JP6823292B2 - Vehicle control device - Google Patents

Description

The present invention relates to a vehicle control device capable of controlling the reaction force value of the accelerator pedal according to the muscle activity of the driver.

Conventionally, in the case of a vehicle equipped with a drive-by-wire engine, the accelerator pedal and output control devices such as a throttle valve and a fuel injection device are not connected by a cable, so the amount of depression is adjusted by an electric actuator. The reaction force value is given to the driver.
Since the accelerator pedal depression amount and the reaction force value are set to have a roughly proportional relationship, the driver generally recognizes the accelerator pedal depression amount based on the reaction force value applied from the accelerator pedal. Is. Therefore, a reaction force control device has been proposed that guides the driver to step on the accelerator pedal according to the driver's preference and the driving environment by changing the reaction force value of the accelerator pedal.

The operation assisting device of Patent Document 1 dynamically generates a driving intention series of a plurality of virtual drivers in a predetermined time section in the past including the present time, and the driving operation amount of the virtual driver and the actual driving operation amount for each driving intention series. The actual driving intention of the driver is estimated and estimated by calculating the degree of series approximation of the driving operation amount series, which represents the degree of series approximation with the driver's driving operation amount, and comparing multiple driving operation amount series approximation degrees. The actual driver's condition is estimated based on the driving intention.
In the case of depressing the accelerator pedal, the longer the elapsed time from the driver's intention to change lanes to the estimation that the driver's driving intention is a lane change, the faster the reaction force command value of the accelerator pedal is set. It is decreasing.

In addition, the applicant has also proposed a technique for setting the reaction force characteristics of the accelerator pedal in consideration of human perceptual characteristics.
The accelerator pedal control device of the vehicle of Patent Document 2 includes a reaction force setting means having a three-dimensional map defined by the depression amount of the accelerator pedal, the depression speed of the accelerator pedal, and the reaction force value given to the driver, and the accelerator pedal. The reaction force setting means sets the reaction force characteristic so that the reaction force value of the accelerator pedal becomes smaller when the depression speed is high and when the depression speed is slow. doing.
As a result, it is possible to set the reaction force characteristics suitable for the driving environment and the driving intention while reducing the burden and discomfort of the driver.

The driver's depression and return movements of the accelerator pedal can be regarded as plantar flexion and dorsiflexion movements of the ankle joint from the viewpoint of muscle activity.
As shown in FIG. 9, the operation of the accelerator pedal by the ankle joint mainly involves the tibialis anterior muscle p, the soleus muscle q, the gastrocnemius muscle r, and the like.
The tibialis anterior muscle p is a biarticular muscle that performs a dorsiflexion movement of the ankle joint, and the soleus muscle q is a biarticular muscle that performs a plantar flexion movement of the ankle joint. The gastrocnemius muscle r is a biarticular muscle that performs plantar flexion movements of the ankle joint and flexion movement of the knee joint. Of these skeletal muscles, monoarticular muscles depend on the mechanical force ratio and have antigravity properties that lift the body against gravity, and biarticular muscles suppress mechanical energy consumption. However, it has the ability to control the direction of external force, so-called propulsion to move the body in a specific direction.
Skeletal muscles are classified into active muscles that cause joint movements due to muscle contraction due to exercise, and antagonistic muscles that pair with the active muscles and perform opposite functions.
Therefore, during the stepping motion, the soleus muscle q is the main muscle and the tibialis anterior muscle p is the antagonist muscle, and the soleus muscle q, which is the main muscle, is the main movement. On the other hand, in the stepping motion, the motion mainly performed by the tibialis anterior muscle p, which is an antagonist muscle, is performed.

Japanese Patent No. 5293784 Japanese Unexamined Patent Publication No. 2016-000581

The operation of the accelerator pedal by the driver is a sudden acceleration (rapid deceleration) operation in which the accelerator pedal is suddenly operated from the initial position to the target position according to the driving scene, and a slow acceleration in which the accelerator pedal is finely adjusted within a predetermined range. There is a (slow deceleration) operation.
On the other hand, due to the characteristics of the muscles, in the case of sudden acceleration operation, the driver performs a large movement (stepping or stepping back) with a high load, so it is possible to enhance the operation perception recognized by the driver by operating mainly the biarticular muscles. You can get a sense of reality. Further, in the case of the slow acceleration / deceleration operation, since the driver performs a small movement (fine adjustment) with high accuracy, the operability can be improved by the operation mainly of the biarticular muscle, and the operability can be obtained.
Therefore, in order to improve the sense of presence and operability, the so-called operability, the biarticular muscle is used as the main muscle and the contribution rate is higher than that of the single joint muscle during the rapid acceleration operation. It is preferable that the joint muscle is the main muscle and the contribution rate is higher than that of the biarticular muscle.

However, in the slow acceleration / deceleration operation, there is a possibility that the operation feeling of the accelerator pedal cannot be sufficiently secured even if the contribution ratio of the biarticular muscle is higher than that of the biarticular muscle with the single joint muscle as the main muscle.
In the stepping operation of the slow acceleration / deceleration operation in which the accelerator pedal is finely adjusted, the soleus muscle q functions as the main muscle and the tibialis anterior muscle p functions as the antagonist muscle. Then, in the stepping back operation, an operation mainly performed on the tibialis anterior muscle p, which is an antagonist muscle, is performed so as to release the stepping operation.
That is, in the slow acceleration / deceleration operation in which the accelerator pedal is finely adjusted, both the active muscle and the antagonist muscle are monoarticular muscles, and simply adjusting the contribution ratio of the monoarticular muscle and the biarticular muscle changes the stepping motion to the stepping motion. At the time of transition, it is not easy to smoothly switch the muscle activity from the active muscle to the antagonist muscle, and the driver cannot perceive a sufficient sense of operation sensuously.

An object of the present invention is to provide a vehicle control device or the like that allows a driver to perceive a sufficient sense of operation sensuously regardless of the type of muscle that is the main operating body.

The vehicle control device according to claim 1 has a reference control map which has forward characteristics and return characteristics and sets a correlation between the accelerator pedal depression amount and the reaction force value, and the reaction of the accelerator pedal based on this reference control map. In a vehicle control device including a reaction force control mechanism for controlling a force value and a control means for controlling the reaction force control mechanism, a stepping speed detecting means for detecting the stepping speed of the driver's foot with respect to the accelerator pedal. The control means is provided with a depression amount detecting means for detecting the depression or depression operation amount of the accelerator pedal by the driver, and the control means is based on the depression or depression operation amount of the accelerator pedal detected by the depression amount detection means. slow acceleration and deceleration operation or principal muscles of the operation by the driver is a single joint muscles, is determined mainly muscle operation by the driver is determined rapid acceleration or deceleration operation or a bi-articular muscles, a slow deceleration operation When the hysteresis between the forward characteristic and the return characteristic of the reference control map is increased based on the stepping speed and it is determined that the operation is a rapid acceleration / deceleration operation, the forward characteristic and the return characteristic of the reference control map are changed. It is characterized in that it is increased and corrected based on the stepping speed .

In this vehicle control device, whether the control means is a slow acceleration / deceleration operation in which the main muscle of the operation by the driver is a single joint muscle based on the depression or depression operation amount of the accelerator pedal detected by the depression amount detection means. , It is determined whether the main muscle of the operation by the driver is the biarticular muscle, which is the rapid acceleration / deceleration operation, and when it is determined that the operation is the slow acceleration / deceleration operation, between the forward characteristic and the return characteristic of the reference control map. Since the hysteresis is increased based on the stepping speed, the main muscle activity is mainly performed while reducing the reaction force acting on the antagonist muscle when switching from the stepping operation to the stepping operation where the operation load of the accelerator pedal is large by the driver. It is possible to smoothly switch from the working muscle to the antagonist muscle, and the operability of the accelerator pedal can be ensured. In addition, when it is determined that the operation is sudden acceleration / deceleration, the muscle activity can be smoothly switched from the active muscle to the antagonist muscle while reducing the reaction force acting on the antagonist muscle, and the operability of the accelerator pedal is ensured. Can be done.

According to the invention of claim 2, when it is determined that the control means is the slow acceleration / deceleration operation, the forward characteristic of the reference control map is increased and corrected and the recovery characteristic is decreased. It is characterized by that.
According to this configuration, the reaction force acting on the main muscle having excellent motor performance is increased during the stepping operation to improve the driver's operation perception, and the reaction force acting on the antagonist muscle during the stepping operation is reduced. The operability of the driver is improved.

The invention of claim 3 is characterized in that, in the invention of claim 2, the increase correction amount of the forward characteristic and the decrease correction amount of the return characteristic of the reference control map are set equally.
According to this configuration, when the operation is switched from the stepping operation to the stepping operation, it is possible to suppress the occurrence of discomfort felt by the driver while ensuring the operability of the accelerator pedal.

According to the vehicle control device of the present invention, the driver can perceive a sufficient sense of operation sensuously, particularly in the slow acceleration / deceleration operation of the accelerator pedal, regardless of the type of muscle that is the main operator.

It is a block diagram of the control device for a vehicle which concerns on Example 1. FIG. It is the schematic of the accelerator pedal and the reaction force control mechanism. It is a figure which shows the reference control map. It is a figure which shows the control map after correction at the time of slow acceleration / deceleration. It is a figure which shows the control map after correction at the time of sudden acceleration / deceleration. It is a flowchart which shows the processing procedure of a control device. It is a figure which shows the modification of the motion amount detecting means. It is a figure which shows another modification of the motion amount detecting means. It is explanatory drawing of the skeletal muscle at the time of operating an accelerator pedal.

Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings.
The following description exemplifies the application of the present invention to a vehicle control device, and does not limit the present invention, its application, or its use.

Hereinafter, Example 1 of the present invention will be described with reference to FIGS. 1 to 6.
By controlling the reaction force value of the accelerator pedal 3 according to the muscle activity of the driver, the vehicle control device 1 is configured to be able to impart operation linearity to the driver regardless of the muscle that is the main operator. There is.
As shown in FIG. 1, the control device 1 includes an ECU (Electronic Control Unit) 2 (control means). The ECU 2 is an electronic control unit composed of a CPU, a ROM, a RAM, and the like, and performs various arithmetic processes by loading an application program stored in the ROM into the RAM and executing the application program in the CPU.

The ECU 2 includes a stepping amount sensor 4 that detects the stepping or stepping back operation amount (hereinafter abbreviated as the stepping amount) s of the accelerator pedal 3, a stepping speed sensor 5 that detects the stepping speed V of the accelerator pedal 3, and traveling of a vehicle. The speed sensor 6 for detecting the speed, the yaw rate sensor 7 for detecting the yaw rate acting on the vehicle, the acceleration sensor 8 for detecting the traveling acceleration of the vehicle, and the like are electrically connected.

As shown in FIG. 2, the accelerator pedal 3 is rotatably held with respect to the vehicle body, and the driver's intention to increase or decrease the engine output is input by the stepping operation.
The depression amount sensor 4 is provided on the accelerator pedal 3 or the rotation shaft 31, and detects the depression stroke of the accelerator pedal 3, the so-called depression amount s, from the rotation amount thereof. The depression amount s of the accelerator pedal 3 detected by the depression amount sensor 4 is output to the ECU 2. When the pedaling force due to the driver's depression does not act, the accelerator pedal 3 is urged by the return spring 32 connected to the accelerator pedal 3 so as to return to the initial position where the depression amount s is zero.
The stepping speed sensor 5 is provided on the rotation shaft 31 of the accelerator pedal 3, and detects the stepping speed V of the accelerator pedal 3 from the rotation speed. The depression speed V of the accelerator pedal 3 detected by the depression speed sensor 5 is output to the ECU 2.

The speed sensor 6, the yaw rate sensor 7, and the acceleration sensor 8 output their respective detection results to the ECU 2.
The vehicle traveling unit 10 is a driving mechanism or a steering mechanism for executing traveling control of the vehicle.
The vehicle traveling unit 10 is composed of an engine control unit, a steering actuator, a brake actuator, a shift actuator (all of which are not shown) and the like.
The vehicle traveling unit 10 executes vehicle traveling control based on the output signal from the ECU 2.

As shown in FIG. 2, the reaction force control mechanism 11 includes first and second friction members 41 and 42, an electromagnetic actuator 43 and the like.
The first friction member 41 is fixed to one end of the rotating shaft 31, and the second friction member 42 is arranged so as to face the first friction member 41. The second friction member 42 is held so as to be non-rotatable and relatively movable in the axial direction with respect to the holding shaft 44 arranged on the extension of the axial center of the rotating shaft 31.
The actuator 43 is configured to change the relative positional relationship between the first and second friction members 41 and 42 between the pressure contact state and the separation state, and to adjust the pressure contact force at the time of pressure contact.

Next, the ECU 2 will be described.
As shown in FIG. 1, the ECU 2 includes a traveling control unit 21, a storage unit 22, a characteristic correction unit 23, a reaction force setting unit 24, and the like.
The travel control unit 21 controls the output of the engine based on the depression amount s of the accelerator pedal 3 and the vehicle speed detected by the speed sensor 6, and determines the gear ratio of the transmission based on the vehicle traveling state and the operating state of the engine. It is configured to be selectable.
The output of the engine decelerated by the transmission is transmitted to the drive wheels via a drive shaft (not shown).

The storage unit 22 is a reference control defined by the depression amount s of the accelerator pedal 3 by the driver, the depression speed V, and the reaction force f corresponding to the physical reaction force value acting on the driver from the accelerator pedal 3. Map F (FS characteristic) is stored in advance.
As shown in FIG. 3, the reference control map F has an s-axis (horizontal axis) corresponding to the depression amount s (s1, s2) of the accelerator pedal 3 and a reaction force applied to the driver via the accelerator pedal 3. It is composed of an f-axis (vertical axis) corresponding to f (f2, f4, f5, f7).
This reference control map F is formed for a standard driver, and in a predetermined operation of the accelerator pedal 3 by the driver, so-called stepping and stepping motions (plantar flexion and dorsiflexion motion of the ankle joint), two Joint muscles (eg, gastrocnemius) and monoarticular muscles (eg, tibialis anterior, soleus, etc.) operate within a predetermined balance range (eg, biarticular muscle contributions of 40% or more and less than 60%). Is set as a prerequisite

In the reference control map F, the stepping-side characteristic is composed of the initial forward characteristic F3 from the origin to the stepping amount s1 (reaction force f5) and the forward characteristic F1 from the stepping amount s1 to the maximum stepping amount s2 (reaction force f7). ing. The forward characteristic F1 can be expressed by a linear function proportional to the stepping amount s, and the reaction force f7 is set to a value larger than the reaction force f5.
In addition, the return-side characteristics corresponding to the release operation of the stepping operation are the recovery characteristic F2 from the maximum stepping amount s2 (reaction force f4) to the initial stepping amount s1 (reaction force f2) and the final recovery from the stepping amount s1 to the origin. It is composed of the characteristic F4. The recovery characteristic F2 is set to be substantially parallel to the forward characteristic F1, and the reaction force f4 is set to a value larger than the reaction force f2.
The separation distance between the forward characteristic F1 and the return characteristic F2 corresponds to the hysteresis F5 of the reference control map F.

Next, the characteristic correction unit 23 will be described.
The characteristic correction unit 23 controls the reference during slow acceleration / deceleration operation in which the operation stroke of the accelerator pedal 3 is small, in other words, the main muscle of the operation by the driver is a single joint muscle (for example, tibialis anterior muscle, soleus muscle, etc.). A control map FA is set in which the hysteresis F5 of the map F is increased and corrected.
Here, the slow acceleration / deceleration operation is an operation aimed at driving at a substantially constant speed as the driver's intention, and the behavior of the vehicle V is, for example, 30 Km / h to 40 Km / h or 40 Km within a short time. It is a temporary and transient run accompanied by a slight change from / h to 30 km / h.

As shown in FIG. 4, the characteristic correction unit 23 corrects the forward characteristic F1 to the forward characteristic F1a in which the correction amount U1 is increased and the recovery characteristic F2 is the correction amount D1 when the stepping speed V is large during the slow acceleration / deceleration operation. It is corrected to the reduced recovery characteristic F2a. The correction amounts U1 and D1 are set so as to be proportional to the stepping speed V. Then, the straight line connecting the minimum value of the outgoing characteristic F1a and the origin is the initial outgoing characteristic F3a, the straight line connecting the minimum value of the returning characteristic F2a and the origin is the final returning characteristic F4a, and the maximum value of the outgoing characteristic F1a and the maximum of the returning characteristic F2a. The straight line connecting the values is set to hysteresis F5a (F5 + U1 + D1).
In this embodiment, in order to suppress the occurrence of discomfort felt by the driver while ensuring the operability of the accelerator pedal 3, when the depression speed V is the same value during the slow acceleration / deceleration operation, the correction amounts U1 and D1 are the same value. It is set to be.
It should be noted that each reaction force has a relationship of f1 <f2 <f3 <f4 <f5 <f6 <f7 <f8.

Further, the characteristic correction unit 23 has a large operation stroke of the accelerator pedal 3, in other words, during a sudden acceleration / deceleration operation in which the main muscle of the operation by the driver is a biarticular muscle (for example, the gastrocnemius muscle), the reference control map F is used. A control map FB in which the forward characteristic F1 and the return characteristic F2 are increased and corrected is set.
Here, the rapid acceleration / deceleration operation is an operation aimed at speed increase or decrease running as the driver's intention, and the behavior of the vehicle V is, for example, 0 Km / h to 30 Km / h, which requires a certain period of time, or Long-term and stable running with acceleration or deceleration from 50 km / h to 100 km / h. The medium acceleration / deceleration operation, which corresponds to an operation larger than the fine adjustment during slow acceleration / deceleration, is treated as being included in the rapid acceleration / deceleration operation.

As shown in FIG. 5, in the sudden acceleration / deceleration operation, when the stepping speed V is large, the characteristic correction unit 23 corrects the forward characteristic F1 to the forward characteristic F1b in which the correction amount U2 is increased, and the recovery characteristic F2 is the correction amount D2. It is corrected to the increased recovery characteristic F2b. The correction amounts U2 and D2 are set so as to be proportional to the stepping speed V. Then, the straight line connecting the minimum value of the outgoing characteristic F1b and the origin is the initial outgoing characteristic F3b, the straight line connecting the minimum value of the returning characteristic F2b and the origin is the final returning characteristic F4b, and the maximum value of the outgoing characteristic F1b and the maximum of the returning characteristic F2b. The straight line connecting the values is set to hysteresis F5b (F5).
In this embodiment, in order to suppress the occurrence of discomfort felt by the driver, the correction amounts U2 and D2 are set to have the same value when the stepping speed V during the sudden acceleration / deceleration operation is the same value. In order to improve the perceptuality, when the stepping speed V is the same value, the relationship of U1 <U2 is established, and the relationship of f2 <f9, f4 <f10, f6 <f11, f8 <f12 is established for each reaction force. There is.

Next, the reaction force setting unit 24 will be described.
The reaction force setting unit 24 outputs a command signal regarding the reaction force f based on the FS characteristic.
Specifically, the control map FA is used during the slow acceleration / deceleration operation, the control map FB is used during the rapid acceleration / deceleration operation, and the reference control map F is used when neither the slow acceleration / deceleration operation nor the rapid acceleration / deceleration operation is applicable. The reaction force f corresponding to the depression amount s is read out, and the read reaction force f is output as the operation reaction force f of the accelerator pedal 3.

Next, the control processing procedure of the control device 1 will be described based on the flowchart of FIG.
In addition, Si (i = 1, 2, ...) Indicates a step for each process.
As shown in the flowchart of FIG. 6, first, in S1, it is determined whether or not the ignition (Ig) is turned on.
As a result of the determination in S1, when the ignition is turned on, the information input from the various sensors 4 to 8 is read (S2), and the process proceeds to S3.
As a result of the determination in S1, when the ignition is turned off, the control map that has already been set is initialized to the reference control map F (S9), and the control map is returned.

In S3, it is determined whether or not the driver has performed the slow acceleration / deceleration operation based on the operation stroke of the accelerator pedal 3.
As a result of the determination in S3, when the driver performs the slow acceleration / deceleration operation, the process proceeds to S4, and the correction amount U1 proportional to the stepping speed V and the correction amount D1 having the same value as the correction amount U1 are calculated.
Next, in S5, the control map FA including the forward characteristic F1a in which the correction amount U1 is increased from the forward characteristic F1, the recovery characteristic F2a in which the correction amount D1 is decreased from the recovery characteristic F2, the initial forward characteristic F3a, the final recovery characteristic F4a, and the hysteresis F5a is displayed. Set and move to S6.
In S6, the reaction force control mechanism 11 is operated based on the corrected control map FA and returns.

As a result of the determination in S3, if the driver has not performed the slow acceleration / deceleration operation, the process proceeds to S7, and it is determined whether or not the driver has performed the rapid acceleration / deceleration operation.
As a result of the determination in S7, when the driver performs a sudden acceleration / deceleration operation, the process proceeds to S8, and the correction amount U2 proportional to the stepping speed V and the correction amount D2 set to the same value as the correction amount U2 are calculated.
Next, in S9, a control map FB composed of a forward characteristic F1b in which the correction amount U2 is increased from the forward characteristic F1, a recovery characteristic F2b in which the correction amount D2 is increased from the recovery characteristic F2, an initial forward characteristic F3b, a final recovery characteristic F4b, and a hysteresis F5b is provided. After setting, the process shifts to S6, and the reaction force control mechanism 11 is operated based on the corrected control map FB.
As a result of the determination in S7, if the driver has not performed the rapid acceleration / deceleration operation, the process proceeds to S6 and the reaction force control mechanism 11 is operated based on the reference control map F.

Next, the operation and effect of the vehicle control device 1 will be described.
According to the control apparatus 1, the reaction force setting section 24, when the accelerator pedal 3 is slow acceleration or deceleration operation by OPERATION person, and往特resistance F1 of the reference control map F hysteresis F5 between the recovery characteristic F2 Since it increases more than when it does not correspond to the slow acceleration / deceleration operation, the operation load of the accelerator pedal 3 by the driver is large. When switching the operation from the stepping operation to the stepping operation, the reaction force f acting on the antagonist muscle is reduced. The muscle activity can be smoothly switched from the active muscle to the antagonist muscle, and the operability of the accelerator pedal 3 can be ensured.

When the driver's stepping speed detected by the stepping speed sensor 5 is high, the reaction force setting unit 24 increases and corrects the forward characteristic F1 of the reference control map F and decreases and corrects the return characteristic F2. The reaction force f acting on the main muscles with excellent athletic performance is increased to improve the driver's operational perception, and the reaction force f acting on the antagonist muscles is reduced during the stepping back operation to improve the driver's operability. It is improving.

Since the increase correction amount U1 of the forward characteristic F1 of the reference control map F and the decrease correction amount D1 of the return characteristic F2 are set to be equal, the operability of the accelerator pedal 3 is ensured when the operation is switched from the stepping operation to the stepping operation. It is possible to suppress the occurrence of discomfort felt by the driver.

Next, a modified example in which the embodiment is partially modified will be described.
1] In the above embodiment, an example in which the depression speed V of the accelerator pedal 3 is detected with the aim of improving operability when the depression speed V is large despite the small depression amount s of the driver with respect to the accelerator pedal 3. As described above, the contact area of the foot with respect to the accelerator pedal 3 may be detected as a parameter.
As shown in FIG. 7, a plurality of piezoelectric elements 12 are embedded in the accelerator pedal 3A.
Since these plurality of piezoelectric elements 12 are arranged at equal intervals over the top and bottom, the contact area of the driver's foot can be determined from the number of detected piezoelectric elements 12.
As shown in FIG. 8, three strain gauges 13 are arranged on the accelerator pedal 3B.
Since these strain gauges 13 are arranged at the upper end portion and the left and right end portions, the contact area of the driver's foot can be obtained through the strain caused by the driver's foot.
As a result, the amount of movement of the driver's foot can be detected with high accuracy.

2] In the above embodiment, an example in which the correction amount U1 of the forward characteristic F1 of the reference control map F and the correction amount D1 of the return characteristic F2 are set to be equal during the slow acceleration / deceleration operation has been described, but the increase correction amount U1 and The reduction correction amount D1 of the recovery characteristic F2 may be set to a different value (U1 <D1 or D1 <U1).
Further, an example in which the correction amount U2 of the forward characteristic F1 of the reference control map F and the correction amount D2 of the recovery characteristic F2 are set to be equal during the rapid acceleration / deceleration operation has been described, but the increase correction amount U2 and the recovery characteristic F2 are increased. The quantity D2 may be set to a different value (U2 <D2 or D2 <U2).

3] In the above embodiment, an example in which the forward characteristic and the return characteristic of the control map are formed by a linear function proportional to the stepping amount has been described, but it is not always necessary to have linearity, and it is convex upward or downward. It may be formed into a convex curved shape.

4] In addition, a person skilled in the art can carry out the embodiment in a form in which various modifications are added to the above-described embodiment or in a combination of the respective embodiments without departing from the gist of the present invention. It also includes various modified forms.

1 Control device 3, 3A, 3B Accelerator pedal 5 Stepping speed sensor 24 Reaction force setting unit s Stepping amount V Stepping speed f Reaction force F, FA, FB Control map F1, F1a, F1b Forward characteristics F2, F2a, F2b Recovery characteristics

Claims (3)

A reference control map that has forward and return characteristics and sets the correlation between the accelerator pedal depression amount and the reaction force value, and a reaction force control mechanism that controls the reaction force value of the accelerator pedal based on this reference control map. In a vehicle control device provided with a control means for controlling this reaction force control mechanism,
A stepping speed detecting means for detecting the stepping speed of the driver's foot with respect to the accelerator pedal, and
It is provided with a stepping amount detecting means for detecting the stepping or stepping back operation amount of the accelerator pedal by the driver.
The control means is either a slow acceleration / deceleration operation in which the main muscle of the operation by the driver is a single joint muscle based on the amount of depression or stepping back operation of the accelerator pedal detected by the depression amount detection means, or the main body of the operation by the driver. It is determined whether the muscle is a biarticular muscle, which is a rapid acceleration / deceleration operation, and when it is determined that the muscle is a slow acceleration / deceleration operation, the hysteresis between the forward characteristic and the return characteristic of the reference control map is increased based on the stepping speed. A vehicle control device, characterized in that, when it is determined that the sudden acceleration / deceleration operation is performed, the forward characteristic and the return characteristic of the reference control map are increased and corrected based on the stepping speed . The vehicle control according to claim 1 , wherein when the control means is determined to be the slow acceleration / deceleration operation, the forward characteristic of the reference control map is increased and corrected and the recovery characteristic is decreased. apparatus. The vehicle control device according to claim 2, wherein the increase correction amount of the forward characteristic and the decrease correction amount of the return characteristic of the reference control map are set equally.