JP2001071794A - Automobile running control device and automobile - Google Patents

Automobile running control device and automobile

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Publication number
JP2001071794A
JP2001071794A JP2000056050A JP2000056050A JP2001071794A JP 2001071794 A JP2001071794 A JP 2001071794A JP 2000056050 A JP2000056050 A JP 2000056050A JP 2000056050 A JP2000056050 A JP 2000056050A JP 2001071794 A JP2001071794 A JP 2001071794A
Authority
JP
Japan
Prior art keywords
pedal
force
vehicle
braking force
amount
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Pending
Application number
JP2000056050A
Other languages
Japanese (ja)
Inventor
Satoshi Kuragaki
Toshimichi Minowa
Kazuhiko Sato
Tokuji Yoshikawa
和彦 佐藤
倉垣  智
徳治 吉川
利通 箕輪
Original Assignee
Hitachi Ltd
株式会社日立製作所
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Priority to JP18724799 priority Critical
Priority to JP11-187247 priority
Application filed by Hitachi Ltd, 株式会社日立製作所 filed Critical Hitachi Ltd
Priority to JP2000056050A priority patent/JP2001071794A/en
Publication of JP2001071794A publication Critical patent/JP2001071794A/en
Pending legal-status Critical Current

Links

Abstract

(57) [Summary] In a system for accelerating a vehicle using a brake operation mechanism, in a case of preparing for sudden deceleration to avoid danger while removing a foot from the brake operation mechanism for accelerating the vehicle,
The driver must be waiting on the brake operation mechanism, which is a burden on the driver. An operation amount or an operation force of a pedal has a footrest function range and a braking force increase function range.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a driving control apparatus and method for a motor vehicle, and a motor vehicle using the same, and more particularly to an inter-vehicle distance control auto cruise including a slow acceleration / deceleration driving in a traffic jam or the like.

[0002]

2. Description of the Related Art A technology has been developed to detect the distance between a host vehicle and a preceding vehicle (including obstacles) by a radar and to automatically control an engine, a motor, a transmission, a brake, and the like so that a safe inter-vehicle distance is obtained. I'm advancing. Inter-vehicle distance control auto cruise including slow acceleration / deceleration during traffic jams (hereinafter referred to as “AC
C ": Adaptive Cruise Control) is an example.

In order to ensure a higher level of safety in such a case, a system has been considered in which automatic control is performed only for starting and accelerating, and deceleration and stopping are performed by the driver.

As one example, a system has been considered in which deceleration / stop and start / acceleration are performed by operating only a brake pedal using a current hydraulic brake system.

For example, Japanese Patent Laying-Open No. 4-38600 discloses a vehicle in which the vehicle is stopped and started by one-pedal running with only a brake operation when a slow acceleration / deceleration running mode is set during a traffic jam or the like. ing. That is, when there is no braking operation, the driving force is controlled so that the traveling speed of the vehicle becomes the target traveling speed, and when there is a braking operation, the driving force is controlled so as not to be applied in the traveling direction. It is.

[0006]

According to the above-mentioned prior art, in order to realize the stop / start of the vehicle with one brake-operated pedal using the current brake operation mechanism, the brake pedal is operated to decelerate and stop. And start and accelerate when you release the brake pedal.
I could only use N-OFF.

Accordingly, for example, during acceleration, the driver is waiting on the brake operation mechanism so as to release his / her foot from the brake operation mechanism and to realize rapid deceleration to avoid danger. It was necessary and the burden on the driver was inevitable.

[0008]

SUMMARY OF THE INVENTION The present invention has a pedal for controlling both a braking force and a driving force of a vehicle in accordance with an operation amount or an operation force, and a footrest function is provided for the operation amount or the operation force of the pedal. A range and a braking force increasing function range are provided, and when the operation amount or the operating force of the pedal is in the footrest function range, a footrest function is realized, and the operation amount or the operating force of the pedal is in the braking force increasing function range. In some cases, the braking force is increased according to the operation amount or the operation force, and the traveling of the vehicle is controlled by the braking force and the driving force.

Further, the present invention has a pedal for controlling both the braking force and the driving force of the vehicle in accordance with the operation amount or the operation force, and the operation amount or the operation force of the pedal includes a footrest function range, a driving force. A reduction function range and a braking force increase function range are provided, and when the operation amount or the operation force of the pedal is in the footrest range, a footrest function is realized, and the operation amount or the operation force of the pedal falls in the drive force reduction function range. When there is, the driving force is reduced according to the operation amount or the operation force, and when the operation amount or the operation force of the pedal is within the braking force increase function range, the braking force is increased according to the operation amount or the operation force. The traveling of the vehicle is controlled by the braking force and the driving force.

The driving force is generated when the operation amount or the operation force of the pedal is in the footrest function range.

Further, the present invention provides a pedal for controlling both a braking force and a driving force of a vehicle according to an operation amount or an operation force, and a braking mechanism for braking wheels according to an operation amount or an operation force of the pedal. Having a footrest function range and a braking force increasing function range for the operation amount or operation force of the pedal, realizing a footrest function when the operation amount or operation force of the pedal is in the footrest function range, When the operation amount or the operation force of the pedal is within the braking force increasing function range, the braking force is increased according to the operation amount or the operation force, and the braking mechanism is controlled by the braking force.

Further, the present invention provides a pedal for controlling both a braking force and a driving force of a vehicle according to an operation amount or an operation force, and a braking mechanism for braking wheels according to an operation amount or an operation force of the pedal. An inter-vehicle distance detecting device that detects an inter-vehicle distance, and a driving force control device that controls a driving force in accordance with a signal from the inter-vehicle distance detecting device. A braking force increasing function range is provided, a footrest function is realized when the operation amount or operating force of the pedal is in the footrest function range, and when the operation amount or operating force of the pedal is in the braking force increasing function range, The braking force is increased according to the operation amount or the operation force, and the braking mechanism is controlled by the braking force.

[0013] The present invention also provides a first pedal, a second pedal, a footrest device for realizing a footrest function on the first pedal, and a vehicle for driving the vehicle in accordance with an operation amount or an operation force of the first pedal. In a travel control device for an automobile having a one-pedal mode for controlling both a braking force and a driving force, a method for realizing a footrest function by the footrest device includes a mechanical limit stop mechanism. With the mechanical limit stop method, the footrest device can be configured with a simple structure even when it is difficult to use other energy such as electric power.

[0014] Similarly, the means for realizing the footrest function by the footrest device includes a solenoid mechanism. With this configuration, the holding force can be optimally adjusted by adjusting the electric energy with respect to the load applied by the driver's foot.

Similarly, the means for realizing the footrest function of the footrest device can be configured to include a combination of a plurality of springs and a plurality of crankshafts. With such means, the footrest device can be configured without using electric power, similarly to the limit stop mechanism.

Further, the present invention comprises a first pedal, a second pedal, and means for starting and stopping the power source of the vehicle. A one-pedal mode for controlling both the braking force and the driving force, and adjusting the braking force of the vehicle based on the first pedal;
Also, in a vehicle travel control device that selectively executes at least two modes of a normal mode in which the driving force of the vehicle is adjusted based on the second pedal, the vehicle power source is started in the normal mode. It is characterized by the following. Thus, the power source can be activated when the first pedal is not operated, and the vehicle can be prevented from starting.

Further, the present invention is configured such that when the vehicle power source is stopped, the mode is automatically switched from the one-pedal mode to the normal mode. Thus, when the power source is subsequently started, the normal mode is always set, so that the effect that the power source can be started immediately can be obtained.

Further, the present invention is configured such that in the one-pedal mode, the first pedal is operated and the vehicle power source is started. Thus, even in the one-pedal mode, the power source can be started while the braking force is applied by operating the first pedal, so that the power source can be safely stopped and started. This method can also be applied to idle stop of a power source at the time of signal waiting, traffic congestion, and the like.

The present invention also relates to a case in which a right turn or a right turn while driving in the one-pedal mode is performed in a country or a region where the lane of the vehicle on the road is defined as the left side of the traveling direction, or the lane of the vehicle is In the case of a left turn or a left turn while traveling in the one-pedal mode in a country or region defined as the right side of the traveling direction, the configuration is such that the set acceleration changes from a straight ahead to another preset acceleration. .

Since the automobile equipped with the traveling control device of the present invention can be applied to a general road, a situation where a right turn or a left turn at an intersection or the like occurs. In such a case, in a left-hand country such as Japan, when making a right turn, it is often necessary to make a quick right turn while checking the safety by clearing the interval between vehicles traveling in opposite lanes. In such a case, when the vehicle turns right as in the present invention, it is safer to make a transition to the acceleration set in advance for the right turn in a more secure manner. Conversely, in a right-handed country or region, when making a left turn, it is safer to make a transition to the acceleration set for the left turn in advance, so that the left turn can be made more safely.

Further, the present invention is configured such that when the vehicle is running in the one-pedal mode, a right turn or a right turn, or a left turn or a left turn, the set acceleration changes from a straight ahead to another preset acceleration. . By making such a setting, when turning left at an intersection where there is no traffic light in a country or region where the lane of the car is defined as the left side of the traveling direction, for example, at a stop point, as in the case of turning right, it is safe In many cases, you need to make a quick left turn while making sure. In such a case, when the vehicle turns left as in the present invention, it is safer to make a transition to the acceleration set for the right turn or the left turn in advance, so that the left turn can be performed more safely. Conversely, in a right-handed country or region, when turning right, it is safer to make a transition to an acceleration that is set in advance for turning right or turning left.

Preferably, the time when the set acceleration changes is when the direction indicator in each traveling direction is turned on. Thus, the acceleration can be changed only at that time by a simple operation of the driver.

Also, the present invention is directed to a case where the traveling control device determines that a braking operation of the own vehicle is necessary due to occurrence of some event during traveling, and the driver performs braking within a predetermined time after the determination is made. If no operation is performed, the braking device is automatically operated so as to generate a deceleration greater than the minimum deceleration at that time within a range that does not affect the occupant's health. With such a vehicle travel control device, if the driver neglected the braking operation in the case where the braking operation was necessary, or if the braking operation was delayed, the driver would have a larger than necessary range within a range where the safety would not be reduced. By generating the deceleration, the driver can be warned by giving a slight shock. As a result, the driver can be made to think that he or she does not want to operate such a device again, so that the braking operation can be neglected. As a result, safety can be improved.

Further, the present invention further comprises a fuel remaining amount measuring means for measuring the remaining amount of fuel, wherein the measurement result of the fuel remaining amount measuring means measured at a place where the road is horizontal and the current fuel remaining amount are measured. A road gradient measuring means for measuring a road gradient based on a deviation from a measurement result of the quantity measuring means is provided. Thus, by measuring the road gradient using the fuel gauge attached to any vehicle, it is not necessary to provide a new sensor for measuring the gradient, and it is possible to prevent an increase in cost. The driving force and the braking force necessary for vehicle control can be calculated from the gradient measured in this way.

Further, the present invention further provides a gradient measuring means for measuring the gradient of the road, the road gradient measured by the gradient measuring means, the speed of the automobile, the characteristic data of the power source, the current gear position and the acceleration. Gear position calculating means for calculating a gear position during braking by the auxiliary brake means, and auxiliary brake braking force calculating means for calculating a braking force by the auxiliary brake means based on a calculation result of the gear position calculating means. When the braking force is generated in accordance with the amount of pedal operation or the operating force of (1), after the target braking force becomes larger than the calculation result of the auxiliary brake braking force calculation means, the braking force that is not sufficient with the auxiliary brake means alone is used. It is configured to be generated by using the main brake means. As a result, when the driver depresses the first pedal for braking, the frequency of use of the friction brake is reduced by using the engine brake within the range of the braking force that can be produced by the engine brake, so that the load applied to the brake pad is reduced. Can be reduced. At the same time, fuel is not injected during engine braking, so that fuel consumption can be reduced.

Further, the present invention further comprises a braking force holding means for holding a braking force, wherein the greater the absolute value of the gradient when the vehicle stops, the greater the braking force held when the vehicle stops, and the first pedal operation amount Alternatively, even if the operation force is weakened, the braking force is held by the braking force holding means until the vehicle starts moving. As a result, the brake hydraulic pressure is held when the vehicle stops, so that, for example, when the vehicle stops on an uphill or the like, the vehicle does not retreat until it starts even if the first pedal is loosened, so that the vehicle can safely start. it can.

Further, the present invention is characterized in that when the shift mode selecting means is switched from the driving mode to the parking mode, the held braking force is eliminated.
Even when the braking force is maintained on an uphill or the like as described above, if the vehicle is in the parking mode, the vehicle is locked again, so that the vehicle does not move backward. Therefore, at this time, the braking force is released. By doing so, the energy used for braking can be saved.

Further, the present invention is characterized in that when the shift mode selecting means is switched to the operation mode, the held braking force is eliminated. When parking on an uphill or the like, the shift mode selection means may be set to, for example, a neutral mode, and parking may be performed without pulling the parking mode by parking by pulling a side brake. At that time, the braking force is maintained even during parking. Will remain. Even in such a case, if the setting is made so that the holding braking force is released when the operation mode is switched, the vehicle can start safely.

Further, the present invention provides a case where the shift mode selecting means is switched to the driving mode in order to start the automobile.
When the vehicle is determined to be on an uphill based on the measurement result of the gradient measuring means, a driving force is generated so that the vehicle does not fall backward. In the case of a steep uphill, the first
When the vehicle is started by loosening the pedal, there is a danger that the vehicle may move backward due to a time lag until the driving force is transmitted. In such a case, if the throttle is corrected according to the gradient at the same time as switching to the driving mode as in the present invention, the driving force enough to prevent the vehicle from retreating even if the pedal is released is generated, so the reverse You can safely start without doing.

Further, the present invention further comprises friction member temperature measuring means for measuring the temperature of the friction member of the main brake means, and a target braking force based on the temperature of the friction member measured by the friction member temperature measuring means. And a target braking force correcting means for correcting the target braking force. Thus, the braking force of the main brake unit can be appropriately generated based on the temperature of the friction member of the main brake unit, and a stable braking force can be obtained regardless of the temperature.

[0031]

FIG. 1 is a functional block diagram of an automobile showing one embodiment of the present invention.

The automobile 1 includes a brake operating mechanism 2, a transmission 5 including an engine 3 and a motor 4, and a brake device 6a.
6d and tires 7a to 7d, and a control device 9 for controlling the brake drive system 8 in accordance with an input signal (described later).

First, the brake operation mechanism 2 will be described. A support portion 11 and a stopper 12 are attached to a body 10 of the automobile 1. A rotating shaft 15 fixed to a first lever 14 that is operated by operating a brake pedal 13 is provided on a support portion 11 attached to the body 10.
Are rotatably supported by the support portion 11.
A second lever 1 rotatable with respect to the rotation shaft 15;
6 are provided.

By operating the brake pedal 13, the member 1 attached to the second lever 16 and the first lever 14
When the pawl 18 of the seventh comes into contact, the second lever 16 operates. The second lever 16 and the body 10 are provided with a first pedal reaction force mechanism (return spring) 19. The second lever 16 is also located between the first lever 14 and the second lever 16.
A pedal reaction mechanism (return spring) 20 is provided, and the reaction force of the first pedal reaction mechanism 19 is set to be larger than the reaction force of the second pedal reaction mechanism 20.

That is, the driver (not shown) sets the brake pedal 13 to a force larger than the reaction force of the second pedal reaction force mechanism 20,
When the operation is smaller than the reaction force of the first pedal reaction force mechanism 19, only the first lever 14 is operated without operating the second lever 16, and the claw 18 of the member 17 comes into contact with the second lever 16 and stops. are doing. Here, “the second lever 16 does not operate” does not mean that the second lever 16 does not move at all, but the second lever 16 does not move unless the braking force is generated.
Some movement of the lever 16 is allowed.

Thereafter, the driver operates the first pedal reaction force mechanism 19.
When the brake pedal 13 is operated so as to overcome the reaction force, the claw 18 and the second lever 16 that have been in contact rotate integrally, and the first lever 14 is moved to the stopper 1.
It works until it touches 2.

The brake pedal operation amount sensor 21 for detecting the rotation angle of the rotation shaft 15 is provided with the second lever 16.
And outputs the operation amount until the claw 18 of the member 17 contacts the second lever 16 and the operation amount until the first lever 14 contacts the stopper 12.

Here, an example using the operation amount sensor 21 for detecting the operation amount of the brake will be described. However, a brake operation force (stepping force) sensor for detecting the stepping force (stepping force) of the brake pedal 13 may be used. .

Next, a description will be given of the configuration of a braking drive system 8 including the transmission 5, the brake devices 6a to 6d including the engine 3 and the motor 4, and the tires 7.

The engine 3 has an electronic control throttle 22 for controlling the intake air amount, and a fuel injection valve for supplying a fuel amount corresponding to the intake air amount so as to achieve a target air-fuel ratio (intake air amount / supply fuel amount). An ignition device 24 for performing ignition for efficiently burning the engine 23 is provided.

Here, an example of a gasoline engine is shown, but other engines such as a diesel engine and a gas turbine can also be applied. For gasoline engines, a port fuel injection engine that injects fuel into the intake pipe, an in-cylinder fuel injection engine that injects fuel directly into the cylinder, and a mirror engine that improves combustion efficiency through electronic control of intake and exhaust valves have been commercialized. It does not matter which engine you use. However, it goes without saying that an engine system that achieves both a reduction in fuel consumption and a reduction in exhaust gas is the most suitable in terms of global environmental problems.

The transmission 5 is an automatic transmission with a motor 4 based on a two-shaft, constantly meshing gear. The motor 4 has a generator function, emits kinetic energy by giving electric energy from the battery 25, executes the start of the engine 3 and drives the tire 7, and gives kinetic energy by regenerating energy, etc. And stored in the battery 25.

At high speed, the output torque of the engine 3 and the motor 4 is transmitted to the tire 7 by the high speed drive gear 26 and the high speed driven gear 27. High speed drive gear 26
Are fixed to the transmission input shaft 4. The high-speed driven gear 27 can be connected to and released from the transmission output shaft 30 by a gear switching assist clutch 29.

Similarly, at medium and low speeds, the engine 3 is driven by a medium speed drive gear 31, a low speed drive gear 33, a medium speed driven gear 32, and a low speed driven gear 34.
And the output torque of the motor 4 to the tire 7. The medium speed drive gear 31 and the low speed drive gear 33 are fixed to the transmission input shaft 4. Further, the gear switching between the medium speed and the low speed and the engagement / release of the motor 4 are executed by the first dog clutch 35 and the second dog clutch 36, respectively.

Generally, these dog clutches are known to have no slip loss at the time of engagement and to have high transmission efficiency. In particular, when switching between medium-speed and low-speed gears, the engine 3
Alternatively, since the torque of the motor 4 is not transmitted to the transmission output shaft 30 and a shift shock (decrease in torque) occurs,
The gear change assist clutch 29 is slip-controlled to execute torque transmission via a high-speed gear train.

In the case of running only with the motor 4, the engine 3 must be disconnected, and the starting clutch 37 is connected to the transmission input shaft 28 for starting by the engine 3.
Provided. As the starting clutch 37, a so-called dry clutch that transmits a torque by sandwiching a clutch disk between a flywheel (not shown) and a pressure plate (not shown) can be used.

The operation of all the clutches is performed by a hydraulic actuator 38. Note that conventionally known clutches such as a wet multi-plate clutch and an electromagnetic clutch can be arbitrarily selected and used for all the clutches.

Although a hydraulic actuator is used here for operating the clutch, an electric actuator such as an ultrasonic motor, a DC motor, or an AC motor may be used.

Further, the transmission 5 has a brake clutch 39 for stopping the vehicle.

The brake devices 6a to 6d are mounted on the wheel shaft 40a.
Caliper 4 provided with brake discs 41a to 41d fixed to 4141d and brake pads (not shown)
2a to 42d and brake drive motors 43a to 43d. In the brake devices 6a to 6d, the friction coefficient between the brake discs 41a to 41d and the brake pads greatly changes due to a change in environment, for example, rain or a long-time leaving. Therefore, the performance of the inter-vehicle distance control auto cruise at the time of low speed and stop is reduced, and it is difficult to achieve both smooth stop and target inter-vehicle distance accuracy.

On the other hand, the brake clutch 39 provided in the transmission 5 hardly changes the friction coefficient even when an environmental change occurs, so that good inter-vehicle distance control auto cruise performance at low speed and stop can be obtained.

Next, the control device 9 for controlling the braking drive system 8 will be described.

The control device 9 has a control unit (not shown) for controlling the engine 3, the transmission 5, and the brake devices 6a to 6d, and a control unit (not shown) for managing the entire brake drive system 8. Are connected to communicate over a network.

Further, the control device 9 includes a signal β of the brake pedal operation amount sensor 21, a signal of the running mode setting switch 44, a signal of the driving force (acceleration) setting switch 45, a signal α of the accelerator pedal operation amount sensor, a right front wheel. Rotation sensor signal Nfr, left front wheel rotation sensor signal Nfl, right rear wheel rotation sensor signal Nrr, left rear wheel rotation sensor signal Nrl, engine speed signal Ne, motor speed signal Nm, front obtained from millimeter wave radar system 80, etc. A signal Sv from the vehicle, a signal Vr relative to the vehicle ahead, a signal from a speed setting switch 50 that allows the driver to set a target speed, and the like are input.

Then, the control device 9 controls the engine 3, the transmission 5 and the brake device 6 based on these input signals.
a to 6d are controlled to realize acceleration, deceleration, start, stop, and constant speed running of the vehicle.

Next, the function of the brake operating mechanism 2 will be described with reference to the characteristic diagram showing the relationship between the braking operation amount (force) and the braking / driving force in FIG. 2 and the control flowchart in FIG. The control device 9 executes the processing step 60 in FIG.
As described above, the signal β of the brake pedal operation amount sensor 21, the signal of the traveling mode setting switch 44, the signal of the driving force (acceleration) setting switch 45, the signal α of the accelerator pedal operation amount sensor, and the right front wheel rotation sensor signal Nf
r, a front left wheel rotation sensor signal Nfl, a rear right wheel rotation sensor signal Nrr, a rear left wheel rotation sensor signal Nrl, an engine speed signal Ne, a motor speed signal Nm, and a front vehicle obtained from the millimeter wave radar system 80 and the like. Inter-vehicle distance signal S
The control process is executed by inputting a relative speed signal Vr with respect to the preceding vehicle, a signal of a speed setting switch 50 capable of setting a target speed by the driver, and the like. The vehicle speed No used in this control process is determined based on an average value of the right front wheel rotation sensor signal Nfr, the left front wheel rotation sensor signal Nfl, the right rear wheel rotation sensor signal Nrr, and the left rear wheel rotation sensor signal Nrl. However, the input may be separately performed using a vehicle speed sensor.

The object of the present invention is to realize the start and stop of the vehicle without releasing the driver's foot from the brake pedal 13. That is, it is assumed that the following mode (inter-vehicle distance control auto cruise) is set to the traveling mode changeover switch 44 (when the determination result of the processing step 61 in FIG. 3 is Y).

First, a footrest function range (A range in FIG. 2) was provided as one of the functions of the brake operation amount. That is, the reaction force of the second pedal reaction force mechanism 20 is set to be smaller than the force obtained by adding the driver's foot load to the brake pedal load (the brake pedal 13 and the first lever 14 to the rotating shaft 15). Conversely, the reaction force of the first pedal reaction force mechanism 19 is set to be greater than or equal to the force obtained by adding the driver's foot load to the brake pedal load. As a result, the driver does not generate a braking force even if his / her foot is placed on the brake pedal 13, so that the driving load during the execution of the inter-vehicle distance control auto cruise (acceleration, constant speed) is reduced.

Thereafter, for example, slow deceleration (B in FIG. 2)
When the range is required, the driver depresses the brake pedal 13 so as to overcome the reaction force of the first pedal reaction force mechanism 19. In the range B in FIG. 2, the function of lowering the driving force is executed. That is, the engine brake is operated by controlling the engine torque in an idling state or a gear ratio.

Further, as shown in FIG. 1, in a vehicle equipped with a motor 4 (HEV: hybrid vehicle), it is possible to obtain a slow deceleration by performing energy regeneration by the motor 4.

Further, when the operation amount of the brake pedal 13 is increased (range C in FIG. 2), the brake devices 6a to 6a
The 6d (brake clutch 39) operates to obtain a large braking force (deceleration).

The above braking force is a braking force increasing line passing through the line F (when the result of the determination in the processing step 62 in FIG. 3 is N). In the braking on the line F, the brake operation amount β is not zero as shown in the processing step 62 in FIG. 3, and the Δβ (previous β−current β) of the processing step 63 is changed to the preset G line. Value (-k1: k
1 is a positive value) (when there is no change to the G line). Then, in processing step 64, the target braking force De is calculated by the function f1 of the brake operation amount β, the vehicle speed No, and the friction coefficient μ between the brake pad and the disk.

Next, in the determination of processing step 63, Δ
The case where β becomes smaller than -k1, that is, the case where the process shifts to line G will be described.

In this case, the process proceeds to processing step 65, where Δ
If β is smaller than the preset F line change value (k2: k2 is a positive value), the process proceeds to processing step 66. In the processing step 66, the target braking force De is calculated by the function f2 of the brake operation amount β, the vehicle speed No, and the friction coefficient μ between the brake pad and the disk based on the G line in the ranges B and C in FIG.

In the range A in FIG. 2, the target driving force Ac for acceleration is determined by the brake operation amount β, the vehicle speed No,
The target driving force T set by the driving force setting switch 45
tar, a target maximum speed Vtar set by the speed setting switch 50, an inter-vehicle distance S and a relative speed Vr, and a function f3 of the friction coefficient μ.

The inclination of the lines F and G can be arbitrarily determined by the driver, so that the driver can realize the acceleration / deceleration feeling intended by the driver. The maximum braking force should not be changed for safety priority.

FIG. 4 shows a target driving force (acceleration) characteristic set by the driving force setting switch 45. This characteristic assumes that there is no vehicle ahead, that is, constant vehicle speed control (cruise control). Further, when the displacement varies according to the vehicle speed and the displacement of the engine 3 is 2.5 L, for example, three stages (2.5 L: maximum driving force, 1.8 L,
0.6L).

These driving force characteristics are determined by the navigation and
VICS (Vehicle Information and Communication)
System) and road information obtained from an HEO (long elliptical orbit satellite) system, such as a highway, a mountain road, or a city area.

FIG. 5 shows an embodiment of the brake operating mechanism 2 constructed based on a hydraulic brake system. In the brake control of the above-described system, the operation amount (force) of the brake pedal 13 is input to the control device 9, the target braking force is calculated in the control device 9, and the brake devices 6 a to 6.
Operating 6d, so-called BBW (Brake By Wire)
It is. In contrast, the system shown in FIG. 5 utilizes a conventional hydraulic brake. The basic part of the brake operating mechanism 90 is the same as the configuration of the brake operating mechanism 2 shown in FIG. 1, and the duplicate description will be omitted. Here, an embodiment in which a brake operation mechanism 90 is added to a hydraulic brake system that generates a hydraulic pressure by driving the master cylinder 70 to brake the vehicle will be described.

The first lever 14 of the brake operating mechanism 90 has an operating rod 71 (pedal-side rod 8) that operates in the horizontal direction in accordance with the operation of the brake pedal 13.
2, a brake rod 83) is attached. At the tip of the operating rod 71, a cylinder driving device 75 divided into two chambers (a first chamber 73 and a second chamber 74) by a diaphragm 72 is provided.

The second chamber 74 is connected to an intake pipe (not shown) of the engine via a check valve 76, and becomes a negative pressure when the engine is started. Further, a hole 79 is provided in the diaphragm 72 that separates the first chamber 73 and the second chamber 74 so that the pressure in the two chambers is the same. Therefore, the piston 99 of the master cylinder 70 is stopped.

When the driver depresses the brake pedal 13, the operating rod 71 moves to the right in FIG. 5, and a gap is formed between the tip of the brake rod 83 of the rod 71 and the cylinder driving device 75. Further, as shown by the broken line, the brake-side rod 83 of the operating rod 71 comes into contact with the diaphragm 72, and as a result, the movement of air by the hole 79 is blocked. Therefore, the first room 7
The pressure of 3 becomes the atmospheric pressure, the diaphragm 72 moves to the right due to the pressure difference with the second chamber 74, and the hydraulic pressure of the master cylinder 70 increases by the operation of the piston 99. Thus, the driver can operate the brake with a small brake operation force.

The operating rod 71 has
A proportional solenoid 78 is provided, and a brake is automatically applied by a signal from the control device 9.

Further, in the brake operation range A shown in FIG. 2, a delay mechanism 81 is provided so that there is no gap between the tip of the operating rod 71 and the cylinder driving device 75. The delay mechanism 81 includes a pedal-side rod 82
Between the brake pedal rod 83 and the third pedal reaction force mechanism 84
Is provided. In addition, the fourth rod 83
A pedal reaction force mechanism 85 is provided.

The reaction force of the third pedal reaction force mechanism 84 is set to be smaller than the force obtained by adding the driver's foot load to the brake pedal load (the brake pedal 13 + the first lever 14 to the rotary shaft 15 + the pedal rod 82). I do. Conversely, the reaction force of the fourth pedal reaction force mechanism 85 is set to be greater than or equal to the force obtained by adding the driver's foot load to the brake pedal load. As a result, the driver does not generate a braking force even when the driver places his / her foot on the brake pedal 13 (footrest function), so that the driving burden during the execution of the inter-vehicle distance control auto cruise (acceleration, constant speed) is reduced. I do.

That is, similarly to the embodiment shown in FIG. 1, in this embodiment, the vehicle can be started and stopped without releasing the driver's foot from the brake pedal 13.

FIG. 6 shows a method of switching from the following mode to the manual mode. In the present invention, it is possible to switch between the following mode and the manual mode by setting the driving mode setting switch 44 input to the control device 9.

Generally, when a person performs one action continuously and then performs another action after getting used to the action, it takes time to get used to the other action. Therefore,
If the vehicle suddenly shifts to the manual mode after driving for a long time in the following mode, there is a danger that the driver may not be able to get out of the running feeling of the previous running mode and may execute an erroneous operation.

Therefore, as shown in FIG.
The time (Toff) from when the tracking mode switch is turned off to when the tracking mode is actually turned off is changed according to the length of time N (Ton). That is,
If the tracking mode time is long, set Toff to be long,
During the period set to Toff, the driving support in the following mode is continued. When the mode is switched from the manual mode to the following mode, the mode is switched to the safe driving control.
The time from F to the actual turning off may be shorter than Toff (including time zero).

By doing so, it is possible to reduce erroneous operations by the driver when shifting to the manual mode after driving for a long time in the following mode, and to realize safe mode switching.

FIG. 7 shows an example of display contents on the display unit. When there are a plurality of driving modes such as the following mode and the manual mode as in the present invention, the driver is anxious if he or she cannot recognize what kind of driving is currently being performed or whether the vehicle is not really out of order. Could be.

Therefore, a display section 90 is provided on a dashboard (not shown) in front of the driver's seat to display the contents shown in FIG. 7 by a signal from the control device 9 to give a sense of security to the driver. desirable. The display unit 90 includes a traveling path 91, a recognized object 92 in front (eg, a vehicle), a host vehicle 93,
The current running mode 94, the details of failure 95, the inter-vehicle distance 97 to the object ahead, the current vehicle speed 96, and the like are displayed.

The display of the inter-vehicle distance 97 can give a sense of security to the driver if the distance measured by the driver and the distance detected by radar or the like are almost the same. This inter-vehicle distance is a very important signal, and is desirably displayed at the center of the display unit 90.

Next, the driver wants to know what kind of driving the own vehicle is currently driving. For example, in the display of the own vehicle 93, a driving mode (following or manual) set by the driver, whether the vehicle is currently accelerating, traveling at a constant speed, following a forward object, and the driving state It is desirable to display the actual value of the data.

It is also important to indicate whether or not driver assistance is being performed during the braking operation and to inform the driver that the vehicle is currently in a dangerous driving state. Further, when the control system fails, it is desirable to display the failure content 95 indicating that the control mode cannot be switched to the following mode. If this is not the case, the driver may misunderstand that the following mode has been set when performing the operation of setting the following mode with the driving mode setting switch 44, and there is a risk that the driver may rely too much on driving support. .

The display is necessary for executing communication between the driver and the machine (vehicle), and is one of important means for the driver to travel safely and safely.

As described above, the embodiment of the present invention has been described using the inter-vehicle distance control auto cruise which detects a preceding vehicle or an obstacle and keeps a safe distance from the preceding object. However, the system for realizing braking and driving with one pedal according to the present invention can also be applied to a constant vehicle speed control (auto cruise) that has been practically used before. That is, it is a difference between whether or not to detect a forward object. In the vehicle speed constant control that does not detect a forward object, setting (target acceleration and target speed) and operation (by the brake operation mechanism 2) according to the behavior of the forward object are performed. It is only necessary for the driver to execute (braking force setting).

FIG. 8 shows a footrest device for a brake pedal including a mechanical limit stop mechanism in a vehicle running control device according to another embodiment of the present invention.

The footrest device shown in FIG. 8 includes a brake pedal 13, a first lever 14, a support 11, an operating rod 71, a cylinder drive 75, and a bolt 10.
1a, 101b, disk 102, roller stopper 103,
Magnetic body 104, pressing spring 105, solenoid 106
Consists of Here, the brake pedal 13, the first lever 14, and the disk 102 are integrally connected, and the disk 102 has a groove on the outer periphery thereof so that the roller stopper 103 can be fitted thereto.

When the footrest device is operated, as shown in FIG. 8, the roller stopper 103 is pressed into the groove of the disk 102 by the pressing spring 105 via the magnetic body 104. By adjusting the pressing force and the shape of the groove at this time, the movement of the brake pedal 13 can be regulated until the force applied by placing the foot on the brake pedal 13 reaches a certain value. When the force applied to the brake pedal 13 exceeds a certain value, the rotational force of the disk 102 overcomes the pressing force of the roller stopper 103, so that the disk 102 rotates. Accordingly, the brake pedal 13 can move, and the operating rod 71 integrally connected via the pin moves to generate a braking force. In an emergency, the magnetic body 104 is attracted by energizing the solenoid 106 to release the roller stopper 103.
Is separated from the groove of the disk 102 so that the brake operation can be performed in the same manner as in a normal operation. If the driver is limited, if you select the spring constant first,
There is no need to replace it unless it breaks down. Here, as the stopper, a slide-type stopper such as a vane can be used in addition to a roller-type stopper such as the roller stopper 103.

FIGS. 9 and 10 show a modified example of a footrest device for a brake pedal including a mechanical limit stop mechanism in the vehicle travel control device of this embodiment. This modification is different from the embodiment shown in FIG.
A shutter mechanism using a shutter 107 and a solenoid 108 is added.

To activate the footrest function, see FIG.
The shutter 107 is opened by operating the solenoid 108 as shown in FIG. Then, since the released roller stopper 103 is pressed by the pressing force of the pressing spring 105 and fitted into the groove of the disk 102, a footrest function can be realized.

A method for returning from the footrest function state to a normal brake pedal configuration as shown in FIG. 10 will be described below.

First, by operating the solenoid 106 to attract the magnetic body 104, the roller stopper 103 is separated from the groove of the disk 102. At the far end, the current to the solenoid 108 sucking the shutter 107 is cut off. Then, the shutter 107 moves downward by gravity or a return spring (not shown) to block the passage of the roller stopper 103. In this way, the brake pedal is returned to the normal brake pedal configuration. The disk 102
Does not need to be a perfect disk, but may have a part with a smooth curved part on the outer periphery such as an elliptical shape or a sector shape.

FIG. 11 shows a footrest device for a brake pedal including a solenoid mechanism in a vehicle travel control device according to still another embodiment of the present invention.

The footrest device shown in FIG. 11 includes a brake pedal 13, a first lever 14, a support 11, an operating rod 71, a cylinder driving device 75, a bolt 1
01a, 101b, a base 109, a core 110, a magnetic moving body 111, a solenoid 112, and a guide groove 113.

The core 110 is integrated with the base 109, and the magnetic moving body 111 is integrated with the first lever 14. When the solenoid 112 is not energized, the first lever 14
The magnetic moving body 111 moves while being guided by the guide groove 113 in accordance with the movement of.

Here, to operate the footrest function, the solenoid is energized. As a result, a magnetic attractive force is generated, and the core 110 and the magnetic moving body 111 are connected to each other. be able to. When the force applied to the brake pedal 13 exceeds a certain value, the magnetic movable body 111 becomes movable because it overcomes the attraction force of the solenoid 112. Therefore, the brake pedal 13 is movable, and the operating rod 7 integrally connected via the pin is provided.
1 moves, and a braking force can be generated. The magnetic attraction force of the solenoid 112 can be varied by changing the amount of current to be applied,
It is possible to easily cope with a change in the force applied to the brake pedal 13, for example, when the driver changes in various ways.

FIG. 12 shows a footrest device for a brake pedal including a combination of a plurality of springs and a plurality of crankshafts in an automobile traveling apparatus according to still another embodiment of the present invention.

The footrest device shown in FIG. 12 includes a brake pedal 13, a first lever 14, a support 11, an operating rod 71, a cylinder driving device 75, a bolt 1
01a, 101b, crank spring 114, first crankshaft 115, second crankshaft 116, first stopper 117
a, 117b and the second stopper 118.

First crankshaft 115 and second crankshaft 1
The ends 16 are rotatably connected to each other via pins. The other end of the second crankshaft 116 is rotatably connected to the first lever 14 via a pin, and the other end of the first crankshaft 115 is rotatably connected to the operating rod 71 via a pin. . A crank spring 114 and first stoppers 117a, 117b are connected to the two crankshafts 115, 116. A second stopper 118 is also connected to the first lever 14.

When the foot is applied to the brake pedal 13 to apply a force, the first crankshaft 115 and the second crankshaft 116 move in a direction in which the angle closes geometrically around the pin, and the crank spring A force is applied to 114. At this time, since almost no force is applied geometrically in the axial direction of the operating rod 71, the axial movement of the operating rod 71 can be restricted. When it is closed to some extent, the stoppers 117a and 118b come into contact with each other or the second crankshaft 116 and the second stopper 11
Due to the contact of 8, no further closing takes place. When a further force is applied, all the force applied to the brake pedal 13 in the axial direction of the operating rod 71 is applied, and the same operation as a normal brake is performed.

As described above, a footrest function can be provided by appropriately setting the spring constant of the crank spring 114. If the driver is limited, if the spring constant is selected first, there is no need to replace the spring constant unless a failure occurs. Also, the stoppers 117a, 117b, 118
May be either one in some cases. Further, the number of the crankshafts 115 and 116 may be three or more.

FIG. 13 is a functional block diagram of an automobile showing another embodiment of the present invention.

The automobile 1 has a control unit 38 for managing the engine 3, the transmission 5, and the transmission 5, a control device 9 for managing the brake device 6 and the entire drive system 8.
Each is configured to be communicable via a network.

A brake pedal operation amount sensor 122 as a first pedal, mode selection means 120, an accelerator pedal operation amount sensor 123 as a second pedal, a power source start / stop means 121, a brake pedal operation amount sensor 1
A first driving force commanding means 124 for calculating a first driving force command based on the accelerator pedal operation amount sensor 12
And a second driving force command means 125 for calculating a driving force command based on the third driving force command.

In order to operate the automobile 1, first, it is necessary to start the power source (for example, the engine 3 or the motor 4).

FIG. 14 is a flowchart showing a procedure necessary for starting the power source in this embodiment. The control device 9 of the automobile 1 executes the processing according to the flowchart shown in FIG.
[Ms]).

In processing step 131, it is determined whether or not the power source (for example, engine 3 or motor 4) has been started. If the power source has been activated, the current state is maintained in processing step 132.

The automobile 1 functions in at least two modes, one-pedal mode and normal mode. The driver operates the mode selection means 120 to select one of the two modes. A processing step 133 determines whether or not the one-pedal mode has been selected by the mode selection means 120. If the one-pedal mode is selected, the current state is maintained in the processing step 132. In other words, if the one-pedal mode is selected when the power source is not activated, the activation of the power source is prohibited.

The processing step 134 is the mode selection means 1
At 20, it is determined whether or not the normal mode is selected. If the normal mode has been selected, it is determined in processing step 135 whether or not the power source start / stop unit 121 has been operated by the driver. If it has been operated, the process proceeds to processing step 136, where a power source mounted on the automobile 1, for example, the engine 3 or the motor 4, is started. In addition, power is supplied to an accelerator pedal operation amount sensor 123 and a brake pedal operation amount sensor 122 which are not power sources but are necessary for traveling.

If the power source starting / stopping means 121 is not operated, the process proceeds to processing step 137 to maintain the current state. That is, the power source is not started.

If the normal mode has not been selected in the processing step 134, it is determined that the mode selecting means 120 has failed, and in the processing step 1358, the current state is maintained. That is, when the power source is activated, it remains activated, and when it is stopped, it remains stopped.

As described above, when starting the power source,
Be sure to set the mode to the normal mode before starting the power source.
Thus, the power source can be activated when the first pedal is not operated, and the vehicle can be prevented from starting.

Next, when the vehicle 1 is stopped, it is necessary to stop the power source (for example, the engine 3 or the motor 4). FIG. 15 shows a flowchart of a procedure for stopping the power source. The control device 9 of the automatic company 1 is shown in FIG.
Are periodically executed at predetermined time intervals (for example, 100 [ms]).

In processing step 141, it is determined whether or not the power source has been activated. If the power source has been activated, the process proceeds to processing step 142. If the power source has not been activated, the process proceeds to step 150 to maintain the current state.

In the processing step 142, it is determined whether or not the mode selecting means 120 is in the one-pedal mode. In the case of the one-pedal mode, the process proceeds to processing step 143.

In processing step 143, it is determined whether or not the driver has turned off the power source starting / stopping means 121. If the off operation has been performed, the mode is changed from the one-pedal mode to the normal mode, and thereafter, the process proceeds to processing step 145.

At the processing step 142, the mode selecting means 12
0 is determined to be the normal mode, and the processing step 14
If the power source starting / stopping means 121 is not turned off in step 3, the process proceeds to step 145 in the one-pedal mode.
Proceed to.

In processing step 145, it is determined whether or not mode selecting means 120 is in the normal mode. If it is the normal mode, the process proceeds to processing step 146.

At step 146, it is determined whether or not the driver has turned off the power source starting / stopping means 121. If the driver has performed the off operation, the power source is stopped in processing step 147. If no off operation has been performed, the status quo is maintained.

If the mode is not the normal mode in the processing step 145, it is determined that the mode selection means 120 has failed, and the processing state is maintained in the processing step 149. That is, when the power source is activated, it remains activated, and when it is stopped, it remains stopped.

Thus, when stopping the power source,
Be sure to set the mode to the normal mode before stopping the power source.
As a result, the next time the power source is started, the power mode is always in the normal mode.
There is an effect that the power source can be started immediately when the user operates the power source 1.

FIG. 16 shows a modification of the flowchart of the procedure required to start the power source in this embodiment. The basic idea is that the power source can be activated while the first pedal is operated in the one-pedal mode. The control device 9 periodically executes the processing according to the flowchart shown in FIG. 16 at predetermined time intervals.

In processing step 151, it is determined whether or not the power source has been activated. If it has been activated, the process proceeds to processing step 152 to maintain the current state. If not activated, the process proceeds to processing step 153, where it is determined whether or not the mode selection means 120 is in the one-pedal mode. If it is the one-pedal mode, the process proceeds to processing step 154 to determine whether or not the driver has turned on the power source starting / stopping means 121. If the on operation has not been performed, the process proceeds to processing step 152 to maintain the current state. That is, the power source does not start.

On the other hand, if the ON operation has been performed, the process proceeds to processing step 155, where the first operation based on the operation amount of the first pedal is performed.
It is determined whether or not the output of the driving force command means 124 is a braking force. If the output of the first driving force command means 124 is not a braking force (i.e., a driving force), processing step 152
Proceed to maintain the status quo. That is, the power source does not start.

The first pedal based on the operation amount of the first pedal
If the output of the driving force command means 124 is the braking force, the process proceeds to processing step 136 to activate the power source. Other processing steps are processing step 1 in FIG.
This is the same as the processing in 34 to 138.

In this manner, even in the one-pedal mode, the power source can be started while the braking force is applied by operating the first pedal, so that the power source can be stopped safely and the power source can be stopped. Can be started.

[0129]

[Table 1]

Table 1 shows running conditions in the one-pedal mode of the running control apparatus for a vehicle according to the embodiment of the present invention. In the embodiment shown in Table 1, three modes are set for a country or a region where an automobile or the like travels on the left side, and the maximum speed, the distance between vehicles, and the acceleration are set respectively. Here, in each mode, two types of acceleration are set, that is, a straight-ahead / left-turn and a right-turn. With the system incorporating such running conditions, the set acceleration can be changed when turning right. Here, the mode 3 is the case of a highway where there is no right or left turn, and it is the same because there is no need to provide a difference in acceleration. The inter-vehicle distance is a set value for the maximum speed, and may be set so as to be linked to the speed at a speed lower than the maximum speed in actual control. Each value can be freely set by the driver.However, for safety reasons, the following distance can have a lower limit according to the set value of the maximum speed, and can be set to be equal to or less than the lower limit. It is desirable not to do so. Also, in this embodiment, straight ahead and left turn are set to the same setting, but they may be different. In the case where the automobile or the like is a country or a region on the right side, this is established by exchanging the right turn and the left turn in Table 1.

[0131]

[Table 2]

Table 2 shows another example of the running conditions in the one-pedal mode of the vehicle running control device according to the embodiment of the present invention. In the embodiment shown in Table 2, three modes are set for a country or a region where a car or the like travels on the left side, and the maximum speed, the distance between vehicles, and the acceleration are set respectively. Here, in each mode,
Two types of acceleration are set, namely, for straight ahead and right / left turn. With a system incorporating such running conditions, the set acceleration can be changed when turning right or left. However, the mode 3 is the same as the case of the table 1 in the case of the highway where there is no right or left turn, and the same is applied because there is no need to provide a difference in acceleration. The distance between vehicles is a set value for the maximum speed,
In actual control, a speed lower than the maximum speed may be set so as to be linked to the speed and changed. Also, as in Table 1, each value can be freely set by the driver,
For safety reasons, it is desirable that the inter-vehicle distance has a lower limit value in accordance with the set value of the maximum speed, so that the inter-vehicle distance cannot be set to be equal to or less than the lower limit value.

FIG. 17 shows a flowchart of a procedure for causing the direction indicator to change the acceleration in the vehicle travel control device according to the embodiment of the present invention. The control device 9 periodically executes the processing according to the flowchart shown in FIG. 17 at predetermined time intervals. In this embodiment, a case where the acceleration changes to the right-turn acceleration at the time of turning right is shown.

If it is determined in the processing step 161 that the direction indicator has been inserted in the right-turn direction, the flow proceeds to the processing step 162 to transition to the right-turn acceleration set in advance.

If it is determined in step 163 that the direction indicator has been returned after the transition, the process proceeds to step 164 to transit to the preset straight running acceleration. In this way, the acceleration can be changed when turning right.

FIG. 18 shows an example of a pattern of time, speed, time, and braking force in the vehicle travel control device having the one-pedal mode according to the embodiment of the present invention. Speed curve 170, braking force curve 172, speed curve 17
1 and the braking force curve 173 correspond to each other. FIG.
The speed curve 170 at indicates a deceleration pattern for stopping at the target stop point after the control device 9 determines that braking is necessary. The braking force curve 172 at that time
Is a value of the braking force calculated by the control device 9 from the road surface condition and the vehicle condition, at least without locking the wheels. However, even if a judgment is made by the control device 9, if the driver neglected such a braking operation, the control device 9 may use a strong braking force such as a braking force curve 173 that does not impair the driver's health. , A slight shock associated with the braking is generated to warn the driver. The braking force at this time is a braking force that does not lock the wheels. Further, the braking force for this warning may be a pattern in which the braking force is given as in a braking force curve 174 shown in FIG.

FIG. 20 shows a flowchart of a control processing procedure when a braking force is generated by the vehicle running control device of the present invention. This process is executed by the control device 9.

First, the gradient of the road where the vehicle is located is measured by the gradient measurement in the processing step 181. The engine brake setting in processing step 182 sets the braking force by the engine. In the setting of the friction brake in the processing step 183, a command of the braking force by the friction brake attached to each wheel is set. In the hydraulic pressure setting in the processing step 184, the setting for holding or releasing the hydraulic pressure for operating the friction brake is performed.

FIG. 21 shows an embodiment of the present invention.
21 is a flowchart illustrating a procedure of a process when a road gradient is measured using a float for measuring a remaining fuel amount in a fuel tank by the gradient calculation in FIG. 20.

In processing step 201, the current float position information is obtained.

In processing step 202, the own vehicle speed is 0 [m
/ S], it is determined whether or not the vehicle is stopped. When it is determined that the vehicle is stopped at a speed of 0 [m / s] or less, the process proceeds to processing step 204, and when it is determined that the vehicle is not stopped, the process proceeds to processing step 203.

In processing step 204, step 201
The amount of change in the float position is calculated based on the current float position information obtained in step (1) and the float position information obtained in the previous cycle.

In processing step 203, processing step 2
The gradient is calculated based on the float position information acquired in 01.

In processing step 205, processing step 2
It is determined whether or not the change amount of the float position calculated in 04 is larger than a preset value x0. If it is larger, the process proceeds to processing step 206;
Proceed to.

In processing step 208, processing step 2
The gradient is calculated by performing the same processing as the gradient calculation in step S03.

At processing step 206, processing step 2
It is determined whether the change amount of the float position calculated in 04 is smaller than a preset value x1. Preset value x1
If it is smaller, the process proceeds to processing step 207; otherwise, the process proceeds to processing step 209.

Assuming that the gas station is in a horizontal position,
It is determined whether or not the vehicle is at a gas station based on whether or not the vehicle is refueling. Since the amount of change in the float position during refueling is smaller than the amount of change in the float position when the gradient changes, it is determined in the processing steps 205 and 206 whether or not fueling is performed at the gas station. ing. That is, processing step 205
The determination in the processing step 206 determines whether or not the own vehicle is at a horizontal position.

A processing step 207 sets a float position when the gradient is 0 [%].

Processing step 209 is similar to processing step 20
A gradient is calculated by performing the same processing as the gradient calculation of No. 3.

In processing step 210, processing step 2
The current float position acquired in step 01 is set as the previous float position, and this routine ends.

As in this embodiment, the gradient is measured by using a fuel gauge attached to any automobile,
The gradient can be measured without providing a new sensor for measuring the gradient, and an increase in cost can be prevented.

FIG. 22 is a schematic diagram for explaining the gradient measurement processing in FIG. FIG. 22A shows a state where the horizontal position of the float is calibrated, and FIG. 22B shows a state where the gradient is measured.

When calibrating the horizontal position of the float, it is assumed that the gas station is a horizontal place, and the float position when refueling at the gas station is determined to be the horizontal position. The amount of change in the float position during refueling is smaller than the amount of change in the float position when the gradient changes. Therefore, by looking at the amount of change in the float position, it is possible to determine whether or not the vehicle is refueling, and determine whether or not the vehicle is at a horizontal position. As shown in (b), when the vehicle is on a slope, the fuel tank is tilted in accordance with the vehicle, but the surface of the fuel is kept horizontal, and the float moves in accordance with the position of the surface of the fuel. Therefore, the magnitude of the slope of the slope can be measured from the deviation between the float position at the horizontal level and the float position at the slope.

FIGS. 23 and 24 are flowcharts of a processing procedure for determining the operation of the main brake in the embodiment of the present invention. This processing is also executed by the control device 9.

FIG. 23 is a flowchart showing processing step 1 in FIG.
It is a flowchart of 82 engine brake setting.

In processing step 301, the target braking force Fta
It is determined whether or not r is greater than 0 [N], and the target braking force F
If tar is greater than 0 [N], the process proceeds to processing step 305; otherwise, the process proceeds to processing step 302.

In processing step 302, an engine brake execution flag for setting whether or not to perform engine braking is turned off, and setting is made so that engine braking is not performed.

At processing step 303, the command value of the engine braking force Fbe is set to 0 [N].

In processing step 304, the previously calculated gear position of the transmission is set to the same gear position, and this routine ends.

In the processing step 305, the engine brake execution flag is turned on to perform the engine brake.

In processing step 306, the target braking force Ft
The engine braking force Fbe is calculated based on ar.

In step 307, the gear position of the transmission is calculated based on the engine braking force Fbe calculated in step 306, and this routine ends.

As described above, by changing the gear position and performing the engine brake, a larger braking force can be obtained by the engine brake.

FIG. 24 is a flowchart showing processing step 1 in FIG.
It is a flowchart of the friction braking force setting of 83.

In processing step 401, target braking force Ft
It is determined whether or not ar is greater than 0 [N], and if the target driving force Ftar is greater than 0 [N], processing step 404 is performed.
Otherwise, to step 402.

In processing step 402, the braking force Fbd by the friction brake is set to 0 [N].

In processing step 403, the command value for the friction brake is set to 0 [N].

In processing step 404, target braking force Ft
The braking force Fbd by the friction brake is calculated by (Equation 1) based on the ar and the engine braking force Fbe.

Fbd = Ftar-Fbe (Equation 1) In processing step 405, the temperature of the brake pad is measured in order to correct the braking force.

In processing step 406, processing step 4
A command value for the friction brake is set based on the temperature of the brake pad measured in 05, and this routine ends.
By setting a command value to the friction brake based on the temperature of the brake pad, a stable braking force can be obtained regardless of the temperature of the brake pad.

FIG. 25 is a schematic diagram for explaining an example when decelerating on a slope. FIG. 25A shows an example when decelerating on an uphill, and FIG. 25B shows an example when decelerating on a downhill.

On an upward slope, a component of the force in the gradient direction due to the vehicle weight acts in the direction of decelerating the vehicle, so that only a small braking force is required. When the braking force is generated on an uphill, if the target braking force Ftar is smaller than the maximum braking force that can be generated by the engine brake, the braking force Fb is generated only by the engine brake.
d is generated. On a downhill, a component of the force in the gradient direction due to the vehicle weight acts in the direction of accelerating the vehicle, so that a large braking force is required to decelerate the vehicle. When the braking force is generated on a downhill, if the target braking force Ftar is larger than the maximum braking force that can be generated by the engine brake, the maximum braking force Fbe is generated by the engine brake, and the braking force Fed that is not sufficient with the engine brake alone is generated. Generated by friction braking. By using the engine brake if it is within the range of the braking force that can be produced by the engine brake,
Since the braking force by the friction brake is suppressed and fuel is not injected during engine braking, wear of the brake pad and fuel consumption can be suppressed.

FIG. 26 is a flowchart of the processing procedure for setting the oil pressure in processing step 184 of FIG. 20 according to the embodiment of the present invention.

In processing step 501, it is determined whether or not the host vehicle is stopped based on whether or not the current host vehicle speed is 0 [m / s] or less. When it is determined that the vehicle stops at 0 [m / s] or less, the process proceeds to processing step 502; otherwise, the process proceeds to processing step 510.

In the processing step 502, it is determined whether or not the own vehicle has been running until the previous time, based on whether or not the previous own vehicle speed is greater than 0 [m / s]. Previous vehicle speed is 0
If it is determined that the vehicle has traveled more than [m / s], the process proceeds to processing step 503; otherwise, the process proceeds to processing step 504.

In processing step 503, a brake oil pressure for maintaining the stop is set based on the magnitude of the gradient. The brake oil pressure is set to be larger as the absolute value of the gradient is larger.

In the processing step 504, it is determined whether or not the operation mode has shifted to the parking mode. If the operation mode has shifted to the parking mode, the operation proceeds to the processing step 508, and if not, the operation proceeds to the processing step 505.

In processing step 505, it is determined whether or not the pedal depression force is equal to or less than the driving force generation depression force. If the pedal depression force is equal to or less than the driving force generation depression force, the process proceeds to processing step 507; otherwise, the process proceeds to processing step 506.

At processing step 506, the brake oil pressure set at processing step 503 is maintained even if the driver weakens the pedal effort.

In processing step 507, the held brake hydraulic pressure is released. In the processing step 508, similarly to the processing step 507, the held brake hydraulic pressure is released. By releasing the brake oil pressure held during stopping, the energy used for holding the brake oil pressure can be saved.

In processing step 510, when it is determined that the vehicle is going uphill based on the gradient as described above, the throttle opening is corrected to generate a driving force that does not cause the host vehicle to fall backward even when the brake oil pressure is released. I do.

FIG. 27 is a time chart in the case of starting an uphill by the control processing according to the flowchart shown in FIG.

Even if the driver weakens the pedal effort at time T1 after the vehicle stops, the brake oil pressure maintains the oil pressure at the time of stopping. When the shift range is changed from the D range to the P range at time T2, the brake hydraulic pressure is released. Even if the brake oil pressure is released, the car will not start because of the P range.
When the range is changed from the P range to the D range at time T3, the driving force is generated by opening the throttle so that the own vehicle does not fall backward. At time T4 when the pedal depression force becomes smaller than the driving force generation pedal force, the own vehicle opens the throttle to start. Even if the throttle is opened, there is a delay before the driving force is transmitted to the road, and the vehicle starts to move at time T5.

FIG. 28 is a flowchart showing a procedure for setting the oil pressure in processing step 184 of FIG. 20 according to the embodiment of the present invention.

In processing step 601, it is determined whether or not the host vehicle is stopped based on whether or not the current host vehicle speed is 0 [m / s] or less. If it is determined that the vehicle stops at 0 [m / s] or less, the process proceeds to processing step 602; otherwise, the process proceeds to processing step 610.

In processing step 602, it is determined whether or not the own vehicle has been running until the previous time, based on whether or not the previous own vehicle speed is greater than 0 [m / s]. Previous vehicle speed is 0
If it is determined that the vehicle has traveled more than [m / s], the process proceeds to processing step 603; otherwise, the process proceeds to processing step 604.

At processing step 603, a brake oil pressure for maintaining the stop is set based on the magnitude of the gradient. The brake oil pressure is set to be larger as the absolute value of the gradient is larger.

In the processing step 604, it is determined whether or not the operation mode has been shifted. If the operation mode has been shifted to the operation mode, the processing proceeds to the processing step 608.
Go to 5.

At step 605, it is determined whether or not the pedal depression force is equal to or less than the driving force generation depression force. If the pedal effort is equal to or less than the driving force generation effort, the process proceeds to processing step 607; otherwise, the process proceeds to processing step 606.

At processing step 606, the brake oil pressure set at processing step 603 is maintained even if the driver weakens the pedal effort.

In the processing step 607, the held brake hydraulic pressure is released. In the processing step 608, similarly to the processing step 607, the held brake hydraulic pressure is released.

In processing step 610, when it is determined that the vehicle is going uphill based on the gradient, the throttle opening is corrected to generate a driving force that does not cause the vehicle to fall backward even when the brake oil pressure is released.

FIG. 29 is a time chart in the case of starting an uphill by the control processing according to the flowchart shown in FIG.

Even if the driver weakens the pedaling force at time T1 after the vehicle stops, the brake oil pressure maintains the oil pressure at the time of stopping. At time T2, the brake hydraulic pressure is maintained even if the shift range is changed from the D range to the N range. N at time T3
When the range is changed from the range to the D range, the brake oil pressure is released and the driving force is generated by opening the throttle so that the vehicle does not fall backward. At time T4 when the pedal depression force becomes smaller than the driving force generation pedal force, the throttle is opened to start the own vehicle. Even if the throttle is opened, there is a delay before the driving force is transmitted to the road, and the vehicle starts to move at time T5.

FIG. 30 is a time chart in the case of starting uphill without changing the shift range by the control processing according to the flowcharts shown in FIGS. 26 and 28.

Even if the driver weakens the pedaling force at time T1 after the vehicle stops, the brake oil pressure maintains the oil pressure at the time of stopping. At time T4 when the pedal effort becomes smaller than the footrest effort, the vehicle opens the throttle to start. Even if the throttle is opened, there is a delay before the driving force is transmitted to the road, and the vehicle starts to move at time T5.

The present invention is not limited to the configuration of each of the above-described embodiments. For example, the number of traveling modes and each setting item are not limited. There is no effect even if there are no other setting items.

Further, within the scope of the present invention, a configuration in which a part of each of the above-described embodiments is combined, for example, in a footrest device, a combination of a solenoid type and a limit stop type may be used. Further, in this embodiment, the hydraulic brake is used as the main brake means. However, the same effect can be obtained by controlling the amount of electricity or the like with other brakes such as an electric brake.

[0199]

According to the present invention, since the footrest function range and the braking force increase function range are set for the operation amount or operation force of the pedal, the vehicle can be started without releasing the driver's foot from the brake pedal.・ Acceleration and deceleration
Stopping is possible, and the burden on the driver can be reduced.

[Brief description of the drawings]

FIG. 1 is a functional block diagram of an automobile showing an embodiment of the present invention.

FIG. 2 is a characteristic diagram illustrating a relationship between a braking operation amount (force) and a braking / driving force.

FIG. 3 is a flowchart of a control process executed by the control device.

FIG. 4 is a target driving force characteristic diagram set by a driving force setting switch.

FIG. 5 is a schematic view showing an embodiment of a brake operation mechanism configured based on a hydraulic brake system.

FIG. 6 is a characteristic diagram showing a technique for switching from a following mode to a manual mode.

FIG. 7 is a diagram showing an example of display contents.

FIG. 8 is a side view showing a brake pedal footrest device including a mechanical limit stop mechanism in a vehicle travel control device according to another embodiment of the present invention.

FIG. 9 is a side view showing a modified example of the footrest device in the embodiment shown in FIG. 8 of the present invention.

FIG. 10 is a side view showing a modified example of the footrest device in the embodiment shown in FIG. 8 of the present invention.

FIG. 11 is a side view of a brake pedal footrest device including a solenoid mechanism in a vehicle traveling control device according to another embodiment of the present invention.

FIG. 12 is a side view of a brake pedal footrest device including a combination of a spring and a crankshaft in a vehicle travel control device according to another embodiment of the present invention.

FIG. 13 is a functional block diagram of an automobile showing another embodiment of the present invention.

FIG. 14 is a flowchart of a procedure for activating a power source according to another embodiment of the present invention.

FIG. 15 is a flowchart of a procedure for stopping a power source according to another embodiment of the present invention.

FIG. 16 is a flowchart showing a modified example of the procedure shown in FIG. 14 of the present invention.

FIG. 17 is a flowchart of a procedure for causing the direction indicator to change the acceleration in the vehicle travel control device according to the embodiment of the present invention.

FIG. 18 shows an example of a pattern of time, speed, time, and braking force in the travel control device for a vehicle having the one-pedal mode according to the embodiment of the present invention.

FIG. 19 shows another example of the pattern of time, speed, time, and braking force in the travel control device for an automobile having the one-pedal mode according to the embodiment of the present invention.

FIG. 20 is a flowchart of a control procedure in a case where a braking force is generated by the vehicle travel control device of the present invention.

FIG. 21 is a flowchart of a procedure for measuring a road gradient according to the embodiment of the present invention.

FIG. 22 is a schematic diagram of gradient measurement.

FIG. 23 is a flowchart of a procedure for setting an engine brake in the embodiment of the present invention.

FIG. 24 is a flowchart of a procedure for setting a friction brake force in the embodiment of the present invention.

FIG. 25 is a schematic diagram when decelerating on a slope.

FIG. 26 is a flowchart of a hydraulic pressure setting procedure according to the embodiment of the present invention.

FIG. 27 is a time chart when the vehicle starts on an uphill.

FIG. 28 is a flowchart of a procedure for setting a hydraulic pressure according to the embodiment of the present invention.

FIG. 29 is a time chart when the vehicle starts on an uphill.

FIG. 30 is a time chart when the vehicle starts on an uphill.

[Explanation of symbols]

9: control device, 13: brake pedal, 14: first lever, 15: rotary shaft, 16: second lever, 17: member, 1
Reference numeral 8 denotes a pawl, 19 denotes a first pedal reaction force mechanism, 20 denotes a second pedal reaction force mechanism, and 21 denotes a brake pedal operation amount sensor.

 ──────────────────────────────────────────────────続 き Continuing on the front page (72) Inventor Satoshi Kuragaki 7-1-1, Omika-cho, Hitachi City, Ibaraki Prefecture Inside the Hitachi Research Laboratory, Hitachi, Ltd. (72) Tokuharu Yoshikawa 7-1-1, Omika-cho, Hitachi City, Ibaraki Prefecture No. 1 F-term in Hitachi Research Laboratory, Hitachi, Ltd. (Reference) 3D041 AA12 AA41 AA66 AA74 AA77 AB01 AC01 AC10 AC11 AC15 AC18 AC29 AD01 AD10 AD15 AD31 AD41 AD46 AD47 AD50 AD51 AE02 AE03 AE04 AE05 AE07 AE09 AE31 AAE3 AA04 AA21 AA25 AA45 AA49 AB01 AC05 AC15 AC22 AC24 AC26 AC39 AC56 AC57 AC59 AD02 AD04 AD06 AD09 AD17 AD21 AE14 3G093 AA05 AA07 AA16 BA15 BA23 BA28 CB06 CB07 DA06 DB05 DB11 DB15 DB16 DB18 EA01 EA03 EA01 EA03 EA03 EA03 EA03 EA05

Claims (22)

    [Claims]
  1. A pedal for controlling both a braking force and a driving force of the vehicle according to an operation amount or an operation force, wherein the operation amount or the operation force of the pedal includes a footrest function range and a braking force increase function range. And providing a footrest function when the operation amount or the operation force of the pedal is within the footrest function range, and when the operation amount or the operation force of the pedal is within the braking force increase function range, the operation amount or the operation force is realized. A travel control device for an automobile, wherein the travel control of the vehicle is controlled by increasing the braking force in accordance with the driving force and the braking force and the driving force.
  2. And a pedal for controlling both a braking force and a driving force of the vehicle in accordance with an operation amount or an operation force. The operation amount or the operation force of the pedal includes a footrest function range, a driving force reduction function range, A braking force increasing function range is provided, and when the operation amount or operating force of the pedal is within the footrest range, a footrest function is realized. Reduce the driving force according to the operation amount or operation force,
    When the operation amount or the operation force of the pedal is in the braking force increase function range, the braking force is increased according to the operation amount or the operation force, and the traveling of the vehicle is controlled by the braking force and the driving force. Characteristic vehicle travel control device.
  3. 3. The device according to claim 1, wherein a driving force is generated when an operation amount or an operation force of the pedal is within the footrest function range. Car driving control device.
  4. 4. A pedal that controls both a braking force and a driving force of a vehicle according to an operation amount or an operation force, and a braking mechanism that brakes wheels according to an operation amount or an operation force of the pedal, The pedal operation amount or operation force is provided with a footrest function range and a braking force increase function range, and when the pedal operation amount or operation force is within the footrest function range, a footrest function is realized. Alternatively, when the operating force is in the braking force increasing function range, the braking force is increased according to the operation amount or the operating force, and the braking mechanism is controlled by the braking force.
  5. 5. A pedal for controlling both a braking force and a driving force of a vehicle according to an operation amount or an operation force; a braking mechanism for braking wheels according to an operation amount or an operation force of the pedal; An inter-vehicle distance detecting device for detecting, and a driving force control device for controlling a driving force in accordance with a signal of the inter-vehicle distance detecting device, wherein an operation amount or an operation force of the pedal includes a footrest function range and a braking force increasing function. A range is provided, a footrest function is realized when the operation amount or operation force of the pedal is in the footrest function range, and the operation amount or operation amount is realized when the operation amount or operation force of the pedal is in the braking force increase function range. An automobile wherein a braking force is increased in accordance with an operation force, and the braking mechanism is controlled by the braking force.
  6. 6. A first pedal, a second pedal, a footrest device for realizing a footrest function for the first pedal, and a braking force for a vehicle according to an operation amount or an operation force of the first pedal. And a driving control device for a vehicle having a control device that executes a one-pedal mode control for controlling both the driving force and the driving force, wherein the means for realizing the footrest function in the footrest device includes a mechanical limit stop mechanism. A travel control device for an automobile, characterized by the following.
  7. 7. A first pedal, a second pedal, a footrest device for realizing a footrest function for the first pedal, and a braking force of the vehicle according to an operation amount or an operation force of the first pedal. And a driving device for controlling the driving force of the one-pedal mode for controlling both driving forces, wherein the means for realizing a footrest function in the footrest device includes a solenoid mechanism. Car driving control device.
  8. 8. A first pedal, a second pedal, a footrest device for realizing a footrest function for the first pedal, and a braking force for a vehicle according to an operation amount or an operation force of the first pedal. And a driving device for controlling the driving force of the one-pedal mode that controls both the driving force and the driving force. The means for realizing the footrest function in the footrest device includes a plurality of springs and a plurality of crankshafts. A travel control device for an automobile, comprising a combination of:
  9. 9. A vehicle, comprising: a first pedal, a second pedal, and means for starting and stopping an automobile power source, wherein a braking force and a vehicle force of the vehicle are adjusted according to an operation amount or an operation force of the first pedal. At least two modes can be selected: a one-pedal mode in which both driving forces are controlled, and a normal mode in which the braking force of the vehicle is controlled based on the first pedal and the driving force of the vehicle is controlled based on the second pedal. In the running control device of a vehicle having a control device that executes, the means for starting and stopping the vehicle power source is configured to start the vehicle power source when in a normal mode. Running control device for a car.
  10. 10. A vehicle, comprising: a first pedal, a second pedal, and means for starting and stopping an automobile power source, wherein a braking force of a vehicle is adjusted according to an operation amount or an operation force of the first pedal. One pedal mode that controls both driving force,
    A vehicle travel control device including a control device that controls a braking force of the vehicle based on the pedal of the vehicle and selectively executes at least two modes of a normal mode that controls the driving force of the vehicle based on the second pedal, The control device according to claim 1, wherein the control device automatically switches from a one-pedal mode to a normal mode when the power source of the vehicle is stopped.
  11. 11. A vehicle, comprising: a first pedal, a second pedal, and means for starting and stopping a vehicle power source, wherein a braking force of a vehicle and a braking force of a vehicle are changed according to an operation amount or an operation force of the first pedal. At least two modes can be selected: a one-pedal mode in which both driving forces are controlled, and a normal mode in which the braking force of the vehicle is controlled based on the first pedal and the driving force of the vehicle is controlled based on the second pedal. A travel control device for an automobile, comprising: a control device that executes a first pedal when the vehicle is in a one-pedal mode and activates a power source of the vehicle. .
  12. 12. A one-pedal mode control for controlling both a braking force and a driving force of a vehicle according to an operation amount or an operation force of the first pedal, the second pedal, and the first pedal. In a vehicle travel control device provided with a control device, the control device, on a general road traveling in the one-pedal mode in a country or region where the lane of the vehicle on the road is defined as the left side of the traveling direction. In the case of a right turn or a right turn, or a left turn or a left turn on a general road traveling in the one-pedal mode in a country or region where the lane of the vehicle is defined as the right side of the traveling direction, the set acceleration is A traveling control device for an automobile, wherein the vehicle transitions from a straight traveling to another preset acceleration.
  13. 13. The control device according to claim 12, wherein:
    In the case of a right turn or right turn, or a left turn or left turn on a general road traveling in one-pedal mode, the vehicle travel control is characterized by transitioning from a case where the set acceleration is straight ahead to another predetermined acceleration. apparatus.
  14. 14. The method according to claim 12, wherein
    The control device according to claim 1, wherein the set acceleration changes at a time when the direction indicators in the respective traveling directions are turned on.
  15. 15. A control in a one pedal mode in which both a braking force and a driving force of a vehicle are controlled in accordance with an operation amount or an operation force of the first pedal, the second pedal, and the first pedal. In a travel control device for an automobile having a control device to be executed, the control device is configured to determine whether or not the control device needs to perform a braking operation of the own vehicle due to occurrence of some event during traveling, and after the determination is made, If the driver does not perform the braking operation within the predetermined time, the braking device is automatically activated so as to generate a deceleration greater than the required minimum deceleration within a range that does not affect the occupant's health. A travel control device for an automobile, which is operated.
  16. 16. A one-pedal mode control for controlling both a braking force and a driving force of a vehicle according to an operation amount or an operation force of the first pedal, the second pedal, and the first pedal. A driving control device for an automobile having a control device that performs the following: a fuel remaining amount measuring unit that measures a remaining amount of fuel; a measurement result of the fuel remaining amount measuring unit that is measured at a location where a road is horizontal; A travel control device for an automobile, comprising: road gradient measuring means for measuring a road gradient based on a deviation from a measurement result of the fuel remaining amount measuring means.
  17. 17. A one-pedal mode control for controlling both a braking force and a driving force of a vehicle in accordance with an operation amount or an operation force of the first pedal, the second pedal, and the first pedal. A traveling control device for a vehicle equipped with a control device that performs a gradient measuring means for measuring a gradient of a road, a gradient of the road measured by the gradient measuring device, a speed of the vehicle, characteristic data of a power source, a current gear position, Gear position calculating means for calculating a gear position at the time of braking by the auxiliary brake means based on the acceleration; and auxiliary brake braking force calculating means for calculating a braking force by the auxiliary brake means based on the calculation result of the gear position calculating means. When the braking force is generated according to the first pedal operation amount or the operation force, the target braking force is larger than the calculation result of the auxiliary brake braking force calculation means. A travel control device for an automobile, wherein the main brake means is used to generate a braking force that is not sufficient with only the auxiliary brake means.
  18. 18. A first pedal, a second pedal, and a first pedal.
    A driving control device for an automobile, comprising a control device for executing a control in a one-pedal mode for controlling both a braking force and a driving force of a vehicle in accordance with an operation amount or an operation force of a pedal of a road, the road measuring a slope of the road The vehicle has a gradient measuring means and a braking force holding means for holding a braking force. When the vehicle stops, the greater the absolute value of the gradient, the greater the braking force held when the vehicle stops, and the first pedal operation amount or operating force is reduced. Also, a travel control device for an automobile, wherein the braking force is held by the braking force holding means until the vehicle starts moving.
  19. 19. The running of an automobile according to claim 18, wherein said braking force holding means eliminates the held braking force when the shift mode selection means is switched from the driving mode to the parking mode. Control device.
  20. 20. The vehicle running control device according to claim 18, wherein said braking force holding means eliminates the held braking force when the shift mode selection means is switched to an operation mode.
  21. 21. The method according to claim 19, wherein
    When the shift mode selection means is switched to the driving mode in order to start the car, when it is determined that the vehicle is on an uphill based on the measurement result of the gradient measuring means, a driving force is generated so that the car does not fall backward. A travel control device for an automobile, characterized in that:
  22. 22. A one-pedal mode control for controlling both a braking force and a driving force of a vehicle in accordance with an operation amount or an operation force of the first pedal, the second pedal, and the first pedal. A traveling control device for an automobile, comprising: a friction member temperature measuring unit that measures a temperature of a friction member of a main brake unit; and a target based on a temperature of the friction member measured by the friction member temperature measuring unit. A travel control device for an automobile, comprising target braking force correction means for correcting the braking force of the vehicle.
JP2000056050A 1999-07-01 2000-02-28 Automobile running control device and automobile Pending JP2001071794A (en)

Priority Applications (3)

Application Number Priority Date Filing Date Title
JP18724799 1999-07-01
JP11-187247 1999-07-01
JP2000056050A JP2001071794A (en) 1999-07-01 2000-02-28 Automobile running control device and automobile

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
JP2000056050A JP2001071794A (en) 1999-07-01 2000-02-28 Automobile running control device and automobile

Publications (1)

Publication Number Publication Date
JP2001071794A true JP2001071794A (en) 2001-03-21

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Family Applications (1)

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JP2000056050A Pending JP2001071794A (en) 1999-07-01 2000-02-28 Automobile running control device and automobile

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Cited By (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US6609994B2 (en) 2001-03-16 2003-08-26 Nissan Motor Co., Ltd. Braking/driving control apparatus and method for automotive vehicle
JP2013002579A (en) * 2011-06-17 2013-01-07 Kubota Corp Speed control structure of work vehicle
US9037377B2 (en) 2011-02-04 2015-05-19 Toyota Jidosha Kabushiki Kaisha Vehicle
US9194475B2 (en) 2011-06-17 2015-11-24 Kubota Corporation Work vehicle
WO2016152834A1 (en) * 2015-03-23 2016-09-29 株式会社デンソー Automatic travel control device and automatic travel control system
JP2017165172A (en) * 2016-03-15 2017-09-21 本田技研工業株式会社 Vehicle brake device

Cited By (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US6609994B2 (en) 2001-03-16 2003-08-26 Nissan Motor Co., Ltd. Braking/driving control apparatus and method for automotive vehicle
US9037377B2 (en) 2011-02-04 2015-05-19 Toyota Jidosha Kabushiki Kaisha Vehicle
JP2013002579A (en) * 2011-06-17 2013-01-07 Kubota Corp Speed control structure of work vehicle
US9194475B2 (en) 2011-06-17 2015-11-24 Kubota Corporation Work vehicle
US10232854B2 (en) 2011-06-17 2019-03-19 Kubota Corporation Work vehicle
WO2016152834A1 (en) * 2015-03-23 2016-09-29 株式会社デンソー Automatic travel control device and automatic travel control system
JP2017165172A (en) * 2016-03-15 2017-09-21 本田技研工業株式会社 Vehicle brake device

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