JP6693396B2 - Accelerator pedal reaction force application device - Google Patents

Description

  The present invention relates to a device for applying an additional reaction force that changes the reaction force with respect to a pedaling force to a large or small amount when an accelerator pedal for operating acceleration / deceleration of a vehicle is depressed, and particularly when the accelerator pedal is stepped back. The present invention relates to a device for controlling reaction force.

  The accelerator pedal provided on the vehicle is held at the origin position (or initial position) by the return spring, and the pedaling amount (hereinafter sometimes referred to as accelerator opening degree) is applied by applying a pedaling force equal to or larger than the reaction force of the return spring. .), And therefore the amount of deformation of the return spring increases with an increase in the accelerator opening, the reaction force increases as the accelerator opening increases. In other words, the driver can experience the operation amount by the magnitude of the pedaling force, that is, the reaction force. However, the reaction force characteristic of the return spring is a linear characteristic, and since the reaction force continuously increases or decreases, it is configured to start some control such as shifting based on the accelerator opening. In a vehicle in which the control is performed, it is not possible to accurately experience the accelerator opening degree, and therefore the driver accurately operates the accelerator opening degree so that the control is executed or is not executed. Is difficult to do.

  Therefore, conventionally, a bending point (or an extreme value) is provided for the reaction force, and the accelerator opening reaches a predetermined opening set in association with the start of predetermined control, or approaches the predetermined opening. There has been proposed a device configured to notify the driver of the change in reaction force. For example, in Patent Document 1, it is described as a comparative example of the invention according to Patent Document 1 that a maximum value is provided for a reaction force that counteracts the pedal effort when the accelerator pedal is returned by reducing the pedal effort applied to the accelerator pedal. .. Patent Document 1 describes that it is not preferable to appropriately set the so-called reaction force at the time of returning in order to properly set the accelerator pedal.

  In Patent Document 2, the reaction force characteristic on the stepping back side is set so that the reaction force is smaller than the reaction force characteristic on the stepping side of the accelerator pedal, and the recommended accelerator opening degree is smaller than the current opening degree. The device is configured to change the pedal return side characteristic to a reaction force larger than the current reaction force and to change the pedal return side characteristic at the recommended opening or less to the decreasing side when the temperature is changed to Has been done.

  Patent Document 3 describes a device in which the reaction force of the accelerator pedal is set to a reaction force in consideration of fuel consumption, and the characteristic on the stepping back side is set to a smaller reaction force than the characteristic on the stepping side.

  Further, in Patent Document 4, a reaction force that changes at a constant rate of change is set with a peak that is a reaction force larger than the reaction force that is determined by the rate of change, or a valley that is a small reaction force, and the reaction force is a predetermined accelerator. A device configured to guide an accelerator operation of a driver to a depression angle at which fuel consumption is improved by changing the opening is described.

  Further, in Patent Document 5, when the reaction force is increased according to the engine speed, the reaction force sharply decreases due to an upshift, and the reduction rate of the engine speed is set to a predetermined value in order to eliminate discomfort due to the upshift. A device is described that is configured to limit the rate of reduction of the pedal reaction force when the above is reached.

JP, 2003-291682, A JP, 2013-043560, A JP 2007-076468 A JP, 2007-182196, A International Publication No. 2012/039181

  As described above, the devices described in Patent Documents 1 to 5 are configured to change the characteristic of the reaction force with respect to the pedaling force that depresses the accelerator pedal, based on the accelerator opening, and particularly described in Patent Documents 1 to 4. In this device, the reaction force when the accelerator pedal is stepped back is changed at a predetermined opening. However, in the past, even if the reaction force changes with respect to the reaction force before and after that while the accelerator pedal is being released, the change occurs only when the recommended accelerator opening amount is reached. Therefore, when the accelerator pedal remains at the opening immediately before the recommended accelerator opening, the predetermined control by reaching the recommended accelerator opening is not started. Therefore, if the predetermined control is a control for reducing fuel consumption, the fuel consumption is not improved or the fuel consumption is not promoted, and there is room for improvement in this respect.

  The present invention has been made in view of the above circumstances, and improves the execution frequency of the fuel saving control that is executed when the accelerator pedal is released and the accelerator opening reaches a predetermined opening to reduce the vehicle load. An object of the present invention is to provide a reaction force applying device for an accelerator pedal, which can improve fuel efficiency.

To achieve the above object, the present invention is depression amount is reduced by depression return of the accelerator pedal, reducing fuel consumption by the stepping reduced accelerator opening by the return becomes definite at the upshift controller fuel consumption saving control of is mounted on a vehicle that is performed, the a reactive force applying equipment of configured a Kuserupedaru to increase the reaction force opposed to tread force of the accelerator pedal, for controlling the reaction force wherein the controller, the a deviation between the predetermined value and the depression amount when the accelerator pedal is returned depressed, when the deviation is Tsu name below a predetermined threshold value, the reaction force The accelerator pedal is gradually increased in the process of being stepped back to the predetermined value, and the increasing gradient of the reaction force is set to the gear stage or the front step when the accelerator pedal is stepped back. When the gear stage after the upshift is equal to or higher than a predetermined predetermined gear stage, the gear stage when the accelerator pedal is stepped back or the gear stage after the upshift is larger than when the gear stage is less than the predetermined gear stage. is constituted by the fuel-saving control the depression amount becomes the predetermined value is performed, it is characterized in reducing the reaction force is increased.

  According to the present invention, when the accelerator pedal is stepped back for a long time after the accelerator pedal is largely depressed for acceleration or the like, the fuel saving control is executed when the depression amount decreases to a predetermined value. Thus, before the fuel economy control is executed, the deviation between the depression amount of the depressed accelerator pedal and the predetermined value is obtained, and when the deviation becomes equal to or less than a predetermined threshold value, the accelerator pedal is depressed. The reaction force that opposes the pedaling force of is increased. Therefore, the depression amount of the accelerator pedal is reduced, and the fuel economy control is easily executed or started. That is, according to the present invention, execution of the fuel saving control is promoted, the frequency of execution thereof is increased, and eventually the fuel consumption of the vehicle can be reduced.

It is a figure which shows typically an example of the vehicle in which the reaction force application apparatus in embodiment of this invention is mounted. It is a figure which shows an example of a shift diagram. It is a figure which shows an accelerator pedal and a mechanism relevant to it. It is a block diagram for explaining a configuration of an ECU. It is a flow chart for explaining an example of control in an embodiment of the present invention. It is a figure which shows an example of the control map which determined the additional reaction force according to the deviation of an accelerator opening, and a gear stage. 6 is a time chart showing an example of changes in accelerator opening, additional reaction force, and engine speed when the control shown in FIG. 5 is performed. It is a figure which shows the change of the reaction force at the time of performing the increase control of the reaction force in the process which returns after depressing an accelerator pedal.

  FIG. 1 schematically shows an example of a vehicle equipped with a reaction force application device according to an embodiment of the present invention. The transmission 2 is connected to the output side of the driving force source 1, and the torque output from the transmission 2 is transmitted to the left and right drive wheels 4 via a final reduction gear (differential gear) 3. The driving force source 1 may be an internal combustion engine such as a gasoline engine or an electric motor, or a hybrid type driving force source using these in combination, and the output is increased or decreased based on the driving force operation by the driver. For example, in the case of an internal combustion engine, the throttle opening of the electronic throttle valve and the fuel injection amount by the fuel injector are controlled according to the driving force operation amount, and in the case of an electric motor, the current value increases and decreases according to the driving force operation amount. To be done. In the following description, the driving force source 1 will be referred to as the engine 1.

  The transmission 2 is a transmission that can change the gear ratio stepwise or continuously, and the gear stage is set according to the engaged state and the released state of an engaging mechanism such as a clutch and a brake. Examples are an automatic transmission, an electric continuously variable transmission such as a belt type continuously variable transmission or a hybrid drive device. The gear ratio in the transmission 2 is set according to the running state of the vehicle. The shift control is performed on the basis of a shift map in which a gear position is determined by a required drive amount represented by an accelerator opening and a vehicle speed that is an example of a parameter indicating a running state of the vehicle. FIG. 2 schematically shows an example of a shift map for a stepped automatic transmission, in which the horizontal axis represents the vehicle speed V and the vertical axis represents the accelerator opening ACC. The curved solid line is the upshift line, and the vehicle state determined by the vehicle speed V and the accelerator opening ACC should change so as to cross the upshift line from the left side to the right side in FIG. 2 or from the upper side to the lower side. Thus, the upshift determination is established, and the gear stage to be set is determined. The curved broken line in FIG. 2 is a downshift line, and is set so as to have a predetermined hysteresis with respect to the upshift line. The vehicle state determined by the accelerator opening ACC and the vehicle speed V changes so as to cross the downshift line from the right side to the left side in FIG. 2 or from the lower side to the upper side, so that the downshift determination is established and the gear stage to be set is set. Is decided. In this embodiment, the vehicle state for determining the gear shift and the gear is equivalent to the vehicle speed V instead of the vehicle speed V and the rotation speed of another predetermined rotating member or the accelerator opening degree ACC. It may be obtained from the detected data.

  FIG. 3 shows the accelerator pedal 5 and a mechanism related thereto. The accelerator pedal 5 is provided at a lower end of the lever 7 provided near a floor (not shown) of the passenger compartment in a suspended state so as to rotate around a predetermined fulcrum 6. And a tread 8. Further, a reaction force device 9 that generates a reaction force in a direction of returning and rotating the accelerator pedal 5 to a predetermined origin position is provided. By applying a treading force that overcomes the reaction force of the reaction force device 9 to the tread surface 8, the accelerator pedal 5 rotates from the original position. An accelerator opening sensor 10 is provided which detects the rotation angle as a depression amount and outputs a detection signal. The accelerator opening sensor 10 may have the same structure as a sensor used in a conventional vehicle.

  The reaction force device 9 includes a return spring 11 that generates an elastic force in a direction to return the accelerator pedal 5 to the original position, and an additional reaction force generation unit 12 that generates a force that resists the pedaling force in addition to the reaction force generated by the return spring 11. It has and. The additional reaction force generation unit 12 has, for example, a mechanism that is electrically controlled to generate an additional reaction force, and is configured to apply an electromagnetic force, a frictional force, or the like to the accelerator pedal 5 as an additional reaction force. .. As the additional reaction force generation unit 12, the mechanism described in the above-mentioned Patent Document 1, Patent Document 2 or Japanese Patent No. 31859898 can be adopted.

  The vehicle in the embodiment of the present invention is a vehicle capable of fuel saving control. The fuel economy control is a control that reduces the output of the engine 1 or stops the operation of the engine 1 when the driving force required by the driver is small, such as when the accelerator opening ACC is returned to a predetermined value during traveling. is there. Specifically, control for executing an upshift to lower the engine speed, fuel cut control (F / C control) for stopping the supply of fuel to the engine 1, and disconnection of the engine 1 and the transmission 2 are performed. Alternatively, the transmission 2 is set to a neutral state and the engine 1 is set to an idle state.

  The electronic control unit (ECU) 13 is configured to electrically control the operating state of the engine 1, the speed change in the transmission 2, and the reaction force by the reaction force device 9. ing. The ECU 13 corresponds to the controller in the embodiment of the present invention, and is configured mainly by, for example, a microcomputer, performs an operation using input data or data stored in advance, and outputs a result of the operation as a control command. It is configured to output as a signal. The configuration of the ECU 13 is shown in a block diagram in FIG.

  The ECU 13 includes a reaction force control unit 14, a transmission control unit 15, an engine control unit 16, and a storage unit 17 that stores maps such as the above-described shift map and data. In addition, the ECU 13 receives data indicating the operating state of the engine 1 such as the accelerator opening ACC detected by the accelerator opening sensor 10, the vehicle speed V detected by the vehicle speed sensor 18, and the engine speed of the engine 1 as data used for control. The gears set in the transmission 2 and various rotation speeds are input. Then, the ECU 13 is configured to perform an arithmetic operation using the data and the data in the storage unit 17, and output the arithmetic operation result to the engine 1, the transmission 2, and the reaction force device 9 as a control command signal. ing.

  An example of the control by the ECU 13 when the accelerator pedal 5 is depressed will be described. The driver depresses the accelerator pedal 5 when increasing the driving force to accelerate the vehicle. When the accelerator pedal 5 is depressed, the accelerator opening degree ACC increases, and the detection signal thereof is input to the ECU 13. It should be noted that when the accelerator pedal 5 is depressed, the return spring 11 is compressed or extended, so that the reaction force with respect to the depression force of the accelerator pedal 5 increases (proportionally) in accordance with the depression amount (accelerator opening ACC). On the other hand, the reaction force control unit 14 calculates the additional reaction force according to the accelerator opening ACC and its increasing speed, and outputs a control command signal to the reaction force device 9 to generate the additional reaction force obtained by the calculation. To do. Therefore, the reaction force of the accelerator pedal 5 is equal to the elastic force of the return spring 11 plus the reaction force generated by the additional reaction force generating portion 12. As a result, the driver is given a so-called stepping feeling.

  Further, the engine control unit 16 outputs a control signal to the engine 1 so as to satisfy the driving request of the driver expressed as the accelerator opening degree ACC. For example, a control command signal is output to the electronic throttle valve of the engine 1 so that the throttle opening degree corresponds to the accelerator opening degree ACC. Further, when the execution condition of the fuel saving control is satisfied, the control of fuel supply (injection) and ignition in the engine 1 is stopped, or the electronic throttle is set so that the engine speed becomes a predetermined idle speed. Control valve opening.

  Further, the transmission control unit 15 obtains a gear stage (gear ratio) determined by the accelerator opening ACC and the vehicle speed V from the gear shift map, and sends a control command signal to the transmission 2 to set the gear stage (gear ratio). Output. Alternatively, when the execution condition of the fuel economy control is satisfied, an upshift is performed to reduce the engine speed, the transmission 2 is controlled to the neutral state, or the fuel supply to the engine 1 is stopped.

  The control of the reaction force of the accelerator pedal 5 among these controls will be described. The reaction force device 9 is controlled so that the reaction force increases as the depression amount of the accelerator pedal 5, that is, the accelerator opening ACC increases. The reaction force in this case is a reaction force obtained by combining the elastic force and the reaction force generated by the additional reaction force generating unit 12 due to the elastic deformation of the return spring 11 described above. It is considered that the driver depresses the accelerator pedal 5 when the driver requests acceleration. Therefore, the reaction force felt by the driver is generated by generating the additional reaction force in the additional reaction force generation unit 12. It is controlled to give a feeling of acceleration to the driver. The magnitude of the reaction force generated by the additional reaction force generating unit 12 can be predetermined in design as a magnitude proportional to the accelerator opening ACC or a magnitude corresponding to the stepping speed.

  When the accelerator pedal 5 is stepped back to decelerate the vehicle, it is considered that it is not necessary to give the driver a feeling of acceleration or stepping, and therefore the reaction force by the additional reaction force generation unit 12 is set to zero. Only the elastic force of the return spring 11 or the force to which the reduced additional reaction force is applied is applied to the accelerator pedal 5 as a reaction force. Further, since the operation of depressing the accelerator pedal 5 is a case where the driver does not request the driving force, fuel saving control may be executed to reduce energy consumption as much as possible. In that case, the reaction force is controlled so as to accelerate the execution of the fuel saving control. Note that the fuel economy control is a control that causes an upshift in the transmission 2 to reduce the engine speed, and sets a neutral state in which the engine 1 and driving wheels (not shown) are disconnected during traveling. Examples thereof include control for reducing the load on the engine 1 and fuel cut control for stopping the supply of fuel to the engine 1 during traveling.

  FIG. 5 is a flowchart showing an example of reaction force control in the case where such fuel saving control is executed. The routine shown in FIG. 5 is repeatedly executed at predetermined short time intervals when the accelerator pedal 5 is depressed and the accelerator opening ACC increases to zero or more. First, in step S1, the current accelerator opening ACC is calculated. For example, the detection signal of the accelerator opening sensor 10 described above is read. Then, it is determined whether or not the accelerator pedal 5 is depressed (step S2). As an example, this determination is performed by determining whether the stepping speed dθ / dt is a negative value. If the determination result is negative, the routine of FIG. 5 is temporarily terminated without performing any control.

  On the other hand, if the affirmative determination is made in step S2, the accelerator opening ACC upshifting by one step is calculated (step S3). As described above, when the traveling state (vehicle operating state) determined by the accelerator opening ACC and the vehicle speed V changes so as to cross the upshift line due to the decrease in the accelerator opening ACC, the time at which the upshift line is crossed. The upshift decision is made with. Therefore, the accelerator opening ACC in step S3 can be calculated by applying the current vehicle speed V to the shift line map and determining the accelerator opening ACC on the upshift line of the vehicle speed V.

Then, a deviation Δθ (= ACCr-ACCa) between the current accelerator opening ACCr and the accelerator opening ACCa at which an upshift occurs is calculated (step S4). Then, it is determined whether or not the deviation Δθ is equal to or less than a predetermined threshold value θ _d1 (step S5). This threshold value θ _d1 is a threshold value for determining that the accelerator opening ACC due to the depression of the accelerator pedal 5 has approached the accelerator opening ACCa that causes an upshift, and the driver's It is determined in advance based on experiments and the like so that there is sufficient time to promote upshift without giving a sense of discomfort. When a negative determination is made in step S5, the routine shown in FIG. 5 is once ended, and the control of steps S1 to S4 is repeated. On the other hand, when a positive determination is made in step S5, the reaction force corresponding to the gear stage and the deviation Δθ is output (step S6). After that, the routine of FIG. 5 is once ended.

  The reaction force output in step S6 is the reaction force generated by the additional reaction force generation unit 12 described above or a reaction force obtained by adding the reaction force to the elastic force of the return spring 11, and is a reaction force for promoting the upshift. The upshift is a control for reducing the engine speed by reducing the gear ratio, thereby reducing the fuel consumption amount, and thus corresponds to the fuel saving control in the embodiment of the present invention. The magnitude of the reaction force (additional reaction force) generated by the additional reaction force generation unit 12 can be determined in advance according to the current gear stage or each gear stage after the upshift, and the deviation Δθ Can be set to be larger as becomes smaller. One example is shown in FIG.

In FIG. 6, the accelerator opening degree ACC at which an upshift occurs is indicated by “0”, the deviation from the opening degree is indicated by “Δθ”, and the vertical axis indicates the magnitude of the reaction force. In deviation Δθ threshold theta _d1 larger state additional reaction force is "0", the additional reaction force error Δθ is equal to or lower than the threshold theta _d1 gradually increases. In the example shown here, the additional reaction force is configured to increase as the current gear stage or the gear stage after the upshift is on the higher vehicle speed side. Therefore, the additional reaction force is set on the higher vehicle speed side. The increasing gradient of force is increasing. The increasing gradient is set in order to avoid discomfort caused by a sudden increase in the reaction force. FIG. 6 shows two types of additional reaction forces. The solid line indicates the case where the gear is in the fourth speed or higher, and the broken line indicates the case where the gear is less than the fourth speed.

  The reason for making the reaction force (additional reaction force) different depending on the gear is as follows. That is, the high-speed stage is mostly set when cruising at a high vehicle speed, and the fuel efficiency improvement effect of the fuel efficiency control is great. On the other hand, the low-speed gear is mostly set during low-speed driving such as city driving and traffic congestion, and there is little fuel efficiency improvement effect due to fuel saving control, and the annoyance caused by frequent changes in reaction force It can be increased. Therefore, the reaction force (additional reaction force) is made different according to the gear stage in consideration of such advantages at the high speed stage and the inconvenience at the low speed stage.

FIG. 7 is a time chart showing changes in vehicle speed, accelerator opening ACC, additional reaction force, and engine speed when the control shown in FIG. 5 is performed. The example shown here is an example of each change in the state of decelerating by depressing the accelerator pedal 5, and the accelerator opening ACCr is reduced while the accelerator opening ACC gradually decreases and the vehicle speed V decreases. When the deviation Δθ from the accelerator opening ACCa at which an upshift occurs reaches a threshold value θ _d1 (time t ₁ ), an additional reaction force by the additional reaction force generation unit 12 starts to occur. That is, the force in the direction of decreasing the accelerator opening ACC gradually increases. If the driver keeps pedaling without noticing the increase in reaction force or weakens the pedaling force by noticing that the reaction force has increased, the accelerator opening ACC will decrease at a rate larger than that before that. Decrease. As a result, even if the pedaling force at the time when the accelerator pedal 5 is started to be returned is large enough to maintain the accelerator pedal 5 at an opening larger than the accelerator opening that causes an upshift, the additional reaction force is applied. , The accelerator pedal 5 is returned to an opening smaller than the accelerator opening ACC at which an upshift occurs.

So the actual accelerator opening ACCr in the course of the accelerator opening ACC is decreased becomes less accelerator opening ACCa of occurrence of upshift, the decision of the upshift to the t ₂ time established. In this way, the accelerator opening ACC is promoted to be decreased to the opening ACCa at which the upshift occurs, and the upshift is executed in the transmission 2 by the determination of the upshift. As a result, the engine speed decreases, Fuel consumption in the engine 1 is suppressed. That is, as shown in the shift map of FIG. 2, the accelerator opening decreases and the upshift occurs when the accelerator opening changes from the upper side of FIG. 2 to the lower side of the upshift line. is there. As described above, by increasing or increasing the reaction force to accelerate or force the accelerator pedal 5 to be stepped back, the accelerator opening degree tends to change beyond the upshift line, and the engine speed decreases due to the upshift. The fuel economy control is executed by. Then, the vehicle speed V is reduced by executing the upshift.

  On the other hand, when the determination of upshift (determination of execution of fuel saving control) is established, the reaction force increase control is stopped, and the additional reaction force generated by the additional reaction force generation unit 12 is returned to zero. Note that, in FIG. 7, each change in the comparative example in which the above-described reaction force increase control is not executed is shown by a broken line, and the accelerator opening ACC remains slightly larger than the opening ACCa at which the upshift occurs. As a result, the fuel consumption of the fuel cannot be reduced without lowering the engine speed.

  FIG. 8 shows a change in the reaction force when the above-described increase control of the reaction force is performed in the process of depressing the accelerator pedal 5 and then depressing the accelerator pedal 5. In FIG. 8, the solid line shows the change in reaction force when the accelerator pedal 5 is depressed, and the broken line shows the change in reaction force when the accelerator pedal 5 is released. Further, (a) of FIG. 8 shows an example in the case where the gear stage is at the fourth speed or higher, and (b) of FIG. 8 shows an example in the case where the gear stage is less than the fourth speed.

As shown in FIG. 8, when the accelerator pedal 5 is depressed to the stroke end, the reaction force becomes maximum, and when the pedaling force is reduced to depress in that state, the additional reaction force generated by the additional reaction force generating unit 12 decreases and the reaction force is reduced. Is reduced to a small reaction force such as only the reaction force due to the elastic force of the return spring 11. When the pedal effort is further reduced from that state, the accelerator pedal 5 begins to return to the origin position (or the initial position), and at the same time, the reaction force begins to decrease. When the stroke amount, which is the depression amount of the accelerator pedal 5, is reduced to the stroke amount indicated by "S ₁ " in each of (a) and (b) of FIG. 8, the accelerator opening ACCr at that time and the accelerator opening causing an upshift occur. The deviation Δθ from the degree Acca becomes equal to or smaller than the threshold value θ _d1 , and the reaction force by the additional reaction force generation unit 12 starts to gradually increase. Note that the amount of increase in the reaction force increases as the gear is on the higher vehicle speed side.

Then, when the accelerator opening ACCr is reduced to the depression amount S _{2 at} which the accelerator opening ACCa at which an upshift occurs occurs, the reaction force by the additional reaction force generating unit 12 becomes zero by the determination of the upshift, and the accelerator is released. The reaction force of the pedal 5 is reduced to the reaction force of the return spring 11.

  The fuel economy control in the embodiment of the present invention is not limited to the forced upshift described above. The fuel economy control in the embodiment of the present invention is performed in order to reduce the engine speed to the idle speed. The control may be a neutral control in which the transmission 2 is set to a neutral state, or may be a fuel cut control in which the supply (injection) of the fuel to the engine 1 is stopped during traveling. When performing any of these fuel saving controls, the accelerator opening at which the fuel saving control is executed is predetermined in design, and the deviation between the accelerator opening and the current accelerator opening is calculated. The reaction force generated by the additional reaction force generating unit 12 may be increased when the deviation becomes equal to or less than a predetermined threshold value. Therefore, to explain the control in that case with a flowchart, step 3 shown in FIG. 5 described above is referred to as the step of “calculation of the accelerator opening degree for setting the transmission 2 to the neutral state during traveling” or “fuel The step of "calculation of the accelerator opening degree for executing the cut" may be performed, and the step S6 may be the step of "output of a reaction force according to the deviation", and the other steps may be the same as those in the example shown in FIG.

  Further, the present invention is not limited to the above-described embodiment, and the reaction force in the embodiment of the present invention may not be the reaction force obtained by adding the reaction force of the return spring and the reaction force of the additional reaction force generating portion. Alternatively, for example, a single reaction force generation unit may be configured to generate a reaction force that is the sum of the reaction force of the return spring and the reaction force of the additional reaction force generation unit.

  DESCRIPTION OF SYMBOLS 1 ... Driving force source (engine), 2 ... Transmission, 5 ... Accelerator pedal, 9 ... Reaction force device, 10 ... Accelerator opening sensor, 11 ... Return spring, 12 ... Additional reaction force generation part, 13 ... Electronic control device (ECU), 14 ... Reaction force control unit, 15 ... Transmission control unit, 16 ... Engine control unit, 17 ... Storage unit, 18 ... Vehicle speed sensor.

Claims (1)

Depression amount is reduced by depression return of the accelerator pedal, it is mounted on a vehicle fuel consumption saving control is performed in which the stepping reduced accelerator opening by the return to reduce the consumption of fuel by now value where the upshift, wherein a reactive force applying equipment of configured a Kuserupedaru to increase the reaction force opposed to tread force of the accelerator pedal,
A controller for controlling the reaction force,
The controller is
When the accelerator pedal is stepped back, the deviation between the depression amount and the predetermined value is obtained,
When the deviation is Tsu name below a predetermined threshold, progressively increasing the reactive force in the process of the accelerator pedal is depressed returned to the predetermined value,
The gradient of the reaction force increases when the accelerator pedal is stepped back when the accelerator pedal is stepped back or the gear after the upshift is equal to or higher than a predetermined predetermined gear. Alternatively, the gear after the upshift is configured to be larger than when the gear is less than the predetermined gear,
A reaction force application device for an accelerator pedal, characterized in that the increased reaction force is reduced when the amount of depression reaches the predetermined value and the fuel economy control is executed.

Images