Control device for a vehicle and vehicle

Abstract

The present invention provides a control device for a vehicle and a vehicle, which decelerate appropriately according to the driver's intention. The control device (2) of the vehicle (1) includes: an operation unit (paddle lever 20); an operation unit sensor (paddle stroke sensor (22), which detects the operation amount of the operation unit, i.e., the operation unit operation amount); a motor (10), which can generate a negative driving force for decelerating the vehicle; and a driving force control unit (50), which drives the wheels (12) with a negative driving force according to the operation unit operation amount. The driving force control unit (50) derives the negative driving force according to the change amount per unit time from the initial position of the operation unit of the operation unit operation amount, i.e., the initial time change amount.

Description

Technical Field

[0001] The present invention relates to a control device for a vehicle and a vehicle that include a motor as a drive source. Background Art

[0002] Patent Document 1 discloses a vehicle that can gradually change the regeneration level according to the opening and closing of a shift paddle switch.

[0003] Prior Art Documents

[0004] Patent Documents

[0005] Patent Document 1: Japanese Unexamined Patent Application Publication No. 2015-104149 Summary of the Invention

[0006] Technical Problem

[0007] However, in Patent Document 1, since the deceleration changes stepwise according to the opening of the shift paddle switch, there are times when the deceleration of the vehicle cannot be appropriately changed according to the driver's intention.

[0008] Therefore, an object of the present invention is to provide a control device for a vehicle and a vehicle that can appropriately decelerate according to the driver's intention.

[0009] Technical Solution

[0010] To solve the above problems, the control device for a vehicle according to the present invention includes: an operation unit; an operation unit sensor that detects an operation amount of the operation unit, that is, an operation unit operation amount; a motor that can generate a negative driving force for decelerating the present vehicle; and a driving force control unit that drives the wheels with a negative driving force according to the operation unit operation amount, and the driving force control unit derives a negative driving force based on a change amount per unit time from the initial position of the operation unit, that is, an initial time change amount, of the operation unit operation amount.

[0011] In addition, when the initial time change amount is less than a predetermined amount, the driving force control unit may derive a negative driving force according to the operation unit operation amount until the operation unit returns to the initial position.

[0012] In addition, the control device for a vehicle may include an accelerator pedal sensor that detects an operation amount of the accelerator pedal, that is, an accelerator operation amount, the motor can generate a positive driving force for driving the present vehicle according to the accelerator operation amount, and the driving force control unit may drive the wheels with a combined driving force obtained by adding together the negative driving force according to the operation unit operation amount and the positive driving force according to the accelerator operation amount.

[0013] In addition, when the operation amount of the operation unit increases, the driving force control unit can derive a negative driving force based on the allocation information during the increase, where the allocation information during the increase is obtained by allocating the operation amount of the operation unit between the operation amount of the operation unit at the start of the increase and the maximum operation amount of the operation unit when the operation amount of the operation unit reaches the maximum, to the negative driving force between the negative driving force at the start of the increase and the maximum negative driving force when the absolute value of the negative driving force reaches the maximum.

[0014] In addition, when the operation amount of the operation unit decreases, the driving force control unit can derive a negative driving force based on the allocation information during the decrease, where the allocation information during the decrease is obtained by allocating the operation amount of the operation unit between the operation amount of the operation unit at the start of the decrease and the operation amount of the operation unit when the operation unit is at the initial position, to the negative driving force between the negative driving force at the start of the decrease and the negative driving force when the operation unit is at the initial position.

[0015] In addition, when the initial time change amount is equal to or greater than a predetermined amount, the driving force control unit can stepwise increase the absolute value of the negative driving force by a predetermined value.

[0016] In addition, the operation unit can be a paddle lever disposed near the steering wheel.

[0017] To solve the above problems, a vehicle according to the present invention includes: an operation unit; an operation unit sensor that detects the operation amount of the operation unit, i.e., the operation amount of the operation unit; a motor that can generate a negative driving force for decelerating the vehicle; and a driving force control unit that drives the wheels with a negative driving force according to the operation amount of the operation unit, and the driving force control unit derives the negative driving force based on the change amount per unit time from the initial position of the operation unit, i.e., the initial time change amount, of the operation amount of the operation unit.

[0018] Technical Effects

[0019] According to the present invention, deceleration can be appropriately performed according to the driver's intention. Brief Description of the Drawings

[0020] Figure 1 is a schematic diagram showing the configuration of the vehicle according to the present embodiment.

[0021] Figure 2 is a schematic diagram showing an example of a paddle lever and a paddle stroke sensor. Figure 2 (A) thereof shows a case where the paddle lever is not operated. Figure 2 (B) thereof shows a case where the paddle operation amount reaches the maximum.

[0022] Figure 3 is a diagram for explaining the switch mode. Figure 3 (A) thereof shows the change of the paddle operation amount over time. Figure 3 (B) thereof shows the change of the negative driving force over time.Figure 3 (C) represents the change in the speed of vehicle 1 over time.

[0023] Figure 4 This is a diagram for explaining the simulation mode. Figure 4 (A) represents the change in the paddle operation amount over time. Figure 4 (B) represents the change in the negative driving force over time. Figure 4 (C) represents the change in the speed of vehicle 1 over time.

[0024] Figure 5 This is a diagram for explaining the relationship between the paddle operation amount and the accelerator operation amount in the switch mode. Figure 5 (A) represents the change in the paddle operation amount over time. Figure 5 (B) represents the change in the negative driving force over time. Figure 5 (C) represents the change in the accelerator operation amount over time. Figure 5 (D) represents the change in the positive driving force over time. Figure 5 (E) represents the change in the combined driving force over time. Figure 5 (F) represents the change in the speed of vehicle 1 over time.

[0025] Figure 6 This is a diagram for explaining the relationship between the paddle operation amount and the accelerator operation amount in the simulation mode. Figure 6 (A) represents the change in the paddle operation amount over time. Figure 6 (B) represents the change in the negative driving force over time. Figure 6 (C) represents the change in the accelerator operation amount over time. Figure 6 (D) represents the change in the positive driving force over time. Figure 6 (E) represents the change in the combined driving force over time.

[0026] Figure 7 This is a diagram for explaining an example in the case of combining the switch mode and the simulation mode. Figure 7 (A) represents the change in the paddle operation amount over time. Figure 7 (B) represents the change in the negative driving force over time.

[0027] Figure 8 This is a diagram for explaining another example in the case of combining the switch mode and the simulation mode. Figure 8 (A) represents the change in the paddle operation amount over time. Figure 8 (B) represents the change in the negative driving force over time.

[0028] Figure 9 This is a diagram for representing an example of the position and time of a vehicle when passing through a curve.

[0029] Figure 10 This is Figure 9 a diagram showing an example of the operation of the driving force control unit 50 that illustrates the situation. Figure 10 (A) of this shows the change in the paddle operation amount over time. Figure 10 (B) of this shows the change in the negative driving force over time. Figure 10 (C) of this shows the change in the accelerator operation amount over time. Figure 10 (D) of this shows the change in the positive driving force over time. Figure 10 (E) of this shows the change in the combined driving force over time. Figure 10 (F) of this shows the change in the vehicle speed over time.

[0030] Figure 11 This is a flowchart showing the process of the operation of the driving force control unit.

[0031] Figure 12 This is a flowchart showing the process of the operation related to the switch mode flag.

[0032] Figure 13 This is a flowchart showing the process of the operation related to the analog mode flag.

[0033] Symbol Explanation

[0034] 1: Vehicle

[0035] 10: Motor

[0036] 12: Wheel

[0037] 18: Steering wheel

[0038] 20: Paddle lever

[0039] 22: Paddle stroke sensor

[0040] 24: Accelerator pedal

[0041] 26: Accelerator pedal sensor

[0042] 50: Driving force control unit Detailed Implementation Manner

[0043] Hereinafter, embodiments of the present invention will be described in detail with reference to the accompanying drawings. The dimensions, materials, other specific values, etc. shown in this embodiment are only illustrative examples for facilitating the understanding of the invention, and do not limit the present invention except in special cases. It should be noted that in this specification and the accompanying drawings, elements having substantially the same functions and configurations are labeled with the same reference numerals to omit repeated descriptions, and in addition, elements not directly related to the present invention are omitted from the drawings.

[0044] Figure 1This is a schematic diagram showing the configuration of the vehicle 1 of the present embodiment. Hereinafter, the configuration and processing related to the present embodiment will be described in detail, and the configuration and processing unrelated to the present embodiment will be omitted.

[0045] The vehicle 1 includes a control device 2 related to the control of the vehicle 1. The control device 2 of the vehicle 1 includes a motor 10, wheels 12, an inverter 14, a battery 16, a steering wheel 18, paddle levers 20, paddle stroke sensors 22, an accelerator pedal 24, an accelerator pedal sensor 26, and a vehicle control unit 28. Hereinafter, the vehicle 1 may sometimes be referred to as the present vehicle.

[0046] The vehicle 1 is an electric vehicle driven by the motor 10. It should be noted that the vehicle 1 may also be a hybrid electric vehicle provided with an engine for driving the wheels 12 in parallel with the motor 10.

[0047] The motor 10 is, for example, a synchronous motor and / or an induction motor. The rotating shaft of the motor 10 is connected to the wheels 12 through a transmission (not shown) or the like. The inverter 14 includes a plurality of switching elements and diodes connected in a bridge. The inverter 14 converts the DC power of the battery 16 into AC power by turning on and off the switching elements and supplies it to the motor 10. The motor 10 consumes the power supplied through the inverter 14 and rotates the rotating shaft. As a result, the wheels 12 connected to the rotating shaft are driven.

[0048] In addition, the motor 10 functions as a generator that generates electricity according to the rotation of the wheels 12 during braking of the present vehicle. At this time, the inverter 14 converts the AC power generated by the motor 10 into DC power and regenerates it into the battery 16.

[0049] The steering wheel 18 is connected to the wheels 12 through a steering mechanism (not shown). The steering wheel 18 receives a steering operation performed by the driver. If a steering operation is performed on the steering wheel 18, the orientation of the wheels 12 is changed.

[0050] The paddle levers 20 are arranged near the steering wheel 18. Near means, for example, a range within reach of the driver's hand attached to the steering wheel 18. The paddle levers 20 receive a braking operation performed by the driver (specifically, the driver's hand). If a braking operation is performed on the paddle levers 20, the power generated by the motor 10 is regenerated and the present vehicle is decelerated. That is, the paddle levers 20 function as an operation unit that receives a braking operation and are provided independently of the brake pedal.

[0051] It should be noted that in this embodiment, the paddle lever 20 is described as the operation part, but the specific example of the operation part is not limited to the paddle lever 20. For example, the operation part may be configured to be provided below the front of the driver's seat and receive the braking operation by the driver's foot, or may be configured to be provided on the side of the driver's seat and receive the braking operation by the driver's hand and / or arm, or may also be provided on the console or the like.

[0052] The paddle stroke sensor 22 detects the operation amount of the paddle lever 20, that is, the paddle operation amount. That is, the paddle stroke sensor 22 functions as an operation part sensor that detects the operation amount of the operation part, that is, the operation amount of the operation part.

[0053] Figure 2 It is a schematic diagram showing an example of the paddle lever 20 and the paddle stroke sensor 22. Figure 2 (A) thereof shows the case where the paddle lever 20 is not operated. Figure 2 (B) thereof shows the case where the paddle operation amount reaches the maximum.

[0054] The steering wheel 18 is connected to the steering shaft 30 that functions as a part of the steering mechanism. A paddle support portion 32 is connected to the outer peripheral surface of the steering shaft 30 near the steering wheel 18. Figure 2 In (A) and Figure 2 (B) thereof, the inside of the paddle support portion 32 is shown in perspective. The shaft portion 34 extends in a direction intersecting the steering shaft 30 and is supported by the paddle support portion 32. The paddle lever 20 is swingably supported by the paddle support portion 32 via the shaft portion 34. In addition, the paddle lever 20 and the paddle support portion 32 can rotate circumferentially in synchronization with the rotation of the steering shaft 30 and the steering wheel 18.

[0055] The paddle lever 20 is divided into an action point portion 36 and a force point portion 38 with the shaft portion 34 sandwiched therebetween. The action point portion 36 is housed inside the paddle support portion 32. The force point portion 38 extends outside the paddle support portion 32. The braking operation of the paddle lever 20 is performed on the force point portion 38.

[0056] The paddle lever 20 can swing in a direction approaching the steering wheel 18 and a direction away from the steering wheel 18 (the extending direction of the steering shaft 30). Specifically, if the force point portion 38 swings in a direction approaching the steering wheel 18, the action point portion 36 swings in a direction away from the steering wheel 18. In addition, if the force point portion 38 swings in a direction away from the steering wheel 18, the action point portion 36 swings in a direction approaching the steering wheel 18.

[0057] One end of a biasing portion 40 is connected to the acting point portion 36. The biasing portion 40 is, for example, a spring. The other end of the biasing portion 40 is connected to the paddle support portion 32. The biasing portion 40 biases the acting point portion 36 in a direction approaching the steering wheel 18. That is, the force point portion 38 is biased by the biasing portion 40 in a direction away from the steering wheel 18.

[0058] As Figure 2 As shown in (A) of [], when the paddle lever 20 is not operated, due to the biasing force applied by the biasing portion 40, the force point portion 38 is farthest from the steering wheel 18, and the acting point portion 36 is closest to the steering wheel 18. The position of the paddle lever 20 in this state is set as the initial position. The dash-dotted line A10 exemplifies the extending direction of the force point portion 38 when the paddle lever 20 is at the initial position.

[0059] In addition, as Figure 2 As shown in (B) of [], if the force point portion 38 is closest to the steering wheel 18 against the biasing force, the acting point portion 36 is farthest from the steering wheel 18. The position of the paddle lever 20 in this state is set as the maximum position. The dash-dotted line A12 exemplifies the extending direction of the force point portion 38 when the paddle lever 20 is at the maximum position. The arrow A14 indicates the stroke of the paddle lever 20 from the initial position to the maximum position.

[0060] A paddle stroke sensor 22 is provided between the acting point portion 36 and the paddle support portion 32. The paddle stroke sensor 22 detects a paddle operation amount indicating a movement amount (swing amount) relative to the initial position of the paddle lever 20. For example, the paddle stroke sensor 22 includes a cylinder and a plunger. The cylinder is fixed to the paddle support portion 32. One end of the plunger is inserted into the cylinder, and the other end is connected to the acting point portion 36. If the paddle lever 20 swings, the insertion amount of the plunger into the cylinder changes. The insertion amount of the plunger is associated with the swing amount of the paddle lever 20. The paddle stroke sensor 22 converts the rotational (swing) displacement of the paddle lever 20 into a linear displacement to detect the paddle operation amount.

[0061] The paddle stroke sensor 22 is not limited to being able to detect two values corresponding to the closed state corresponding to the initial position and the open state corresponding to the maximum position, but can also detect the paddle operation amount between the initial position and the maximum position in a simulated and fine manner. In addition, the paddle operation amount increases as the paddle lever 20 is pulled in a direction approaching the steering wheel 18, and decreases as the paddle lever 20 returns in a direction away from the steering wheel 18.

[0062] Hereinafter, the paddle operation amount (operating portion operation amount) when the paddle lever 20 (operating portion) is at the initial position is sometimes referred to as the initial paddle operation amount (initial operating portion operation amount). In addition, the paddle operation amount (operating portion operation amount) when the paddle lever 20 (operating portion) is at the maximum position is sometimes referred to as the maximum paddle operation amount (maximum operating portion operation amount).

[0063] It should be noted that inFigure 2 In this case, an example is given in which the amount of paddle operation increases as the paddle lever 20 is pulled in the direction approaching the steering wheel 18. However, the paddle lever 20 may also be configured such that the position closest to the steering wheel 18 is the initial position, and the amount of paddle operation increases as it is pressed in the direction away from the steering wheel 18.

[0064] Return to Figure 1 , the accelerator pedal 24 receives an acceleration operation performed by the driver. The accelerator pedal sensor 26 detects the operation amount of the accelerator pedal 24, that is, the accelerator operation amount. In other words, it detects the depression amount of the accelerator pedal 24.

[0065] The vehicle control unit 28 is composed of a semiconductor integrated circuit including a central processing unit (CPU), a ROM that stores programs, etc., and a RAM that serves as a working area. The vehicle control unit 28 functions as a driving force control unit 50 by executing a program.

[0066] The driving force control unit 50 derives a positive driving force based on the accelerator operation amount detected by the accelerator pedal sensor 26. The positive driving force is a driving force that resists the driving resistance and causes the vehicle to travel (accelerate). The driving force control unit 50 sends a driving force command value that becomes the derived positive driving force to the inverter 14. The inverter 14 supplies power to the motor 10 according to the driving force command value. Thus, the motor 10 drives the wheels 12 with the positive driving force based on the accelerator operation amount. In other words, the motor 10 can generate a positive driving force according to the accelerator operation amount.

[0067] In addition, the driving force control unit 50 derives a negative driving force based on the paddle operation amount detected by the paddle stroke sensor 22. The negative driving force is a driving force that decelerates the vehicle at a rate greater than the natural deceleration at which the vehicle naturally decelerates due to driving resistance. The driving force control unit 50 sends a driving force command value that becomes the derived negative driving force to the inverter 14. The inverter 14 regenerates power according to the driving force command value. Thus, the motor 10 brakes the wheels 12 with the negative driving force based on the paddle operation amount. In other words, the motor 10 can generate a negative driving force according to the paddle operation amount.

[0068] In the vehicle 1, regarding the control of the paddle lever 20, there are two control modes: a switch mode and an analog mode. The switch mode is a mode in which the absolute value of the negative driving force increases stepwise by a predetermined value. The analog mode is a mode in which the absolute value of the negative driving force gradually increases smoothly as the paddle operation amount increases. It should be noted that the negative driving force in the analog mode may gradually increase proportionally as the paddle operation amount increases. For example, it may gradually increase in a curve such as a quadratic function.

[0069] Here, sometimes the amount of change in the paddle operation amount (operation unit operation amount) per unit time from the initial position of the paddle lever 20 (operation unit) is referred to as the initial time change amount. In other words, the initial time change amount is the time change amount of the paddle operation amount (operation unit operation amount) when the paddle operation amount (operation unit operation amount) changes from the initial paddle operation amount (initial operation unit operation amount).

[0070] When the initial time change amount of the paddle operation amount is equal to or greater than a predetermined amount, the driving force control unit 50 controls in a switching mode. On the other hand, when the initial time change amount of the paddle operation amount is less than the predetermined amount, the driving force control unit 50 controls in an analog mode.

[0071] The predetermined amount is set, for example, in consideration of the pulling speed of the paddle lever 20 by the driver. For example, assuming that the stroke of the paddle lever 20 is 30°, an example of the predetermined amount is set to the speed (30° / 0.4 seconds) at which the paddle lever 20 is pulled from the initial position to the maximum position in 0.4 seconds.

[0072] Figure 3 It is a diagram for explaining the switching mode. Figure 3 (A) of shows the change in the paddle operation amount over time. Figure 3 (B) of shows the change in the negative driving force over time. Figure 3 (C) of shows the change in the speed of the vehicle 1 over time. In Figure 3 (A) of, a predetermined amount of the initial time change amount is indicated by a one-dot chain line 60. Assume that at time T10, the paddle operation amount becomes the initial paddle operation amount, and the negative driving force becomes the initial negative driving force corresponding to the initial paddle operation amount. The initial negative driving force is, for example, zero.

[0073] Assume that at time T11 after time T10, as Figure 3 (A) of shows, the driver quickly pulls the paddle lever 20 from the initial position such that the initial time change amount of the paddle operation amount becomes equal to or greater than the predetermined amount. Hereinafter, quickly pulling means pulling the paddle lever 20 at a speed at which the paddle operation amount per unit time becomes equal to or greater than the predetermined amount. At this time, the driving force control unit 50 sets the control mode to the switching mode, and as Figure 3 (B) of shows, increases the absolute value of the negative driving force by a predetermined value from the current value and maintains the increased negative driving force.

[0074] The preset value is set, for example, to a value obtained by dividing the difference between the maximum negative driving force and the initial negative driving force by a preset number of divisions. For example, assuming that the maximum negative driving force is -20 N, the initial negative driving force is 0 N, and the number of divisions is 4, the preset value is set to -5 N. Additionally, the maximum negative driving force can also vary according to the speed of the vehicle 1. When the maximum negative driving force changes, the above-mentioned preset value can be changed based on the changed maximum negative driving force. For example, when the maximum negative driving force is set to -40 N, the number of divisions can be set to 4 and the preset value can be set to -10 N.

[0075] If the absolute value of the negative driving force increases by the preset value, then as shown in (C) of Figure 3 , since the deceleration becomes larger compared to natural deceleration, the speed of the vehicle 1 decreases according to the negative driving force derived at time T11.

[0076] Assume that after time T11, as shown in (A) of Figure 3 , the driver returns the paddle lever 20 to the initial position, and at time T12, quickly pulls the paddle lever 20 from the initial position again. As shown in (B) of Figure 3 , the driving force control unit 50 again increases the absolute value of the negative driving force from the current value by the preset value and maintains the increased negative driving force. That is, the absolute value of the negative driving force further increases by the preset value from the value derived at time T11. Thus, as shown in (C) of Figure 3 , the speed of the vehicle 1 decreases according to the negative driving force (e.g., -10 N) derived at time T12.

[0077] Thereafter, if the paddle lever 20 is quickly pulled from the initial position 2 more times, the same as above, the absolute value of the negative driving force increases by 2 more levels and becomes the maximum negative driving force. After becoming the maximum negative driving force, when the paddle lever 20 is quickly pulled from the initial position again, the driving force control unit 50 maintains the maximum negative driving force.

[0078] In this way, if the operation of quickly pulling the paddle lever 20 from the initial position is repeated multiple times, the absolute value of the negative driving force increases step by step with the absolute value of the maximum negative driving force as the upper limit. As a result, the speed of the vehicle 1 decreases step by step.

[0079] Figure 4 This is a diagram for explaining the simulation mode. Figure 4 In (A) of Figure 4 , it shows the change of the paddle operation amount over time. Figure 4 In (B) of Figure 4 , it shows the change of the negative driving force over time. In (C) of Figure 4 Figure 4 , it shows the change of the speed of the vehicle 1 over time. In (A) of Figure 4 , a predetermined amount of the initial time change amount is indicated by a one-dot chain line 60. Assume that at time T20, the paddle operation amount becomes the initial paddle operation amount and the negative driving force becomes the initial negative driving force.

[0080] Assume that at time T21 after time T20, if Figure 4 As shown in (A), the driver slowly pulls the paddle lever 20 from the initial position in such a way that the initial time change of the paddle operation amount is less than a predetermined amount. Hereinafter, slowly pulling means pulling the paddle lever 20 at a speed that the paddle operation amount per unit time is less than a predetermined amount. At this time, the driving force control unit 50 sets the control mode to the simulation mode, such as Figure 4 As shown in (B), the negative driving force corresponding to the current paddle operation amount is derived. Figure 4 As shown in (A), when the paddle operation amount increases slowly, as shown in Figure 4 As shown in (B), as the paddle operation amount changes, the negative driving force changes smoothly and curvilinearly. Figure 4 As shown in (C), the deceleration of the vehicle 1 increases smoothly.

[0081] Assume that at time T22 after time T21, if Figure 4 As shown in (A), the paddle operation amount becomes the maximum paddle operation amount. Figure 4 As shown in (B), the negative driving force becomes the maximum negative driving force. In addition, if the paddle operation amount is maintained at the maximum paddle operation amount, the negative driving force is also maintained at the maximum negative driving force.

[0082] Assume that at time T23 after time T22, if Figure 4 As shown in (A), the driver slowly returns the paddle lever 20 from the maximum position, and the paddle operation amount slowly decreases. Figure 4 As shown in (B), as the paddle operation amount changes, the negative driving force changes smoothly and curvilinearly. Figure 4 As shown in (C), the deceleration of the vehicle 1 decreases smoothly.

[0083] Assume that at time T24 after time T23, if Figure 4 As shown in (A), the paddle operation amount becomes the initial paddle operation amount. Figure 4 As shown in (B), the negative driving force returns to the initial negative driving force.

[0084] In addition, the simulation mode continues until the paddle lever 20 returns to the initial position. That is, if it is determined that the initial time change amount is less than the predetermined amount and the control in the simulation mode is temporarily started, the simulation mode continues until the paddle operation amount returns to the initial paddle operation amount. Figure 4 (A)~ Figure 4 In the example of (C), the simulation mode starts at time T21 and ends at time T24.

[0085] Figure 5It is a diagram showing the relationship between the paddle operation amount and the accelerator operation amount in the switch mode. Figure 5 (A) of Figure 5 shows the change in the paddle operation amount over time. Figure 5 (B) of Figure 5 shows the change in the negative driving force over time. Figure 5 (C) of Figure 5 shows the change in the accelerator operation amount over time. Figure 5 (D) of Figure 5 shows the change in the positive driving force over time. Figure 5 (E) of Figure 5 shows the change in the combined driving force over time. Figure 5 (F) of Figure 5 shows the change in the speed of vehicle 1 over time.

[0086] As Figure 5 shown in (A) of Figure 5 , it is assumed that the driver quickly pulls the paddle lever 20 from the initial position at time T31, and after returning the paddle lever 20 to the initial position, quickly pulls the paddle lever 20 from the initial position at time T32. Thus, as Figure 5 shown in (B) of Figure 5 , the absolute value of the negative driving force increases by 2 levels from the initial negative driving force and is maintained.

[0087] Assume that at time T33 after time T32, as Figure 5 shown in (C) of Figure 5 , the accelerator is turned on. Thus, as Figure 5 shown in (B) of Figure 5 , the driving force control unit 50 resets the maintained negative driving force to the initial negative driving force (zero). Thereby, the switch mode ends.

[0088] In addition, after time T33, as Figure 5 shown in (C) of Figure 5 , if the accelerator operation amount increases, then as Figure 5 shown in (D) of Figure 5 , the driving force control unit 50 increases the positive driving force according to the accelerator operation amount.

[0089] Here, sometimes the driving force obtained by adding the negative driving force and the positive driving force is called the combined driving force. As Figure 5 shown in (E) of Figure 5 , during the period of control in the switch mode (the period from time T31 to time T33), the combined driving force is only equivalent to the negative driving force. In addition, after the switch mode ends by turning on the accelerator (after time T33), the combined driving force is only equivalent to the positive driving force. Therefore, as Figure 5 shown in (F) of Figure 5 , the speed of vehicle 1 decreases according to the negative driving force and then increases according to the positive driving force.

[0090] Figure 6 It is a diagram showing the relationship between the paddle operation amount and the accelerator operation amount in the analog mode. Figure 6 (A) of Figure 6 shows the change in the paddle operation amount over time. Figure 6 (B) of Figure 6 shows the change in the negative driving force over time. Figure 6(C) shows the change in the accelerator operation amount over time. Figure 6 (D) shows the change in the positive driving force over time. Figure 6 (E) shows the change in the combined driving force over time.

[0091] As Figure 6 shown in (A), assuming that at time T41, the paddle lever 20 is slowly pulled from the initial position, the driving force control unit 50 sets the control mode to the analog mode. After time T41, as Figure 6 shown in (B), the absolute value of the negative driving force gradually increases with the paddle operation amount.

[0092] Assuming that at time T42 after time T41, as Figure 6 shown in (C), the accelerator is turned on. However, as Figure 6 shown in (B), even when the accelerator is turned on in the analog mode, the driving force control unit 50 does not reset the negative driving force and does not end the analog mode. Therefore, as Figure 6 shown in (A) and Figure 6 shown in (B), if the paddle operation amount is continuously increased, the absolute value of the negative driving force continues to increase with the paddle operation amount.

[0093] In addition, after time T42, as Figure 6 shown in (C), if the accelerator operation amount is increased, then as Figure 6 shown in (D), the driving force control unit 50 causes the positive driving force to increase according to the accelerator operation amount.

[0094] After time T42, the paddle operation and the accelerator operation are performed in parallel, and the negative driving force and the positive driving force are derived in parallel. Therefore, as Figure 6 shown in (E), the driving force control unit 50 derives the combined driving force obtained by adding the negative driving force and the positive driving force. It should be noted that in Figure 6 (E), the positive driving force in (D) is represented by a dashed line 62, the negative driving force in (B) is represented by a dashed line 64, and the combined driving force is represented by a solid line 66. Figure 6 (D) is represented by a dashed line 62, the negative driving force in Figure 6 (B) is represented by a dashed line 64, and the combined driving force is represented by a solid line 66.

[0095] As Figure 6 shown in (E), when the absolute value of the negative driving force is greater than the positive driving force, the combined driving force smoothly decreases, and when the positive driving force is greater than the absolute value of the negative driving force, the combined driving force smoothly increases. In addition, although not shown in the figure, the speed of the vehicle 1 smoothly changes according to the combined driving force.

[0096] In addition, as Figure 6 shown in (B), assuming that at time T43, the negative driving force reaches the maximum negative driving force. In this way, as Figure 6As shown in (E), the combined driving force gradually increases as the positive driving force increases.

[0097] Figure 7 FIG. is an example showing a case where a switch mode and an analog mode are combined. Figure 7 In (A), the paddle operation amount changes with time. Figure 7 In (B), the negative driving force changes with time.

[0098] As Figure 7 shown in (A), first, it is assumed that the driver quickly pulls the paddle lever 20 twice in the same manner as Figure 5 in (A). In this way, as Figure 7 shown in (B), similar to Figure 5 in (B), the absolute value of the negative driving force increases by two levels from the initial negative driving force.

[0099] Thereafter, it is assumed that the driver does not operate the accelerator, but as Figure 7 shown in (A), at time T53, slowly pulls the paddle lever 20 from the initial position. At this time, it is assumed that the initial time change amount of the paddle operation amount is less than a predetermined amount. In this way, as Figure 7 shown in (B), the driving force control unit 50 does not reset the negative driving force to zero, but switches from the switch mode to the analog mode. In the example of Figure 7 in (B), the negative driving force at the moment of switching to the analog mode becomes the value maintained by changing two levels in the switch mode (for example, -10 N).

[0100] As Figure 7 shown in (A), it is assumed that the paddle operation amount gradually increases after time T53 and becomes the maximum paddle operation amount at time T54. At this time, as Figure 7 shown in (B), the absolute value of the negative driving force increases with the paddle operation amount from the value at the moment of switching to the analog mode, and becomes the maximum negative driving force at time T54.

[0101] To achieve this, when the paddle operation amount is increased (when the paddle lever 20 is pulled), the driving force control unit 50 derives a negative driving force based on the increase-time allocation information. The increase-time allocation information can be a table or a map, or it can be a relational expression. In the increase-time allocation information, the paddle operation amount between the paddle operation amount at the start of the increase in the paddle operation amount (for example, the initial paddle operation amount) and the maximum paddle operation amount is allocated to the negative driving force between the negative driving force at the start of the increase in the paddle operation amount and the maximum negative driving force. Regarding the increase-time allocation information, for example, multiple are set for each negative driving force at the start of the increase in the paddle operation amount. That is, in the increase-time allocation information, based on the negative driving force at the start of the increase in the paddle operation amount, the range in which the absolute value of the negative driving force can increase is made to correspond to the movable range (stroke) of the paddle lever 20.

[0102] In addition, as Figure 7 (A) of FIG. shows, the paddle operation amount gradually decreases after time T54 and becomes the initial paddle operation amount at time T55. At this time, as Figure 7 (B) of FIG. shows, the absolute value of the negative driving force decreases with the paddle operation amount from the value at the time when the paddle operation amount starts to decrease (for example, the maximum negative driving force) and becomes the initial negative driving force at time T55.

[0103] To achieve this, when the paddle operation amount is decreased (when the paddle lever 20 returns), the driving force control unit 50 derives a negative driving force based on the decrease-time allocation information. The decrease-time allocation information can be a table or a map, or it can be a relational expression. In the decrease-time allocation information, the paddle operation amount between the paddle operation amount at the start of the decrease in the paddle operation amount (for example, the maximum paddle operation amount) and the initial paddle operation amount is allocated to the negative driving force between the negative driving force at the start of the decrease in the paddle operation amount and the initial negative driving force. Regarding the decrease-time allocation information, for example, multiple are set for each negative driving force at the start of the decrease in the paddle operation amount. That is, in the decrease-time allocation information, based on the negative driving force at the start of the decrease in the paddle operation amount, the range in which the absolute value of the negative driving force can decrease is made to correspond to the movable range (stroke) of the paddle lever 20.

[0104] Figure 8 FIG. is a diagram illustrating another example in the case of combining the switch mode and the analog mode. Figure 8 (A) of FIG. shows the change in the paddle operation amount over time. Figure 8 (B) of FIG. shows the change in the negative driving force over time.

[0105] As Figure 8As shown in (A) of, it is assumed that after the driver quickly pulls the paddle lever 20 twice, instead of activating the accelerator, at time T53, the driver slowly pulls the paddle lever 20 from the initial position. Thus, it is assumed that at time T53, the mode is switched from the switch mode to the analog mode. Also, it is assumed that the paddle operation amount gradually increases after time T53.

[0106] As Figure 8 shown in (A) of, it is assumed that at time T64 when the paddle operation amount is approximately in the middle between the initial paddle operation amount and the maximum paddle operation amount, the driver quickly pulls the paddle lever 20. Since the analog mode continues until the paddle operation amount becomes the initial paddle operation amount, at the time of T64, the analog mode continues. Therefore, as Figure 8 shown in (B) of, the absolute value of the negative driving force after time T64 changes with the paddle operation amount. It should be noted that it is assumed that after time T64, at time T65, the paddle operation amount decreases from the maximum paddle operation amount, and at time T66, the paddle operation amount becomes the initial paddle operation amount. At this time, the absolute value of the negative driving force decreases from the maximum negative driving force to the initial negative driving force, and the analog mode ends at time T66.

[0107] Figure 9 is a diagram showing an example of the position and time of the vehicle 1 when the vehicle 1 passes through the curve 70. Figure 10 is to explain Figure 9 an example of the operation of the driving force control unit 50 in the case of Figure 10 In (A) of, the paddle operation amount changes with time. Figure 10 In (B) of, the negative driving force changes with time. Figure 10 In (C) of, the accelerator operation amount changes with time. Figure 10 In (D) of, the positive driving force changes with time. Figure 10 In (E) of, the combined driving force changes with time. Figure 10 In (F) of, the speed of the vehicle 1 changes with time. Figure 9 The times T71 to T76 in Figure 10 correspond to the times T71 to T76 in (A) to Figure 10 (F) of

[0108] As Figure 9 shown, at time T71 when the vehicle 1 approaches the curve 70, the driver, as Figure 10 shown in (A) of, quickly pulls the paddle lever 20 once in order to cope with the curve 70. In this way, as Figure 10 shown in (B) of, the absolute value of the negative driving force increases by one level.

[0109] As Figure 9 shown, at time T72 before the vehicle 1 is about to enter the curve 70, the driver, asFigure 10 As shown in (A) of, in order to adjust the speed when suddenly entering the curve 70, pull the paddle shifter lever 20 once again quickly. In this way, as Figure 10 shown in (B) of, the absolute value of the negative driving force increases by 1 level again, for a total increase of 2 levels.

[0110] As Figure 9 shown, at the moment T73 when the vehicle 1 starts to turn in the curve 70, the driver, as Figure 10 shown in (A) of, in order to gradually reduce the speed when turning in the curve 70, slowly pull the paddle shifter lever 20. In this way, as Figure 10 shown in (B) of, the absolute value of the negative driving force gradually becomes larger. Thus, as Figure 10 shown in (F) of, the speed of the vehicle 1 when turning in the curve changes smoothly.

[0111] As Figure 9 shown, at the moment T74 in the middle of the curve 70, the driver, as Figure 10 shown in (A) of, while slowly pulling the paddle shifter lever 20, prepares to exit from the curve 70, and as Figure 10 shown in (C) of, starts to step on the accelerator pedal. In this way, as Figure 10 shown in (E) of, the decreasing amount of the combined driving force gradually becomes smaller. Thus, as Figure 10 shown in (F) of, the decreasing amount of the speed of the vehicle 1 becomes gentle.

[0112] As Figure 9 shown, at the moment T75 near the exit of the curve 70, the driver, as Figure 10 shown in (C) of, while increasing the accelerator operation amount, as Figure 10 shown in (A) of, relatively quickly returns the paddle shifter lever 20. In this way, as Figure 10 shown in (E) of, the combined driving force increases relatively sharply. Then, as Figure 10 shown in (F) of, at the moment when the combined driving force switches from negative to positive, the vehicle 1 changes from deceleration to acceleration.

[0113] As Figure 9 shown, at the moment T76 when passing through the exit of the curve 70, the driver, as Figure 10 shown in (C) of, while increasing the accelerator operation amount, as Figure 10 shown in (A) of, returns the paddle shifter lever 20 to the initial position. In this way, as Figure 10 shown in (E) of, the combined driving force increases along with the accelerator operation amount, and as Figure 10 shown in (F) of, the vehicle 1 accelerates according to the combined driving force.

[0114] In this way, the driver can dynamically drive the vehicle 1 like in sports driving by operating the paddle lever 20 and the accelerator pedal. Additionally, by performing a braking operation using the paddle lever 20, it is possible to easily drive the vehicle 1 dynamically compared to the way of performing a braking operation using the brake pedal.

[0115] Figure 11 It is a flowchart showing the process of the operation of the driving force control unit 50. As the interrupt control of a predetermined control cycle, the driving force control unit 50 repeatedly performs Figure 11 a series of processes. If the start time of the interrupt control is reached, the driving force control unit 50 obtains the paddle operation amount from the paddle stroke sensor 22 (S100).

[0116] Next, the driving force control unit 50 determines whether the paddle operation amount has changed from the initial paddle operation amount (S110). For example, when the previous paddle operation amount is the initial paddle operation amount and the current paddle operation amount is not the initial paddle operation amount, the driving force control unit 50 determines that the paddle operation amount has changed from the initial paddle operation amount.

[0117] When the paddle operation amount has not changed from the initial paddle operation amount (No in S110), the driving force control unit 50 ends the series of processes. When the paddle operation amount has changed from the initial paddle operation amount (Yes in S110), the driving force control unit 50 derives the initial time change amount (S120). For example, the driving force control unit 50 subtracts the initial paddle operation amount from the current paddle operation amount to derive the initial time change amount.

[0118] Next, the driving force control unit 50 determines whether the initial time change amount is equal to or greater than a predetermined amount (S130). When the initial time change amount is equal to or greater than the predetermined amount (Yes in S130), the driving force control unit 50 sets the control mode to the switch mode and determines whether the current negative driving force is the maximum negative driving force (S140).

[0119] When the current negative driving force is not the maximum negative driving force (No in S140), the driving force control unit 50 stepwise increases the absolute value of the negative driving force by a predetermined value from the current negative driving force (S150), and proceeds to the process of step S170. At this time, the driving force control unit 50 drives the wheel 12 with the negative driving force whose absolute value has been increased in step S150 by the motor 10.

[0120] When the current negative driving force is the maximum negative driving force (Yes in S140), the driving force control unit 50 maintains the negative driving force at the maximum negative driving force (S160), and proceeds to the process of step S170. At this time, the driving force control unit 50 drives the wheel 12 with the maximum negative driving force maintained in step S160 by the motor 10.

[0121] In step S170, the driving force control unit 50 turns on the switch mode flag (S170) and ends a series of processes. The switch mode flag is maintained in the on state until it is turned off. Although it will be described later, the switch mode flag is used to determine whether to reset the negative driving force whose absolute value increases stepwise.

[0122] In addition, when the initial time change amount is not more than a predetermined amount (No in S130), the driving force control unit 50 turns off the switch mode flag (S200). Next, since the paddle operation amount increases from the initial paddle operation amount, the driving force control unit 50 sets the allocation information to the allocation information during increase based on the initial paddle operation amount (S210). Next, the driving force control unit 50 applies the current paddle operation amount to the set allocation information during increase to derive a negative driving force (S220).

[0123] Next, the driving force control unit 50 acquires the accelerator operation amount from the accelerator pedal sensor 26 (S230). Next, the driving force control unit 50 derives a positive driving force based on the accelerator operation amount (S240). For example, the driving force control unit 50 uses a table or a relational expression that correlates the accelerator operation amount with the positive driving force to derive the positive driving force.

[0124] Next, the driving force control unit 50 sums up the derived negative driving force and positive driving force to derive a combined driving force (S250). At this time, the driving force control unit 50 drives the wheel 12 with the derived combined driving force.

[0125] Next, the driving force control unit 50 turns on the simulation mode flag (S260) and ends a series of processes. The simulation mode flag is maintained in the on state until it is turned off. Although it will be described later, the simulation mode flag is used to determine whether the simulation mode is continuing.

[0126] Figure 12 is a flowchart showing the flow of operations related to the switch mode flag. As the interrupt control for a predetermined control cycle, the driving force control unit 50 repeatedly performs Figure 12 a series of processes. If the start time of the interrupt control is reached, the driving force control unit 50 determines whether the switch mode flag is on (S300).

[0127] When the switch mode flag is not on (No in S300), the driving force control unit 50 ends a series of processes. When the switch mode flag is on (Yes in S300), the driving force control unit 50 determines whether the accelerator is on (S310). For example, if the accelerator operation amount is not zero, the driving force control unit 50 determines that the accelerator is on.

[0128] When the accelerator is not turned on (No in S310), the driving force control unit 50 ends a series of processes. At this time, the negative driving force is not reset. When the accelerator is turned on (Yes in S310), the driving force control unit 50 resets the negative driving force to the initial negative driving force (zero) (S320). Then, the driving force control unit 50 sets the switch mode flag to off (S330) and ends a series of processes.

[0129] Figure 13 is a flowchart showing the flow of operations related to the simulation mode flag. As the interrupt control of a predetermined control cycle, the driving force control unit 50 repeatedly performs Figure 13 a series of processes. If the start time of the interrupt control is reached, the driving force control unit 50 determines whether the simulation mode flag is on (S400).

[0130] When the simulation mode flag is not on (No in S400), the driving force control unit 50 ends a series of processes. When the simulation mode flag is on (Yes in S400), the driving force control unit 50 obtains the paddle operation amount from the paddle stroke sensor 22 (S410).

[0131] Next, the driving force control unit 50 determines whether the paddle operation amount is the initial paddle operation amount (S420). When the paddle operation amount is the initial paddle operation amount (Yes in S420), the driving force control unit 50 sets the simulation mode flag to off (S430) and ends a series of processes. At this time, the simulation mode ends.

[0132] When the paddle operation amount is not the initial paddle operation amount (No in S420), the driving force control unit 50 derives the time change amount (paddle change amount) of the paddle operation amount (S440). For example, the driving force control unit 50 derives the paddle change amount by subtracting the previous paddle operation amount from the current paddle operation amount.

[0133] Next, the driving force control unit 50 determines whether the paddle operation amount starts to decrease (S450). For example, if the previous paddle change amount is positive and the current paddle change amount is negative, the driving force control unit 50 determines that the paddle operation amount starts to decrease. When the paddle operation amount starts to decrease (Yes in S450), the driving force control unit 50 sets the allocation information to the decrease allocation information based on the paddle operation amount at the start of the decrease (current) (S460) and proceeds to the process of step S490.

[0134] When the paddle operation amount has not started to decrease (No in S450), the driving force control unit 50 determines whether the paddle operation amount has started to increase (S470). For example, if the previous paddle change amount is negative and the current paddle change amount is positive, the driving force control unit 50 determines that the paddle operation amount has started to increase. When the paddle operation amount has started to increase (Yes in S470), the driving force control unit 50 sets the allocation information to the allocation information at the time of increase based on the paddle operation amount at the start of the increase (current) (S480), and proceeds to the process of step S490.

[0135] When the paddle operation amount has not started to increase (No in S470), the driving force control unit 50 proceeds to the process of step S490. For example, when both the previous paddle change amount and the current paddle change amount are negative, since the paddle operation amount continues to decrease, the previous allocation information at the time of decrease is maintained. In addition, when both the previous paddle change amount and the current paddle change amount are positive, since the paddle operation amount continues to increase, the previous allocation information at the time of increase is maintained.

[0136] In step S490, the driving force control unit 50 applies the current paddle operation amount to the current allocation information to derive a negative driving force (S490). That is, the driving force control unit 50 uses the allocation information at the time of increase to derive a negative driving force when the paddle operation amount starts to increase and / or when the paddle operation amount continues to increase. In addition, the driving force control unit 50 uses the allocation information at the time of decrease to derive a negative driving force when the paddle operation amount starts to decrease and / or when the paddle operation amount continues to decrease.

[0137] Next, the driving force control unit 50 obtains the current accelerator operation amount from the accelerator pedal sensor 26 (S500). Next, the driving force control unit 50 derives a positive driving force based on the accelerator operation amount (S510).

[0138] Next, the driving force control unit 50 sums the derived negative driving force and positive driving force to derive a combined driving force (S520), and ends a series of processes. At this time, the driving force control unit 50 drives the wheel 12 with the derived combined driving force.

[0139] As described above, the driving force control unit 50 of the control device 2 of the vehicle 1 according to the present embodiment drives the wheel 12 with a negative driving force according to the paddle operation amount (operation unit operation amount). And, when the initial time change amount is less than a predetermined amount, the driving force control unit 50 derives a negative driving force according to the paddle operation amount (operation unit operation amount). Thus, in the control device 2 of the vehicle 1 according to the present embodiment, the negative driving force can be changed linearly and smoothly according to the paddle operation amount (operation unit operation amount), and the deceleration of this vehicle can be changed smoothly.

[0140] Therefore, the control device 2 of the vehicle 1 and the vehicle 1 according to the present embodiment can appropriately decelerate according to the driver's intention.

[0141] As described above, embodiments of the present invention have been described with reference to the drawings. However, the present invention is of course not limited to the above embodiments. Those skilled in the art will understand that various modification examples or correction examples can be conceived within the scope described in the claims, and these of course also belong to the technical scope of the present invention.

[0142] For example, in the above embodiment, when the initial time change amount of the paddle operation amount is less than a predetermined amount, it is set to the analog mode, and when the initial time change amount of the paddle operation amount is equal to or more than the predetermined amount, it is set to the switch mode. However, it may operate in the analog mode regardless of the initial time change amount of the paddle operation amount.

[0143] In addition, in the above embodiment, the predetermined amount of the initial time change amount, which is the determination criterion for the switch mode and the analog mode, can be set by learning. Specifically, first, the driver is made to step on the brake pedal so that the speed of the vehicle 1 is below a predetermined speed (for example, 1 km / h or less). In this state, the driver is made to pull the paddle lever 20 at a speed that he / she wants to learn as the switch mode, and after holding for a predetermined time, it is returned to the initial position. This operation is repeated several times, and the driving force control unit 50 acquires a plurality of samples of the pulling speed of the paddle lever 20. The driving force control unit 50 derives the average value of the plurality of samples and sets the predetermined amount of the initial time change amount based on the derived average value. It should be noted that when the conditions of stepping on the brake pedal and the speed of the vehicle 1 do not hold during such learning and / or when the acquired samples deviate from the predetermined range, the driving force control unit may invalidate the current learning and maintain the previous predetermined amount.

[0144] In addition, in the above embodiment, when the accelerator is turned on in the switch mode, it is not limited to the method of abruptly resetting the negative driving force, and it may be gradually reset in such a manner that the change of the negative driving force with time becomes gentle.

[0145] In addition, in the above embodiment, the paddle lever 20 that functions as the operation unit may be provided in parallel with the brake pedal or may be provided in place of the brake pedal.

Claims

1. A control device for a vehicle, characterized in that, Comprising: An operation unit; An operation unit sensor that detects an operation unit operation amount which is the operation amount of the operation unit; A motor that can generate a negative driving force for decelerating the vehicle; and A driving force control unit that drives the wheels by the motor with the negative driving force according to the operation unit operation amount, The driving force control unit derives the negative driving force based on an initial time change amount which is the change amount per unit time of the operation unit operation amount from the initial position of the operation unit, When the initial time change amount is less than a predetermined amount, the driving force control unit derives the negative driving force in such a manner that the absolute value of the negative driving force increases linearly as the operation unit operation amount increases until the operation unit returns to the initial position, When the initial time change amount is greater than or equal to the predetermined amount, the driving force control unit increases the absolute value of the negative driving force stepwise by a predetermined value.

2. The control device for a vehicle according to claim 1, characterized in that, The control device of the vehicle includes an accelerator pedal sensor that detects an accelerator operation amount which is the operation amount of the accelerator pedal, The motor can generate a positive driving force for driving the vehicle according to the accelerator operation amount, The driving force control unit drives the wheels by the motor with a combined driving force obtained by adding together the negative driving force according to the operation unit operation amount and the positive driving force according to the accelerator operation amount.

3. The control device for a vehicle according to claim 1 or 2, characterized in that, When the operation unit operation amount increases, the driving force control unit derives the negative driving force based on increase-time allocation information which is allocation information obtained by allocating the operation unit operation amount between the operation unit operation amount at the start of the increase and the maximum operation unit operation amount to the negative driving force between the negative driving force at the start of the increase and the maximum negative driving force whose absolute value reaches the maximum.

4. The control device for a vehicle according to claim 1 or 2, characterized in that, The operation unit is a paddle lever disposed near the steering wheel.

5. A vehicle, characterized in that, Comprising: An operation unit; An operation unit sensor that detects an operation unit operation amount which is the operation amount of the operation unit; A motor that can generate a negative driving force for decelerating the vehicle; and A driving force control unit that drives the wheels by the motor with the negative driving force according to the operation unit operation amount, The driving force control unit derives the negative driving force based on an initial time change amount which is the change amount per unit time of the operation unit operation amount from the initial position of the operation unit, When the initial time change amount is less than a predetermined amount, the driving force control unit derives the negative driving force in such a manner that the absolute value of the negative driving force increases linearly as the operation unit operation amount increases until the operation unit returns to the initial position, When the initial time change amount is greater than or equal to the predetermined amount, the driving force control unit increases the absolute value of the negative driving force stepwise by a predetermined value.

Images