JP2006151020A - Acceleration/deceleration controller - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide an acceleration/deceleration controller for improving pedal operability when a vehicle travels backward by realizing one pedal mode when the vehicle travels backward. <P>SOLUTION: This acceleration/deceleration controller is provided with a mode switching means having one pedal mode for performing acceleration control and deceleration control according to the operation of an accelerator pedal or a brake pedal and a normal mode for performing acceleration control according to the operation of the accelerator pedal and for performing deceleration control according to the operation of the brake pedal, and for performing switching between one pedal mode and the normal mode. The mode switching means is configured to perform switching in order to realize one pedal mode in response to the operation of the accelerator pedal or the brake pedal when a vehicle travels backward. <P>COPYRIGHT: (C)2006,JPO&NCIPI

Description

  The present invention includes a one-pedal mode in which both acceleration control and deceleration control are performed by operating an accelerator pedal or a brake pedal, a normal mode in which acceleration control is performed by operating an accelerator pedal, and deceleration control is performed by operating a brake pedal. The present invention relates to an acceleration / deceleration control device having

Conventionally, acceleration control is performed by operating the accelerator pedal and deceleration control is performed by operating the brake pedal, acceleration control is performed in the deep operation range of the accelerator pedal, deceleration control is performed in the shallow operation range, and 2. Description of the Related Art An automobile travel control device is known that includes an operation reduction mode (one pedal mode) in which deceleration control is performed in a deep operation range of a brake pedal and acceleration control is performed in a shallow operation range (see, for example, Patent Document 1). In this travel control device, switching between the one-pedal mode and the normal mode is performed according to a switch operation by the occupant.
JP 2003-146117 A

  However, in the above-described prior art, since the mode switching is left to the user's judgment, the mode is not always realized in the driving state suitable for each mode, and the usefulness of such mode switching is completely achieved. There is an inadequate aspect that is not fully utilized.

  Therefore, the present invention is newly focused on the usefulness of the one-pedal mode from the viewpoint of pedal operability and responsiveness when traveling backward, and the one-pedal mode is realized when the vehicle is traveling backward. An object of the present invention is to provide an acceleration / deceleration control device capable of mode switching.

In order to solve the above-described problem, according to one aspect of the present invention, a one-pedal mode that performs both acceleration control and deceleration control with respect to operation of an accelerator pedal or a brake pedal, and acceleration control with respect to operation of the accelerator pedal. An acceleration / deceleration control device having a normal mode for performing deceleration control with respect to the operation of the brake pedal and comprising mode switching means for switching between the one-pedal mode and the normal mode,
The mode switching means performs the switching so that the one-pedal mode is realized when the vehicle is traveling backward, and an acceleration / deceleration control device is provided.

Further, according to another aspect of the present invention, a one-pedal mode that performs both acceleration control and deceleration control with respect to an operation of an accelerator pedal or a brake pedal, an acceleration control with respect to an operation of an accelerator pedal, and An acceleration / deceleration control device having a normal mode for performing deceleration control with respect to the operation of the brake pedal, and comprising mode switching means for switching between the one-pedal mode and the normal mode.
An acceleration / deceleration control device is provided in which the mode switching means performs the switching so that the one-pedal mode is realized when a preparation state for parking is detected.

  In each of the above aspects, the mode switching means may perform the switching so that the one-pedal mode is realized with respect to an operation of a brake pedal.

  ADVANTAGE OF THE INVENTION According to this invention, the acceleration / deceleration control apparatus which can switch a mode so that 1 pedal mode is implement | achieved at the time of back travel of a vehicle can be obtained.

  The best mode for carrying out the present invention will be described below with reference to the drawings.

  FIG. 1 is a system configuration diagram showing an embodiment of an acceleration / deceleration control apparatus according to the present invention. Hereinafter, each embodiment will be described in order by sharing this system configuration diagram.

  The acceleration / deceleration control device 10 of the present embodiment realizes a one-pedal mode in which both acceleration control and deceleration control are performed by operating an accelerator pedal.

  The acceleration / deceleration control device 10 is configured around a target acceleration / deceleration calculation device 20 that determines a target acceleration / deceleration in accordance with the opening of the accelerator pedal.

  Various electronic components in the vehicle (various sensors such as a vehicle speed sensor and various ECUs such as a navigation ECU) are connected to the target acceleration / deceleration calculation device 20 via an appropriate bus such as a CAN (controller area network). Is done. These various electronic components include an accelerator opening sensor 12 that detects the amount of operation of the accelerator pedal, a brake operation detection means 14 that detects the operation of the brake pedal, and a gear position detection means 15 that detects the gear position of the transmission. And a driving torque manager 40 and a brake manager 50 that collectively control a driving force generator (for example, an engine) and a braking force generator (for example, a brake), respectively. In the case of an electric vehicle or a hybrid vehicle, the driving force generator includes an electric motor for driving wheels.

  The accelerator opening sensor 12 is disposed in the vicinity of the accelerator pedal. The accelerator opening sensor 12 outputs an electrical signal corresponding to the accelerator pedal depression stroke amount (hereinafter referred to as “accelerator opening”) to the target acceleration / deceleration calculation device 20.

  The brake operation detection means 14 may be a sensor that outputs an electric signal corresponding to the operation amount (operation stroke, master cylinder pressure) of the brake pedal. The gear position detecting means 15 is a means for detecting the gear position (shift range) of the transmission. For example, the parking P range, the back running R range, the neutral N range, the forward running D range, etc. It is a shift position sensor that outputs an electrical signal corresponding to the.

  The brake pedal is arranged on the left side of the accelerator pedal as in a normal vehicle. The brake pedal of the present embodiment is substantially the same as a normal brake pedal having only a deceleration region, and is operated to generate a deceleration larger than the maximum deceleration possible in the deceleration region of the accelerator pedal, for example. It may be a thing.

  The target acceleration / deceleration calculation device 20 of the present embodiment determines a target acceleration / deceleration to be generated in the vehicle by operating the accelerator pedal, based on the accelerator opening from the accelerator opening sensor 12, as will be described in detail below.

  FIG. 2 is a functional block diagram illustrating an example of the target acceleration / deceleration calculation device 20. The target acceleration / deceleration calculation device 20 is configured as a microcomputer including a CPU, a ROM, a RAM, and the like connected to each other via a bus (not shown). The ROM stores a program executed by the target acceleration / deceleration calculation device 20 and various data necessary for the program (for example, various maps described later).

An accelerator opening signal is supplied from the accelerator opening sensor 12 to the target acceleration / deceleration calculation device 20. As shown in FIG. 2, the target acceleration / deceleration calculation device 20 is a map (hereinafter referred to as “AC-G map”) in which the AC-G map processing unit 22 defines the relationship between the accelerator opening and the target acceleration / deceleration. According to FIG. 5, the target acceleration / deceleration [m / s ² ] corresponding to the accelerator opening [%] is determined.

The target acceleration / deceleration [m / s ² ] is converted into output shaft torque [N · m] in the subsequent output shaft torque converter 23. This output shaft torque is added to the travel resistance torque calculated by the travel resistance torque calculation unit 24 and input to the braking / driving distribution unit 26 as the final target output shaft torque.

  In the running resistance torque calculation unit 24, the running resistance torque may be appropriately calculated based on the vehicle speed. At this time, the running resistance torque may be corrected by various factors such as road surface μ (friction force between the tire and the road) and / or road gradient (road surface gradient of the road). In this case, weather information such as rain and snow that may affect the road surface μ may be taken into consideration. Further, the road gradient may be detected by any appropriate method, for example, it may be detected using road gradient information that can be included in the map data of the navigation device, or from an external information providing center. It may be detected using the provided road gradient information.

  The braking / driving distribution unit 26 distributes the target output shaft torque to the drive output shaft torque and the braking output shaft torque, and determines the target drive output shaft torque and the target braking output shaft torque that realize the target output shaft torque. The target drive output shaft torque thus obtained is input to the drive torque manager 40.

  The target braking output shaft torque is converted into wheel shaft torque by the wheel shaft torque converting unit 28 and input to the brake manager 50 through the braking torque adjusting unit 36. The braking torque arbitration unit 36 arbitrates between the above-described wheel shaft torque (the wheel shaft torque in the deceleration region of the accelerator pedal) and the required braking torque by operating the brake pedal to determine the final target braking torque. . The target braking torque obtained in this way is input to the brake manager 50. The required braking torque is obtained by converting the required braking deceleration obtained from the map processing unit 32 into braking torque by the braking torque converting unit 34. The required braking deceleration is determined by the map processing unit 32 according to a map that defines the relationship between the brake pedal operation amount and the required braking deceleration.

  FIG. 3 is a functional block diagram illustrating an example of the drive torque manager 40. The drive torque manager 40 is configured as a microcomputer including a CPU, a ROM, a RAM, and the like connected to each other via a bus (not shown).

  In the drive torque manager 40, as shown in FIG. 3, a gear ratio according to the target drive torque is determined by the gear ratio determination unit 42, and the gear ratio of the transmission is changed by the gear shift execution unit 44 as necessary. At the same time, the target engine torque calculation unit 46 determines the target engine torque, and various engine controls such as electronic throttle control, ignition advance / retard angle control, and fuel cut control are executed based on the target engine torque.

  FIG. 4 is a functional block diagram illustrating an example of the brake manager 50. The brake manager 50 is configured as a microcomputer including a CPU, a ROM, a RAM, and the like connected to each other via a bus (not shown).

  In the brake manager 50, as shown in FIG. 4, a target braking pressure according to the target braking torque is calculated in the target wheel braking pressure calculation unit 52, and brake braking pressure control is executed via the braking pressure control block 54. .

  FIG. 5A shows an example of an AC-G map in the one-pedal mode. In the AC-G map for one pedal mode shown in FIG. 5A, a deceleration region (target acceleration / deceleration <0) is provided in a range of 0 ≦ accelerator opening <AC1 (a shallow operation region of the accelerator pedal). An acceleration region (target acceleration / deceleration> 0) is provided in a range of AC2 ≦ accelerator opening (operation region where the accelerator pedal is deep). A dead zone region in which the target acceleration / deceleration is 0 is provided in the range of AC1 ≦ accelerator opening <AC2. That is, as shown in FIG. 5A, a dead zone region is provided as a boundary region between the deceleration region and the acceleration region.

  In the deceleration region and the acceleration region, as shown in FIG. 5A, the change gradient of the target acceleration / deceleration with respect to the accelerator opening is a predetermined value sufficiently larger than zero (however, it is not necessary to be a constant gradient, and may be a variable value). ). On the other hand, in the dead zone region, the change gradient of the target acceleration / deceleration is set to substantially zero.

  Note that setting the dead zone region is optional. When the dead zone is set, the target acceleration / deceleration changes slowly or not at all with the change in the accelerator opening in the dead zone, so the amount of change in the target acceleration / deceleration with respect to the change in the accelerator opening becomes small. It is prevented that acceleration / deceleration is realized in response to a slight operation.

  As described above, in the one-pedal mode, not only the acceleration but also the deceleration of the vehicle is realized by operating the accelerator pedal. Therefore, compared to a general configuration in which the accelerator pedal is required to be switched to the brake pedal during the braking operation. It is possible to increase the braking ability of the vehicle by reducing the idle running distance.

  Further, in the one-pedal mode, not only acceleration of the vehicle but also deceleration is realized with one pedal (accelerator in this example). For example, acceleration and deceleration operations can be performed while traveling on a mountain road or in a traffic jam. It is suitable for a traveling environment that repeats frequently.

  In the 1-pedal mode, as shown in FIG. 5A, when the change gradient of the target acceleration / deceleration is set to zero in the dead zone, even if the accelerator pedal is operated to some extent, AC1 ≦ accelerator opening < If it is within the range of AC2, the acceleration / deceleration of the vehicle does not substantially change, which is suitable for a traveling environment in which steady traveling (constant speed traveling over a relatively long time) is possible.

  The acceleration / deceleration control device 10 of the present embodiment realizes a normal mode in which only acceleration control is performed by operating the accelerator pedal and only deceleration control is performed by operating the brake pedal, in addition to the above-described one pedal mode.

  In the following description of the present embodiment, for convenience of understanding the invention, it is assumed that the normal mode and the one-pedal mode are mainly different in the characteristics of the accelerator pedal, that is, the characteristics in the above-described AC-G map. In addition, since deceleration control is not performed by the accelerator pedal, arbitration during operation of the brake pedal is unnecessary, and the functions of the wheel shaft torque conversion unit 28 and the braking torque arbitration unit 36 are unnecessary (stopped state). . That is, in the normal mode, as in a normal vehicle, the deceleration control for the operation of the brake pedal and the acceleration control for the operation of the accelerator pedal are independently realized in a manner that does not interfere with each other.

  FIG. 5B shows an example of an AC-G map in the normal mode. In the normal mode AC-G map, an acceleration region (target acceleration / deceleration> 0) is set over the entire range of the accelerator opening (that is, the entire stroke of the accelerator pedal). The target acceleration / deceleration increases as the accelerator opening increases.

In the normal mode, as shown in FIG. 2, the target acceleration / deceleration calculation device 20 has a target acceleration / deceleration [%] corresponding to the accelerator opening [%] in the AC-G map processing unit 22 according to the AC-G map for normal mode. m / s ² ] is determined. Similarly, the target acceleration / deceleration [m / s ² ] is converted into the output shaft torque [N · m] in the subsequent output shaft torque converter 23. This output shaft torque is added to the travel resistance torque calculated by the travel resistance torque calculation unit 24 and input to the braking / driving distribution unit 26 as the final target output shaft torque. The target output shaft torque obtained in this manner is directly input to the drive torque manager 40 as the target drive output shaft torque without being distributed by the braking / driving distribution unit 26. Since the processing of the drive torque manager 40 upon receiving this input is the same as described above, the description thereof is omitted.

  In the normal mode, the target acceleration / deceleration calculation device 20 similarly determines the required braking deceleration according to the map that defines the relationship between the brake pedal operation amount and the required braking deceleration in the map processing unit 32. The required braking deceleration is converted into braking torque by the braking torque converter 34 and is input to the brake manager 50 as it is without mediation. Since the process of the brake manager 50 upon receiving this input is the same as described above, the description thereof is omitted.

  As described above, in the normal mode, the driver performs an acceleration operation or a deceleration operation while stepping on two pedals (in this example, an accelerator pedal and a brake pedal). In the normal mode, only the acceleration region is set within the predetermined stroke given to the accelerator pedal, so the same stroke is the same as in the single pedal mode where both the acceleration region and the deceleration region are set in the same stroke. When realizing the target acceleration of the dynamic range, the change gradient of the target acceleration per unit operation amount of the accelerator pedal can be reduced. Therefore, in the normal mode, two pedals must be switched, but acceleration or deceleration is not realized in response to a slight operation of the accelerator pedal or the brake pedal, and the operability of each pedal is It is good.

  Next, a mode switching mode that is one of the characteristic configurations of the acceleration / deceleration control apparatus 10 according to the present embodiment will be described.

  The acceleration / deceleration control apparatus 10 of this embodiment includes a mode switching unit 25 as shown in FIG. The mode switching unit 25 performs mode switching in accordance with, for example, the user's operation mode with respect to the mode switching switch 16 disposed on the instrument panel. That is, the mode switching unit 25 issues a command to switch the map used in the AC-G map processing unit 22 in response to the mode switching signal from the mode switching switch 16, and thereby the normal mode or one pedal described above. The operation in the mode is switched.

  In addition, the mode switching unit 25 according to the present embodiment performs mode switching so that the one-pedal mode is realized with respect to the operation of the accelerator pedal when the vehicle is traveling backward. FIG. 6 is a flowchart showing the main processing executed by the acceleration / deceleration control apparatus 10 of this embodiment in order to realize this mode switching. This process may be executed at predetermined intervals after the ignition switch is turned on, for example.

  First, in step 100, it is determined whether or not the pedal mode is in the accelerator pedal. When the accelerator pedal is in the one-pedal mode, switching is not necessary, so this process ends. If it is not in the one-pedal mode with the accelerator pedal, that is, if it is in the normal mode with the accelerator pedal, the routine proceeds to step 110.

  In the following step 110, the target acceleration / deceleration calculation device 20 determines the current gear position of the transmission based on the detection result of the gear position detection means 15, and when the gear position is not in the reverse position (R range), the normal mode Is maintained (step 120). In this case, as described above, the target acceleration / deceleration calculation device 20 determines the target acceleration / deceleration according to the accelerator opening according to the AC-G map for normal mode in the AC-G map processing unit 22. On the other hand, when the gear position is in the reverse position (R range), the routine proceeds to step 130.

  In step 110, the target acceleration / deceleration calculation device 20 may determine whether the gear position is in the reverse position (R range) based on the output signal of the reverse shift switch 72. The reverse shift switch 72 is a switch that is disposed on the instrument panel, for example, and outputs an ON signal when the shift lever is operated to the reverse position, and maintains the OFF state in other cases.

  In step 130, the target acceleration / deceleration calculation device 20 switches the map from the normal mode AC-G map shown in FIG. 5B to the one-pedal mode AC-G map shown in FIG. At this time, a guidance voice or display for informing the user of switching to the one-pedal mode may be output.

As described above, in this embodiment, when the accelerator pedal is operated from the time when the shift lever is placed in the R range, the target acceleration corresponding to the accelerator opening [%] according to the AC-G map for 1 pedal mode. [M / s ² ] is determined. The target acceleration / deceleration determined in this way is embodied by the operation of the driving force generator and / or the braking force generator as described above.

  By the way, the driver twists his / her body so that the driver faces backwards when traveling in the reverse direction. Therefore, when the speed is adjusted while changing the accelerator pedal and the brake pedal in the normal mode, the pedal changing operation at that time is troublesome and difficult. On the other hand, according to the present embodiment, since the one-pedal mode is realized when the vehicle is traveling in the reverse direction, the driver can adjust the acceleration / deceleration by operating only the accelerator pedal while looking backward from the vehicle. This improves pedal operability during reverse travel.

  The acceleration / deceleration control device 10 of the second embodiment realizes a one-pedal mode in which both acceleration control and deceleration control are performed by operating a brake pedal.

  The target acceleration / deceleration calculation device 20 of the present embodiment, as will be described in detail below, determines the target acceleration / deceleration to be generated in the vehicle by operating the brake pedal based on the brake operation amount (brake stroke) from the brake operation detecting means 14. decide.

  FIG. 7 is a functional block diagram illustrating an example of the target acceleration / deceleration calculation device 20 according to the second embodiment. Note that the same components as those in FIG. 2 are denoted by the same reference numerals and description thereof is omitted. In FIG. 7, for the sake of clarity, the configuration of the brake pedal operation system and the configuration of the accelerator pedal operation system are shown separated from each other, but the circuit parts that realize common functions are naturally shared. It's okay.

The brake pedal operation system will be described. The target acceleration / deceleration calculation device 20 is supplied with a signal representing the brake operation amount from the brake operation detection means 14. The target acceleration / deceleration calculation device 20 uses a BS-G map processing unit 22 ′ as shown in FIG. 7 to define a map (hereinafter referred to as “BS-G map”) that defines the relationship between the brake operation amount and the target acceleration / deceleration. According to FIG. 8), the target acceleration / deceleration [m / s ² ] corresponding to the brake operation amount is determined. Similarly, the target acceleration / deceleration [m / s ² ] is converted into the output shaft torque [N · m] in the subsequent output shaft torque converter 23. This output shaft torque is added to the travel resistance torque calculated by the travel resistance torque calculation unit 24 and input to the braking / driving distribution unit 26 as the final target output shaft torque. The target output shaft torque thus obtained is distributed to the drive output shaft torque and the braking output shaft torque by the braking / driving distribution unit 26, and the target drive output shaft realizing the target output shaft torque. Torque and target braking output shaft torque are determined. The target drive output shaft torque thus obtained is input to the drive torque manager 40. The configuration of the drive torque manager 40 is the same as that shown in FIG. 3, and the processing of the drive torque manager 40 when receiving this input is the same as described above, and thus the description thereof is omitted.

  The target braking output shaft torque is converted into wheel shaft torque by the wheel shaft torque converter 28 and input to the brake manager 50. In the second embodiment, it is assumed that the control according to the brake pedal operation amount (including zero) and the control according to the accelerator pedal operation amount (including zero) do not interfere with each other. That is, the one-pedal mode by the brake pedal and the one-pedal mode by the accelerator pedal are switched by, for example, an operation on the mode change switch 16, and the one-pedal mode by each pedal is independently realized (for example, one is In the case of the one pedal mode, the other is set to the normal mode). Therefore, in the second embodiment, since no arbitration is required, the braking torque arbitration unit 36 is omitted (that is, the brake pedal operation system and the accelerator pedal operation system are independent). The configuration of the brake manager 50 is the same as that shown in FIG. 4, and the processing of the brake manager 50 when receiving an input from the wheel shaft torque converter 28 is the same as described above, and thus the description thereof is omitted.

  FIG. 8A shows an example of the BS-G map in the one-pedal mode. In the BS-G map for one pedal mode shown in FIG. 8A, an acceleration region (target acceleration / deceleration> 0) is provided in the range of 0 ≦ brake operation amount <BS1 (operation region where the brake pedal is shallow), A deceleration region (target acceleration / deceleration <0) is provided in the range of BS2 ≦ brake operation amount (operation region where the brake pedal is deep). In addition, a dead zone region in which the target acceleration / deceleration is 0 is provided in the range of BS1 ≦ brake operation amount <BS2. That is, as shown in FIG. 8A, a dead zone region is provided as a boundary region between the deceleration region and the acceleration region. Note that setting the dead zone region is optional. When the dead zone area is set, in the dead zone area, the target acceleration / deceleration changes slowly or not at all with the change in the brake operation amount. It is prevented that acceleration / deceleration is realized in response to a slight operation.

  The acceleration / deceleration control device 10 of the present embodiment realizes a normal mode in which only acceleration control is performed by operating the accelerator pedal and only deceleration control is performed by operating the brake pedal, in addition to the above-described one pedal mode.

  As in the first embodiment, in the normal mode, the deceleration control for the operation of the brake pedal and the acceleration control for the operation of the accelerator pedal are independently realized in a manner that does not interfere with each other.

  FIG. 8B shows an example of the BS-G map in the normal mode. The BS-G map for normal mode has substantially no acceleration region, and a deceleration region (target acceleration / deceleration ≦ 0) is set over the entire range of the brake operation amount (that is, the entire stroke of the brake pedal). . When the brake operation amount is zero, the target acceleration / deceleration is substantially zero, and the target deceleration increases as the brake operation amount increases.

When the brake pedal is operated in the normal mode, the target acceleration / deceleration calculating device 20 responds to the brake operation amount in the BS-G map processing unit 22 ′ according to the BS-G map for normal mode as shown in FIG. The target deceleration [m / s ² ] is determined. Similarly, the target deceleration [m / s ² ] is converted into output shaft torque [N · m] in the subsequent output shaft torque converter 23. This output shaft torque is added to the travel resistance torque calculated by the travel resistance torque calculation unit 24 and input to the braking / driving distribution unit 26 as the final target output shaft torque. The target output shaft torque thus obtained is converted into the wheel shaft torque by the wheel shaft torque conversion unit 28 without being distributed by the braking / driving distribution unit 26, and the brake manager 50 is obtained as the final target braking torque. Is input. In this case, the brake manager 50 executes brake braking pressure control according to the target braking torque, as described above.

When the accelerator pedal is operated in the normal mode, the target acceleration / deceleration calculation device 20 uses the AC-G map processing unit 22 in the AC-G map for normal mode as shown in FIG. Accordingly, the target acceleration [m / s ² ] corresponding to the accelerator opening [%] is determined. Similarly, the target acceleration [m / s ² ] is converted into output shaft torque [N · m] in the subsequent output shaft torque converter 23. This output shaft torque is added to the travel resistance torque calculated by the travel resistance torque calculation unit 24 and input to the braking / driving distribution unit 26 as the final target output shaft torque. The target output shaft torque obtained in this manner is directly input to the drive torque manager 40 as the target drive output shaft torque without being distributed by the braking / driving distribution unit 26.

  Next, a mode switching mode that is one of the characteristic configurations of the acceleration / deceleration control apparatus 10 according to the present embodiment will be described.

  As shown in FIG. 2, the acceleration / deceleration control device 10 includes the mode switching unit 25 described above. The mode switching unit 25 performs mode switching so that the one-pedal mode is realized with respect to the operation of the brake pedal when the vehicle is traveling backward. FIG. 9 is a flowchart showing the main processing executed by the acceleration / deceleration control apparatus 10 of this embodiment in order to realize this mode switching. This process may be executed at predetermined intervals after the ignition switch is turned on, for example.

  First, in step 200, it is determined whether or not the one-pedal mode is being performed by the brake pedal. When in the one-pedal mode with the brake pedal, switching is not necessary, so this processing ends. If it is not in the one-pedal mode by the brake pedal, that is, in the normal mode or in the one-pedal mode by the accelerator pedal, the routine proceeds to step 210.

  In subsequent step 210, the target acceleration / deceleration calculation device 20 determines the current gear position of the transmission based on the detection result of the gear position detection means 15, and when the gear position is not in the reverse position (R range), the normal mode Is maintained (step 220). In this case, as described above, the target acceleration / deceleration calculation device 20 determines the target acceleration / deceleration according to the brake operation amount in accordance with the BS-G map for normal mode in the BS-G map processing unit 22 '. On the other hand, if the gear position is in the reverse position (R range), the process proceeds to step 230.

  In step 210, the target acceleration / deceleration calculation device 20 may determine whether the gear position is in the reverse position (R range) based on the output signal of the reverse shift switch 72. The reverse shift switch 72 is a switch that outputs an ON signal when the shift lever is operated to the reverse position, and maintains an OFF state in other cases.

  In step 230, the target acceleration / deceleration calculation device 20 switches the map from the normal mode BS-G map shown in FIG. 8B to the one-pedal mode BS-G map shown in FIG. 8A. At this time, a guidance voice or display for informing the user of switching to the one-pedal mode may be output.

  As described above, in this embodiment, when the brake pedal is operated from the time when the shift lever is placed in the R range, the target acceleration corresponding to the brake operation amount is determined according to the one-pedal mode BS-G map. . The target acceleration / deceleration determined in this way is embodied by the operation of the driving force generator and / or the braking force generator as described above.

  By the way, the driver twists his / her body so that the driver faces backwards when traveling in the reverse direction. Therefore, when the speed is adjusted while changing the accelerator pedal and the brake pedal in the normal mode, the pedal changing operation at that time is troublesome and difficult. On the other hand, according to the present embodiment, the one-pedal mode is realized when the vehicle is traveling backward, so that the driver can adjust the acceleration / deceleration by operating only the brake pedal while looking backward. The pedal operability during running is improved. In addition, since the brake pedal is arranged on the left side of the accelerator pedal, it is easy to step on for a driver facing backwards in a right-hand drive vehicle. For this reason, by realizing the one-pedal mode using the brake pedal instead of the accelerator pedal, the pedal operability during back travel is further improved.

  The characteristic configuration described below as the third embodiment is applicable to the first and second embodiments described above. Hereinafter, the case where it incorporates in 2nd Example as a representative is demonstrated.

  As shown in FIG. 1, a parking assist ECU 70 is connected to the target acceleration / deceleration calculation device 20 via CAN. The parking assist ECU 70 is configured as a microcomputer including a CPU, a ROM, a RAM, and the like connected to each other via a bus (not shown). The ROM stores a program executed by the CPU.

  A steering angle sensor and a vehicle speed sensor are connected to the parking assist ECU 70 via CAN. A reverse shift switch 72 and a parking switch 74 are connected to the parking assist ECU 70. The parking switch 74 is provided in the passenger compartment and can be operated by the user. The parking switch 74 is normally maintained in an off state, and is turned on by a user operation. The parking assist ECU 70 determines whether or not the vehicle is moving backward based on the output signal of the reverse shift switch 72 and determines whether or not the user needs parking support based on the output signal of the parking switch 74. Determine.

  The parking assist ECU 70 instructs the mode switching unit 25 of the acceleration / deceleration control device 10 to realize the one-pedal mode of the brake pedal when both the reverse shift switch 72 and the parking switch 74 are on. put out. In response to this, the mode switching unit 25 performs necessary mode switching. For example, when the current mode is the normal mode or the one-pedal mode by the accelerator pedal, the mode of the brake pedal is switched to the one-pedal mode.

  Further, the parking assist ECU 70 displays the captured image of the back monitor camera on the display monitor. When the parking target position is determined on the display monitor, the parking assist ECU 70 calculates the target trajectory up to the parking target position and calculates the target turning angle of the wheel to be steered at each position on the target trajectory. Calculate.

  When parking is permitted and the driver releases the brake pedal, the amount of brake operation decreases, eventually entering the acceleration region in the BS-G map for 1-pedal mode shown in FIG. (Back travel) is started. When back travel of the vehicle is started, the parking assist ECU 70 controls the automatic steering means 80 so that the vehicle is guided along the target locus. Meanwhile, the parking assist ECU 70 recalculates (corrects) the target trajectory and the target turning angle according to the deviation of the estimated vehicle position from the target trajectory. Then, when the vehicle finally reaches the parking target position, the driver is requested to stop the vehicle (or the vehicle is automatically stopped by the braking force generator), and the parking support control is completed. As described above, in this embodiment, the user can guide the vehicle to the parking target position by the steering angle control by the automatic steering means 80 while adjusting the parking speed only by operating the brake pedal, and the pedal operability at the time of parking assistance can be achieved. At the same time, the usefulness of parking assistance is improved.

  By the way, in the case of parking in the normal mode, the parking speed can be adjusted only by operating the brake pedal using the creep force generated by loosening the brake pedal depression amount. For the path, it may be necessary to operate the accelerator pedal to obtain the required driving force. However, it is not preferable from the viewpoint of safety to continue the parking support control at a high vehicle speed. Therefore, it is necessary to limit the operation of the accelerator pedal.

  On the other hand, the parking speed can be adjusted only by operating the brake pedal, which is not only easy to operate, but also generates the driving force necessary to overcome step differences and the slope by operating the brake pedal. Can do. Therefore, according to the present embodiment, parking assistance can be performed by operating only the brake pedal while retaining restrictions on the operation of the accelerator pedal (for example, interruption of control) even over a stepped road or a parking path with a slope. It is. From this point of view, the maximum target acceleration in the BS-G map for 1-pedal mode used at the time of parking (that is, the target acceleration with respect to zero brake operation amount) can be overcoming a normal step and climbing a gradient. Appropriate limits within an acceptable range for safety may be added.

  In the present embodiment, at the time of parking assist control as described above, the one-pedal mode may be realized for the operation of the accelerator pedal instead of the brake pedal. Further, when the present embodiment is applied to the first embodiment described above, the one-pedal mode by the accelerator pedal operation according to the first embodiment described above is realized during the parking assist control.

  The preferred embodiments of the present invention have been described in detail above. However, the present invention is not limited to the above-described embodiments, and various modifications and substitutions can be made to the above-described embodiments without departing from the scope of the present invention. Can be added.

  For example, in the above-described embodiment, the acceleration / deceleration of the vehicle is adopted as a physical quantity representing the movement in the front-rear direction of the vehicle. However, other physical quantities corresponding to the acceleration / deceleration of the vehicle on a one-to-one basis or other physical quantities related thereto are used. Alternatively, the acceleration / deceleration of the vehicle may be used in combination with other physical quantities.

  In addition, the AC-G map for 1-pedal mode (the same applies to the BS-G map for 1-pedal mode) is not limited to the one shown in the above figure. The dead zone region may be a region having a certain width (AC1 to AC2) as shown in FIG. 5A, but may also be a region without a width, that is, a point. In this case, the change gradient of the target acceleration / deceleration before and after the dead zone may be gentler than that of the deceleration region and the acceleration region.

  A plurality of AC-G maps for one-pedal mode with different characteristics (the same applies to the BS-G map for one-pedal mode) may be prepared, and these may be switched appropriately in the same mode. Further, a filter may be applied to the target acceleration / deceleration in order to absorb such a shock at the time of switching (suppressing a step difference in the target acceleration / deceleration) (that is, annealing may be added).

1 is a system configuration diagram showing an embodiment of an acceleration / deceleration control apparatus according to the present invention. 3 is a functional block diagram illustrating an example of a target acceleration / deceleration calculation device 20. FIG. 4 is a functional block diagram illustrating an example of a drive torque manager 40. FIG. 2 is a functional block diagram illustrating an example of a brake manager 50. FIG. FIG. 5A shows an example of a one-pedal mode AC-G map, and FIG. 5B shows an example of a normal mode AC-G map. It is a flowchart which shows the main processes implement | achieved by the acceleration / deceleration control apparatus 10 which concerns on 1st Example. It is a functional block diagram which shows an example of the target acceleration / deceleration calculating apparatus 20 of 2nd Example. FIG. 8A shows an example of a one-pedal mode BS-G map, and FIG. 8B shows an example of a normal mode BS-G map. It is a flowchart which shows the main processes implement | achieved by the acceleration / deceleration control apparatus 10 which concerns on 2nd Example.

Explanation of symbols

DESCRIPTION OF SYMBOLS 10 Acceleration / deceleration control device 12 Accelerator opening sensor 14 Brake operation detection means 15 Gear position detection means 16 Mode change switch 20 Target acceleration / deceleration calculation device 40 Drive torque manager 50 Brake manager 70 Parking assist ECU
72 Reverse shift switch 74 Parking switch 80 Automatic steering means

Claims (3)

One-pedal mode that performs both acceleration control and deceleration control for accelerator pedal or brake pedal operation, acceleration control for accelerator pedal operation, and normal deceleration control for brake pedal operation And an acceleration / deceleration control device comprising mode switching means for switching between one-pedal mode and normal mode,
The acceleration / deceleration control device, wherein the mode switching means performs the switching so that the one-pedal mode is realized when the vehicle is traveling backward. One-pedal mode that performs both acceleration control and deceleration control for accelerator pedal or brake pedal operation, acceleration control for accelerator pedal operation, and normal deceleration control for brake pedal operation And an acceleration / deceleration control device comprising mode switching means for switching between one-pedal mode and normal mode,
The acceleration / deceleration control apparatus according to claim 1, wherein the mode switching means performs the switching so that the one-pedal mode is realized when a preparation state for parking is detected.   The acceleration / deceleration control apparatus according to claim 1, wherein the mode switching unit performs the switching so that the one-pedal mode is realized with respect to an operation of a brake pedal.

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