST50). If the first target output Pt1 is greater than the third target output Pt3 and the determination in step ST49 is No, the control unit 20 selects the first target output Pt1 as the target output Pt (step ST51).

  Thereafter, the control unit 20 outputs the target output Pt selected in step ST50 or step ST51 (step ST52), and repeats this procedure.

  As described above, the propulsion operation device according to the present embodiment includes an accelerator pedal 11 that can perform an acceleration operation of the automobile 1 with a foot, an acceleration operation member 34 that can perform an acceleration operation of the automobile 1 with a hand, and an accelerator. A control unit 20 that controls the acceleration of the engine 2 by operating the fuel injection device 25 and the throttle valve 24 so as to accelerate the automobile 1 by any operation of the pedal 11 and the acceleration operation member 34 is provided. Then, when the vehicle speed V is less than the threshold value Vth (No) in step ST13 of the output control mode selection control in FIG. 11, the control unit 20 selects the manual acceleration mode in step ST12 and outputs the manual acceleration mode in FIG. If the vehicle speed V is less than the threshold value Vth (No) in step ST23 of the setting control, the first target output Pt1 is set to 0 in step ST24, thereby invalidating the acceleration control based on the operation of the accelerator pedal 11, and in step ST36. And by selecting the second target output Pt2 in step ST38, the engine 2 is subjected to acceleration control according to the operation of the acceleration operation member 34. Thus, it is possible to prevent erroneous acceleration due to a mistake in stepping between the brake pedal 12 and the accelerator pedal 11 in a low speed range below the threshold Vth, and to leave acceleration control based on the operation of the accelerator pedal 11 in a vehicle speed range above the threshold Vth. And good operability can be secured.

  In the present embodiment, the control unit 20 determines that the vehicle speed V is less than the threshold value Vth (No) in step ST13 of the output control mode selection control in FIG. 11, and the vehicle speed V is equal to or higher than the threshold value Vth (step ST13: Yes). When the manual acceleration mode is selected in step ST12 according to the determination results of step ST14, step ST16, and step ST17, the operation of the acceleration operation member 34 is performed in step ST34 and step ST35 of the manual acceleration mode output setting control in FIG. While the acceleration signal Sa is input, the acceleration control of the engine 2 is performed so as to accelerate the automobile 1. Accordingly, the driver can operate the acceleration operation member 34 with the same operation feeling as that of the accelerator pedal 11 to accelerate the automobile 1.

  In the present embodiment, in the manual acceleration mode output setting control of FIG. 12, the control unit 20 uses the acceleration operation member 34 to perform a double click operation on the second target output Pt2 that can be selected when the vehicle speed V is less than the threshold Vth. If the operation is not performed and the determination in step ST33 is No, the second target output Pt2 is set so as to accelerate the automobile 1 with a relatively small first acceleration in step ST34. On the other hand, if the acceleration operation member 34 is operated in a manner involving a double click operation and the determination in step ST33 is Yes, the control unit 20 controls the vehicle 1 with a second acceleration that is larger than the first acceleration in step ST35. The engine 2 is controlled to accelerate so as to accelerate. As a result, even if the acceleration operation member 34 is an on / off type in which the degree of operation is not detected, it is possible to set two accelerations depending on the operation mode in the vehicle speed range below the threshold Vth, and the driver can enter the situation. It becomes possible to select the combined acceleration.

  In addition, since the operation for selecting the second acceleration involves a double-click operation that is two divided operations performed within a predetermined unit time, the driver can select the second acceleration with a simple operation. It is like that.

  In the present embodiment, the control unit 20 invalidates the acceleration control based on the operation of the accelerator pedal 11 when the vehicle speed V is less than the threshold value Vth (No) in step ST23 of the manual acceleration mode output setting control in FIG. (Step ST24) An accelerator invalidation mode (step ST22: Yes) and an accelerator validation mode (step ST22) in which acceleration control based on the operation of the accelerator pedal 11 is valid (step ST26) even when the vehicle speed V is less than the threshold value Vth. : No), one of the accelerator invalidation mode and the accelerator validation mode can be selectively customized by the external operation member 15 as the start mode SM that is set when the ignition switch of the vehicle 1 is turned on. It is. As a result, the driver can set the accelerator disabling mode or the accelerator enabling mode as the starting mode SM that the control unit 20 selects at the time of activation, so that settings that are easy to use for various users are possible.

  In the present embodiment, the control unit 20 selects the first target output Pt1 in step ST36 and step ST37 when the vehicle speed V is equal to or higher than the threshold value Vth (Yes) in step ST23 of the manual acceleration mode output setting control in FIG. By enabling the acceleration control based on the operation of the accelerator pedal 11, the acceleration control based on the operation of the acceleration operation member 34 is enabled by enabling the second target output Pt2 to be selected in step ST36 and step ST38. Is valid. Thereby, after the vehicle speed V becomes equal to or higher than the threshold value Vth (Yes) in step ST23, the driver can operate the preferred one of the accelerator pedal 11 and the acceleration operation member 34 to accelerate the automobile 1. . In addition, since the acceleration control based on the operation of the acceleration operation member 34 is not invalidated even if the vehicle speed V becomes equal to or higher than the threshold value Vth (Yes) in step ST23, the driver continues to operate the acceleration operation member 34. When the vehicle speed reaches the threshold value Vth, the acceleration of the automobile 1 can be prevented from rapidly decreasing.

  In this embodiment, when the vehicle speed V is equal to or higher than the threshold value Vth (Yes) in step ST23 of the manual acceleration mode output setting control in FIG. 12, the control unit 20 determines in step ST36 the accelerator set in steps ST24, ST26, and ST28. The first target output Pt1 based on the stepping amount θa is compared with the second target output Pt2 based on the acceleration signal Sa of the acceleration operating member 34 set in steps ST32, ST34, ST35, and the value is large in step ST37 or step ST38. Is selected and output as the target output Pt in step ST39. Thereby, since the engine 2 is controlled to be accelerated based on the larger target output Pt, at the time of transition from the control based on the operation of the acceleration operation member 34 to the control based on the operation of the accelerator pedal 11 or vice versa, A sudden change in the target output Pt is prevented, and smooth acceleration is realized.

  In the present embodiment, the control unit 20 also uses the acceleration operation member for the second target output Pt2 that can be selected when the vehicle speed V is equal to or higher than the threshold value Vth (Yes) in step ST23 of the manual acceleration mode output setting control in FIG. 34 is operated in a manner that does not involve a double-click operation, and if the determination in step ST33 is No, in step ST34, the second target output Pt2 is set so as to accelerate the automobile 1 with a relatively small first acceleration. On the other hand, if the acceleration operation member 34 is operated in a manner involving a double click operation and the determination in step ST33 is Yes, the control unit 20 controls the vehicle 1 with a second acceleration that is larger than the first acceleration in step ST35. The second target output Pt2 is set so as to accelerate, and the engine 2 is subjected to acceleration control. Thus, even if the acceleration operation member 34 is an on / off type in which the degree of operation is not detected, it is possible to set two accelerations depending on the operation mode within the vehicle speed range equal to or higher than the threshold value Vth, and the driver is in a situation. It becomes possible to select the combined acceleration.

  The propulsion operation device according to the present embodiment includes a main power operation member 31 used for power operation of an auto cruise system that maintains the vehicle 1 at a set vehicle speed Vs, and an acceleration operation member 34, and the set vehicle speed Vs is manually adjusted. An acceleration / deceleration operation member 33 that can be operated is further provided. Then, in the output control mode selection control of FIG. 11, the control unit 20 determines that the power state MP of the auto-cruise system is on (Yes) in step ST11 and the vehicle speed V is equal to or higher than the threshold value Vth (Yes) in step ST13. If the deceleration / setting operation member 35 is operated and the input of the setting signal Sd is detected in step ST14 (Yes), this is set as a cruise start operation, the auto-cruise mode is selected in step ST18, and the cruise mode shown in FIG. The output of the engine 2 is controlled according to the output setting control. Further, in the output control mode selection control of FIG. 11, when the power state MP of the auto cruise system is on (Yes) in step ST11 and the vehicle speed V is equal to or higher than the threshold value Vth (Yes) in step ST13, in step ST14. When the input of the setting signal Sd is not detected (No), the control unit 20 selects the manual acceleration mode in step ST12, and in accordance with the manual acceleration mode output setting control in FIG. The engine 2 is subjected to acceleration control based on the first target output Pt1 corresponding to the operation and the second target output Pt2 corresponding to the operation of the acceleration operation member 34. Thereby, the acceleration operation member 34 operated manually by using the acceleration / deceleration operation member 33 that adjusts the set vehicle speed Vs of the auto-cruise system can be realized. In addition, by operating the acceleration operation member 34, the driver can accelerate the vehicle 1 during the execution of the cruise mode output setting control and during the execution of the manual acceleration mode output setting control. improves.

  In the present embodiment, the control unit 20 performs the acceleration operation (acceleration signal Sa input of step ST42) and the deceleration operation (deceleration of step ST44) when the cruise mode output setting control of FIG. 13 is being executed. In accordance with the signal Sd input), the set vehicle speed Vs is adjusted in steps ST43 and ST45, and the third target output Pt3 is calculated in step ST46 based on the set vehicle speed Vs to control the output of the engine 2. If the vehicle speed V is equal to or higher than the threshold value Vth (Yes) in step ST13 in FIG. 11 but the manual acceleration mode is selected in step ST12, the control unit 20 calculates the accelerator depression calculated in step ST26 in FIG. The engine 2 is accelerated based on the first target output Pt1 corresponding to the amount θa and the second target output Pt2 corresponding to the input of the acceleration signal Sa, that is, the acceleration operation of the acceleration operation member 34, calculated in steps ST34 and ST35. Control (step ST37, step ST38). As a result, in the accelerator invalidation mode (step ST29: Yes), the vehicle 1 is accelerated by operating the acceleration / deceleration operation member 33 regardless of whether or not the auto-cruise mode is executed in the vehicle speed V range equal to or higher than the threshold value Vth. Acceleration operability is improved.

  In this embodiment, when the ignition switch is turned on, the control unit 20 performs the start mode / cruise power supply setting control of FIG. 9 and the accelerator invalidation mode is set as the start mode SM (step ST2). : Yes) In step ST3, the accelerator invalidation mode is set, and the power state MP is set to ON to start the auto cruise system. As a result, if the start mode SM of the memory M is set to the accelerator invalidation mode, the driver does not operate the main power supply operation member 31 and the vehicle speed V is greater than or equal to the threshold value Vth in step ST13 of FIG. ), The decelerating / setting operation member 35 is operated to input the setting signal Sd (step ST14: Yes), so that the auto-cruise mode can be selected in step ST18 and the vehicle can travel at a constant speed. Acceleration operability is improved.

  In the present embodiment, an accelerator pedal reaction force control device 26 capable of adjusting the depression reaction force Fr (depression load necessary for the depression operation) of the accelerator pedal 11 is further provided. Is less than the threshold value Vth (step ST22: No), and the acceleration operation by the accelerator pedal 11 is invalidated, the stepping reaction force Fr of the accelerator pedal 11 is increased to an invalid value indicated by a broken line in FIG. Thereby, it is possible to make the driver recognize that the acceleration operation by the accelerator pedal 11 cannot be performed in the vehicle speed V range less than the threshold value Vth.

  Alternatively, when the vehicle speed V is less than the threshold value Vth (step ST22: No), the accelerator pedal reaction force control device 26 sets a value that is smaller than the normal value as indicated by a one-dot chain line in FIG. An invalid value can also be set, and this also allows the driver to recognize that the acceleration operation by the accelerator pedal 11 cannot be performed in the vehicle speed V range below the threshold Vth.

<Modified Embodiment>
Next, the manual acceleration mode output control in the accelerator invalidation mode according to a modified embodiment will be described with reference to FIGS. 14 and 15. Note that the hardware configuration of the propulsion operating device and the configuration of the control unit 20 are the same as those in the above embodiment, and thus the description thereof is omitted. In addition, the manual acceleration mode output control procedure when the accelerator activation mode is set is also the same as that in the above embodiment, and thus the description thereof is omitted here.

  In the manual acceleration mode output control of the present modified embodiment, the control unit 20 first reads the vehicle speed V (step ST21) and determines whether or not the vehicle speed V is equal to or higher than the threshold value Vth (step ST23). When the vehicle speed V is less than the threshold value Vth (No), the control unit 20 sets the first target output Pt1 to 0 (step ST24). Thereafter, the control unit 20 determines whether or not a brake operation is performed by the driver (step ST61). Here, the brake operation may be an operation of the brake pedal 12, but may include a long press operation of the deceleration / setting operation member 35.

  When the brake operation is not performed in Step ST61 (No), the control unit 20 determines whether or not an acceleration flag Fa described later is set to 0 (Step ST62). When the acceleration flag Fa is set to 0 in step ST62 (Yes), the control unit 20 determines whether or not the acceleration signal Sa is input (step ST63), and the acceleration signal Sa is not input. (No), the second target output Pt2 is set to the idling value (step ST64), and the process proceeds to step ST72.

  On the other hand, when the acceleration signal Sa is input in step ST63 (Yes), the control unit 20 sets the acceleration flag Fa to 1 (step ST65), and then the acceleration signal Sa is divided within a predetermined unit time. It is determined whether or not two signal inputs, that is, a double click operation is involved (step ST66). When the double click operation is not accompanied in Step ST66 (No), the control unit 20 sets a high acceleration flag Fb described later to 0 (Step ST67). On the other hand, when the double click operation is accompanied in step ST66 (Yes), the control unit 20 sets the high acceleration flag Fb to 1 (step ST68).

  Thereafter, the control unit 20 determines whether or not the high acceleration flag Fb is set to 0 (step ST69). If this determination is Yes, the vehicle 1 is accelerated with a first acceleration with a relatively low vehicle speed V. The second target output Pt2 to be calculated is calculated (step ST70), and the process proceeds to step ST72. On the other hand, when the high acceleration flag Fb is set to 1 in step ST69 and the determination is No, the control unit 20 accelerates the vehicle 1 with a second acceleration that is larger than the first acceleration. The output Pt2 is calculated (step ST71), and the process proceeds to step ST72. In step ST72, the control unit 20 outputs the second target output Pt2 set or calculated in step ST64, step ST70 or step ST71 as the target output Pt, and repeats this procedure.

  If the acceleration flag Fa is set to 1 in step ST65 by the input of the acceleration signal Sa (step ST63: Yes), the determination in step ST62 becomes No in the next routine. In this case, regardless of the input of the acceleration signal Sa, the control unit 20 proceeds to step ST69 and calculates the second target output Pt2 in step ST70 or step ST71 according to the determination of the high acceleration flag Fb. The target output Pt2 is output as the target output Pt, and this procedure is repeated. That is, once the driver operates the acceleration operation member 34, the acceleration of the automobile 1 is continued without performing the subsequent operation.

  Even when the acceleration flag Fa is set to 1 and the acceleration signal Sa is not input, that is, while the automobile 1 is accelerating while the driver is not operating the acceleration operation member 34, When the driver performs a brake operation, the determination in step ST61 is Yes. In this case, the control unit 20 sets the acceleration flag Fa to 0 (step ST75) and sets the high acceleration flag Fb to 0 (step ST76).

  After the high acceleration flag Fb is set to 0 in step ST76, the control unit 20 performs the process shown as A to B in FIG. 14 and repeats this procedure. The contents of processing performed between A and B will be described later.

  On the other hand, when the vehicle 1 continues to accelerate and the vehicle speed V becomes equal to or higher than the threshold value Vth, the determination in step ST21 is Yes. In this case, the control unit 20 next determines whether or not the vehicle speed V is equal to or higher than a predetermined first vehicle speed V1 (step ST73). Here, as described later, the first vehicle speed V1 is a speed at which the acceleration of the automobile 1 is continued until the vehicle speed V reaches that value even if the acceleration operation member 34 is operated once as described later. The speed is set by the control unit 20, and is a constant value (for example, 25 km / h) larger than the threshold value Vth in the present embodiment. That is, V1 = Vth + α (where α is a positive number (for example, 5 km / h)). As another embodiment, the first vehicle speed V1 may be a constant value that can be arbitrarily set by the driver, or a variable value that the control unit 20 sets according to a driving tendency or a traveling state. The first vehicle speed V1 is not limited to a value larger than the threshold value Vth, and may be the same as the threshold value Vth (α = 0) or a value smaller than the threshold value (α is a negative number).

  In step ST73, if the vehicle speed V has already become equal to or higher than the first vehicle speed V1 through steps ST77 to ST89 described later and it is determined Yes, the control unit 20 proceeds to step ST75 and sets the acceleration flag Fa to 0. In step ST76, the high acceleration flag Fb is set to 0, and then the process from A to B is performed and this procedure is repeated.

  On the other hand, in step ST73, if the vehicle speed V has not yet reached the first vehicle speed V1 immediately after the vehicle speed V becomes equal to or higher than the threshold value Vth and it is determined No, the control unit 20 next performs a brake operation by the driver. Is determined (step ST74). If a brake operation is being performed, the process proceeds to step ST75 where the acceleration flag Fa is set to 0, and the high acceleration flag Fb is set to 0 in step ST76. After the setting, the process of A to B is performed and this procedure is repeated. If the brake operation is not performed and the determination in step ST74 is No, the control unit 20 performs the processes of A to B without repeating the processes of steps ST75 and ST76, and repeats this procedure.

  The processes A to B shown in FIG. 14 will be described with reference to FIG. The control unit 20 reads the accelerator depression amount θa (step ST77), and calculates the first target output Pt1 corresponding to the accelerator depression amount θa (step ST78). Next, the control unit 20 determines whether or not a predetermined time has elapsed after the vehicle speed V becomes equal to or higher than the threshold value Vth (step ST79). If this determination is Yes, the process proceeds directly to step ST81. Then, the first target output Pt1 is corrected by limiting the increase speed of the first target output Pt1 to be a predetermined value or less (step ST80), and the process proceeds to step ST81.

  In step ST81, the control unit 20 determines whether or not the acceleration flag Fa is set to 0 (step ST81). If this determination is Yes, the second target output Pt2 is set to the idling value (step ST81). ST82) Proceed to step ST86. On the other hand, when the acceleration flag Fa is set to 1 in step ST81 (Nos), the control unit 20 determines whether or not the high acceleration flag Fb is set to 0 (step ST83), and this determination is Yes. If so, a second target output Pt2 for accelerating the automobile 1 with a relatively small first acceleration is calculated (step ST84), and the process proceeds to step ST86. On the other hand, if the determination in step ST83 is No, the control unit 20 calculates a second target output Pt2 for accelerating the vehicle 1 with a second acceleration that is larger than the first acceleration (step ST85) and proceeds to step ST86. .

  In step ST86, the control unit 20 determines whether or not the first target output Pt1 is larger than the second target output Pt2. When the first target output Pt1 is larger than the second target output Pt2 in step ST86 (Yes), the control unit 20 selects the first target output Pt1 as the target output Pt (step ST87) and outputs the target output Pt. (Step ST89), the process returns to B of FIG. 14 and this procedure is repeated. On the other hand, when the first target output Pt1 is equal to or smaller than the second target output Pt2 in Step ST86 (No), the control unit 20 selects the second target output Pt2 as the target output Pt (Step ST88), and the target output Pt. (Step ST89), the process returns to B of FIG. 14 and this procedure is repeated.

  By performing such processing, when the acceleration signal Sa is input and the determination in step ST63 becomes once (when the acceleration operation member 34 is operated once), even if the vehicle speed V becomes equal to or higher than the threshold value Vth ( Until the vehicle speed V reaches the first vehicle speed V1 (step ST73: Yes) or until the brake operation is performed (step ST74: Yes), the acceleration flag Fa and the high acceleration flag Fb do not become zero. In step ST84 or step ST85 of FIG. 12, the second target output Pt2 is calculated, and the automobile 1 continues to accelerate with the first acceleration or the second acceleration. When the vehicle speed V becomes equal to or higher than the threshold value Vth (step ST23: Yes), the first target output Pt1 corresponding to the accelerator depression amount θa is calculated (step ST78) according to the flow shown in FIG. 15, and steps ST86 to ST89 are performed. In, the larger target output is output. That is, acceleration control based on the operation of the accelerator pedal 11 is effective.

  Thus, in this modified embodiment, when the vehicle speed V is less than the first vehicle speed V1 (step ST23: No), the control unit 20 performs the vehicle speed once the acceleration operation member 34 is operated (step ST63: Yes). The engine 2 is subjected to acceleration control until V reaches the first vehicle speed V1 (step ST73: Yes) (step ST70, step ST71, step ST82, step ST74). Thus, even when it is difficult to continue operating the acceleration operation member 34, such as when the steering wheel operation is performed immediately after the start of the vehicle, the operation of accelerating the vehicle 1 until the vehicle speed V reaches the first vehicle speed V1 is performed. It can be done easily by the driver.

  In the present embodiment, since the first vehicle speed V1 is set to a value larger than the threshold value Vth (V1 = Vth + α (where α is a positive number)), the driver once operates the acceleration operation member 34 ( Step ST63: Yes), the vehicle 1 is accelerated until the first vehicle speed V1 is greater than the threshold value Vth, and the accelerator pedal operation is enabled at the time of completion of acceleration (step ST73: Yes) (step ST78). Therefore, the vehicle 1 can be continuously accelerated by operating the accelerator pedal 11 without performing the operation of continuing to press the acceleration operation member 34 again, and the acceleration operation by the acceleration operation member 34 and the accelerator pedal 11 is easier. Can be done.

  Although the description of the specific embodiment is finished as described above, the present invention is not limited to the above embodiment and can be widely modified. For example, although the above embodiment has been described as a propulsion operation device applied to the automobile 1 as an example, it can be widely applied to railway vehicles and the like. In the above embodiment, the acceleration / deceleration operation member 33 is described as being configured by the on / off type acceleration operation member 34 and the deceleration / setting operation member 35. For example, a lever type or a dial type may be used. In the above embodiment, the output of the engine 2 is controlled so that the acceleration is increased when a double click operation is involved. However, the operation mode is not limited to this, for example, the acceleration / deceleration operation member 33 is operated stepwise. When the second stage operation is performed, the output of the engine 2 may be controlled so as to increase the acceleration. Alternatively, when the acceleration increasing member is provided separately, the acceleration due to the operation of the acceleration operating member 34 is increased by operating the acceleration operating member in a state where a predetermined acceleration is set or by operating the acceleration operating member. The output of the engine 2 may be controlled so that In this case, the predetermined acceleration setting can be made stepwise.

  In the above embodiment, the control unit 20 compares the first target output Pt1 from the accelerator pedal 11 with the second target output Pt2 from the acceleration operation member 34 and selects the larger one in step ST36 (step ST36). In ST37 and ST38), when both the accelerator pedal 11 and the acceleration operating member 34 are operated, the sum of the respective required outputs may be set as the target output Pt.

  Further, in the above-described embodiment, in the accelerator invalidation mode, the acceleration operation member 34 can be accelerated even when the vehicle speed V is equal to or higher than the threshold value Vth. However, the acceleration operation member is used only when the vehicle speed V is less than the threshold value Vth. Acceleration by the operation of 34 is possible, and when the vehicle speed V is equal to or higher than the threshold value Vth, it is possible to change only the set vehicle speed Vs in the auto-cruise mode. For example, in the accelerator invalidation mode, The power state MP of the main power source of the auto cruise system is set to ON and the auto cruise mode is selected at the moment when the vehicle speed V reaches the threshold value Vth. Is set to ON, and after the vehicle speed V reaches the threshold value Vth, the mode to the auto-cruise mode is set. It may not be accelerated unless the switching operation is not performed. Further, in the above-described embodiment, the driver performs customization setting to cancel the accelerator invalidation by operating the external operation member 15 so that the acceleration operation by the accelerator pedal 11 can be validated even when the vehicle speed V is less than the threshold value Vth. However, for example, when the vehicle speed V is lower than the threshold value Vth, the acceleration operation by the accelerator pedal 11 may be invalidated.

  Furthermore, in the above-described embodiment, in the accelerator invalidation mode, acceleration due to the operation of the accelerator pedal 11 is invalidated when the vehicle speed V is less than the predetermined threshold value Vth, and the automobile 1 is accelerated by the operation of the acceleration operation member 34. However, when the deceleration / setting operation member 35 is pressed, the automobile 1 may be decelerated at a predetermined deceleration larger than the engine brake. By doing in this way, the driver | operator can accelerate / decelerate the motor vehicle 1 without performing pedal operation. Further, when a combination of the above embodiment and the modified embodiment is clicked, for example, when the acceleration operation member 34 is clicked, the acceleration is accelerated to the first vehicle speed V1 with a relatively small acceleration, and when the acceleration operation member 34 is clicked, a standard acceleration is obtained. If the vehicle is accelerated to the first vehicle speed V1 and the acceleration operation member 34 is continuously pressed, the vehicle can be accelerated at a relatively large acceleration.

  In addition, the specific configuration and arrangement of each member and part, the quantity, the specific procedure and order of each control, numerical values, and the like can be changed as appropriate without departing from the spirit of the present invention. On the other hand, all of the constituent elements and the processing elements of each control shown in the above embodiment are not necessarily essential, and can be appropriately selected.

1 automobile 2 engine (propulsion device)
11 Accelerator pedal 20 Control unit (control means)
26 Accelerator pedal reaction force control device (load adjusting means)
31 Main power supply operation member (cruise power supply operation member)
33 Acceleration / deceleration operation member 34 Acceleration operation member (manual operation member)
V Vehicle speed Vth threshold Vs Set vehicle speed V1 First vehicle speed

Claims (12)

An accelerator pedal capable of accelerating the vehicle with feet,
A hand-operated member capable of accelerating the vehicle by hand;
Control means for accelerating the propulsion device to accelerate the vehicle by any operation of the accelerator pedal and the manual operation member;
When the vehicle speed is less than the threshold, the control means invalidates the acceleration control based on the operation of the accelerator pedal ,
When the manual operation member is operated with the first operation mode when the vehicle speed is less than the threshold, the control means is configured to accelerate the vehicle with the first acceleration while the manual operation member is operated. And when the manual operation member is operated with the second operation mode when the vehicle speed is less than the threshold value , the first acceleration is applied while the manual operation member is being operated. A propulsion operating device for a vehicle , wherein the propulsion device is controlled to accelerate the vehicle with a large second acceleration . 2. The vehicle propulsion operation device according to claim 1 , wherein the second operation mode includes a plurality of operations performed within a predetermined unit time. An accelerator pedal capable of accelerating the vehicle with feet,
A hand-operated member capable of accelerating the vehicle by hand;
Control means for accelerating the propulsion device to accelerate the vehicle by any operation of the accelerator pedal and the manual operation member;
The control means disables acceleration control based on the operation of the accelerator pedal when the vehicle speed is less than a threshold , and accelerates the propulsion device so as to accelerate the vehicle while the operation of the manual operation member is being operated. And
When the vehicle operating speed is equal to or higher than the threshold value and the manual operation member is operated once within a predetermined unit time, the control means performs the first operation while the manual operation member is being operated. When the propulsion device is accelerated and controlled so as to accelerate the vehicle with acceleration, and the vehicle operation member is operated a plurality of times within a predetermined unit time when the vehicle speed is equal to or higher than the threshold, the last A propulsion operation device for a vehicle , wherein the propulsion device is controlled to accelerate the vehicle with a second acceleration greater than the first acceleration while the manual operation member is being operated . An accelerator pedal capable of accelerating the vehicle with feet,
A hand-operated member capable of accelerating the vehicle by hand;
Control means for accelerating the propulsion device to accelerate the vehicle by any operation of the accelerator pedal and the manual operation member;
The control means invalidates the acceleration control based on the operation of the accelerator pedal when the vehicle speed is less than a threshold value, and once the operation of the manual operation member is operated , the propulsion is performed until the vehicle speed reaches a predetermined first vehicle speed. Accelerate control of the device ,
The vehicle propulsion operation device, wherein the first vehicle speed is set to a value larger than the threshold value . The control means performs an accelerator invalidation mode in which acceleration control based on operation of the accelerator pedal is invalidated when the vehicle speed is less than the threshold, and acceleration control based on operation of the accelerator pedal when the vehicle speed is less than the threshold. One of the accelerator invalidation mode and the accelerator validation mode can be selectively set as a start mode that is set when the vehicle ignition switch is turned on. The propulsion operation device for a vehicle according to any one of claims 1 to 4 , wherein the propulsion operation device is for vehicles. 2. The control means validates acceleration control based on an operation of the accelerator pedal and validates acceleration control based on an operation of the manual operation member when a vehicle speed is equal to or higher than the threshold value. The propulsion operation device for a vehicle according to any one of claims 5 to 6. The control means sets a first target output for the propulsion device based on an operation of the accelerator pedal and a second target for the propulsion device based on an operation of the manual operation member when the vehicle speed is equal to or higher than the threshold value. The vehicle propulsion operation device according to claim 6 , wherein an output is set, and the propulsion device is subjected to acceleration control based on a larger value of both target outputs. When the vehicle operating speed is equal to or higher than the threshold value and the manual operation member is operated once within a predetermined unit time, the control means performs the first operation while the manual operation member is being operated. When the propulsion device is accelerated and controlled so as to accelerate the vehicle with acceleration, and the vehicle operation member is operated a plurality of times within a predetermined unit time when the vehicle speed is equal to or higher than the threshold, the last while the manual operation member in operation is operated, according to claim 1, characterized in that the acceleration control of the propulsion device so as to accelerate the vehicle with great second acceleration than the first acceleration, claim 2 and The vehicle propulsion operation device according to any one of claims 4 to 5 . A cruise power operation member used for power operation of an auto cruise system for maintaining the vehicle at a set vehicle speed;
An acceleration / deceleration operation member including the manual operation member, and capable of performing an adjustment operation of the set vehicle speed by a hand;
When the cruise start operation is performed in which the acceleration / deceleration operation member is operated in a predetermined manner when the power of the auto cruise system is on and the vehicle speed is equal to or higher than the threshold value, the control means Control the propulsion device in auto-cruise mode to maintain the vehicle speed,
When the cruise start operation is not performed when the power of the auto cruise system is on and the vehicle speed is equal to or higher than the threshold, the control means is configured to operate the accelerator pedal and the manual operation member. The propulsion operating device for a vehicle according to any one of claims 1 to 8 , wherein the propulsion device is controlled to be accelerated accordingly. The control means adjusts the set vehicle speed according to an acceleration operation and a deceleration operation of the acceleration / deceleration operation member when the auto-cruise mode is executed, and controls the propulsion device based on the set vehicle speed, When the vehicle speed is equal to or higher than the threshold and the auto-cruise mode is not executed, the propulsion device is acceleration-controlled according to the amount of depression of the accelerator pedal and an operation period of acceleration operation of the manual operation member The propulsion operating device for a vehicle according to claim 9 . A load adjusting means capable of adjusting a depression load required for the depression operation of the accelerator pedal;
The load adjusting means when the vehicle speed is less than the threshold value, propulsion operating device for a vehicle according to any one of claims 1 to 10, characterized in that to increase the depression force of the accelerator pedal. A load adjusting means capable of adjusting a depression load required for the depression operation of the accelerator pedal;
The load adjusting means when the vehicle speed is less than the threshold value, propulsion operating device for a vehicle according to any one of claims 1 to 10, characterized in that to reduce the depression load of the accelerator pedal.

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