JP6555545B2 - Vehicle control device - Google Patents

Description

  The present invention relates to a vehicular operating device in which a display unit capable of displaying a plurality of titles classified by category according to an operation amount of an input unit operated by a passenger's manual operation is controlled.

Conventionally, multiple categories (major categories) that can select in-vehicle devices to be operated, such as audio and air conditioners, and multiple titles (items) in which operations (functions) of in-vehicle devices to be operated can be selected from the selected categories Are sequentially displayed on a monitor, and a vehicle operation device is known that causes a vehicle-mounted device to be operated to operate a function corresponding to a title selected by an occupant using an operation unit.
In such a vehicle operating device, when the operation reaction force is too small with the displacement of the operation unit, the operation feeling is light and there is a risk of overshooting. Conversely, the operation reaction force is accompanied with the displacement of the operation unit. If it is too large, the operation sensation is heavy and there is a risk of causing an operation delay.
Therefore, the operation unit is controlled based on an operation reaction force characteristic that can generate an appropriate degree of moderation for the occupant.

  The vehicle operation device of Patent Document 1 is a vehicle operation device in which on-vehicle equipment is controlled in accordance with an operation amount of a joystick type input processing device operated around a rotation axis by a passenger's manual operation. A stick part that is rotatable, a running state detecting means for detecting the running state of the vehicle, a reaction force applying means for applying an operation reaction force to the stick part, and a control for controlling an operation reaction force applied by the reaction force applying means. And the control means changes the operation reaction amount-operation reaction force amount characteristic with respect to the operation amount of the stick portion based on the detected traveling state, and the operation reaction force amount is changed according to the operation amount-operation reaction force amount characteristic. It is set.

JP 2003-335192 A

When driving the vehicle, it is preferable that the occupant visually recognizes the traveling direction for safety.
However, when operating a desired in-vehicle device by an operation unit manually operated by the occupant, it is necessary to select / determine the operation-target in-vehicle device and the operation of the in-vehicle device on the monitor. The contents must be confirmed.
If it is a passenger | crew who performs operation by an operation part frequently, since a certain amount of blind operation is possible, although the confirmation time of a monitor can be shortened, the visual act to a monitor cannot be avoided.

The vehicular operating device of Patent Document 1 prevents occupant non-input by increasing the click feeling (moderation feeling) of the operation unit in a high-speed traveling state in which erroneous operation of the operation unit is likely to occur.
However, in the technique of Patent Document 1, since no consideration is given to the blind operation, it is difficult for the occupant to perceive the transition state between the categories related to the operation of the operation unit without viewing the monitor. There is a possibility that the viewing time with respect to is prolonged.

  An object of the present invention is to provide a vehicular operating device or the like that can shorten the viewing time for the display means of the occupant.

The vehicle operation device according to claim 1 includes an input unit that is operated by a manual operation of an occupant, and a display unit that can display a plurality of titles classified by category, and the display unit according to an operation amount of the input unit. In the vehicular operating device in which the display content of the display means is controlled, an operation unit that can be displaced along a predetermined operation locus by a manual operation of an occupant, and a sense of moderation are provided for each predetermined operation amount of the operation unit. A reaction force applying unit that applies an operation reaction force to the operation unit; and a control unit that controls an operation reaction force applied by the reaction force applying unit. The control unit corresponds to an end title in the category. The operation reaction force is made larger than the operation reaction force corresponding to the titles other than the end titles, and the operation reaction force is reduced as the central title in the category is reduced .

This vehicle operation device has reaction force applying means for applying an operation reaction force to the operation unit so as to give a feeling of moderation for each predetermined operation amount of the operation unit. Can be given. The control means increases the operation reaction force corresponding to the end title in the category to be larger than the operation reaction force corresponding to the title other than the end title, and reduces the operation reaction force as the central side title in the category. Since the transition state between categories can be perceived via the operation reaction force, the blind operation area can be enlarged, and the viewing time for the occupant's display means can be shortened. In addition, the current operation position in the category can be recognized through the operation reaction force.

According to a second aspect of the present invention, in the first aspect of the invention, the operation portion is formed to be rotatable around a rotation axis, and an operation reaction force including a peak portion and a valley portion and a rotation angle of the operation portion are used as parameters. The control means has a set F-θ characteristic, and the control means starts displaying the title corresponding to the operation amount between the top of the peak of each operation reaction force and the bottom of the valley.
Thereby, the display start timing of the visual system and the sense of moderation of the tactile system can be synchronized, and the operational feeling can be improved.

  According to the vehicular operating device of the present invention, the occupant perceives the transition state between categories through the operation reaction force, whereby the viewing time for the occupant's display means can be shortened.

It is a figure which shows the layout of the operating device for vehicles which concerns on Example 1. FIG. It is a top view of a commander switch. It is a block diagram of the operation device for vehicles. It is a figure which shows initial stage F-theta characteristic. It is a figure which shows a commander viscosity characteristic. It is a figure which shows a muscle viscosity characteristic. It is explanatory drawing of an operation reaction force adjustment function, Comprising: (a) is an example of the peak part of the operation reaction force when the operation experience amount is large, (b) is the peak of the operation reaction force when the operation experience amount is small. It is an example of a part. It is an example of display content. It is an example of the F-theta characteristic containing a plurality of categories. It is explanatory drawing of a switching timing. It is a flowchart of an operation reaction force control process. It is a flowchart of a basic F-θ characteristic setting process. It is a flowchart of an operation reaction force correction process.

Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings.
The following description is an example in which the present invention is applied to a vehicle operating device, and does not limit the present invention, its application, or its use.

Embodiment 1 of the present invention will be described below with reference to FIGS.
First, the overall configuration of the vehicle V will be described.
As shown in FIG. 1, a vehicle V includes an instrument panel 1 that extends in the vehicle width direction, a console box 2 that extends in the front-rear direction and continues to the center of the instrument panel 1 in the vehicle width direction, and a right side of the console box 2. A driver's seat and steering wheel 3 disposed on the left side of the console box 2, a passenger seat disposed on the left side of the console box 2, an operating device 10 and the like. An audio device 4 is disposed in the vicinity of the connection portion between the instrument panel 1 and the console box 2, and an air-conditioning air outlet 5 a of an air conditioner 5 (air conditioner) is formed above the audio device 4.

A liquid crystal monitor 7 (display means) capable of displaying various screens is disposed above the air conditioning air outlet 5a. The monitor 7 has a selection screen for titles classified according to the category of audio 4 (for example, artist, genre, etc.), a selection screen for various operation functions of the air conditioner 5 (for example, air conditioning mode, set temperature, air volume, etc.), navigation system It is configured to be able to display a selection screen of 6 various operation functions (for example, a search screen, route information, surrounding map information, etc.).
At the upper position of the console box 2 in the vicinity of the driver's seat, there are disposed a shift shift lever 8, a parking brake shiver 9, various input system switches 11 to 17 constituting a part of the operating device 10, and the like.

Next, the operating device 10 will be described.
As shown in FIGS. 2 and 3, the operation device 10 includes a rotatable commander switch (hereinafter abbreviated as “commander”) 11 (operation unit), selection switches 12 to 14, a return switch 15, and a determination switch 16. And an input system switch composed of a volume 17, an ECU (Electronic Control Unit) 20 (control means) that can control the display contents of the monitor 7 and control the in-vehicle devices 4-6 according to the operation of these input system switches, etc. It has.

The commander 11 is configured to be rotatable in either the left or right direction around the rotation shaft 18a, and a pressure sensor 11a is provided on the top thereof. The commander 11 is displaced along an operation locus defined around the rotation shaft 18a by manual operation of the occupant.
The grasping state of the commander 11 by the occupant can be determined by the pressure sensor 11a.
When the occupant is holding the commander 11 from above, the palm of the occupant and the top of the commander 11 are in contact with each other, so the contact pressure is detected by the pressure sensor 11a.
On the other hand, when the occupant is holding the commander 11 from the side, the commander 11 is gripped by the fingertip, so the palm of the occupant and the top of the commander 11 are not in contact with each other, so the contact pressure is not detected by the pressure sensor 11a. .
Instead of the pressure sensor 11a, a strain gauge or an electrode may be used.

As shown in FIG. 3, the rotating shaft 18a is integrally formed with the rotating shaft of the rotary encoder 18 provided at the position opposite to the commander 11, and a gear 18b is connected to the middle portion thereof.
A motor 19 (reaction force applying means) that applies an operation reaction force F according to the manual operation of the occupant to the commander 11 is provided in parallel with the rotary encoder 18. A gear 19b is connected to a rotary shaft 19a that is an output shaft of the motor 19, and the gear 19b is engaged with the gear 18b.
The pressure sensor 11a and the rotary encoder 18 are configured to be able to output a detection signal to the ECU 20, and the motor 19 is configured to be able to input a command signal from the ECU 20.

The selection switch 12 is a selection switch for the audio 4, the selection switch 13 is a selection switch for the air conditioner 5, and the selection switch 14 is a selection switch for the navigation system 6. When any one of these selection switches 12 to 14 is pressed, a menu screen of the in-vehicle device selected among the in-vehicle devices 4 to 6 is displayed on the monitor 7.
When the switch is pressed, the return switch 15 can return the screen currently displayed to the display screen before the pressing operation. The decision switch 16 is selected when the switch is pressed. It is possible to execute a selected function in the in-vehicle device.
The input system switches 12 to 17 are formed so that detection signals can be output to the ECU 20.

Next, the ECU 20 will be described.
The ECU 20 is configured to be able to control an operation reaction force F applied to the commander 11 in accordance with a manual operation amount around the rotation shaft 18 a by the occupant of the commander 11. The operation reaction force F gives a sense of moderation to the occupant at each predetermined rotation angle θ.
The ECU 2 outputs a command signal based on a commander viscosity characteristic X and an F-θ characteristic W, which will be described later, to the motor 19.
The ECU 2 is an electronic control unit including a CPU, a ROM, a RAM, and the like, and performs various arithmetic processes by loading an application program stored in the ROM into the RAM and executing it by the CPU.

  As shown in FIG. 3, the ECU 20 includes a rotational angular velocity calculation unit 21 (displacement speed detection unit), an operation unit viscosity characteristic correction unit 22 (operation unit viscosity characteristic correction unit), and a gripping state determination unit 23 (gripping state detection unit). ), An F-θ characteristic correction unit 24, a motor control unit 25, a monitor control unit 26, an in-vehicle device control unit 27, a memory 28, and the like.

First, the rotational angular velocity calculation unit 21 will be described.
The rotation angular velocity calculation unit 21 receives a rotation angle θ (displacement) signal from the rotary encoder 18 and calculates the rotation angular velocity dθ (displacement velocity) of the commander 11 based on the rotation angle θ.
When the rotational angular velocity dθ of the commander 11 is high, the amount of muscle activity of the occupant is large. When the rotational angular velocity dθ of the commander 11 is slow, the amount of muscle activity of the occupant is small.

Next, the operation unit viscosity characteristic correction unit 22 will be described.
The operation unit viscosity characteristic correction unit 22 is configured to be able to change the time constant of the commander viscosity characteristic X (operation unit viscosity characteristic) stored in the memory 28 based on the muscular tension of the occupant.
Here, the memory 28 will be described prior to the description of the operation unit viscosity characteristic correcting unit 22.
The memory 28 stores in advance initial F-θ characteristics Wa and Wb obtained through experiments and the like, and commander viscosity characteristics X.
The first and second F-θ characteristics W1 and W2 that are intermediate F-θ characteristics are set based on the initial F-θ characteristics Wa and Wb, and finally the basic F-θ for controlling the operation of the motor 19 is set. A characteristic W3 is set.

As shown in FIG. 4, the initial F-θ characteristics Wa and Wb are wavy characteristics defined by the rotation angle θ of the commander 11 on the horizontal axis and the reaction force F applied to the commander 11 on the vertical axis. One of the initial F-θ characteristics Wa and Wb is selected.
The initial F-θ characteristic Wa is composed of a plurality of peaks and valleys defined by both bottom portions Qa adjacent to the front and rear, the top portion Pa, and the period Ta. The initial F-θ characteristic Wa has an increasing tendency that the operation reaction force F increases at a predetermined change rate from the front bottom Qa to the rear top Pa, and is larger than the change rate after the top Pa. Has a decreasing trend of change rate.
The initial F-θ characteristic Wb is the same as the operation reaction force F of the bottom portion Qa. It is composed of a plurality of peaks defined by <Ta). The initial F-θ characteristic Wb has an increasing tendency that the operation reaction force F increases at a predetermined change rate from the front bottom portion Qb to the rear top portion Pb, and is larger than the change rate after the top portion Pa. Has a decreasing trend of change rate.
Sa and Sb are timings for switching the display contents (screen) of the monitor 7 and are set in advance to the initial F-θ characteristics Wa and Wb, respectively.

As shown in FIG. 5, the commander viscosity characteristic X is a characteristic defined by a viscosity value corresponding to the differential value of the operational reaction force F of the commander 11 on the horizontal axis on the horizontal axis dθ of the commander 11 and the vertical axis.
The commander viscosity characteristic X indicates that when the rotational angular velocity dθ is less than the reference rotational angular velocity Vα, the viscosity value increases as the rotational angular velocity dθ increases, and when the rotational angular velocity dθ is equal to or greater than the reference rotational angular velocity Vα, the viscosity is increased regardless of the rotational angular velocity dθ. This is a characteristic having a time constant in which the value becomes constant.
The increasing tendency (change rate) of the peak portion of the basic F-θ characteristic W3 is set based on the commander viscosity characteristic X. Therefore, when the rotational angular velocity dθ is less than the reference rotational angular velocity Vα, the larger the rotational angular velocity dθ, the greater the operation. When the reaction force F increases and the rotation angular velocity dθ is equal to or higher than the reference rotation angular velocity Vα, the operation reaction force F is constant regardless of the rotation angular velocity dθ. Therefore, an operation feeling suitable for the muscle viscosity characteristic can be given to the occupant, and the operation reaction force F felt by the occupant from the commander 11 can be optimized regardless of the muscle activity.

FIG. 6 shows a muscle viscosity characteristic Y that is a correlation between the joint angular velocity and the viscosity value in human engineering.
The characteristic y2 indicated by the broken line is a characteristic when the occupant's tension is higher than the characteristic y1 indicated by the solid line, and the characteristic y3 indicated by the alternate long and short dash line is a characteristic when the occupant's tension is higher than the characteristic y2 indicated by the broken line. . The muscle viscosity characteristic Y indicates that, as the occupant's muscle tension increases, the downward convex curvature becomes gentle (the time constant increases), and when the joint angular velocity is the reference joint angular velocity Vβ, the viscosity is determined regardless of the occupant's tension. It has the characteristic that the value converges uniformly.
In this embodiment, the reference rotation angular velocity Vα of the commander viscosity characteristic X is set based on the reference joint angular velocity Vβ of the muscle viscosity characteristic Y.

Returning to the description of the operation unit viscosity characteristic correcting unit 22.
As illustrated in FIG. 3, the operation unit viscosity characteristic correction unit 22 includes a muscle tone level estimation unit 22 a that estimates the muscle tone level of the occupant. The operation unit viscosity characteristic correction unit 22 is changed so that the time constant of the commander viscosity characteristic X increases as the muscle tone degree estimated by the muscle tone degree estimation unit 22a increases.
As shown in FIG. 5, the characteristic x2 indicated by the broken line is a characteristic when the occupant's tension is higher than the characteristic x1 indicated by the solid line, and the characteristic x3 indicated by the alternate long and short dash line is the characteristic x2 indicated by the broken line. It is a characteristic when is high. The commander viscosity characteristic X indicates that, as the muscular tension of the occupant increases, the upward convex curvature becomes gentle (the time constant increases), and when the rotational angular velocity dθ is the reference rotational angular velocity Vα, regardless of the occupant's tension. The viscosity value is set so as to converge uniformly.
Therefore, the load acting on the occupant consisting of the operation reaction force F and its own movement resistance can be made substantially constant regardless of the muscular activity of the occupant, and the operational feeling of the commander 11 can be improved.

The muscle tone estimation unit 22a includes an operation experience amount calculation unit 22b.
The operation experience amount calculation unit 22b cumulatively counts the operation start count of the commander 11 by the occupant. When the cumulative number of operations of the commander 11 is large (for example, the determination number N or more), the occupant is accustomed to the operation of the commander 11, while when the cumulative number of operations of the commander 11 is small (for example, less than the determination number N), Since the user is unfamiliar with the operation of the commander 11, the muscle tension degree to the operation of the commander 11 by the occupant is detected using the cumulative number of operations of the commander 11 as a parameter.

Next, the gripping state determination unit 23 will be described.
The gripping state determination unit 23 determines the gripping state of the commander 11 by the occupant based on the input signal from the pressure sensor 11a.
When the pressing force on the top of the commander 11 is high, the palm of the occupant and the top of the commander 11 are in contact. When the pressing force on the top of the commander 11 is low, the palm of the occupant and the top of the commander 11 are in contact. Therefore, the gripping state of the commander 11 by the occupant is determined using the pressing force at the top of the commander 11 as a parameter.

Next, the F-θ characteristic correction unit 24 will be described.
The F-θ characteristic correction unit 24 is configured to be able to change the operation reaction force F of the initial F-θ characteristics Wa and Wb and the display content switching timings Sa and Sb stored in the memory 28.
The F-θ characteristic correction unit 24 sets the first and second F-θ characteristics W1 and W2 using the operation reaction force adjustment function and the cycle adjustment function, and finally controls the operation of the motor 19. A basic F-θ characteristic W3 is set. In the following description, the F-θ characteristic W, the waveform period T, the waveform top portion P, the waveform bottom portion Q, the display content switching timing S, and the operation reaction force F will be described as representative symbols unless otherwise specified.

The operation reaction force adjustment function is a function for adjusting the operation reaction force F at the apex P in a situation affected by the muscle viscosity characteristic and a situation where it is desired to emphasize a sense of moderation at a predetermined rotation angle θ.
When the operation posture of the commander 11 is in the upper holding state, there are many joints related to the operation, and thus the influence of the muscle viscosity characteristic is large. Therefore, the operation reaction force F is lowered in the upper holding state than in the side holding state. Thereby, the influence of the muscular viscoelasticity based on a posture is reduced.
Further, when the operation experience amount of the commander 11 is large, the occupant's tension is lower than when the operation experience amount is small, so that the influence of the muscle viscosity characteristic is small.
As shown in FIG. 7A, when the operation experience amount of the commander 11 is large, the operation reaction force F of the top portion P is corrected to (1 + α) × F using a correction coefficient α (0 <α), The effect of muscle viscoelasticity based on operational experience is reduced. The operation experience amount can be detected by the cumulative operation count and cumulative operation time of the commander 11, and the travel time and travel distance can also be used simply.
As shown in FIG. 7B, when the operation experience amount of the commander 11 is small, the operation reaction force F at the top P is corrected to an operation reaction force (1−α) × F using a correction coefficient α. May be.

As shown in FIG. 8, in a situation where the category A including the titles a1 to a5 and the category B including the titles b1 and b2 are displayed on the monitor 7, the title selected by the occupant by the blind operation (highlight display) When scrolling, it is impossible to visually recognize the currently selected title position.
Therefore, as shown in FIG. 9, in the category A, the maximum operation reaction force F of the end titles a1 and a5 located at the beginning and end of the category A is set larger than the maximum operation reaction force F of the titles a2 to a4. Is set.
Further, the maximum operation reaction force F of the title a3 located at the center of the category A is set to be smaller than the maximum operation reaction force F of the titles a2 and a4 adjacent to the title a3.
Similarly, in category B, the maximum operation reaction force F of the end title b1 is set to be larger than the maximum operation reaction force F of the title b2. Thereby, the transition state between categories can be perceived by the tactile sense through the operation reaction force F.

The period adjustment function is a function for adjusting the period T of the F-θ characteristic W in a situation where the operation posture is affected.
When the operation posture of the commander 11 is in the horizontal holding state, only the finger joint is operated. Therefore, the rotation operation of the commander 11 is not easy and the operability is lowered.
Therefore, in the horizontal holding state, the period T of the F-θ characteristic W is reduced to reduce the amount of operation by the occupant. In the upper holding state, the period T of the F-θ characteristic W is higher than in the horizontal holding state. Has increased. Thus, the operability of the commander 11 is maintained regardless of the gripping state by the occupant.

Further, the F-θ characteristic correction unit 24 assigns the display content displayed on the monitor 7 to each peak portion of the F-θ characteristic W, and displays the display content on the monitor 7 according to the rotational angular velocity dθ of the commander 11. The switching timing S is set.
As shown in FIG. 9, the titles a <b> 1 to a <b> 5, b <b> 1, b <b> 2 that can be displayed on the monitor 7 based on the operation amount (rotation angle θ) of the commander 11 are Each is assigned to the rotation angle θ so as to be included in the display period.
As shown in FIG. 10, the F-θ characteristic correction unit 24 changes the switching timing S of the titles a1 to a5, b1, and b2 displayed on the monitor 7 from the peak P of the peak one cycle before the peak P. It is set to be between the bottom portions Q of the valleys that are continuous on the side.
The initial position of the switching timing S is the bottom Q of the valley.
The title displayed on the monitor 7 is continuously displayed until the commander 11 is operated at the adjacent switching timing S or until the operation of the in-vehicle devices 4 to 6 is started.
Since the switching timing S shifts to the top P side as the rotational angular velocity dθ of the commander 11 increases, it is corrected to (1−k · dθ) × S using the correction coefficient k (0 <k <1). .

Next, the motor control unit 25, the monitor control unit 26, and the in-vehicle device control unit 27 will be described.
The motor control unit 25 outputs a command signal to the motor 19 based on the commander viscosity characteristic X set by the operation unit viscosity characteristic correction unit 22 and the basic F-θ characteristic W3 set by the F-θ characteristic correction unit 24. An operation reaction force F corresponding to the amount of manual operation by the passenger is applied to the commander 11.
The monitor control unit 26 displays the selected menu screen on the monitor 7 when any of the selection switches 12 to 15 is pressed. The monitor control unit 26 outputs a command signal based on the switching timing S of the basic F-θ characteristic W3 set by the waveform setting unit 24 to the monitor 7 when a predetermined menu screen is displayed and the commander 11 is operated. Then, a title (display content) corresponding to the manual operation amount of the passenger is displayed on the monitor 7.
When the title selected by the occupant is determined by pressing the determination switch 16, the in-vehicle device control unit 27 outputs a command signal for executing the functional operation of the in-vehicle device to the selected in-vehicle device.

Next, the operation reaction force control of the operation device 10 will be described based on the flowcharts of FIGS. Si (i = 1, 2,...) Indicates a step for each process.
As shown in the flowchart of FIG. 11, first, in the operation reaction force control process, various information such as output values of the pressure sensor 11a and the rotary encoder 18, initial F-θ characteristics Wa and Wb, and commander viscosity characteristics X are read (S1). ), The process proceeds to S2.
In S2, it is determined whether or not the commander 11 has been operated.
If the commander 11 is operated as a result of the determination in S2, the process proceeds to S3, where the operation unit viscosity characteristic correction unit 22 performs a commander viscosity characteristic setting process based on the rotational angular velocity dθ and the operation experience amount.
If the commander 11 is not operated as a result of the determination in S2, the process returns to S1 to continue reading information.

In S4, a basic F-θ characteristic setting process is performed, and the process proceeds to S5.
In S5, it is determined whether or not the commander 11 is currently operated at a position corresponding to the switching timing S.
As a result of the determination in S5, when the commander 11 is operated at a position corresponding to the switching timing S, the corresponding display screen (title) is displayed (S6), and the process proceeds to S7. If the result of determination in S5 is that the commander 11 has not been operated to the position corresponding to the switching timing S, the process proceeds to S7.
In S7, it is determined whether or not the determination switch 16 is pressed.
If the determination switch 16 is pressed as a result of the determination in S7, a command signal for causing the selected in-vehicle device to execute the selected function is output (S8), and the process returns. If the result of determination in S7 is that the determination switch 16 has not been pressed, processing returns.

Next, the basic F-θ characteristic setting in S3 will be described.
As shown in the flowchart of FIG. 12, in the basic F-θ characteristic setting process, first, in S11, it is determined whether or not an operation by the occupant of the commander 11 has been started.
If the operation of the commander 11 is started as a result of the determination in S11, 1 is added to the value of the cumulative operation number counter C (S12), and the process proceeds to S13. As a result of the determination in S11, if the operation of the commander 11 is not started, the operation of the commander 11 is being continued, and the process proceeds to S13.

In S13, it is determined whether or not the occupant is in a holding state.
As a result of the determination in S13, when the occupant is in the upper holding state, the initial F-θ characteristic Wa is set to the first F-θ characteristic W1 (S14), and the process proceeds to S16. If not, it can be determined that the occupant is sideways, so the initial F-θ characteristic Wb is set to the first F-θ characteristic W1 (S15), and the process proceeds to S16.

In S16, the switching timing is corrected so that the switching timing S of the first F-θ characteristic W1 shifts to the top P side as the rotational angular velocity dθ of the commander 11 increases.
In S17, the first F-θ characteristic W1 in which the operation reaction force F and the switching timing S are corrected is set to the second F-θ characteristic W2, and the process proceeds to S18.
In S18, the operation reaction force correction is executed and the process ends.

Next, the operation reaction force correction in S18 will be described.
As shown in the flowchart of FIG. 13, in the operation reaction force correction process, first, in S21, a plurality of titles (display contents) included in each category are assigned to the peaks of the second F-θ characteristic W2, respectively, and S22. Migrate to
In S22, the reaction force adjustment in the category is performed so that the maximum operation reaction force F corresponding to the title increases as the title is located closer to the center in the same category, and the process proceeds to S23.

In S23, it is determined whether or not the counter C is equal to or greater than the determination number N.
As a result of the determination in S23, when the counter C is equal to or greater than the determination number N, the amount of experience of operation of the commander 11 by the occupant is large, and therefore the maximum operation reaction force F at each mountain portion of the second F-θ characteristic W2 is Respectively, and the process proceeds to S25.
As a result of the determination in S23, when the counter C is less than the determination number N, since the amount of experience of operation of the commander 11 by the occupant is small, the maximum operation reaction force F at each peak portion of the second F-θ characteristic W2 is not increased. The process proceeds to S25.
In S25, the second F-θ characteristic W2 subjected to each correction is set as the basic F-θ characteristic W3, and the process ends.

Next, functions and effects of the vehicle operating device 10 according to the present embodiment will be described.
According to this operation device 10, since the motor 19 that applies the operation reaction force F to the commander 11 so as to give a feeling of moderation for each predetermined operation amount of the commander 11, the feeling of moderation by the commander 11 is appropriately given to the occupant. be able to.
Since the ECU 20 makes the operation reaction force F corresponding to the end titles a1 and a5 in the category A larger than the operation reaction force F corresponding to the titles a2 to a4 other than the end titles a1 and a5, Can be perceived through the operation reaction force F, the blind operation area can be enlarged, and the viewing time for the occupant's monitor 7 can be shortened.

  The ECU 20 can recognize the current operation position in the category A through the operation reaction force F in order to reduce the operation reaction force F in the central side in the category A.

  The commander 11 is formed so as to be rotatable about the rotation shaft 18a, and includes an F-θ characteristic W set by using an operation reaction force F including a peak portion and a valley portion and a rotation angle θ of the commander 11 as parameters. In order to start the display of the title (highlight display screen) corresponding to the operation amount between the peak portion P and the valley bottom portion Q of each operation reaction force F, the screen switching timing S of the visual system and the haptic system are started. It is possible to synchronize with the sense of moderation and improve the operational feeling.

Next, a modified example in which the embodiment is partially changed will be described.
1] In the above-described embodiment, an example in which an in-vehicle device is provided with an audio, an air conditioner, and a navigation system, and these controls are performed using a commander. However, it is sufficient that at least one of them can be controlled. It is also possible to control in-vehicle devices.

2] In the above embodiment, an example of a commander switch that can rotate around a fixed rotation axis has been described. However, at least a switch that can be displaced along a predetermined operation locus by a manual operation of an occupant while giving a sense of moderation. It may be a slider switch that has a function and can slide along a linear movement locus. Moreover, a joystick type switch may be used. In this case, the rotation shaft is formed to be tiltable in the front-rear and left-right directions.
Further, the present invention can be applied to a multi-function commander in which the rotation axis can stroke on a straight line.

3) In the above embodiment, an example in which the operation reaction force corresponding to the titles at both ends is increased has been described. However, the operation reaction force of at least one of the titles at both ends may be maximized. Specifically, the operation reaction force corresponding to the first end title is minimized and the operation reaction force is gradually increased to maximize the operation reaction force corresponding to the last end title. It can be clarified. Conversely, the operation reaction force corresponding to the first end title may be maximized and the operation reaction force may be gradually decreased to minimize the operation reaction force corresponding to the last end title.

4) In the embodiment, the example in which the operation reaction force is set regardless of the number of titles in the category has been described, but depending on the number of titles in the category, for example, the end title is proportional to the number of titles in the category. An operation reaction force corresponding to may be set.

5] In addition, those skilled in the art can implement the present invention in a form in which various modifications are added to the above-described embodiment or in a form in which each embodiment is combined without departing from the spirit of the present invention. Various modifications are also included.

7 Monitor 10 Operating Device 11 Commander 18a Rotating Shaft 19 Motor 20 ECU
V Vehicle A, B Category a1-a5, b1, b2 Title F Operation reaction force W, W1, W2, W3 F-θ characteristic θ Rotation angle

Claims (2)

A vehicle comprising input means operated by manual operation of an occupant and display means capable of displaying a plurality of titles classified by category, and the display content of the display means is controlled in accordance with the operation amount of the input means Operating device,
An operation unit that can be displaced along a predetermined operation locus by a passenger's manual operation;
Reaction force application means for applying an operation reaction force to the operation unit so as to give a sense of moderation for each predetermined operation amount of the operation unit;
Control means for controlling the operation reaction force applied by the reaction force application means,
The control means makes the operation reaction force corresponding to the end title in the category larger than the operation reaction force corresponding to a title other than the end title, and reduces the operation reaction force as the central title in the category decreases. A vehicle operating device. The operation part is formed to be rotatable around a rotation axis,
It has F-θ characteristics set with the operation reaction force consisting of peaks and valleys and the rotation angle of the operation section as parameters,
2. The vehicle operation device according to claim 1, wherein the control unit starts displaying a title corresponding to the operation amount between a top portion of a crest portion of each operation reaction force and a bottom portion of a trough portion .