JP2006175942A - Acceleration/deceleration controller - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide an acceleration/deceleration controller for preventing any energy loss related with a P range status. <P>SOLUTION: This acceleration/deceleration controller is provided with a pedal having both of an acceleration region and a deceleration region in an operation stroke and a device to be controlled constituted of a braking force generating device and a driving force generating device, and configured to operate according to an acceleration request or a deceleration request to be decided based on the operating position of the pedal. When the range of a transmission is a P range for parking, either an acceleration request or a deceleration request based on a pedal operation position for the device to be controlled is interrupted. <P>COPYRIGHT: (C)2006,JPO&NCIPI

Description

  The present invention relates to an acceleration / deceleration control apparatus that changes pedal characteristics in relation to a range position of a transmission.

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

  By the way, in the system that controls the acceleration / deceleration according to the operation amount of one pedal (for example, an accelerator pedal) as in the above-described prior art, it is necessary to form both the acceleration region and the deceleration region within the stroke of one pedal. The neutral position where the acceleration / deceleration is zero is set to the pedal operation position between the acceleration region and the deceleration region. For this reason, in such a system, when the parking range is the P range, an unnecessary deceleration request or acceleration request is generated for the braking force generator and the driving force generator, resulting in energy loss.

  For example, when both the acceleration and deceleration areas are formed in the accelerator pedal as in the above-described prior art, in order to check the engine speed with respect to the accelerator pedal operation amount at the time of engine inspection work performed in the P range state, the accelerator pedal It is necessary to operate to the acceleration region through the deceleration region of the pedal, but energy loss occurs in the portion of the deceleration region at that time. Further, when both the acceleration and deceleration regions are formed in the brake pedal as in the above-described prior art, for example, when stopping, the acceleration region is in the process of releasing the brake pedal after entering the P range with the brake pedal depressed. Therefore, energy loss occurs in the acceleration region.

  Accordingly, an object of the present invention is to provide an acceleration / deceleration control device that can prevent energy loss related to the P range state.

In order to solve the above-described problem, according to one aspect of the present invention, a pedal having both an acceleration region and a deceleration region in an operation stroke, a braking force generation device, and a driving force generation device are provided. In an acceleration / deceleration control device comprising a controlled device that operates in response to an acceleration request or a deceleration request determined based on
Provided is an acceleration / deceleration control device characterized in that when a transmission range is a P range for parking, either an acceleration request or a deceleration request based on the pedal operation position for the controlled device is blocked. Is done.

  In this aspect, the pedal is an accelerator pedal having a deceleration region in a shallow operation region in a stroke and an acceleration region in a deep operation region, and when the transmission range is a P range for parking, the accelerator pedal is The characteristic may be changed to a pedal having no deceleration region and having only an acceleration region. The pedal is a brake pedal having an acceleration region in a shallow operation region and a deceleration region in a deep operation region in a stroke, and when the transmission range is a P range for parking, the accelerator pedal is The characteristics may be changed to a pedal having no area and only a deceleration area. The pedal is an accelerator pedal having a deceleration region in a shallow operation region in a stroke and an acceleration region in a deep operation region. When the transmission range is a P range for parking, the accelerator pedal is When the characteristic is changed to a pedal having no acceleration region and only the acceleration region, and the transmission range is changed from the P range to the D range for forward running, the first operation on the accelerator pedal is performed after the characteristic change. Properties may be applied.

  ADVANTAGE OF THE INVENTION According to this invention, the acceleration / deceleration control apparatus which can prevent the energy loss related to a P range state 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.

  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 72 outputs an electric 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 electrical signal corresponding to the operation amount (operation position, 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 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 this embodiment determines a target acceleration / deceleration to be generated in the vehicle 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.

  Next, a characteristic configuration of the acceleration / deceleration control apparatus 10 according to the present embodiment will be described with reference to FIG. FIG. 6 is a flowchart showing main processing realized by the acceleration / deceleration control apparatus 10 of this embodiment. This process may be executed at predetermined intervals after the ignition switch is turned on, for example.

  First, as step 100, 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. In subsequent step 110, when the shift lever is not in the P range, the target acceleration / deceleration calculation device 20 realizes the above-described one-pedal mode (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 the one-pedal mode in the AC-G map processing unit 22. 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. On the other hand, if the shift lever is in the P range, the process proceeds to step 130.

  In step 130, the target acceleration / deceleration calculation device 20 performs map switching from the AC-G map for one pedal mode shown in FIG. 5A to the AC-G map for P range.

  FIG. 5B shows an example of an AC-G map for the P range. The P-range AC-G map has substantially no deceleration area, and an acceleration area (target acceleration / deceleration ≧ 0) is set over the entire accelerator opening range (that is, the entire stroke of the accelerator pedal). . When the accelerator opening is zero, the target acceleration / deceleration is substantially zero, and the target acceleration increases as the accelerator opening increases.

  In step 130, when the accelerator pedal is not operated, the accelerator opening is zero, so the target acceleration / deceleration is substantially zero, and the above-described driving force generator and braking force generator are inactive. It becomes.

On the other hand, for example, when the accelerator pedal is operated for engine inspection work, the target acceleration / deceleration calculating device 20 causes the accelerator to operate in accordance with the P-range AC-G map, as shown in FIG. A target acceleration [m / s ² ] corresponding to the 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. In this case, since the shift position is in the P range, the drive torque manager 40 executes various engine controls in the same manner as described above while separating the engine output shaft and the transmission.

  Thus, in this embodiment, when the accelerator pedal operation (racing) for engine inspection work is performed in the P range state, the P-range AC-G map without the deceleration region is used. In contrast to using the pedal mode AC-G map, there is no deceleration area in the process of depressing the accelerator pedal to the acceleration area where the engine is rotated, so an unnecessary deceleration request (and the accompanying braking force generator) Generation of unnecessary braking force is prevented. Therefore, according to the present embodiment, unnecessary energy consumption can be prevented while ensuring serviceability for engine inspection work in the P range state.

  While the shift range is in the P range, the target acceleration / deceleration calculation device 20 detects a shift from the P range to the D range based on the detection result of the gear position detection means 15 in step 140. When the shift from the P range to the D range is detected, the target acceleration / deceleration calculation device 20 continuously maintains the P-range AC-G map as step 150 (that is, the one-pedal mode AC-G map). Do not return to). As a result, when the accelerator pedal is operated for the first time after passing through the P range, that is, when starting for the first time after passing through the P range, the acceleration range via the deceleration control is realized by the P-range AC-G map. Acceleration is improved.

  Next, a second embodiment that can be implemented in place of the above-described embodiment or that can be implemented in combination with the above-described embodiment will be described. 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 according to the present embodiment determines a target acceleration / deceleration to be generated in the vehicle based on the brake operation amount (brake stroke) from the brake operation detection means 14 as described in detail below.

  FIG. 7 is a functional block diagram illustrating an example of the target acceleration / deceleration calculation device 20 according to the second embodiment. The same components as those in FIG. 2 are denoted by the same reference numerals, and the 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 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 appropriate switching means such as a changeover switch, for example, and the one-pedal mode by each pedal is realized independently (for example, , When one is in one pedal mode, the other is in 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.

  As described above, in the one-pedal mode, not only acceleration of the vehicle but also deceleration is realized with one pedal (in this example, a brake pedal). Is suitable for a traveling environment where the above is frequently repeated.

  Next, a characteristic configuration of the acceleration / deceleration control apparatus 10 according to the present embodiment will be described with reference to FIG. 9 and the like. FIG. 9 is a flowchart showing main processing realized by the acceleration / deceleration control apparatus 10 of this embodiment. 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. If the one-pedal mode is not in use by the brake pedal, this process ends. If the one-pedal mode using the brake pedal is in progress, the process proceeds to step 210.

  In 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. When the shift lever is not in the P range, the target acceleration / deceleration calculation device 20 realizes the above-described one-pedal mode (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 according to the BS-G map for the one-pedal mode in the BS-G map processing unit 22 '. 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. On the other hand, if the shift lever is in the P range, the process proceeds to step 230.

  In step 230, the target acceleration / deceleration calculation device 20 performs map switching from the one-pedal mode BS-G map shown in FIG. 8A to the P-range BS-G map.

  FIG. 8B shows an example of a BS-G map for the P range. The P-range BS-G map 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.

  In step 230, when the brake pedal is not operated, the brake operation amount is zero, so the target acceleration / deceleration is substantially zero, and the above-described driving force generation device and braking force generation device are in an inoperative state. It becomes.

On the other hand, when the brake pedal is operated in step 230, the target acceleration / deceleration calculation device 20 performs braking according to the BS-G map for P range in the BS-G map processing unit 22 ′ as shown in FIG. The target deceleration [m / s ² ] corresponding to the operation amount 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 the brake braking pressure control according to the target braking torque, as described above.

  As described above, in this embodiment, when the brake pedal is operated in the P range state, the P-range BS-G map without the acceleration region is used, so the one-pedal mode BS-G map with the acceleration region is used. In contrast to when the vehicle is stopped, in the process of releasing the brake pedal after entering the P range with the brake pedal depressed, unnecessary acceleration demands (and unnecessary driving force generators associated therewith) Generation of power) is prevented. Further, in the process of depressing the brake pedal when entering the P range from the P range as in the case of departure, an unnecessary acceleration request (and generation of unnecessary power by the driving force generator associated therewith) is prevented.

  Therefore, according to this embodiment, it is possible to prevent energy loss or the like in the release process of the brake pedal after entering the P range, and the user accidentally operates the brake pedal while the vehicle is stopped in the P range state. Also in this case, unnecessary power generation by the driving force generator is prevented, and unnecessary energy loss can be prevented.

  In this embodiment, in step 230, the shift lever may be permitted to be switched from the P range to the D range when a braking force greater than a predetermined level is applied to the vehicle in accordance with the operation of the brake pedal. . In this case, the user can switch the shift lever from the P range to the D range without operating the brake pedal deeply.

  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 P-range AC-G map without the deceleration region and the P-range BS-G map without the acceleration region are used to respond to an unnecessary braking request or acceleration request in the P-range state. However, the driving force generator and / or braking force generator is not activated, but using a one-pedal mode AC-G map with a deceleration region and a P-range BS-G map with an acceleration region. However, it is within the scope of the present invention as long as the driving force generator and / or the braking force generator are not operated in response to an unnecessary braking request or acceleration request in the P range state. That is, for example, when using the 1-pedal mode AC-G map, when the accelerator pedal is depressed in the P-range state, the deceleration is determined as the target acceleration / deceleration because it first starts from the deceleration region. That's fine. In this case, this is substantially equivalent to changing the target acceleration / deceleration in the deceleration region to zero.

  Also, the P-range AC-G map and the one-pedal mode AC-G map (the same applies to the P-range BS-G map, etc.) are not limited to those shown in the above-mentioned figure. Regarding the mode AC-G map, 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.

  Also, multiple P-range AC-G maps and one-pedal mode AC-G maps (same for P-range BS-G maps, etc.) with different characteristics are prepared, and multiple maps can be switched appropriately during the same mode. May be. 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).

  In the above-described embodiment, the acceleration / deceleration of the vehicle is adopted as a physical quantity representing the movement of the vehicle in the front-rear direction. 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 provided. Alternatively, the acceleration / deceleration of the vehicle may be used in combination with other physical quantities.

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 P-range 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 P-range 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 20 Target acceleration / deceleration calculation device 40 Drive torque manager 50 Brake manager

Claims (4)

A controlled pedal comprising a pedal having both an acceleration region and a deceleration region in an operation stroke, a braking force generator and a driving force generator, and operating according to an acceleration request or a deceleration request determined based on the operation position of the pedal An acceleration / deceleration control device comprising:
An acceleration / deceleration control device characterized in that when the transmission range is a P range for parking, either an acceleration request or a deceleration request based on the pedal operation position for the controlled device is blocked. The pedal is an accelerator pedal having a deceleration region in a shallow operation region in a stroke and an acceleration region in a deep operation region,
2. The acceleration / deceleration control device according to claim 1, wherein when the transmission range is a P range for parking, the accelerator pedal is characteristically changed to a pedal having no deceleration region and having only an acceleration region. The pedal is a brake pedal having an acceleration region in a shallow operation region in a stroke and a deceleration region in a deep operation region,
2. The acceleration / deceleration control device according to claim 1, wherein when the transmission range is a P range for parking, the accelerator pedal is characteristically changed to a pedal having no acceleration region and having only a deceleration region. The pedal is an accelerator pedal having a deceleration region in a shallow operation region in a stroke and an acceleration region in a deep operation region,
When the range of the transmission is the P range for parking, the accelerator pedal is characteristically changed to a pedal having no deceleration region and having only an acceleration region,
2. The acceleration / deceleration according to claim 1, wherein when the transmission range is changed from the P range to the D range for forward driving, the characteristic after the characteristic change is applied to the first operation on the accelerator pedal. Control device.

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