JP5699063B2 - Travel control device - Google Patents
Travel control device Download PDFInfo
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- JP5699063B2 JP5699063B2 JP2011213684A JP2011213684A JP5699063B2 JP 5699063 B2 JP5699063 B2 JP 5699063B2 JP 2011213684 A JP2011213684 A JP 2011213684A JP 2011213684 A JP2011213684 A JP 2011213684A JP 5699063 B2 JP5699063 B2 JP 5699063B2
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- accelerator pedal
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- travel control
- reaction force
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- 230000000994 depressogenic effect Effects 0.000 claims description 19
- 230000001133 acceleration Effects 0.000 description 20
- 238000001514 detection method Methods 0.000 description 10
- 230000000694 effects Effects 0.000 description 3
- 238000012423 maintenance Methods 0.000 description 3
- 230000000881 depressing effect Effects 0.000 description 1
- 238000010586 diagram Methods 0.000 description 1
- 238000005516 engineering process Methods 0.000 description 1
- 238000000034 method Methods 0.000 description 1
Classifications
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
- B60K28/00—Safety devices for propulsion-unit control, specially adapted for, or arranged in, vehicles, e.g. preventing fuel supply or ignition in the event of potentially dangerous conditions
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W50/00—Details of control systems for road vehicle drive control not related to the control of a particular sub-unit, e.g. process diagnostic or vehicle driver interfaces
- B60W50/08—Interaction between the driver and the control system
- B60W50/12—Limiting control by the driver depending on vehicle state, e.g. interlocking means for the control input for preventing unsafe operation
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W50/00—Details of control systems for road vehicle drive control not related to the control of a particular sub-unit, e.g. process diagnostic or vehicle driver interfaces
- B60W50/08—Interaction between the driver and the control system
- B60W50/14—Means for informing the driver, warning the driver or prompting a driver intervention
- B60W50/16—Tactile feedback to the driver, e.g. vibration or force feedback to the driver on the steering wheel or the accelerator pedal
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D11/00—Arrangements for, or adaptations to, non-automatic engine control initiation means, e.g. operator initiated
- F02D11/02—Arrangements for, or adaptations to, non-automatic engine control initiation means, e.g. operator initiated characterised by hand, foot, or like operator controlled initiation means
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D11/00—Arrangements for, or adaptations to, non-automatic engine control initiation means, e.g. operator initiated
- F02D11/06—Arrangements for, or adaptations to, non-automatic engine control initiation means, e.g. operator initiated characterised by non-mechanical control linkages, e.g. fluid control linkages or by control linkages with power drive or assistance
- F02D11/10—Arrangements for, or adaptations to, non-automatic engine control initiation means, e.g. operator initiated characterised by non-mechanical control linkages, e.g. fluid control linkages or by control linkages with power drive or assistance of the electric type
- F02D11/105—Arrangements for, or adaptations to, non-automatic engine control initiation means, e.g. operator initiated characterised by non-mechanical control linkages, e.g. fluid control linkages or by control linkages with power drive or assistance of the electric type characterised by the function converting demand to actuation, e.g. a map indicating relations between an accelerator pedal position and throttle valve opening or target engine torque
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D11/00—Arrangements for, or adaptations to, non-automatic engine control initiation means, e.g. operator initiated
- F02D11/06—Arrangements for, or adaptations to, non-automatic engine control initiation means, e.g. operator initiated characterised by non-mechanical control linkages, e.g. fluid control linkages or by control linkages with power drive or assistance
- F02D11/10—Arrangements for, or adaptations to, non-automatic engine control initiation means, e.g. operator initiated characterised by non-mechanical control linkages, e.g. fluid control linkages or by control linkages with power drive or assistance of the electric type
- F02D11/107—Safety-related aspects
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D29/00—Controlling engines, such controlling being peculiar to the devices driven thereby, the devices being other than parts or accessories essential to engine operation, e.g. controlling of engines by signals external thereto
- F02D29/02—Controlling engines, such controlling being peculiar to the devices driven thereby, the devices being other than parts or accessories essential to engine operation, e.g. controlling of engines by signals external thereto peculiar to engines driving vehicles; peculiar to engines driving variable pitch propellers
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
- B60K26/00—Arrangements or mounting of propulsion unit control devices in vehicles
- B60K26/04—Arrangements or mounting of propulsion unit control devices in vehicles of means connecting initiating means or elements to propulsion unit
- B60K2026/046—Arrangements or mounting of propulsion unit control devices in vehicles of means connecting initiating means or elements to propulsion unit with electrical transmission means
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W2540/00—Input parameters relating to occupants
- B60W2540/10—Accelerator pedal position
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D2200/00—Input parameters for engine control
- F02D2200/60—Input parameters for engine control said parameters being related to the driver demands or status
- F02D2200/602—Pedal position
Landscapes
- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Automation & Control Theory (AREA)
- General Engineering & Computer Science (AREA)
- Transportation (AREA)
- Human Computer Interaction (AREA)
- Auxiliary Drives, Propulsion Controls, And Safety Devices (AREA)
- Control Of Driving Devices And Active Controlling Of Vehicle (AREA)
- Control Of Vehicle Engines Or Engines For Specific Uses (AREA)
- Control Of Throttle Valves Provided In The Intake System Or In The Exhaust System (AREA)
Description
アクセルペダル踏み間違い時の自車両の挙動を安全に保つ走行制御装置に関する。 The present invention relates to a travel control device that keeps the behavior of a host vehicle when an accelerator pedal is mistakenly depressed.
高齢者などによるアクセルペダルの踏み間違いにより、事故を起こす場面が増えている。 The number of accidents is increasing due to misstepping of the accelerator pedal by elderly people.
上記問題に対して、踏み間違いに関連する背景技術として、先行車両、障害物などが自車両前方に存在する場合に、自車両の走行の安全を支援する車間維持支援装置において、アクセルペダルの踏み過ぎを防止する機能が特許文献１に開示されている。車間維持支援装置では、自車両が先行車両に接近している場合に減速制御を開始し、車間を維持する。
減速制御時は、先行車両との衝突を防止するために、それ以上の加速をしないように、アクセルペダルに足を押し戻す逆向きの反力を発生させ、踏み過ぎを防止する。但し、ドライバ操作が優先となっているため、ドライバの加速意思によりアクセルペダルを踏み続けると、減速制御は解除される。
As a background technology related to the above-mentioned problem, when a preceding vehicle, an obstacle, etc. are present in front of the host vehicle, in the inter-vehicle maintenance support device that supports the safety of traveling of the host vehicle, the accelerator pedal is depressed. A function for preventing overshooting is disclosed in Patent Document 1. The inter-vehicle maintenance support device starts deceleration control when the host vehicle is approaching the preceding vehicle, and maintains the inter-vehicle distance.
At the time of deceleration control, in order to prevent a collision with the preceding vehicle, a reverse reaction force that pushes the foot back to the accelerator pedal is generated so as to prevent further acceleration, thereby preventing excessive depression. However, since the driver operation is given priority, the deceleration control is canceled if the accelerator pedal is continuously depressed by the driver's intention to accelerate.
また、特許文献２には、アクセルペダルの急激な踏み込みにより、アクセルペダルの踏み間違いを検知することが開示されている。アクセルペダルの踏み間違いは、アクセルペダルの旋回角度の閾値に応じて検知し、まずアクセルペダルの弾性反発力によりドライバに踏み間違いを警告する。次にアクセルペダルをさらに踏み込むと、ランプ等によりドライバに踏み間違いを警告する。それ以上アクセルペダルを踏み込むと最終的には、エンジンを停止することが開示されている。 Japanese Patent Application Laid-Open No. 2004-228561 discloses that an erroneous depression of the accelerator pedal is detected by sudden depression of the accelerator pedal. An erroneous depression of the accelerator pedal is detected according to a threshold value of the turning angle of the accelerator pedal, and first, the driver is warned of an erroneous depression by the elastic repulsive force of the accelerator pedal. Next, when the accelerator pedal is further depressed, a warning is given to the driver by a lamp or the like. It is disclosed that when the accelerator pedal is further depressed, the engine is finally stopped.
特許文献１の車間維持支援装置では、ドライバ操作を優先して減速制御が解除されるため、ドライバがブレーキペダルと間違えて、アクセルペダルを踏み続けた場合は、ドライバの意図とは異なり、加速する可能性があるため、アクセルペダルの踏み間違いを確実に防止できない。 In the inter-vehicle maintenance support device of Patent Document 1, since the deceleration control is canceled giving priority to the driver operation, if the driver makes a mistake with the brake pedal and continues to step on the accelerator pedal, the driver accelerates unlike the driver's intention. Because there is a possibility, it is not possible to prevent accidental depression of the accelerator pedal.
また、特許文献２では、アクセルペダルの旋回角度の閾値で踏み間違いを判断しているため、真にドライバの意思で加速したい場合にもアクセルペダルの弾性反発力が出力される可能性があり、ドライバの加速意図が自車両に反映されない場合がある。 Further, in Patent Document 2, since the stepping error is determined based on the threshold value of the turning angle of the accelerator pedal, there is a possibility that the elastic repulsion force of the accelerator pedal may be output even when the driver really wants to accelerate. The driver's intention to accelerate may not be reflected in the vehicle.
上記のように、従来の装置では、アクセルペダル等の加速要求装置の制限に対して、さらに加速要求装置を操作することによって前記の制限を解除するため、ドライバが踏み間違いをしているのか、踏み間違いを判断している装置が間違っているのかを確実に切り分けできない。そのため、真に加速を制限したい場合は安全上問題なかったが、装置の検出ミスの場合は、加速できないためドライバに煩わしさを与えていた。 As described above, in the conventional device, in order to cancel the limitation by operating the acceleration requesting device further against the limitation of the acceleration requesting device such as an accelerator pedal, whether the driver has made a mistake in stepping, It is not possible to reliably determine whether the device that determines the stepping error is wrong. For this reason, there is no safety problem when it is desired to truly limit acceleration. However, in the case of a detection error of the apparatus, the driver cannot be accelerated, which causes trouble for the driver.
本発明の目的は、ドライバがアクセルペダルを踏み間違えた場合の意図していない加速を防止するとともに、踏み間違いではなく、真にドライバが加速の意思を持つ場合は、装置の検出ミスを解除し、確実に車両を加速させる走行制御装置を提案することである。 The object of the present invention is to prevent unintentional acceleration when the driver makes a mistake in stepping on the accelerator pedal, and to cancel the detection error of the device when the driver truly intends to accelerate instead of making a stepping error. It is to propose a travel control device that reliably accelerates the vehicle.
本発明の走行制御装置は、上記課題を解決するために、入力された自車両情報又は外界認識情報に基づいて、加速要求装置の踏み間違いをしたか否かを判断する踏み間違い判断手段と、踏み間違い判断手段にて踏み間違いと判断された場合、アクセルペダルの反力が前記踏み間違い判定手段に手踏み間違いと判断されていない場合の反力よりも小さい反力となるモードに変更し、スロットル開度が前記踏み間違い判定手段に手踏み間違いと判断されていない場合の開度よりも小さい開度となるモードに変更をするモード変更手段と、を有する構成とする。
In order to solve the above problems, the travel control device of the present invention, based on the input own vehicle information or the external world recognition information, determines whether or not the acceleration requesting device has made a stepping error, If it is determined that the stepping error is determined by the stepping error determination means, the mode is changed to a mode in which the reaction force of the accelerator pedal is smaller than the reaction force when the stepping error determination means is not determined to be a stepping error, throttle opening is configured to have a mode change means to change to a smaller opening to become mode than the opening degree of when not determined that Tefumi inaccurate the erroneous application determination unit.
ドライバがアクセルペダルを踏み間違えた場合の意図していない加速を防止でき、且つ、踏み間違いではなく、真にドライバが加速の意思を持つ場合は、装置の検出ミスを解除し、確実に車両を加速させる走行制御装置を提供できる。 If the driver makes a mistake in stepping on the accelerator pedal, unintended acceleration can be prevented, and if it is not a stepping mistake and the driver really intends to accelerate, the detection error of the device is canceled and the vehicle is It is possible to provide a traveling control device that accelerates.
以下、図面を参照して本発明の実施の形態を説明する。 Embodiments of the present invention will be described below with reference to the drawings.
図１において、本発明で提案する走行制御装置１は、踏み間違い判断手段２とアクセルペダルモード変更手段３とアクセルペダルモード解除手段４を持つ。 In FIG. 1, a travel control device 1 proposed by the present invention has a stepping error determination means 2, an accelerator pedal mode change means 3, and an accelerator pedal mode release means 4.
踏み間違い判断手段２は、車輪速センサ等の自車両の状態を検知するセンサを持つ自車認識部である自車認識センサ１３や、カメラやレーダやナビゲーション装置等の外界の状態を検知できる外界認識部である外界認識センサ１２を組み合わせて、それらセンサから入力された信号に基づいて、自車両の周囲の危険を検知し、危険な状態の時に、ドライバが加速要求装置であるアクセルペダル８を踏み間違えると、アクセルペダル８の踏み間違いと判断する。つまり、自車認識部からの自車両情報、外界認識部からの外界認識情報、の少なくとも１つの情報に基づいて、アクセルペダルの踏み間違いの判定を行う。例えば、外界認識部である外界認識センサ１２にて前方に障害物が存在することが検知されているにもかかわらず、更にアクセルペダル８を踏んでいる場合、踏み間違い判断手段２は踏み間違いと判断している。 The stepping error determination means 2 is a vehicle recognition sensor 13 that is a vehicle recognition unit having a sensor that detects the state of the vehicle such as a wheel speed sensor, and the outside world that can detect the state of the outside world such as a camera, a radar, or a navigation device. Combining the external recognition sensor 12 that is a recognition unit, based on the signals input from these sensors, the surrounding danger of the host vehicle is detected, and in a dangerous state, the driver depresses the accelerator pedal 8 that is an acceleration requesting device. If a wrong step is made, it is determined that the accelerator pedal 8 has been stepped on. That is, it is determined whether the accelerator pedal is erroneously depressed based on at least one of the vehicle information from the vehicle recognition unit and the external environment recognition information from the external recognition unit. For example, if the outside recognition sensor 12 which is the outside recognition unit detects that there is an obstacle ahead, but the accelerator pedal 8 is further stepped on, the step mistake determination means 2 will indicate that the step is wrong. Deciding.
アクセルペダルモード変更手段３は、図４（第１のモード：通常モード（一定反力））、図５（第２のモード：踏み間違い１（小さい反力））、図６（第３のモード：踏み間違い２（アクセル開度固定））のように、予め複数のアクセルペダルのモードを有し、踏み間違い判断手段２において、踏み間違いが検出された場合に、第１のモードから他のモードに変更する手段である。つまり、モードを変更することで、アクセルペダル８の開度および反力、スロットル１１の開度を変更する手段である。なお、走行制御装置１からアクセルペダルセンサ１０には、アクセルペダルモード変更手段３から変更されたモードに対応するアクセルペダルの開度指令値及び反力指令値が出力される。 The accelerator pedal mode changing means 3 is shown in FIG. 4 (first mode: normal mode (constant reaction force)), FIG. 5 (second mode: stepping error 1 (small reaction force)), FIG. 6 (third mode). : Step error 2 (accelerator opening is fixed)), when there is a plurality of accelerator pedal modes in advance and the step error determination means 2 detects a step error, the first mode changes to another mode. It is a means to change to. That is, it is means for changing the opening and reaction force of the accelerator pedal 8 and the opening of the throttle 11 by changing the mode. The travel control device 1 outputs the accelerator pedal opening command value and the reaction force command value corresponding to the mode changed from the accelerator pedal mode changing means 3 to the accelerator pedal sensor 10.
アクセルペダルセンサ１０は、アクセルペダル反力制御モータ７とアクセルペダル開度制御モータ９を有し、アクセルペダルモード変更手段３から変更されたモードに対応するアクセルペダルの開度指令値及び反力指令値に基づいて、アクセルペダル８の開度および反力を制御し、且つ、スロットル１１の開度を制御する指令値を出力する。 The accelerator pedal sensor 10 includes an accelerator pedal reaction force control motor 7 and an accelerator pedal opening control motor 9. The accelerator pedal opening command value and the reaction force command corresponding to the mode changed from the accelerator pedal mode changing means 3. Based on the value, the opening degree and reaction force of the accelerator pedal 8 are controlled, and a command value for controlling the opening degree of the throttle 11 is output.
アクセルペダル反力制御モータ７は、踏み間違いが検出された場合に、アクセルペダルモード変更手段３によって変更されたモードに対応するアクセルペダルの反力指令値に基づいて、踏み間違い中のアクセルペダル８の反力を図５、図６のように変更し、アクセルペダル８の反力指令値を変更する。 The accelerator pedal reaction force control motor 7 detects an erroneous depression of the accelerator pedal 8 on the basis of the reaction force command value of the accelerator pedal corresponding to the mode changed by the accelerator pedal mode changing means 3 when an erroneous depression is detected. The reaction force is changed as shown in FIGS. 5 and 6, and the reaction force command value of the accelerator pedal 8 is changed.
アクセルペダル開度制御モータ９は、踏み間違いが検出された場合に、アクセルペダルモード変更手段３によって変更されたモードに対応するアクセルペダルの開度指令値に基づいて、踏み間違い中のアクセルペダル８の開度を図５、図６のように変更し、アクセルペダル８の開度指令値を変更する。 The accelerator pedal opening control motor 9 detects an erroneous depression of the accelerator pedal 8 based on the accelerator pedal opening command value corresponding to the mode changed by the accelerator pedal mode changing means 3 when an erroneous depression is detected. Are changed as shown in FIGS. 5 and 6, and the opening command value of the accelerator pedal 8 is changed.
また、アクセルペダルセンサ１０で変更されたアクセルペダル８の反力値及びアクセルペダル８の開度値からスロットル１１の開度指令値を生成し、出力する。そして、出力されたスロットル１１の開度指令値に基づいて、スロットル１１が制御される。 Further, an opening command value of the throttle 11 is generated from the reaction force value of the accelerator pedal 8 changed by the accelerator pedal sensor 10 and the opening value of the accelerator pedal 8, and is output. The throttle 11 is controlled based on the output opening command value of the throttle 11.
例えば、ドライバに踏み間違いを通知するために、アクセルペダル８を踏み込む場合のアクセルペダル反力値を通常の反力値よりも小さな反力値にする（図５（第２のモード：踏み間違い１（小さい反力）））。通常より小さな反力値にすることにより、ドライバの２度目以降のアクセルペダル操作において、アクセルペダル８が通常より小さい力で操作できる。これにより、ドライバに通常とは異なるアクセルペダル８の感覚を与えることができ、ドライバに踏み間違いを通知する効果がある。 For example, in order to notify the driver of a stepping error, the accelerator pedal reaction force value when the accelerator pedal 8 is depressed is set to a reaction force value smaller than the normal reaction force value (FIG. 5 (second mode: stepping error 1 (Small reaction force))). By making the reaction force value smaller than usual, the accelerator pedal 8 can be operated with a smaller force than usual in the driver's second and subsequent accelerator pedal operations. Thereby, it is possible to give the driver a sense of the accelerator pedal 8 that is different from the usual, and there is an effect of notifying the driver of a stepping error.
なお、例えば、踏み間違い時の反力値をほぼ０に近い値にすることで、ドライバがアクセルペダルを操作しても、アクセルペダルが通常より軽いため、操作している感覚がなくなり、踏み続けても加速しないという感覚をドライバに通知できる。また、従来技術のようにアクセルペダルが押し戻され、自車両に拒絶されているというドライバの不快感が軽減されるという効果もある。 For example, by setting the reaction force value at the time of stepping error to a value close to 0, even if the driver operates the accelerator pedal, the accelerator pedal is lighter than usual, so there is no sense of operating and the pedal continues to be depressed. However, it can notify the driver that it will not accelerate. Further, there is an effect that the driver's discomfort that the accelerator pedal is pushed back and rejected by the host vehicle as in the prior art is reduced.
また、アクセルペダル反力値を小さくするに伴い、アクセルペダルセンサ１０からスロットル１１に信号を送り、スロットル開度を小さくすることで、ドライバの意図していない加速を制限する。 Further, as the accelerator pedal reaction force value is reduced, a signal is sent from the accelerator pedal sensor 10 to the throttle 11 to reduce the throttle opening, thereby limiting the unintended acceleration of the driver.
また、例えば、踏み間違い検知後にドライバがアクセルペダル８を離した場合に、アクセルペダル８の開度を、最初にアクセルペダル８を踏み込んだ時の最大開度に固定する等の制御をしてもよい（図６（第３のモード：踏み間違い２（アクセル開度固定）））。 Further, for example, when the driver releases the accelerator pedal 8 after detecting a stepping error, the opening degree of the accelerator pedal 8 is fixed to the maximum opening degree when the accelerator pedal 8 is first depressed. Good (FIG. 6 (third mode: stepping error 2 (accelerator opening fixed))).
これにより、踏み間違い時にドライバがパニックを起こしているとすると、アクセルペダル８を複数回に渡って踏む可能性があり、２度目以降のアクセルペダル操作では、アクセルペダル８が動かないため、ドライバが意図していない加速を制限できる効果がある。 As a result, if the driver panics when he or she makes a mistake, the accelerator pedal 8 may be stepped on multiple times, and the accelerator pedal 8 will not move in the second and subsequent accelerator pedal operations. This has the effect of limiting unintended acceleration.
また、アクセルペダルのモードを解除する、つまり第２のモードや第３のモードから第１のモードへ変更する手段として、走行制御装置１は、アクセルペダルモード解除手段４を有する。ブレーキペダル６が踏まれているかは、ブレーキペダルセンサ５により検出し、ブレーキペダル６が踏まれていることが検出された場合、アクセルペダルモード解除手段４により、アクセルペダル８の開度および反力、スロットル１１の開度を通常の状態（第１のモード）に変更する。 The travel control device 1 includes an accelerator pedal mode canceling means 4 as means for canceling the accelerator pedal mode, that is, changing from the second mode or the third mode to the first mode. Whether or not the brake pedal 6 is depressed is detected by the brake pedal sensor 5. When it is detected that the brake pedal 6 is depressed, the accelerator pedal mode release means 4 causes the accelerator pedal 8 to open and react. Then, the opening degree of the throttle 11 is changed to a normal state (first mode).
走行制御装置１では、アクセルペダルモード解除手段４を、従来技術のようにアクセルペダル８のような加速要求装置で実施するのではなく、ブレーキペダル６などの減速要求装置で実施する。これにより、踏み間違い判断２が判断ミスしていても、減速要求装置で解除できるため、真にドライバが加速したい場合は、より安全な減速操作で自車両を安全な状態にしてからドライバの加速を開始できる。 In the travel control device 1, the accelerator pedal mode release means 4 is not implemented by an acceleration requesting device such as the accelerator pedal 8 as in the prior art, but by a deceleration requesting device such as the brake pedal 6. As a result, even if the misstep determination 2 is wrong, it can be canceled by the deceleration requesting device. Therefore, if the driver really wants to accelerate, the driver accelerates after making the vehicle safer by a safer deceleration operation. Can start.
図２に本発明の走行制御装置１の処理動作のフローチャートを示す。 FIG. 2 shows a flowchart of the processing operation of the travel control device 1 of the present invention.
まず、ブレーキペダルセンサ５にてブレーキペダル６を踏んでいるか否かの検知結果が入力され、入力された検知結果に基づいてドライバの減速要求があるかを判断し（１００）、減速要求がない場合は、踏み間違い判断手段２にて、踏み間違いを検出したか否かを判断する（１０３）。 First, a detection result indicating whether or not the brake pedal 6 is depressed by the brake pedal sensor 5 is input. Based on the input detection result, it is determined whether there is a driver's deceleration request (100), and there is no deceleration request. In this case, the step error determination means 2 determines whether or not a step error has been detected (103).
踏み間違い判断手段２にて、踏み間違いを検出した場合は、アクセルペダルモード変更手段３により加速要求装置であるアクセルペダル８のモードを変更（１０４）し、変更されたモードに対応するアクセルペダルの開度および反力に変更する。 When the stepping error determination means 2 detects a stepping mistake, the accelerator pedal mode changing means 3 changes the mode of the accelerator pedal 8 that is the acceleration requesting device (104), and the accelerator pedal corresponding to the changed mode is changed. Change to opening and reaction force.
入力された検知結果に基づいて、ドライバの減速要求がある（１００）場合は、アクセルペダルモード変更手段３により加速要求装置であるアクセルペダルのモード変更（１０１）があるか否かを判断し、モード変更がある場合は、アクセルペダルモード解除手段４によりアクセルペダルのモードを解除（１０２）し、第２のモード又は第３のモードから第１のモードに変更する、つまり通常モードに変更する。よってアクセルペダルの開度および反力、スロットルの開度が通常に戻される。これら上記１００〜１０４の処理を繰り返し実行する。 Based on the input detection result, if there is a driver deceleration request (100), the accelerator pedal mode changing means 3 determines whether or not there is a mode change (101) of the accelerator pedal as an acceleration requesting device, When there is a mode change, the accelerator pedal mode release means 4 releases the accelerator pedal mode (102), and the second mode or the third mode is changed to the first mode, that is, the normal mode is changed. Therefore, the opening degree and reaction force of the accelerator pedal and the opening degree of the throttle are returned to normal. These processes 100 to 104 are repeated.
次に、図３に本発明の走行制御装置１のアクセルペダルモード変更手段３にて第２のモード、第３モードに変更する場合の詳細フローチャートを示す。 Next, FIG. 3 shows a detailed flowchart in the case of changing to the second mode and the third mode by the accelerator pedal mode changing means 3 of the traveling control device 1 of the present invention.
図２のドライバの減速要求（１００）とは、例えば、図３のブレーキペダル６が踏まれているか（２００）が挙げられる。ブレーキペダル６が踏まれていない場合で、外界認識部である外界認識センサ１２にて前方に障害物が存在することが検知された（２０２）場合（踏み間違い判断手段２）、且つアクセルペダル８が踏まれている（２０３）ならば、踏み間違い検出フラグをセットする（２０９）。また、同時にアクセルペダルモード変更手段３にて第２のモードに変更する、つまりアクセルペダル８の反力を通常の値（予め定めた第１の反力値）より小さい値（第２の反力値）にセットする（２１０）。なお、ここでは踏み間違い判断手段２は、外界認識部である外界認識センサ１２にて前方に障害物が存在することが検知されているにもかかわらず、更にアクセルペダル８を踏んでいる場合、踏み間違いと判断している。 The driver's deceleration request (100) in FIG. 2 includes, for example, whether the brake pedal 6 in FIG. 3 is depressed (200). When the brake pedal 6 is not depressed and the outside recognition sensor 12 as the outside recognition unit detects that there is an obstacle ahead (202) (step error determination means 2), and the accelerator pedal 8 Is stepped (203), a stepping error detection flag is set (209). At the same time, the accelerator pedal mode changing means 3 changes to the second mode, that is, the reaction force of the accelerator pedal 8 is smaller than the normal value (predetermined first reaction force value) (second reaction force). Value) (210). Here, the stepping error determination means 2 is the case where the accelerator pedal 8 is further stepped on even though the outside recognition sensor 12 that is the outside recognition unit detects that there is an obstacle ahead. Judging that it is a stepping mistake.
これにより、踏み間違い時のアクセルペダルの感覚が、通常と異なるため、ドライバにアクセルペダルの踏み間違いを通知できる。また、同時にスロットル開度を通常の値（予め定めた第１のスロットル開度値）より小さい値（第２のスロットル開度値）に設定する（２１１）。２１１は、車両が前進しない仕組みであれば、どのような構成でもよい。これにより、ドライバが踏み間違いしている場合の意図していない加速を制限する。 Thereby, since the feeling of the accelerator pedal at the time of stepping mistake is different from usual, the driver can be notified of the stepping on the accelerator pedal. At the same time, the throttle opening is set to a value (second throttle opening value) smaller than the normal value (predetermined first throttle opening value) (211). 211 may have any configuration as long as the vehicle does not move forward. This limits unintended acceleration when the driver is making a mistake.
アクセルペダル８が踏まれていない（２０３）場合、踏み間違い検出フラグがセット中（２０４）ならば、アクセルペダルモード変更手段３にて第３のモードに変更する、つまりアクセルペダル８の開度を固定にする（２１２）。これにより、踏み間違い中にドライバがアクセルペダル８を踏み込めないようにし、ドライバの次の操作をブレーキペダルの操作に誘導する。 If the accelerator pedal 8 is not depressed (203) and the stepping error detection flag is set (204), the accelerator pedal mode changing means 3 changes the mode to the third mode, that is, the accelerator pedal 8 is opened. It is fixed (212). This prevents the driver from stepping on the accelerator pedal 8 during a stepping mistake and guides the driver's next operation to the brake pedal operation.
ドライバがブレーキペダル６を踏んでいない場合（２００）に、２０９、２１０、２１１、２１２等の加速要求装置であるアクセルペダル８のモード変更（２０１）がある場合、踏み間違い検出フラグをクリアする（２０５）。そして、アクセルペダルモード解除手段４によりモードを第１のモードに変更する、つまりアクセルペダル８の反力を通常に戻す（２０６）。また、スロットル開度を通常に戻す（２０７）。また、アクセルペダルの開度を通常に戻す（２０８）。これにより、減速装置であるブレーキペダルによる踏み間違いの解除ができ、踏み間違いによる危険を軽減できる。 When the driver does not step on the brake pedal 6 (200), and there is a mode change (201) of the accelerator pedal 8, which is an acceleration requesting device such as 209, 210, 211, 212, etc., the stepping error detection flag is cleared ( 205). Then, the mode is changed to the first mode by the accelerator pedal mode releasing means 4, that is, the reaction force of the accelerator pedal 8 is returned to normal (206). Further, the throttle opening is returned to normal (207). Also, the opening of the accelerator pedal is returned to normal (208). Thereby, it is possible to cancel the stepping error by the brake pedal, which is a reduction gear, and to reduce the danger due to the stepping error.
図２において、踏み間違い検出後の加速要求装置であるアクセルペダル８のモード変更で、例えば、アクセルペダルの開度および反力をどのように変更するかの例を示す。つまり第１のモード、第２のモード、第３のモードの詳細を説明する。 FIG. 2 shows an example of how to change, for example, the degree of opening and the reaction force of the accelerator pedal by changing the mode of the accelerator pedal 8, which is an acceleration requesting device after a stepping error is detected. That is, details of the first mode, the second mode, and the third mode will be described.
図４には第１のモード：通常モード（一定反力）を示す。第１のモードは、踏み間違い判断手段２にて踏み間違いしていないと判断された場合は、ドライバのアクセルペダル８の踏み込み量に比例して、開度が大きくなる。但し、アクセルペダル開度には上限があるため、開度は一定の踏み込み量で一定となる。 FIG. 4 shows the first mode: normal mode (constant reaction force). In the first mode, when it is determined that the stepping error determination unit 2 has not made a stepping error, the opening degree increases in proportion to the amount of depression of the accelerator pedal 8 of the driver. However, since the accelerator pedal opening has an upper limit, the opening is constant at a certain depression amount.
通常のアクセルペダル８の反力は、踏み込み量とは関係なく、一定の反力（図４：Ｘ０）となる。そのため、ドライバは一定の反力を足に感じる。但し、アクセルペダル開度が最大となった場合は、アクセルペダルがそれ以上踏み込めないことを意味するため、反力は最大となる。 The reaction force of the normal accelerator pedal 8 is a constant reaction force (FIG. 4: X0) regardless of the depression amount. Therefore, the driver feels a certain reaction force on the foot. However, when the accelerator pedal opening is maximized, it means that the accelerator pedal cannot be depressed any more, so the reaction force is maximized.
図５には第２のモード：踏み間違い１（小さい反力）を示す。第２のモードは、踏み間違い判断手段２にて踏み間違いしている場合は、アクセルペダル開度は、図４の動作と同様である。但し、アクセルペダルの踏み込み量を増加させても、ドライバがアクセルペダルを踏んでいる感覚を感じさせないように、アクセルペダル反力は、図４の反力（図４：第１の反力値Ｘ０）よりも小さい反力（図４：第２の反力値Ｘ１）に変更する。これにより、ドライバは、通常のアクセルペダル反力よりも反力が小さいため、アクセルペダルを踏み込む感触がほぼ無くなり、いつもと操作が異なることを認識できる。また、アクセルペダル開度が大きくなっても、例えば、スロットル開度は開かずに加速しないようにする。 FIG. 5 shows the second mode: stepping error 1 (small reaction force). In the second mode, when the stepping error determination means 2 makes a stepping error, the accelerator pedal opening is the same as the operation of FIG. However, the accelerator pedal reaction force is the reaction force shown in FIG. 4 (FIG. 4: first reaction force value X0) so that the driver does not feel the accelerator pedal depressed even when the accelerator pedal depression amount is increased. ) To a smaller reaction force (FIG. 4: second reaction force value X1). As a result, since the reaction force is smaller than the normal accelerator pedal reaction force, the driver has almost no feeling of depressing the accelerator pedal, and can recognize that the operation is different from usual. Further, even if the accelerator pedal opening is increased, for example, the throttle opening is not opened and acceleration is not performed.
図６には第３のモード：踏み間違い２（アクセル開度固定）を示す。第３のモードは、図５で示したようにアクセルペダルの反力を変更した後、一度アクセルペダルを離し、アクセルペダルを再度踏み込む場合に、アクセルペダルの開度と反力を図５とは異なる値に変更してもよい。例えば、上述したようにアクセルペダルの開度を固定にする。それにより、アクセルペダルの反力は最大値となり、それ以上アクセルペダルを操作できなくなる。 FIG. 6 shows a third mode: stepping error 2 (accelerator opening fixed). In the third mode, when the reaction force of the accelerator pedal is changed as shown in FIG. 5, when the accelerator pedal is once released and the accelerator pedal is depressed again, the opening degree and the reaction force of the accelerator pedal are shown in FIG. You may change to a different value. For example, as described above, the opening degree of the accelerator pedal is fixed. Thereby, the reaction force of the accelerator pedal becomes the maximum value, and the accelerator pedal cannot be operated any more.
以上説明した通り、本発明によれば、ドライバがアクセルペダルを踏み間違えた場合の意図していない加速を防止でき、且つ、踏み間違いではなく、真にドライバが加速の意思を持つ場合は、装置の検出ミスを解除し、確実に車両を加速させる走行制御装置を提供できる。 As described above, according to the present invention, it is possible to prevent unintended acceleration when the driver makes a mistake in stepping on the accelerator pedal, and when the driver truly has the intention to accelerate, not the wrong step, It is possible to provide a travel control device that cancels the detection error and reliably accelerates the vehicle.
１ 走行制御装置
２ 踏み間違い判断手段
３ アクセルペダルモード変更手段
４ アクセルペダルモード解除手段
５ ブレーキペダルセンサ
６ ブレーキペダル
７ アクセルペダル反力制御モータ
８ アクセルペダル
９ アクセルペダル開度制御モータ
１０ アクセルペダルセンサ
１１ スロットル
１２ 外界認識センサ
１３ 自車認識センサ
DESCRIPTION OF SYMBOLS 1 Traveling control apparatus 2 Treading mistake judgment means 3 Accelerator pedal mode change means 4 Accelerator pedal mode release means 5 Brake pedal sensor 6 Brake pedal 7 Accelerator pedal reaction force control motor 8 Accelerator pedal 9 Accelerator pedal opening control motor 10 Accelerator pedal sensor 11 Throttle 12 External recognition sensor 13 Own vehicle recognition sensor
Claims (6)
前記踏み間違い判断手段にて踏み間違いと判断された場合、
アクセルペダルの反力が前記踏み間違い判定手段にて踏み間違いと判断されていない場合の反力よりも小さい反力となるモードに変更し、スロットル開度が前記踏み間違い判定手段にて踏み間違いと判断されていない場合の開度よりも小さい開度となるモードに変更をするモード変更手段を有する走行制御装置。A stepping error judging means for judging whether or not the accelerator pedal has been stepped on the basis of the input own vehicle information or the outside world recognition information;
If it is determined by the step error determination means that a step error has occurred,
Change the mode in which a reaction force is smaller than the reaction force when the reaction force of the accelerator pedal is not determined that inaccurate stepping similar the erroneous application determination unit, and inaccurate stepping throttle opening at the erroneous application determination unit A travel control device having mode change means for changing to a mode in which the opening is smaller than the opening when not determined .
前記モード変更手段は、減速要求が入力されず、且つ前記踏み間違い判断手段で踏み間違いと判断される場合、モード変更を行う走行制御装置。 The travel control device according to claim 2, wherein
The mode change means is a travel control device that changes the mode when a deceleration request is not inputted and the step error judgment means judges that the step is wrong.
前記モード解除手段は、減速要求が入力され、且つ前記モード変更手段でモードが変更された場合、前記モードを解除する走行制御装置。 The travel control device according to claim 2, wherein
The mode canceling unit is a travel control device that cancels the mode when a deceleration request is input and the mode is changed by the mode changing unit.
前記踏み間違い判断手段は、入力された外界認識情報から前方に障害物が存在することが検知され、且つ前記アクセルペダルを踏んでいる場合、踏み間違いと判断する走行制御装置。 The travel control device according to claim 1,
The stepping error determination means is a travel control device that determines that a stepping error is detected when it is detected that there is an obstacle ahead from the input external world recognition information and the accelerator pedal is depressed.
前記踏み間違い判断手段にて踏み間違いと判断された場合、
アクセルペダルの踏み込み量が小さくなったのちに、アクセルペダルの反力及び開度を固定にするモードを有する走行制御装置。 The travel control device according to claim 1,
If it is determined by the step error determination means that a step error has occurred,
A travel control device having a mode in which a reaction force and an opening degree of an accelerator pedal are fixed after the amount of depression of the accelerator pedal becomes small.
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| JP2011213684A JP5699063B2 (en) | 2011-09-29 | 2011-09-29 | Travel control device |
| PCT/JP2012/069302 WO2013046905A1 (en) | 2011-09-29 | 2012-07-30 | Drive control device |
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| JP2011213684A JP5699063B2 (en) | 2011-09-29 | 2011-09-29 | Travel control device |
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| JP6933245B2 (en) * | 2019-12-25 | 2021-09-08 | トヨタ自動車株式会社 | Driving support device |
| CN113442723B (en) * | 2020-03-27 | 2023-07-07 | 宇通客车股份有限公司 | Control method and device for preventing mistaken stepping on accelerator of vehicle and vehicle |
| CN112339557B (en) * | 2020-10-28 | 2022-03-01 | 东风汽车集团有限公司 | Method and device for identifying and processing mistaken stepping of automobile accelerator pedal |
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| JP2532884Y2 (en) * | 1991-03-19 | 1997-04-16 | 日産ディーゼル工業株式会社 | Accelerator operation safety device |
| JPH05256170A (en) * | 1992-03-12 | 1993-10-05 | Toyota Motor Corp | Throttle valve control device for internal combustion engine |
| JP2005090502A (en) * | 2003-08-12 | 2005-04-07 | Koichi Kizawa | Automobile travel control device and its method |
| JP5028789B2 (en) * | 2005-11-04 | 2012-09-19 | トヨタ自動車株式会社 | Driving assistance device for vehicle |
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