Vehicle control device

Abstract

Control device (1) for a vehicle (V), comprising: several actuating devices (3, 4, 5) that receive actuations from an occupant; several reaction exertion devices (33, 43, 53) which exert reaction forces on the occupant according to the respective actuation parameters (Vs, Va, Vb) of the several actuation devices (3, 4, 5); several drive devices (11, 12, 13) which generate response variables according to the respective actuation variables (Vs, Va, Vb) of the several actuation devices (3, 4, 5); and Control device (2) which controls the multiple reaction execution devices (33, 43, 53) and the multiple drive devices (11, 12, 13), wherein, when the occupant operates previous operating devices (3, 4, 5) and subsequently operates subsequent operating devices (3, 4, 5) which differ from the previous operating devices (3, 4, 5), in a state in which the occupant operates one of the previous operating devices (3, 4, 5) among the plurality of operating devices (3, 4, 5) and perceives a predetermined reactive perception variable (Fs, Fa, Fb) generated by the operation of the previous operating devices (3, 4, 5), the control device (2) causes a reactive perception variable (Fs, Fa, Fb) to be perceived by the occupant when the occupant begins to operate the subsequent operating devices (3, 4, 5), and which substantially corresponds to the predetermined reactive perception variable (Fs, Fa, Fb) generated by the operation of the previous operating devices (3, 4, 5) is generated and perceived by the occupant,when the occupant has finished operating the previous operating devices (3, 4, 5).

Description

Technical area

[0001] The present invention relates to a vehicle control device. Technical background

[0002] Conventional vehicle control involves setting a target operation value based on operation characteristics (control map) and controlling the behavior of a vehicle. The operation characteristics (control map) define a correlation between an operation value of operating devices (such as an accelerator pedal) and an operation value (such as acceleration) of the vehicle when an occupant operates the operating devices.

[0003] In order to improve an occupant's operating feeling, a large number of control devices have been proposed, which are designed to perform vehicle control suitable for the occupant's sensitivity based on psychophysics.

[0004] Fechner's law and Stevens' law are known as laws that express the relationship between a physical quantity and a sensory quantity (perceptual quantity) in the form of functions. Fechner's law states that the sensory quantity is proportional to the logarithm of the stimulus intensity, and Stevens' law states that the sensory quantity is proportional to the magnitude of the stimulus intensity.

[0005] For example, US 2015 / 0 291 210 A1 discloses a vehicle control device that controls an actuator. The actuator, in turn, is designed to adjust the steering angle of the motor vehicle with a better response than that of a hydraulic pressure control system in order to prevent a deviation in the steering angle before and after a braking or acceleration operation as soon as this deviation is detected while the vehicle is traveling. Accordingly, the control device comprises a target steering amount calculator configured to determine a corresponding target steering amount characteristic curve from a plurality of target steering amount characteristic curves as soon as a steering operation is detected by the steering state detector. This selected target steering amount characteristic curve represents the relationship between the speed and the steering angle of the vehicle.The target steering amount of the actuator acts as a parameter which controls the actuator in such a way that a steering amount of one of the rotating wheels of the vehicle is adjusted accordingly by means of the actuator.

[0006] US 2004 / 0 059 482 A1 discloses a driver assistance system comprising a detection device for detecting the current driving state in order to detect the state of the vehicle and its surroundings. Furthermore, a calculation device is provided for calculating a hazard potential present around the vehicle based on the driving states detected by the detection device. Furthermore, an adjustment device is provided that adjusts the reaction force characteristics of a vehicle operating device using the hazard potential calculated by the calculation device. A reaction force correction device corrects the reaction force characteristics adjusted by the adjustment device based on the external factors detected by the detection device.

[0007] Furthermore, DE 11 2009 005 113 T5 discloses a vehicle operating device with a vehicle operating element that can be operated by the driver of the vehicle. Furthermore, the vehicle operating device comprises a vehicle controller that performs control of the vehicle based on an operation of the vehicle operating element. A dead zone in which a control variable is suppressed is set in a control range by the vehicle controller, and the range of the dead zone is adjusted based on at least one of a vehicle state in a vehicle and the driving environment of a road along which the vehicle travels.

[0008] A vehicle control device disclosed in Japanese Unexamined Patent Publication No. 2011-143915 includes an acceleration generating device configured to generate acceleration in a vehicle, and a control device configured to control the acceleration generating device based on an accelerator opening degree corresponding to an accelerator pedal operation by an occupant and a vehicle speed. In the vehicle control device, the relationship between the accelerator opening degree and a required acceleration is changed based on a minimum generation acceleration that can be generated by the acceleration generating device while maintaining predetermined characteristics.

[0009] A vehicle power steering device disclosed in Japanese Unexamined Patent Publication No. 2015-214295 includes a steering angle sensor, a steering torque sensor, and a control unit configured to control assist power to an electric motor to achieve target steering force characteristics defined by a plurality of characteristic elements. In the vehicle power steering device, the control unit includes a sensory quantity setting unit configured to set a plurality of sensory quantities estimated to act on a passenger, and a steering force setting unit configured to set target steering force characteristics by converting the plurality of sensory quantities set by the sensory quantity setting unit into physical quantities of a plurality of characteristic elements.

[0010] In recent years, vehicles using a by-wire system have been put into practice. A vehicle using a by-wire system includes operating devices to be operated by an occupant, an actuator (reaction motor) for applying an operating reaction force to the operating devices, and drive devices for driving the actuator so that the vehicle operates with a predetermined response amount in response to an operating amount of the operating devices.

[0011] In the vehicle using the by-wire system, the actuators and the drive devices are not mechanically connected to each other, but an actual operation quantity of the actuators by the occupant, a reaction quantity for the occupant, and a response quantity of the vehicle are configured as independent elements that are mechanically separated from each other.

[0012] In general, driving a vehicle involves a transition of driving states in the sequence of an occupant's perception of the environment, an occupant's assessment of the situation, an occupant's actuation of a device, and a response by the vehicle.

[0013] Detection, judgment, and actuation are elements primarily assessed by a sensory area (in the brain) of the occupant, and the response quantity in response to the vehicle's behavior is an element primarily assessed by a physical area (reality).

[0014] Specifically, there may be a difference between a perceptual quantity (response perceptual quantity) perceived by the occupant through visual sensation and somatic sensation and a physical response quantity with which the vehicle actually operates, and there may be a difference between a perceptual quantity (reactive perceptual quantity) perceived by the occupant through somatic sensation and a physical actuation quantity (or reaction quantity in response to actuation) of an actual actuation performed on the actuating devices.

[0015] In the situation where the occupant operates the vehicle's operating devices, it is therefore necessary to appropriately apply a perception quantity that takes into account the occupant's sensory characteristics to the occupant based on mechanical properties of four human limbs.

[0016] The vehicle control device disclosed in Japanese Unexamined Patent Publication No. 2011-143915 generates an acceleration feeling (acceleration perception quantity) based on Fechner's law that is adapted to the occupant's sensitivity to an accelerator pedal operation amount. The vehicle power steering device disclosed in Japanese Unexamined Patent Publication No. 2015-214295 adjusts a steering feeling (reactive steering perception quantity) based on Fechner's law by utilizing a steering wheel operation feeling.

[0017] However, the technologies disclosed in Japanese Unexamined Patent Publications Nos. 2011-143915 and 2015-214295 have the following problems when multiple actuators are continuously operated cooperatively.

[0018] Driving a vehicle involves many situations in which multiple control devices are continuously operated in concert.

[0019] For example, a vehicle turn-in includes pedaling a brake pedal and starting to turn a steering wheel during pedaling the brake pedal in the initial phase of turn-in, and starting to press an accelerator pedal during steering operation of the steering wheel in the later phase of turn-in.

[0020] Specifically, in the initial phase of turning, that is, in a state where a predetermined operating reaction force (pedaling force) acts on the occupant's leg in response to the brake pedal operation, the occupant begins to operate the steering wheel with a small operating reaction force (steering force). Accordingly, the occupant may feel uncomfortable due to the difference in operating force, resulting in increased driving stress.

[0021] In the later stages of turning, that is, in a state where a predetermined operating reaction force (steering force) acts on the occupant's arm in response to the steering operation, the occupant begins to operate the accelerator pedal with a small operating reaction force (pedal depression force). Accordingly, the occupant may feel uncomfortable due to the difference in operating force, resulting in increased driving load.

[0022] In other words, in the technologies disclosed in Japanese Unexamined Patent Publications Nos. 2011-143915 and 2015-214295, the reactive perception amount for individual operating devices or the response perception amount of the vehicle is adjusted to the sensitivity of the occupant, but the occupant cannot feel a completely comfortable operation feeling if the occupant continuously operates multiple operating devices in cooperation. Summary of the invention

[0023] An object of the present invention is to provide a vehicle control device that can improve operability in a continuous cooperative operation of a plurality of operating devices.

[0024] A vehicle control device according to the embodiment of the invention as recited in claim 1 comprises: a plurality of actuating devices; a plurality of reaction applying devices; a plurality of driving devices; and a control device. The plurality of actuating devices are actuated by an occupant. The plurality of reaction applying devices apply reaction forces to the occupant according to respective actuation amounts of the plurality of actuating devices. The plurality of driving devices generate response amounts of a vehicle according to the respective actuation amounts of the plurality of actuating devices. The control device controls the plurality of reaction applying devices and the plurality of driving devices.

[0025] In this embodiment of the invention, when the occupant operates previous operating devices and then operates subsequent operating devices different from the previous operating devices, in a state where the occupant operates one of the previous operating devices among the plurality of operating devices and perceives a predetermined reactive perception quantity generated by the operation of the previous operating devices, the control device causes a reactive perception quantity, which is perceived by the occupant when the occupant starts to operate the subsequent operating devices, to be substantially the same as the predetermined reactive perception quantity generated by the operation of the previous operating devices and perceived by the occupant when the occupant finishes operating the previous operating devices.

[0026] The vehicle control device according to the above embodiment of the present invention can impart continuity to reactive perception quantities perceived by an occupant, thereby improving operability upon continuous cooperative operation of a plurality of operating devices. Brief description of the drawings Fig. 1 is an overall schematic view showing a configuration of a control device 1 for a vehicle V according to embodiments; Fig. 2 is a block diagram showing a configuration of the control device 1; Fig. 3 is a map showing basic perception characteristics of a steering-by-wire mechanism S; Fig. 4 is a map showing basic perception characteristics of a gas-by-wire mechanism A; Fig. 5 is a map showing basic perception characteristics of a brake-by-wire mechanism B; Fig. 6 is a schematic diagram for describing characteristics of an actuation quantity and a reactive perception quantity; Fig. 7 is a schematic diagram for describing characteristics of an actuation quantity and a reaction quantity; Fig. 8 is a schematic diagram for describing characteristics of an actuation quantity and a response perception quantity; Fig. 9 is a schematic diagram for describing characteristics of an actuating quantity and a response quantity; Fig. 10 is a map showing corrected perception characteristics of a steering-by-wire mechanism S; Fig. 11 is a map showing corrected perception characteristics of a gas-by-wire mechanism A; Fig. 12 is a flowchart showing a cooperative control processing process; Fig. 13 is a flowchart showing a brake control processing process; Fig. 14 is a flowchart showing a steering control processing procedure; and Fig. 15 is a flowchart showing a gas control processing procedure. Description of embodiments

[0027] Based on Fig. 1 to 15, a control device 1 for a vehicle V according to embodiments will be described below.

[0028] The embodiments described below illustrate a control device 1 used in a vehicle V having a steering-by-wire mechanism S, a throttle-by-wire mechanism A, and a brake-by-wire mechanism B, and are not intended to limit the present invention, its applications, or its purposes.

[0029] As in Fig. 1, a control device 1 for a vehicle V comprises a steering-by-wire mechanism S, a throttle-by-wire mechanism A, a brake-by-wire mechanism B, an electronic control unit (ECU) 2 and other devices

[0030] In the control device 1 for the vehicle V, the ECU 2 is provided as a control device.

[0031] The vehicle V includes a steering wheel (hereinafter abbreviated as "steering") 3 as arm system operating devices, and an accelerator pedal (hereinafter abbreviated as "gas") 4 and a brake pedal (hereinafter abbreviated as "brake") 5 as leg system operating devices. The vehicle V further includes a steering device 6, an internal combustion engine 7, a braking device 8, and two pairs of front and rear wheels 9.

[0032] First, the steering-by-wire mechanism S is described.

[0033] As in Fig. 1 and Fig. 2, the steering-by-wire mechanism S is configured by mechanically separating the steering 3 and the steering device 6 serving as steering drive devices for a pair of right and left front wheels 9.

[0034] The steering-by-wire mechanism S includes the steering 3, an operation amount sensor 31 configured to detect an operation amount (steering angle) Vs of the steering 3 by an occupant, an operation force sensor 32 configured to detect an operation force (steering torque) corresponding to the operation amount Vs of the steering 3, and a reaction motor 33 configured to apply a reaction amount Fsa, which is a physical operation reaction force, to the steering 3 based on the operation amount Vs of the steering 3. In the steering-by-wire mechanism S, the reaction motor 33 is provided as reaction applying devices.

[0035] The steering device 6 includes a steering rod 10 having a rack coupled to each of the pair of right and left front wheels 9 by means of linkage mechanisms, and a steering motor 11 having a pinion capable of driving the steering rod 10 in the horizontal direction. The steering device 6 is configured such that the steering rod 10 driven by the steering motor 11 steers the pair of right and left front wheels 9 to control a rotational angular velocity Gsa, which is a physical response of the vehicle V.

[0036] In the steering device 6, the steering motor 11 is provided as a drive device.

[0037] The steering motor 11, the operation amount sensor 31, the operation force sensor 32 and the reaction motor 33 are each electrically connected to the ECU 2.

[0038] Next, the gas-by-wire mechanism A is described.

[0039] As in Fig. 1 and Fig. 2, the throttle-by-wire mechanism A is designed by mechanically separating the throttle 4 formed of an organ-like pedal bearing mechanism and a throttle valve (not shown) of the internal combustion engine 7.

[0040] The throttle-by-wire mechanism A includes the throttle 4, an operation amount sensor 41 configured to detect an operation amount (pedal depression force) Va of the throttle 4 by the occupant, an operation force sensor 42 configured to detect an operation force (pedal depression force) corresponding to the operation amount Va of the throttle 4, and a reaction motor 43 configured to apply a reaction amount Faa, which is a physical operation reaction force, to the throttle 4 based on the operation amount Va of the throttle 4.

[0041] In the gas-by-wire mechanism A, the reaction motor 43 is provided as reaction exerting devices.

[0042] The internal combustion engine 7 includes a throttle valve drive motor 12 that can drive the throttle valve in rotation. By adjusting the opening degree of the throttle valve driven by the throttle valve drive motor 12, the internal combustion engine 7 controls an acceleration Gaa, which is a physical response variable of the vehicle V.

[0043] In the internal combustion engine 7, the throttle valve drive motor 12 is provided as a drive device.

[0044] The throttle valve drive motor 12, the operation amount sensor 41, the operation force sensor 42 and the reaction motor 43 are each electrically connected to the ECU 2.

[0045] Next, the brake-by-wire mechanism B is described.

[0046] As in Fig. 1 and Fig. 2, the brake-by-wire mechanism B is designed by mechanically separating the brake 5, which is formed of a suspended pedal bearing mechanism, and a hydraulic brake mechanism 14 capable of braking the wheel 9.

[0047] The brake-by-wire mechanism B includes the brake 5, an operation amount sensor 51 configured to detect an operation amount (pedal pressing amount) Vb of the brake 5 by the occupant, an operation force sensor 52 configured to detect an operation force (pedal pressing force) corresponding to the operation amount Vb of the brake 5, and a reaction motor 53 configured to apply a reaction amount Fba, which is a physical operation reaction force, to the brake 5 based on the operation amount Vb of the brake 5.

[0048] In the brake-by-wire mechanism B, the reaction motor 53 is provided as reaction exerting devices.

[0049] The hydraulic brake mechanism 14 includes a rotor disk provided on the wheel 9 so as to be rotationally integral with the wheel 9, and a brake caliper capable of applying a braking force to the rotor disk (both not shown).

[0050] The braking device 8 includes a hydraulic pump using a pump drive motor 13 as a drive source, a pressurizing valve, and a return valve. In the braking device 8, the hydraulic pump is connected to a cylinder provided on the brake caliper (all not shown). When hydraulic braking pressure is supplied from the hydraulic pump to the cylinder, a piston presses a brake pad toward the rotor disc, thereby controlling deceleration Gba, which is a physical response of the vehicle V.

[0051] In the braking device 8, the pump drive motor 13 is provided as a drive device.

[0052] The pump drive motor 13, the operation amount sensor 51, the operation force sensor 52 and the reaction motor 53 are each electrically connected to the ECU 2.

[0053] Next, the ECU 2 is described.

[0054] The ECU 2 includes a central processing unit (CPU), a ROM, a RAM, an IN side interface and an OUT side interface.

[0055] The ROM stores various types of programs and data for implementing collaborative control. The RAM contains a processing area used by the CPU to perform various processing operations.

[0056] When the occupant operates at least one of the steering 3, accelerator 4, and brake 5 with a predetermined operation amount Vs, Va, or Vb, the ECU 2 transmits a command signal for generating a reaction amount Fsa, Faa, or Fba to the corresponding reaction motor 33, 43, or 53.

[0057] When one of the operating devices is operated, the ECU 2 sends L, M and N signals based on basic perception characteristics (see Fig. 3 to 5), which consists of a reactive perception quantity (reactive steering perception quantity Fs, reactive gas perception quantity Fa, reactive braking perception quantity Fa) and a response perception quantity (angular acceleration perception quantity Gs, acceleration perception quantity gas, deceleration perception quantity Gb), which are perceived by the occupant, a command signal for generating a response quantity Gsa, Gaa or Gba of the vehicle V to the corresponding motor 11, 12 or 13

[0058] As in Fig. 3 to 5, the ECU 2 stores therein the basic sensing characteristics L, M and N for the steering-by-wire mechanism S, the accelerator-by-wire mechanism A and the brake-by-wire mechanism B, respectively.

[0059] Now, the concept of the basic perception characteristics L, M and N in the present embodiment will be described.

[0060] The basic perception characteristics L, M and N are set such that the response perception quantities Gs, Ga and Gb are linear with respect to the reactive perception quantities Fs, Fa and Fb in order to achieve comfortable vehicle controllability.

[0061] Linearity is a correspondence relationship in which a linear tendency is established partially or entirely.

[0062] This setting can ensure uniformity between an increase / decrease tendency of the reactive perception quantities Fs, Fa, and Fb and an increase / decrease tendency of the response perception quantities Gs, Ga, and Gb (for example, when the reactive perception quantity is doubled, the response perception quantity is also doubled), thereby ensuring the linearity of vehicle controllability during the operation of each of the operating devices 3, 4, or 5. The same concept is basically applied to these basic perception characteristics L, M, and N, and the basic perception characteristics L will be described below as a representative example.

[0063] As in Fig. As shown in Figure 6, the operation amount Vs of the steering wheel 3 and the reactive steering perception amount Fs perceived by the occupant when the occupant operates the steering 3 are set in advance to be linearly equal to each other. This relationship improves the operability of the steering 3 by the occupant.

[0064] The reactive steering perception quantity Fs perceived by the occupant and the steering reaction quantity Fsa actually generated exhibit different increase / decrease tendencies. In other words, the sensation intensity is proportional to the logarithm of the stimulus intensity (Fechner's law). Accordingly, the steering reaction quantity Fsa can be determined from the reactive steering perception quantity Fs using Expression (1): Fs=klog(Fsa)+K where K is an integral constant.

[0065] In view of the above, as in Fig. 7, the operation amount Vs of the steering 3 and the logarithmic steering reaction amount Fsa actually experienced by the occupant when the occupant operates the steering 3 are set.

[0066] As in Fig. As shown in FIG. 8, the operation quantity Vs of the steering 3 and the response quantity of the vehicle V perceived by the occupant when the occupant operates the steering 3, that is, the rotational angular velocity perception quantity Gs, are set in advance to be linearly corresponding to each other. The increase / decrease tendency of the rotational angular velocity perception quantity Gs of the vehicle V is set to be substantially equal to the increase / decrease tendency of the reactive steering perception quantity Fs.

[0067] This relationship improves the controllability of the vehicle V by the occupant.

[0068] The rotational angular velocity perception quantity Gs perceived by the occupant and the rotational angular velocity Gsa of the vehicle V actually generated have different increase / decrease tendencies. Accordingly, the rotational angular velocity Gsa, which is an actual response quantity, can be obtained from the rotational angular velocity perception quantity Gs by Expression (1).

[0069] In view of the above, as in Fig. 9, the operation amount Vs of the steering 3 and the logarithmic rotational angular velocity Gsa with which the vehicle V actually responds when the occupant operates the steering 3 are determined.

[0070] The basic perception characteristics L are determined at a linear correlation between the reactive steering perception quantity Fs, which is perceived by the occupant through the mediation of the operation quantity Vs of the steering 3, and the rotational angular velocity perception Gs.

[0071] As in Fig. 3, the basic perception characteristics L are specifically set such that, when the steering mechanism 3 is steered, the rotational angular velocity perception quantity Gs is not generated until the reactive steering perception quantity Fs reaches a response onset point Rs in an outward movement (steering in). In a region where the reactive steering perception quantity Fs reaches the response onset point Rs, the basic perception characteristics L have a linear tendency that the rotational angular velocity perception quantity Gs becomes larger as the reactive steering perception quantity Fs becomes larger.

[0072] At a return travel (steering back), the basic perception characteristics L show a linear tendency that the rotational angular velocity perception quantity Gs becomes smaller to become “0” as the reactive steering perception quantity Fs becomes smaller.

[0073] As in Fig. 4, the basic sensing characteristics M are set such that, when the accelerator 4 is operated, the acceleration sensing quantity Ga is not generated until the reactive gas sensing quantity Fa reaches a response onset point Ra during an outward movement (pedaling). In a region where the reactive gas sensing quantity Fa exceeds the response onset point Rs, the basic sensing characteristics M exhibit a linear tendency that the acceleration sensing quantity Ga becomes larger as the reactive gas sensing quantity Fa becomes larger.

[0074] In a return travel (releasing the pedal), the basic perception characteristics M exhibit the linear tendency that the acceleration perception quantity Ga decreases to become “0” as the reactive gas perception quantity Fa decreases.

[0075] As in Fig. 5, the basic perception characteristics N are set such that, when the brake 5 is applied, the deceleration perception quantity Gb is not generated until the reactive braking perception quantity Fb reaches a response onset point Rb in an outward movement (pedaling). In a region where the reactive braking perception quantity Fb exceeds the response onset point Rb, the basic perception characteristics N have a linear tendency that the deceleration perception quantity Gb becomes larger as the reactive braking perception quantity Fb becomes larger.

[0076] At a return travel (releasing the pedal), the basic perception characteristics N exhibit the linear tendency that the deceleration perception quantity Gb decreases to become “0” as the reactive braking perception quantity Fb for the occupant decreases.

[0077] When the occupant operates the second operating devices while performing the operation of the first operating devices, the ECU 2 controls a reactive perception quantity of the second operating devices, which is perceived by the occupant when the occupant starts operating the second operating devices, to be substantially equal to a reactive perception quantity of the first operating devices, which is perceived by the occupant when the occupant stops operating the first operating devices.

[0078] The first operating devices refer to any operating devices previously operated by the occupant among the operating devices 3 to 5, and the second operating devices refer to subsequently operated operating devices other than the first operating devices among the operating devices 3 to 5. The term "substantially correspond" means devices that one perceptual quantity including a force directed in one direction and a force (moment) directed in the rotational direction corresponds to the other perceptual quantity, and is defined as a state in which both perceptual quantities are physically, sensorially, or perceptually considered to be identical.

[0079] As in Fig. 2, the ECU 2 outputs a command signal to each of the motors 11 to 13 and the reaction motors 33, 43 and 52, and inputs a detection signal from each of the operation amount sensors 31, 41 and 51 and the operation force sensors 32, 42 and 52.

[0080] When the steering 3 is operated, the ECU 2 sets a flag fs to “1” and executes steering control processing for controlling the reaction motor 33 and the steering motor 11.

[0081] Similarly, when the accelerator 4 is operated, the ECU 2 sets a flag fa to "1" and executes throttle control processing to control the reaction motor 43 and the throttle valve drive motor 12. When the brake 5 is operated, the ECU 2 sets a flag fb to "1" and executes brake control processing to control the reaction motor 53 and the pump drive motor 13.

[0082] If none of the actuators 3 to 5 are operated, the flags fs, fa and fb are each set to “0”.

[0083] The ECU 2 includes a storage unit 21, a motor control unit 22, and a correction unit 23. The storage unit 21 stores, for example, the perception characteristics L, M, and N, correlation characteristics between the operation quantities Vs, Va, and Vb and the response quantities Fsa, Faa, and Fba, and correlation characteristics between the operation quantities Vs, Va, and Vb and the response quantities Gsa, Gaa, and Gba. The motor control unit 22 controls the reaction motors 33, 43, and 53 to achieve the respective response quantities Fsa, Faa, and Fba corresponding to the operation quantities Vs, Va, and Vb by the occupant. The correction unit 23 corrects, based on final values ​​of reactive perception quantities Fs, Fa and Fb of the first operating devices (previous operating devices) 3 to 5 that were previously operated, respective perception characteristics L, M and N of second operating devices (following operating devices) 3 to 5 that were subsequently operated.

[0084] Next, the engine control unit 22 will be described.

[0085] For the drive control of the reaction motor 33, the motor control unit 22 controls a current I supplied to the reaction motor 33 so that the reaction motor 33 has a reaction quantity Fsa, which is a target reaction quantity set in advance based on the correlation characteristics between the operation quantity Vs and the reactive perception quantity Fs of the steering 3.

[0086] The motor control unit 22 inputs a detection value detected by the operation force sensor 32. After reducing noise of the detection value by a filter (not shown), the motor control unit 22 calculates a reference target current Io based on the detection value with a predetermined control gain. The motor control unit 22 determines a deviation between the detection value detected by the operation force sensor 32 and the target reaction quantity Fsa based on the correlation characteristics between the operation quantity Vs of the steering 3 and the reaction quantity Fsa of the steering 3, calculates a compensation current If based on the deviation and the control gain, and adds the reference target current Io and the compensation current If to calculate a target current I supplied to the reaction motor 33. Drive control of the reaction motors 43 and 53 is performed in the same manner as described above.

[0087] Next, the correction unit 23 is described.

[0088] When the occupant operates second operating devices 3 to 5 while performing the previous operation of first operating devices 3 to 5, the correction unit 23 corrects the basic perception characteristics L, M and N to corrected perception characteristics LA, MA and NA so that the reactive perception quantities Fs, Fa and Fb of the second operating devices 3 to 5 at the response onset points Rs, Ra and Rb substantially correspond to the values ​​of the reactive perception quantities Fs, Fa and Fb at the time the operation of the first operating devices 3 to 5 is completed when the operation of the second operating devices 3 to 5 is started.

[0089] The correction unit 23 is specifically described by taking a steering movement of the vehicle V as an example.

[0090] For the purpose of the description, the reactive perception quantities Fs, Fa and Fb and the response perception quantities Gs, Ga and Gb, which are to be perceived by the occupant, are used for the description.

[0091] In an initial turning phase, the brake 5 is applied, and the steering action of the steering system 3 is initiated while the brake 5 is being pedaled. The first actuating device thus corresponds to the brake 5, and the second actuating device corresponds to the steering system 3.

[0092] If, as in Fig. 5, a reactive braking perception quantity P1 is generated when the pedaling operation of the brake 5 is terminated, the vehicle V brakes with a braking perception quantity G1.

[0093] When the occupant begins to operate the steering 3 in this state, a reactive braking perception quantity P2 acts on the occupant's leg, but the reactive steering perception quantity Fs at the response onset point Rs at which the vehicle V begins the response operation is different from the reactive braking perception quantity P2. Therefore, the control based on the basic perception characteristics L gives the occupant an uncomfortable feeling.

[0094] The brake 5 is a leg system actuator, and the steering 3 is an arm system actuator. Accordingly, the ECU 2 calculates a reactive perceptual quantity (k1×P2) experienced by the arm, which corresponds to the reactive braking perceptual quantity P2 experienced by the leg. k1 is a perceptual correction factor for converting a force percept experienced by the leg with the suspended pedal bearing mechanism into a force percept experienced by the arm.

[0095] In order for the response operation of the vehicle V to start in response to the operation of the steering 3 based on the corrected reactive perception quantity (k1×P2), corrected as in Fig. 10, the correction unit 23 converts the basic perception characteristics L to the corrected perception characteristics LA obtained by conversion, so that the response onset point Rs corresponds to the corrected reactive perception quantity (k1×P2).

[0096] Consequently, continuity can be given to the reactive perceptual quantities Fb and Fs perceived by the occupant during the cooperative operation.

[0097] In a later phase of the turn, the steering 3 is steered, and the pedaling action of the accelerator 4 is resumed during the steering actuation of the steering 3. The first actuating devices thus correspond to the steering 3, and the second actuating devices correspond to the accelerator 4.

[0098] If, as in Fig. 10, a reactive steering perception quantity P3 is generated upon termination of the steering operation of the steering 3, the vehicle V steers with a rotational angular velocity perception quantity G2.

[0099] When the occupant begins to operate the accelerator 4 in this state, a reactive steering perception quantity P4 acts on the occupant's arm, but the reactive accelerator perception quantity Fa differs from the reactive steering perception quantity P4 at the response onset point Ra at which the vehicle V begins to respond. Therefore, the control based on the basic perception characteristics M gives the occupant an uncomfortable feeling.

[0100] The steering 3 is an arm system actuator, and the accelerator 4 is a leg system actuator. Accordingly, the ECU 2 calculates a reactive perceptual quantity (k2×P4) experienced by the occupant's leg, which corresponds to the reactive steering perceptual quantity P4 experienced by the occupant's arm. k2 is a perceptual correction factor for converting a force sensation experienced by the occupant's arm into a force sensation experienced by the occupant's leg with the organ-like pedal bearing mechanism.

[0101] In order for the response operation of the vehicle V to start in response to the operation of the gas 4 starting from the corrected reactive perception quantity (k2×P4), corrected as in Fig. 11, the correction unit 23 converts the basic perception characteristics M to the corrected perception characteristics MA obtained by conversion, so that the response onset point Ra corresponds to the corrected reactive perception quantity (k2×P4).

[0102] Consequently, continuity can be given to the reactive perceptual quantities Fs and Fa perceived by the occupant during the cooperative operation.

[0103] A perception correction factor k3 for converting a force sensation experienced by the occupant's leg with the organ-like pedal bearing mechanism into a force sensation experienced by the occupant's leg with the suspended pedal bearing mechanism, a perception correction factor k4 for converting a force sensation experienced by the occupant's arm into a force sensation experienced by the occupant's leg with the suspended pedal bearing mechanism, a perception correction factor k5 for converting a force sensation experienced by the occupant's leg with the suspended pedal bearing mechanism into a force sensation experienced by the occupant's leg with the organ-like pedal bearing mechanism, and a perception correction factor k6 for converting a force sensation experienced by the occupant's leg with the organ-like pedal bearing mechanism into a force sensation experienced by the arm are respectively set analogously.

[0104] These perception correction factors k1 to k6 are determined, respectively, on the basis of the weight, muscle strength and sensory sensitivity of an operating part of the occupant, a mounting position, a supporting structure and an actuation form of the mechanism to be actuated and other such parameters.

[0105] Using the flowcharts in Fig. 12 to 15, a cooperative control processing procedure executed by the ECU 2 as a control device will be described next. Si (i=1, 2...) shows a step for each processing.

[0106] As shown in the flowchart in Fig. As shown in Figure 12, in the cooperative control processing, the ECU 2 first reads information such as the detection value of each sensor and the actuation characteristics in step S1. The flow proceeds to step S2.

[0107] In step S2, the ECU 2 determines whether the occupant has applied the brake 5.

[0108] If the ECU 2 determines that the brake 5 has been applied as a result of the determination in step S2, the flow proceeds to step S3, and the ECU 2 executes brake control processing. If it determines that the brake 5 has not been applied as a result of the determination in step S2, the ECU 2 sets the flag fb to "0" (step S8). The flow proceeds to step S4.

[0109] In step S4, the ECU 2 determines whether the occupant has operated the steering 3.

[0110] If the ECU 2 determines that the steering 3 has been operated as a result of the determination in step S4, the flow proceeds to step S5, and the ECU 2 executes steering control processing. If it determines that the steering 3 has not been operated as a result of the determination in step S4, the ECU 2 sets the flag fs to "0" (step S9). The flow proceeds to step S6.

[0111] In step S6, the ECU 2 determines whether the occupant has operated the accelerator 4.

[0112] If the ECU 2 determines that the accelerator 4 has been operated as a result of the determination in step S6, the flow proceeds to step S7. The ECU 2 executes accelerator control processing, and the flow returns. If it determines that the accelerator 4 has not been operated as a result of the determination in step S6, the ECU 2 sets the flag fa to "0" (step S10), and the flow returns.

[0113] Using the flowchart in Fig. 13, a brake control processing process executed by the ECU 2 as a control device will be described next.

[0114] First, in step S11, the ECU 2 determines whether the flag fs is “1”.

[0115] Upon determining, as a result of the determination in step S11, that the flag fs is "1," indicating that the steering 3 has already been operated, the ECU 2 detects the reactive steering perception quantity Fs corresponding to the steering operation quantity Vs upon completion of the process and uses the perception correction factor k4 to calculate the corrected reactive perception quantity (k4×Fs) (step S12). The flow proceeds to step S13.

[0116] In step S13, the ECU 2 converts the basic sensing characteristic data N such that the response onset point Rb corresponds to the corrected reactive sensing quantity (k4×Fs) to determine the corrected sensing characteristic data NA. The flow proceeds to step S14.

[0117] In step S14, the ECU 2 sets a reactive braking target perception amount Fb based on the occupant operation amount Vb, and sets a target deceleration perception amount Gb based on the basic perception characteristic data N (corrected perception characteristic data NA if correction has been performed). The flow proceeds to step S15.

[0118] In step S15, the ECU 2 drives the reaction motor 53 to realize a reaction quantity Fba based on the reactive braking target perception quantity Fb. The flow proceeds to step S16.

[0119] In step S16, the ECU 2 drives the pump drive motor 13 to achieve a response value Gba based on the target deceleration detection value Gb, and sets the flag fb to "1" (step S17). The flow ends.

[0120] When the ECU 2 determines that the flag fs is “0” as a result of the determination in step S11, the flow advances to step S18, and the ECU 2 determines whether the flag fa is “1”.

[0121] Upon determining, as a result of the determination in step S18, that the flag fa is "1," indicating that the accelerator 4 has already been operated, the ECU 2 detects the reactive accelerator sensing quantity Fa corresponding to the accelerator operation quantity Va upon completion of the process and uses the sensing correction factor k3 to calculate the corrected reactive sensing quantity (k3×Fa) (step S19). The flow proceeds to step S20.

[0122] In step S20, the ECU 2 converts the basic sensing characteristic data N such that the response onset point Rb corresponds to the corrected reactive sensing quantity (k3×Fa) to determine the corrected sensing characteristic data NA. The flow proceeds to step S14.

[0123] When the ECU 2 determines that the flag fa is “0” as a result of the determination in step S18, the flow advances to step S14.

[0124] Using the flowchart in Fig. 14, a steering control processing process executed by the ECU 2 as a control device will be described next.

[0125] First, in step S21, the ECU 2 determines whether the flag fb is “1”.

[0126] Upon determining, as a result of the determination in step S21, that the flag fb is "1," indicating that the brake 5 has already been applied, the ECU 2 detects the reactive brake sense quantity Fb corresponding to the brake operation quantity Vb upon completion of the process and uses the sense correction factor k1 to calculate the corrected reactive sense quantity (k1×Fb) (step S22). The flow proceeds to step S23.

[0127] In step S23, the ECU 2 converts the basic sensing characteristic data L such that the response onset point Rs corresponds to the corrected reactive sensing quantity (k1×Fb) to determine the corrected sensing characteristic data LA. The flow proceeds to step S24.

[0128] In step S24, the ECU 2 sets a reactive steering target perception amount Fs based on the occupant operation amount Vs, and sets a target rotational angular velocity perception amount Gs based on the basic perception characteristic data L (corrected perception characteristic data LA if correction has been performed). The flow proceeds to step S25.

[0129] In step S25, the ECU 2 drives the reaction motor 33 to realize a reaction quantity Fsa based on the reactive steering target perception quantity Fs. The flow proceeds to step S26.

[0130] In step S26, the ECU 2 drives the steering motor 11 based on the target rotational angular velocity detection quantity Gs to achieve a response quantity Gsa, and sets the flag fs to "1" (step S27). Then, the flow ends.

[0131] When the ECU 2 determines that the flag fb is “0” as a result of the determination in step S21, the flow advances to step S28, and the ECU 2 determines whether the flag fa is “1”.

[0132] Upon determining, as a result of the determination in step S28, that the flag fa is "1," indicating that the accelerator 4 has already been operated, the ECU 2 detects the reactive accelerator sensing quantity Fa corresponding to the accelerator operation quantity Va upon completion of the process and uses the sensing correction factor k6 to calculate the corrected reactive sensing quantity (k6×Fa) (step S29). The flow proceeds to step S30.

[0133] In step S30, the ECU 2 converts the basic sensing characteristic data L such that the response onset point Rs corresponds to the corrected reactive sensing quantity (k6×Fa) to determine the corrected sensing characteristic data LA. The flow proceeds to step S24.

[0134] When the ECU 2 determines that the flag fa is “0” as a result of the determination in step S28, the flow advances to step S24.

[0135] Using the flowchart in Fig. 15, a gas control processing process executed by the ECU 2 as a control device will be described next.

[0136] First, in step S31, the ECU 2 determines whether the flag fs is “1”.

[0137] Upon determining, as a result of the determination in step S31, that the flag fs is "1," indicating that the steering 3 has already been operated, the ECU 2 detects the steering reactive perception quantity Fs corresponding to the steering operation quantity Vs upon completion of the process and uses the perception correction factor k2 to calculate the corrected reactive perception quantity (k2×Fs) (step S32). The flow proceeds to step S33.

[0138] In step S33, the ECU 2 converts the basic sensing characteristic data M such that the response onset point Ra corresponds to the corrected reactive sensing quantity (k2×Fs) to determine the corrected sensing characteristic data MA. The flow proceeds to step S34.

[0139] In step S34, the ECU 2 sets a reactive acceleration target perception amount Fa based on the occupant operation amount Va, and sets a target acceleration perception amount Ga based on the basic perception characteristic data M (corrected perception characteristic data MA when correction has been performed). The flow proceeds to step S35.

[0140] In step S35, the ECU 2 drives the reaction motor 43 to realize a reaction quantity Faa based on the reactive throttle target perception quantity Fa. The flow proceeds to step S36.

[0141] In step S36, the ECU 2 drives the throttle valve drive motor 12 to achieve a response value Gaa based on the target acceleration sense value Ga, and sets the flag fa to "1" (step S37). The flow ends.

[0142] When the ECU 2 determines that the flag fs is “0” as a result of the determination in step S31, the flow advances to step S38, and the ECU 2 determines whether the flag fb is “1”.

[0143] Upon determining, as a result of the determination in step S38, that the flag fb is "1," indicating that the brake 5 has already been applied, the ECU 2 detects the reactive brake sense quantity Fb corresponding to the brake operation quantity Vb upon completion of the process and uses the sense correction factor k5 to calculate the corrected reactive sense quantity (k5×Fb) (step S39). The flow proceeds to step S40.

[0144] In step S40, the ECU 2 converts the basic sensing characteristic data M so that the response onset point Ra corresponds to the corrected reactive sensing quantity (k5×Fb) to determine the corrected sensing characteristic data MA. The flow proceeds to step S34.

[0145] When the ECU 2 determines that the flag fb is “0” as a result of the determination in step S38, the flow advances to step S34.

[0146] Next, the operations and effects provided by the control device 1 for the vehicle V according to the present embodiment will be described.

[0147] In the control device 1 for the vehicle V, the reactive perception quantities Fs, Fa, and Fb perceived by the occupants when the occupant resumes operating the second operating devices 3 to 5 that are subsequently operated are controlled to be substantially the same as the reactive perception quantities Fs, Fa, and Fb perceived by the occupant when the occupant finishes operating the first operating devices that are previously operated. Thus, even if the occupant operates different operating devices 3 to 5, continuity can be imparted to the reactive perception quantities Fs, Fa, and Fb perceived by the occupant, thereby eliminating the occupant's uncomfortable operating feeling.

[0148] The ECU 2 controls the reaction motors 33, 43, and 53 so that the operation quantities Vs, Fa, and Vb of the actuators 3 to 5 and the reactive perception quantities Fs, Fa, and Fb perceived by the occupant when the occupant operates the actuators 3 to 5 exhibit linearity. Therefore, the present embodiment can ensure linearity between the operation quantities Vs, Va, and Vb and the reactive perception quantities Fs, Fa, and Fb perceived by the occupant, thereby further improving the operability of the actuators 3 to 5.

[0149] The ECU 2 controls the actuators 3 to 5 so that the operation quantities Vs, Va, and Vb of the actuators 3 to 5 and the response perception quantities Gs, Ga, and Gb perceived by the occupant when the occupant operates the actuators 3 to 5 exhibit linearity. Therefore, the linearity between the operation quantities Vs, Va, and Vb and the response perception quantities Gs, Ga, and Gb perceived by the occupant can be ensured, further improving the controllability of the vehicle V.

[0150] The response perception quantities Gs, Ga, and Gb are set to be linear with respect to the reactive perception quantities Fs, Fa, and Fb. Therefore, the present embodiment can ensure linearity between the reactive perception quantities Fs, Fa, and Fb perceived by the occupant through physical sensation and the response perception quantities Gs, Ga, and Gb perceived by the occupant through visual sensation and physical sensation, thereby achieving comfortable vehicle controllability.

[0151] The plurality of operating devices includes at least one of: arm system operating devices that can be operated with a hand / arm, and leg system operating devices that can be operated with a foot / leg. Therefore, the present embodiment can eliminate a feeling of discomfort even when one of the arm system operating devices and the leg system operating devices is operated cooperatively.

[0152] The arm system operating devices include the steering 3, and the leg system operating devices include the accelerator 4 and the brake 5. Therefore, the present embodiment can eliminate an uncomfortable operation feeling in a cooperative operation of basic operations including a driving operation, a turning operation, and a braking operation. Variations

[0153] Next, modifications obtained by partially modifying the embodiment and providing the same effects as described above will be described.

[0154] (1) While in the embodiment, an example has been described in which the present invention is applied to three kinds of operating devices including the brake and the accelerator as leg system operating devices and the steering as arm system operating devices, the present invention can be applied to two kinds of operating devices among these operating devices.

[0155] The arm system actuators are applicable not only to the steering, but also to a gearshift lever, parking lever, and various types of actuator switches, including command switches for various types of actuators. The leg system actuators are applicable not only to the brake and accelerator pedals, but also to the clutch pedal. Consequently, uncomfortable operating feelings can be eliminated during various interacting operations in addition to basic operations, including driving, steering, and braking.

[0156] When new actuators are added, a perception factor corresponding to each actuator is determined individually.

[0157] (2) While an example of a vehicle including by-wire mechanisms has been described in the embodiment, the present invention can be adapted to a vehicle in which each operating device is mechanically coupled to corresponding driving devices.

[0158] The present invention is adaptable not only for a motor vehicle, but for any vehicle that is movable using a drive mechanism.

[0159] (3) While in the embodiment, an example has been described in which the range from the origin to a response onset point is set to a fixed value in all the sensing characteristics, the range from the origin to the response onset point in the sensing characteristics may be changed based on weight, muscle strength and sensory sensitivity of an operating part of the occupant and the operation form of the mechanism to be operated and other such parameters, and may be freely set according to specifications.

[0160] While the embodiment described an example in which conversion is performed such that the response onset point in the sensing characteristics at the subsequent operation corresponds to the reactive sensing quantity at the end of the previous operation, the return path may be fixed, and only the outward path may be converted so that the response onset point in the operation characteristics corresponds to an operation force of a previous operation. Consequently, the operation feeling can be maintained throughout the return path.

[0161] (4) While in the embodiment, an example has been described in which the relationship between the response quantity and the reactive perception quantity and the relationship between the reaction quantity and the response perception quantity are set using Fechner's law, these relationships may be set using Stevens' law and may be set with a conversion function based on a simulation or an experiment.

[0162] While in the embodiment, an example has been described in which the relationship between the reaction quantity and the reactive perception quantity and the relationship between the response quantity and the response perception quantity are set in the entire operation range for the occupant, the relationship between the reaction quantity and the reactive perception quantity and the relationship between the response quantity and the response perception quantity may be set only in a predetermined range excluding a range in which the corresponding relationship is low, that is, a dull range.The linear relationship between the reaction quantity and the reactive perception quantity and the linear relationship between the response quantity and the response perception quantity can be specifically specified only in an intermediate range that excludes a range where the operation quantity is low and a range where the operation quantity is high, thereby performing control with good adaptive accuracy.

[0163] (5) While in the embodiment, an example has been described in which the perception factor is set according to the operating part (arm, leg) of the occupant and the operating devices for the operation target, the perception factor may be set more finely.

[0164] Specifically, the perception factor can be determined according to a vehicle driving condition (such as vehicle speed, driving time zone and driving environment), an occupant condition (such as feeling, physical condition, number of occupants and posture during operation) and condition of operating devices (such as installation position, operation form and frequency of use).

[0165] (6) The present invention can be embodied in other forms obtained by variously modifying the embodiment by a person skilled in the art without departing from the gist of the present invention, and the present invention includes these modifications. Summary

[0166] The features of the embodiment are summarized as follows.

[0167] A vehicle control device according to one aspect comprises: a plurality of actuating devices; a plurality of reaction applying devices; a plurality of driving devices; and a control device. The plurality of actuating devices receive actuation by an occupant. The plurality of reaction applying devices apply reaction forces to the occupant according to respective actuation amounts of the plurality of actuating devices. The plurality of driving devices generate response amounts of a vehicle according to the respective actuation amounts of the plurality of actuating devices. The control device controls the plurality of reaction applying devices and the plurality of driving devices.

[0168] In this aspect, when the occupant operates previous operating devices and then operates subsequent operating devices different from the previous operating devices, the control device causes a reactive perceptual quantity perceived by the occupant when the occupant starts operating the subsequent operating devices to substantially correspond to a reactive perceptual quantity perceived by the occupant when the occupant stops operating the previous operating devices.

[0169] In the vehicle control device, the reactive perception quantity perceived by the occupant when the occupant begins to operate the subsequent operating devices is caused to be substantially the same as the reactive perception quantity perceived by the occupant when the occupant finishes operating the previous operating devices. Thus, even if the occupant operates different operating devices, continuity can be imparted to the reactive perception quantities perceived by the occupant, thereby eliminating the occupant's uncomfortable operating feeling.

[0170] The vehicle control device according to another aspect has the configuration in which the control device controls the reaction-applying devices so that the operation amount of the operation devices and the reactive perception amount perceived by the occupant when the occupant operates the operation devices have linearity.

[0171] This configuration can ensure the linearity between the actuation amount and the reactive perception amount perceived by the occupant, thereby further improving the operability of the actuation devices.

[0172] The vehicle control device according to another aspect has the configuration in which the control device controls the drive devices so that the operation amount of the operation devices and a reaction perception amount perceived by the occupant when the occupant operates the operation devices have linearity.

[0173] This configuration can ensure the linearity between the operation amount and the response perception amount perceived by the occupant, thereby further improving the operability of the vehicle.

[0174] The vehicle control device according to another aspect has the configuration in which the response perception quantity is set to be linear with respect to the reactive perception quantity.

[0175] This configuration can ensure the linearity between the reactive perception quantity perceived by the occupant through somatic sensation and the response perception quantity perceived by the occupant through visual sensation and somatic sensation, thereby achieving comfortable vehicle controllability.

[0176] The vehicle control device according to another aspect has the configuration in which the plurality of operation devices include at least one of: arm system operation devices that can be operated with a hand / arm, and leg system operation devices that can be operated with a foot / leg.

[0177] This embodiment can eliminate a feeling of discomfort even when one of the arm system actuators and the leg system actuators is operated cooperatively.

[0178] The vehicle control device according to another aspect has the configuration in which the arm system operating devices include at least one of: a steering wheel, a shift lever, a parking lever, and various types of operating switches, and the leg system operating devices include at least one of: an accelerator pedal, a brake pedal, and a clutch pedal.

[0179] This configuration can therefore eliminate uncomfortable operation feeling during a combined operation of basic operations including driving, steering, and braking. This application is based on Japanese Patent Application No. 2016-099456, filed with the Japan Patent Office on May 18, 2016, the contents of which are hereby incorporated by reference.

[0180] Although the present invention has been fully described by way of example with reference to the accompanying drawings, it will be understood that various changes and modifications may occur to those skilled in the art. Therefore, unless such changes and modifications otherwise depart from the scope of the present invention as set forth below, they are to be construed as included therein.

Claims

[1] Control device (1) for a vehicle (V), comprising: a plurality of actuating devices (3, 4, 5) which receive actuations from an occupant; a plurality of reaction applying devices (33, 43, 53) which apply reaction forces to the occupant according to respective actuation quantities (Vs, Va, Vb) of the plurality of actuation devices (3, 4, 5); a plurality of drive devices (11, 12, 13) which generate response quantities according to the respective actuation quantities (Vs, Va, Vb) of the plurality of actuation devices (3, 4, 5); and Control device (2) which controls the plurality of reaction exertion devices (33, 43, 53) and the plurality of drive devices (11, 12, 13), wherein, when the occupant operates previous operating devices (3, 4, 5) and then operates subsequent operating devices (3, 4, 5) different from the previous operating devices (3, 4, 5), in a state in which the occupant operates one of the previous operating devices (3, 4, 5) among the plurality of operating devices (3, 4, 5) and perceives a predetermined reactive perception quantity (Fs, Fa, Fb) generated by the operation of the previous operating devices (3, 4, 5), the control device (2) causes a reactive perception quantity (Fs, Fa, Fb) to be perceived by the occupant when the occupant starts to operate the subsequent operating devices (3, 4, 5), and which substantially corresponds to the predetermined reactive perception quantity (Fs, Fa, Fb) generated by the operation of the previous operating devices (3, 4, 5) and is perceived by the occupant,when the occupant stops operating the previous operating devices (3, 4, 5). [2] A vehicle control device according to claim 1, wherein the control device (2) controls the reaction exerting devices (33, 43, 53) so that the operation amount (Vs, Va, Vb) of the operation devices (3, 4, 5) and the reactive perception amount (Fs, Fa, Fb) perceived by the occupant when the occupant operates the operation devices (3, 4, 5) have linearity. [3] A vehicle control device according to claim 1 or 2, wherein the control device (2) controls the drive devices (11, 12, 13) so that the operation amount (Vs, Va, Vb) of the operation devices (3, 4, 5) and a response perception amount (Gs, Ga, Gb) perceived by the occupant when the occupant operates the operation devices (3, 4, 5) have linearity. [4] A vehicle control device according to claim 3, wherein the response perception quantity (Gs, Ga, Gb) is set to be linear with respect to the reactive perception quantity (Fs, Fa, Fb). [5] A vehicle control device according to any one of claims 1 to 4, wherein the plurality of operating devices (3, 4, 5) comprise at least one of: Arm system actuating devices (3) that can be actuated with a hand / arm and leg system actuating devices (4, 5) that can be actuated with a foot / leg. [6] A vehicle control device according to claim 5, wherein the arm system operating devices (3) comprise at least one of: a steering wheel (3), a shift lever, a parking lever and various types of operating switches, and the leg system operating devices (4, 5) comprise at least one of: an accelerator pedal (4), a brake pedal (5) and a clutch pedal.

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