JP2006175944A - Acceleration/deceleration controller - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To attain an acceleration/deceleration operation necessary for wait-traveling or the like with satisfactory operability even when the abnormality of an accelerator manipulated variable detecting means or a brake manipulated variable detecting means is generated. <P>SOLUTION: This acceleration/deceleration controller is provided with an accelerator manipulated variable detecting means for detecting the manipulated variables of an accelerator pedal and a brake manipulated variable detecting means for detecting the manipulated variables of a brake pedal, and configured to perform both acceleration control and deceleration control according to the manipulated variables of the accelerator pedal or the brake pedal. The acceleration/deceleration controller is provided with an accelerator abnormality detecting means for detecting the abnormality of the accelerator manipulated variable detecting means and a brake abnormality detecting means for detecting the abnormality of the brake manipulated variable detecting means. When any abnormality is detected in either the accelerator manipulated variable detecting means or the brake manipulated variable detecting means by the abnormality detecting means, a target acceleration/deceleration is decided based on the manipulated variables to be detected by the other manipulated variable detecting means whose abnormality has not been detected, and the braking force generating device or the like is controlled so that the target acceleration/deceleration can be realized. <P>COPYRIGHT: (C)2006,JPO&NCIPI

Description

  The present invention relates to an acceleration / deceleration control device that performs both acceleration control and deceleration control according to an operation amount of an accelerator pedal or a brake pedal.

  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.

When the accelerator sensor is normal, the acceleration of the vehicle is controlled by operating the accelerator pedal. When the accelerator sensor is abnormal, an acceleration switch or a deceleration switch that is originally used for low-speed driving control is used. There is known a technique that enables driving that sufficiently reflects the driver's intention to accelerate and decelerate by operation (see, for example, Patent Document 2).
JP 2003-146117 A JP 2001-213192 A

  By the way, even if an abnormality occurs in the accelerator sensor during vehicle travel, as in the prior art of Patent Document 2, the possibility of acceleration / deceleration should be ensured by some means so that retreat travel is possible. Is preferable in that an excellent fail-safe function can be realized.

  However, although the conventional technique of Patent Document 2 uses an acceleration switch or a deceleration switch that is originally used in low-speed traveling control, it is necessary to set a new operation member different from the pedal, which is costly and mountable. There is a problem from the point of view. In addition, the acceleration switch and the deceleration switch are operated by hand, and the operability is much worse than that of a pedal operated by foot, and it is difficult to realize a good acceleration / deceleration response by the switch operation. Furthermore, there is a problem that the dynamic range of acceleration / deceleration that can be realized by operating the switch is necessarily limited.

  On the other hand, in the configuration in which both acceleration control and deceleration control can be performed by operating one pedal as in the prior art of Patent Document 1, acceleration control and deceleration are performed using the acceleration switch and the deceleration switch as described above. This is much more advantageous from the viewpoint of operability and the like than when both controls are performed.

  However, in the prior art of Patent Document 1, it is not assumed that an abnormality occurs in the accelerator sensor or the like, and mode switching is left to the user's judgment (switch operation or the like). Sometimes, the one-pedal mode based on the accelerator sensor is not always realized, and there is an insufficient aspect in the fail-safe function.

  Therefore, the present invention provides an acceleration / deceleration control device that enables acceleration / deceleration operations necessary for retreat travel with good operability even when an abnormality occurs in the accelerator operation amount detection means or the brake operation amount detection means. Objective.

In order to solve the above problem, according to one aspect of the present invention, the accelerator pedal includes an accelerator operation amount detection unit that detects an operation amount of the accelerator pedal, and a brake operation amount detection unit that detects an operation amount of the brake pedal. Alternatively, in an acceleration / deceleration control device that can perform both acceleration control and deceleration control according to the operation amount of the brake pedal,
An accelerator abnormality detecting means for detecting an abnormality of the accelerator operation amount detecting means;
Brake abnormality detection means for detecting an abnormality of the brake operation amount detection means,
When an abnormality is detected in one of the accelerator operation amount detection means and the brake operation amount detection means by the abnormality detection means, the target is determined based on the operation amount detected by the other operation amount detection means in which no abnormality is detected. An acceleration / deceleration control device is provided that determines an acceleration / deceleration and controls the braking force generator and / or the driving force generator so that the target acceleration / deceleration is realized.

  In this aspect, when an abnormality is detected in the brake operation amount detection means by the brake abnormality detection means, the acceleration side upper limit value in the range of the target acceleration / deceleration with respect to the operation amount of the accelerator pedal may be corrected downward. When an abnormality is detected in the brake operation amount detection means by the brake abnormality detection means, a plurality of types of given acceleration / deceleration used for determining the target acceleration / deceleration and for which the target acceleration / deceleration for each operation amount of the accelerator pedal is defined. Of the characteristic maps, a characteristic map of a type in which acceleration is suppressed may be employed. When an abnormality is detected in the brake operation amount detection means by the brake abnormality detection means, the operation range of the accelerator pedal in which the deceleration side value is determined as the target acceleration / deceleration may be increased.

According to another aspect of the present invention, an accelerator operation amount detection means for detecting an operation amount of an accelerator pedal and a brake operation amount detection means for detecting an operation amount of the brake pedal are provided, and the accelerator pedal or the brake pedal is provided. A one-pedal mode that performs both acceleration control and deceleration control according to the operation amount of the vehicle, a normal mode that performs acceleration control according to the operation amount of the accelerator pedal, and performs deceleration control according to the operation amount of the brake pedal; In an acceleration / deceleration control device having
An accelerator abnormality detecting means for detecting an abnormality of the accelerator operation amount detecting means;
Brake abnormality detection means for detecting an abnormality of the brake operation amount detection means,
When an abnormality is detected in one of the accelerator operation amount detection means and the brake operation amount detection means by the abnormality detection means, based on the operation amount detected by the other operation amount detection means in which the abnormality is not detected The acceleration / deceleration control device is characterized in that the one-pedal mode is realized by the pedal corresponding to the other operation amount detection means of the accelerator pedal and the brake pedal.

  In this aspect, when the realization of the one-pedal mode involves the mode switching from the normal mode to the one-pedal mode, or the mode switching from the one-pedal mode by one pedal to the one-pedal mode by the other pedal, You may alert | report to a user that there existed switching.

  According to the present invention, it is possible to obtain an acceleration / deceleration control device capable of performing an acceleration / deceleration operation necessary for retreat travel with good operability even when an abnormality occurs in an accelerator operation amount detection unit or a brake operation amount detection unit. Can do.

  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 according to the present embodiment is configured around a target acceleration / deceleration calculation device 20.

  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 sensor 12, a brake stroke sensor 14, a driving force generation device (for example, an engine), and a braking force generation device (for example, a brake), and a driving torque manager 40 and a brake manager 50, respectively. Is included. In the case of an electric vehicle or a hybrid vehicle, the driving force generator includes an electric motor for driving wheels.

  The acceleration / deceleration control device 10 includes a one-pedal mode (hereinafter referred to as “AC1 pedal mode”) that performs both acceleration control and deceleration control according to the amount of operation of the accelerator pedal, and acceleration control and control according to the amount of operation of the brake pedal. One-pedal mode for both deceleration control (hereinafter referred to as “BS1 pedal mode”) and normal mode for performing acceleration control according to the amount of operation of the accelerator pedal and for performing deceleration control according to the amount of operation of the brake pedal And realize. Hereinafter, each mode will be described.

[AC1 pedal mode]
The target acceleration / deceleration calculation device 20 in the AC1 pedal mode determines the target acceleration / deceleration in accordance with the opening of the accelerator pedal (hereinafter referred to as “accelerator opening”). The accelerator opening may be detected by the accelerator sensor 12 as an accelerator pedal depression stroke amount. The accelerator sensor 12 may be any type of sensor including a linkless type. For example, the accelerator sensor 12 is an electronic position sensor using a Hall element, and the angle of the magnetic field that changes according to the change in the accelerator pedal depression stroke amount is input to the target acceleration / deceleration calculation device 20 as an accelerator opening signal. Output toward.

  FIG. 2 is a functional block diagram showing an example of the target acceleration / deceleration calculation device 20 that realizes the AC1 pedal mode. 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 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 converter 28 and 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 target deceleration determined by the BS-G map processing unit 32 into the braking torque by the braking torque conversion unit 34. The target deceleration is determined by the BS-G map processing unit 32 according to a BS-G map (see FIG. 5B) that defines the relationship between the brake pedal operation amount and the target deceleration. The details of the mode of arbitration in the braking torque arbitration unit 36 and the BS-G map used in the BS-G map processing unit 32 will be described later.

  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 AC1 pedal mode. In the AC-G map for the AC1 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 this embodiment, not only acceleration of the vehicle but also deceleration is realized by operating the accelerator pedal, and braking force is generated even when the accelerator pedal is not operated. Therefore, in this embodiment, braking force is generated just by releasing the accelerator pedal during sudden braking such as in an emergency, so that compared to a general configuration that requires switching from the accelerator pedal to the brake pedal during braking operation. Thus, the free running distance can be reduced and the braking ability of the vehicle can be increased.

  FIG. 5B shows an example of a BS-G map used in the BS-G map processing unit 32. The 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.

  FIG. 5B shows an example of the BS-G map for the AC1 pedal mode used in the BS-G map processing unit 32. The BS-G map for AC1 pedal mode has virtually no acceleration area, and the deceleration area (target acceleration / deceleration ≤ 0) is set over the entire range of the brake operation amount (that is, the entire stroke of the brake pedal). Is done. 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 the example shown in FIG. 5B, in contrast to the AC-G map shown in FIG. 5A, the BS-G map has a maximum target deceleration larger than the maximum target deceleration G _AC0 in the AC-G map. _GBSmax . This means that a deceleration larger than the deceleration that can be generated by the accelerator pedal can be generated by the brake pedal. The maximum target deceleration _GBSmax in this BS-G map is determined from the maximum braking force (maximum deceleration) required in an emergency or the like, as in a normal vehicle. In this case, providing the dynamic range of the required deceleration with the brake pedal reduces the deceleration range that the accelerator pedal can handle (because the maximum target deceleration can be reduced). Deceleration response can be prevented, and the operability of the accelerator pedal is improved.

  When the brake pedal is operated, as described above, the BS-G map processing unit 32 determines the target deceleration according to the brake operation amount according to the BS-G map. Here, the brake operation amount may be detected by the brake stroke sensor 14 as the depression amount of the brake pedal. However, the brake operation amount used to determine the target acceleration / deceleration is applied to the master cylinder pressure sensor that detects the oil pressure in the master cylinder that generates the oil pressure according to the operation amount applied to the brake pedal, and the brake pedal. It is also possible to use the detection value of a sensor that detects a related parameter, such as a pedaling force sensor that detects a brake pedaling force according to the applied operation amount. Therefore, in this specification and the appended claims, the “brake operating amount” should be interpreted as an amount that should be a factor that determines the target acceleration / deceleration to be generated by operating the brake pedal. Specifically, it is the amount of stroke of the brake pedal, but in the configuration in which the target acceleration / deceleration is determined according to the master cylinder pressure, it may be the master cylinder pressure. In the following description, for the sake of convenience of understanding the invention, it is assumed that the brake operation amount is a brake pedal depression stroke amount, and the brake operation amount detection means is the brake stroke sensor 14.

  In the state where the brake pedal is operated, the accelerator pedal is not operated. Even in this case, in this embodiment, the AC-G map processing unit 22 corresponds to the accelerator opening degree zero as described above. A non-zero target deceleration is determined. These two target decelerations are finally input to the drive torque manager 40 as the target drive output shaft torque after being adjusted by the braking torque adjuster 36.

  As described above, the present embodiment includes the braking torque adjusting unit 36 that adjusts the deceleration request generated when the accelerator pedal is not operated and the deceleration request generated by the operation of the brake pedal, and thus is generated at the non-operating position of the accelerator pedal. The braking force required by operating the brake pedal can be generated while maintaining the braking force. Thus, in this embodiment, during sudden braking such as in an emergency, the driver does not operate the accelerator pedal until the driver releases the accelerator pedal and depresses the brake pedal in the process of depressing the accelerator pedal. Since the braking force corresponding to the position is generated and the brake pedal is depressed, the braking force by the brake pedal can be generated, so there is no blank period until high braking force is generated, and the braking ability is remarkably improved To do.

[Normal mode]
FIG. 6A 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.

When the accelerator pedal is operated in the normal mode, as shown in FIG. 2, the target acceleration / deceleration calculating device 20 causes the accelerator opening [%] in the AC-G map processing unit 22 according to the normal mode AC-G map. The target acceleration [m / s ² ] corresponding to 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. 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, similarly, the target acceleration / deceleration calculation device 20 similarly uses the map processing unit 32 according to the BS-G map (see FIG. 6B) that defines the relationship between the brake pedal operation amount and the target deceleration. Determine the target deceleration. The target 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.

  FIG. 6B shows an example of the BS-G map in the normal mode. The BS-G map for the normal mode may be the same as the BS-G map for the AC1 pedal mode described above. In other words, the BS-G map for normal mode has substantially no acceleration area, and a deceleration area (target acceleration / deceleration ≤ 0) is set over the entire range of the brake operation amount (that is, the entire stroke of the brake pedal). Is done. 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 32 according to the BS-G map for normal mode as shown in FIG. The target deceleration [m / s ² ] is determined. Similarly, the signal representing the target deceleration is similarly supplied to the output shaft torque converter 23 along the signal line X2, and is converted into the output shaft torque [N · m] by the 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. Since the process of the brake manager 50 when receiving the input from the wheel shaft torque converter 28 is the same as described above, the description thereof is omitted.

  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, a user operation mode with respect to a mode switching switch disposed on the instrument panel. That is, the mode switching unit 25 issues a command to switch the above-described various maps used in the AC-G map processing unit 22 and the BS-G map processing unit 32 in accordance with the mode switching signal from the mode switching switch. As a result, switching between the normal mode, the AC1 pedal mode, and the normal mode described above is realized. Note that the mode switching unit 25 may perform automatic mode switching according to other factors such as a traveling environment.

  As will be described in detail below, the mode switching unit 25 of the present embodiment performs mode switching so that an appropriate mode is realized when the accelerator sensor 12 or the brake stroke sensor 14 fails.

  FIG. 7 is a diagram illustrating a mode switching rule realized by the acceleration / deceleration control apparatus 10 of the present embodiment.

  As shown in FIG. 7, first, as a case 1, when a failure of the accelerator sensor 12 is detected during traveling in the normal mode, switching to the BS1 pedal mode is executed. Here, the failure of the accelerator sensor 12 refers to a state in which a normal accelerator opening is not detected with respect to the actual operation amount of the accelerator pedal or a state in which there is a high possibility. The detection of the failure of the accelerator sensor 12 may be performed by any method, for example, using a double sensor having different output characteristics (one sensor is used for control and the other sensor is used for abnormality detection). And may be realized.

  When switched to the BS1 pedal mode, the target acceleration / deceleration calculation device 20 is configured to determine the target acceleration / deceleration in accordance with the brake operation amount.

  FIG. 8 shows an example of a BS-G map in the BS1 pedal mode. The BS-G map for 1-pedal mode shown in FIG. 8 has an acceleration region (target acceleration / deceleration> 0) in the range of 0 ≦ brake operation amount <BS1 (operation region where the brake pedal is shallow), and BS2 ≦ brake A deceleration area (target acceleration / deceleration <0) is provided in the operation amount range (the operation area 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. 8, 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.

When the brake pedal is operated in the BS1 pedal mode, the target acceleration / deceleration calculation device 20 is supplied with a signal representing the brake operation amount from the brake stroke sensor 14. In the BS-G map processing unit 32 as shown in FIG. 2, the target acceleration / deceleration calculation device 20 uses the target acceleration / deceleration [m according to the brake operation amount according to the BS-G map for the BS1 pedal mode shown in FIG. / S ² ].

  Here, a signal representing the target acceleration / deceleration from the BS-G map processing unit 32 is input to the output shaft torque conversion unit 23 along the signal line X1 shown in FIG. The switching between the signal lines X1 and X2 is executed according to a command from the mode switching unit 25. The switching is typically performed simultaneously with the detection of a failure of the accelerator sensor 12, but an appropriate transition period may be provided.

  Similarly, the signal representing the target acceleration / deceleration is converted into the output shaft torque [N · m] in the subsequent output shaft torque converter 23 as shown in FIG. 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.

  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. 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.

  In the BS1 pedal mode, as is apparent from the fact that the BS-G map for the BS1 pedal mode shown in FIG. Therefore, in this embodiment, when the accelerator sensor 12 fails, the acceleration control by the operation of the accelerator pedal in the normal mode is stopped / cut off, and instead, in the BS1 pedal mode based on the output value of the normal brake stroke sensor 14. Since acceleration control is ensured, excellent failsafe is realized. Further, in the BS1 pedal mode, as described above, the acceleration / deceleration operation by the brake pedal is possible, so that not only the retreat travel necessary when the accelerator sensor 12 is broken, but also safe travel to a dealer or a repair shop is possible. Further, the pedal operability at that time is also good.

  In order to notify the driver that the switching to the BS1 pedal mode has occurred at the time of the above switching, a notification informing that is output acoustically and / or visually. Further, in order to notify the driver that the accelerator sensor 12 has failed, an alarm is output acoustically and / or visually. For example, a voice message may be output that “accelerator sensor failure has occurred, so please drive to a nearby service factory by operating the brake pedal”. These notifications / alarms are typically output simultaneously with the detection of a failure of the accelerator sensor 12, but may be output in a reconfirmed manner upon detection of a subsequent accelerator pedal operation. Further, in addition to such notification, a state where the operation of the accelerator pedal is mechanically impossible is formed by, for example, an appropriate lock mechanism, and it is more clearly transmitted to the driver that the operation of the accelerator pedal is impossible. Is also useful.

  Further, as a modification of the present embodiment, the driver may be prompted to perform switching instead of automatically (forcibly) switching as described above. This prompting may be realized by acoustic and / or visual output (such as a voice message as described above). For example, a voice message may be output, “Because the accelerator sensor has failed, please switch to the BS1 pedal mode with the mode switch”.

  Returning to FIG. 7, next, as a case 2, when a failure of the brake stroke sensor 14 is detected during traveling in the normal mode, switching to the AC1 pedal mode is executed. Specifically, the mode switching unit 25 receives a signal indicating a failure of the brake stroke sensor 14 and sends a command to the AC-G map processing unit 22 to switch to the AC-G map for the AC1 pedal mode. To do.

  Here, the failure of the brake stroke sensor 14 means a state in which a normal brake operation amount is not detected with respect to an actual operation amount of the brake pedal or a state in which there is a high possibility. The failure detection of the brake stroke sensor 14 may be detected by any method, for example, using a double system sensor (the brake stroke sensor 14 is used for control and the master cylinder pressure sensor is used for abnormality detection). May be realized.

  As described above, in this embodiment, when the brake stroke sensor 14 fails, the above-described deceleration control by the operation of the brake pedal in the normal mode is stopped / cut off, and instead, the AC1 pedal based on the output value of the normal accelerator sensor 12 is used. Since deceleration control in the mode is ensured, excellent fail-safe is realized. In the AC1 pedal mode, as described above, the acceleration / deceleration operation can be performed by the accelerator pedal, so that not only the evacuation travel required when the brake stroke sensor 14 fails but also safe travel to a dealer or a repair shop is possible. In addition, the pedal operability at that time is also good.

  At the time of switching, in order to notify the driver that switching to the AC1 pedal mode has occurred, a notification informing that is output acoustically and / or visually. Further, an alarm is output acoustically and / or visually in order to inform the driver that the brake stroke sensor 14 has failed. For example, a voice message such as “brake stroke sensor failure occurred, please drive to a nearby service factory by operating the accelerator pedal” may be output. These notifications / alarms are typically output at the same time as the failure detection of the brake stroke sensor 14, but may be output again when the brake pedal operation is detected thereafter. In addition to such notification, a state in which the brake pedal cannot be operated mechanically is formed by, for example, an appropriate lock mechanism, and the driver is more clearly notified that the operation of the brake pedal is invalid. Is also useful.

  FIG. 9 shows an AC-G map that may be used in such a switched AC1 pedal mode. In FIG. 9, as a comparison, the characteristic curve of the AC-G map in the normal state (that is, when the brake stroke sensor 14 is normal) shown in FIG. 5A is shown by a dotted line.

In the AC1 pedal mode when the brake stroke sensor 14 is out of order, as shown in FIG. 9, the acceleration upper limit G _{MAX in the} target acceleration / deceleration range with respect to the amount of operation of the accelerator pedal is corrected downward as compared with the normal operation. That is, the maximum acceleration that can be generated by the operation of the accelerator pedal is corrected downward as compared with the normal time. This is because, if the deceleration that can be generated by the operation of the accelerator pedal in the AC1 pedal mode is not so large, it is not preferable for safety to allow a large acceleration.

This downward correction is particularly necessary and useful in a configuration in which a greater deceleration than that of the accelerator pedal can be generated by operating the brake pedal in the normal AC1 pedal mode. In such a configuration, acceleration / deceleration responsiveness sensitive to pedal operation can be prevented in the AC1 pedal mode, but a sufficiently large deceleration cannot be generated by operating the accelerator pedal (that is, in such a configuration) The brake pedal is expected to cover the large deceleration required for sudden braking.) From the same point of view, in this configuration, in the BS1 pedal mode when the brake stroke sensor 14 fails, the maximum deceleration G _AC0 that can be generated by the operation of the accelerator pedal is larger than that in the normal state (that is, a larger deceleration is achieved). It may be modified upwards (as possible).

  Further, in the AC1 pedal mode when the brake stroke sensor 14 is out of order, as shown in FIG. 9, the range of the amount of operation of the accelerator pedal in which the deceleration side value is determined as the target acceleration / deceleration is increased as compared with the normal time. . That is, the deceleration area is increased (the position of AC1 is shifted to the right side of the figure). In the example shown in FIG. 9, the ratio of the deceleration area is larger than half during the entire stroke of the accelerator pedal. When the deceleration area is increased, the amount of change in deceleration per unit operation amount can be reduced to achieve the same deceleration range, so that the deceleration response that is more sensitive to pedal operation than normal is prevented. Improved operability. Thus, for example, it is also useful to emphasize the safety by enhancing the operability of the accelerator pedal during the deceleration operation while ensuring the acceleration capability by the accelerator pedal to the limit necessary for retreat travel.

  Returning to FIG. 7, next, as a case 3, when a failure of the accelerator sensor 12 is detected during traveling in the AC1 pedal mode, the switching to the BS1 pedal mode is executed as in the case 1. As a result, when the accelerator sensor 12 fails, the above acceleration / deceleration control by the operation of the accelerator pedal in the AC1 pedal mode is stopped / cut off, and instead, the acceleration in the BS1 pedal mode based on the output value of the normal brake stroke sensor 14 is stopped. Since deceleration control is ensured, excellent fail-safe is realized. Further, in the BS1 pedal mode, as described above, the acceleration / deceleration operation by the brake pedal is possible, so that not only the retreat travel necessary when the accelerator sensor 12 is broken, but also safe travel to a dealer or a repair shop is possible. Further, the pedal operability at that time is also good.

  At the time of switching, various alarms / notifications are output as in the case 1. In addition to such warnings and notifications, a state in which the accelerator pedal cannot be operated mechanically is formed by, for example, an appropriate lock mechanism, and the driver is more clearly notified that the accelerator pedal cannot be operated. It is also useful to do.

  Further, as a modification of the present embodiment, the driver may be prompted to perform switching instead of automatically (forcibly) switching as described above. This prompting may be realized by acoustic and / or visual output (such as a voice message as described above). For example, a voice message may be output, “Because the accelerator sensor has failed, please switch to the BS1 pedal mode with the mode switch”.

  Next, as a case 4, when a failure of the brake stroke sensor 14 is detected during traveling in the AC1 pedal mode, there is no need for switching, and therefore the AC1 pedal mode is maintained. In this case, switching from the AC1 pedal mode to the normal mode may be prohibited. At this time, a notification for notifying that switching to the normal mode or the AC1 pedal mode is prohibited may be output together with a warning for notifying the occurrence of the failure of the accelerator sensor 12.

  At the time of switching, various alarms / notifications are output as in the case 2. In addition to such warnings and notifications, a state in which the brake pedal cannot be operated mechanically is formed by an appropriate lock mechanism, for example, and the driver is more clearly notified that the operation of the brake pedal is invalid. It is also useful to do. Similarly to the case 2, the AC-G map (see FIG. 9) as described in the case 2 may be used in the AC-G map processing unit 22 in the AC1 pedal mode after switching.

  Next, an alternative embodiment of the mode switching mode will be described. FIG. 10 is a functional block diagram illustrating an example of the target acceleration / deceleration calculation device 20 according to an alternative 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. 10, 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 portions that realize common functions are naturally shared. It's okay. Each mode is the same as described in the above embodiment.

  In this embodiment, the mode switching unit 25 realizes switching between the normal mode, the AC1 pedal mode, and the BS1 pedal mode in accordance with a mode switching signal from the mode switching switch.

  In the above-described embodiment, the AC1 pedal mode or the normal mode is used as the main mode, and the BS1 pedal mode is used for emergency. In this embodiment, either the BS1 pedal mode or the AC1 pedal mode is used. (One pedal mode is realized with one pedal while the normal mode is realized with the other pedal), or both can be realized at the same time. And In the former configuration, the control according to the operation amount (including zero) of the brake pedal and the control according to the operation amount (including zero) of the accelerator pedal interfere with each other as in the example shown in FIG. Alternatively, as in the example shown in FIG. 2, a means for adjusting the interference (arbitration means corresponding to the braking torque adjusting unit 36 in FIG. 2) may be set.

  FIG. 11 is a diagram showing a rule for mode switching realized by the acceleration / deceleration control apparatus 10 of the present embodiment.

  As shown in FIG. 11, in case 1, when a failure of the accelerator sensor 12 is detected during traveling in the normal mode, switching to the BS1 pedal mode is executed. As a case 2, when a failure of the brake stroke sensor 14 is detected during traveling in the normal mode, switching to the AC1 pedal mode is executed. In the AC1 pedal mode after switching, an AC-G map as described with reference to FIG. 9 may be used in the AC-G map processing unit 22.

  Next, as a case 3, when a failure of the brake stroke sensor 14 is detected during traveling in the BS1 pedal mode, switching to the AC1 pedal mode is executed. As in the case 2, the AC-G map as described with reference to FIG. 9 may be used in the AC-G map processing unit 22 in the AC1 pedal mode after switching. As a case 3.1, when a failure of the accelerator sensor 12 is detected during traveling in the BS1 pedal mode, the BS1 pedal mode is maintained because there is no need for switching. In this case, switching from the BS1 pedal mode to the normal mode or the AC1 pedal mode may be prohibited. At this time, a notification for notifying that switching to the normal mode or the AC1 pedal mode is prohibited may be output together with a warning for notifying the occurrence of the failure of the accelerator sensor 12.

  Next, as a case 4, when a failure of the accelerator sensor 12 is detected during traveling in the AC1 pedal mode, switching to the BS1 pedal mode is executed. As a case 4.1, when a failure of the brake stroke sensor 14 is detected during traveling in the AC1 pedal mode, the AC1 pedal mode is maintained because it is not necessary to switch. In this case, switching from the AC1 pedal mode to the normal mode or the BS1 pedal mode may be prohibited. At this time, a notification for notifying that switching to the normal mode or the BS1 pedal mode is prohibited may be output together with a warning for notifying the occurrence of the failure of the accelerator sensor 12.

  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.

Further, various AC-G maps (the same applies to the BS-G map) are not limited to those shown in the above-mentioned figure. For example, regarding the AC-G map for one pedal mode, the dead zone region is shown in FIG. Although it may be a region having a certain width (AC1 to AC2) as shown in A), it may be a region having no 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. Further, in the example shown in FIG. 5, but BS-G map has the maximum target deceleration G _BSmax greater than the maximum target deceleration G _AC0 in AC-G map, may be the same, opposite It may be.

  In addition, a plurality of types of AC-G maps having different characteristics (the same applies to BS-G maps and the like) 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 an AC-G map for the AC1 pedal mode, and FIG. 5B shows an example of a BS-G map for the AC1 pedal mode. FIG. 6A illustrates an example of an AC-G map for normal mode, and FIG. 6B illustrates an example of a BS-G map for normal mode. It is a figure which shows the rule of the mode switching implement | achieved by the acceleration / deceleration control apparatus 10 of a present Example. It is a figure which shows an example of the BS-G map in BS1 pedal mode. It is a figure which shows an example of the AC-G map in AC1 pedal mode at the time of failure of the brake stroke sensor. It is a functional block diagram which shows an example of the target acceleration / deceleration calculating apparatus 20 of an alternative Example. It is a figure which shows the rule of the mode switching implement | achieved by the acceleration / deceleration control apparatus 10 of an alternative embodiment.

Explanation of symbols

DESCRIPTION OF SYMBOLS 10 Acceleration / deceleration control device 12 Accelerator sensor 14 Brake stroke sensor 20 Target acceleration / deceleration calculation device 40 Drive torque manager 50 Brake manager

Claims (6)

An accelerator operation amount detecting means for detecting the operation amount of the accelerator pedal and a brake operation amount detecting means for detecting the operation amount of the brake pedal are provided, and both acceleration control and deceleration control are performed according to the operation amount of the accelerator pedal or the brake pedal. In the acceleration / deceleration control device capable of performing
An accelerator abnormality detecting means for detecting an abnormality of the accelerator operation amount detecting means;
Brake abnormality detection means for detecting an abnormality of the brake operation amount detection means,
When an abnormality is detected in one of the accelerator operation amount detection means and the brake operation amount detection means by the abnormality detection means, the target is determined based on the operation amount detected by the other operation amount detection means in which no abnormality is detected. An acceleration / deceleration control device that determines an acceleration / deceleration and controls a braking force generator and / or a driving force generator so that the target acceleration / deceleration is realized.   The acceleration / deceleration control device according to claim 1, wherein when an abnormality is detected in the brake operation amount detection means by the brake abnormality detection means, the acceleration upper limit value in the target acceleration / deceleration range with respect to the accelerator pedal operation amount is corrected downward. .   When an abnormality is detected in the brake operation amount detection means by the brake abnormality detection means, a plurality of types of given acceleration / deceleration used for determining the target acceleration / deceleration and for which the target acceleration / deceleration for each operation amount of the accelerator pedal is defined. The acceleration / deceleration control device according to claim 1, wherein a characteristic map of a type in which acceleration is suppressed is adopted among the characteristic maps.   2. The acceleration / deceleration control device according to claim 1, wherein when an abnormality is detected in the brake operation amount detection means by the brake abnormality detection means, an operation range of an accelerator pedal in which a deceleration side value is determined as a target acceleration / deceleration is increased. . An accelerator operation amount detecting means for detecting the operation amount of the accelerator pedal and a brake operation amount detecting means for detecting the operation amount of the brake pedal are provided, and both acceleration control and deceleration control are performed according to the operation amount of the accelerator pedal or the brake pedal. In an acceleration / deceleration control device having a one-pedal mode for performing acceleration control and a normal mode for performing acceleration control according to an operation amount of an accelerator pedal and performing deceleration control according to an operation amount of a brake pedal,
An accelerator abnormality detecting means for detecting an abnormality of the accelerator operation amount detecting means;
Brake abnormality detection means for detecting an abnormality of the brake operation amount detection means,
When an abnormality is detected in one of the accelerator operation amount detection means and the brake operation amount detection means by the abnormality detection means, based on the operation amount detected by the other operation amount detection means in which the abnormality is not detected The acceleration / deceleration control apparatus is characterized in that the one-pedal mode is realized by the pedal corresponding to the other operation amount detection means of the accelerator pedal and the brake pedal.   When the realization of the one-pedal mode involves the mode switching from the normal mode to the one-pedal mode, or the mode switching from the one-pedal mode by one pedal to the one-pedal mode by the other pedal, the mode has been switched. The acceleration / deceleration control device according to claim 5, which notifies the user of this fact.

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