JP2010247693A - Gas pedal reaction force control device - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide an gas pedal reaction force control device which does not detect an acceleration intent of a driver by mistake when a gas pedal is stepped without the acceleration intent of the driver. <P>SOLUTION: A reaction force control part 26 of the gas pedal reaction force control device 12 sets an acceleration intent determination threshold value TH1 as a threshold value of a deviation &Delta;&theta; of an actual opening &theta; and a moving average &theta;ave of the actual opening &theta; for determining the acceleration intent of the driver and the reaction force Fr is decreased when the deviation &Delta;&theta; exceeds the acceleration intent determination threshold value TH1 and acceleration intent determination threshold value TH1 is increased when a travelling road of a vehicle 10 is a tough road or a curved road. <P>COPYRIGHT: (C)2011,JPO&amp;INPIT

Description

  The present invention relates to an accelerator pedal reaction force control device that applies a reaction force to an accelerator pedal by an actuator.

  Devices that apply a reaction force to an accelerator pedal by a motor are known (Patent Documents 1 and 2). In Patent Document 1, the driver's intention to accelerate is detected from the operation state of the accelerator pedal, and control according to the acceleration intention is performed (see the summary of Patent Document 1). Similarly, in Patent Document 2, the driver's intention to accelerate is detected from the operation pattern of the accelerator pedal, and control corresponding to the acceleration intention is performed (see the summary of Patent Document 2).

JP 2007-022238 A JP 2007-168631 A

  As described above, in Patent Documents 1 and 2, the driver's intention to accelerate is detected based on the operation of the accelerator pedal. However, when the road surface is uneven, the driver operates the accelerator pedal that is not intended by the driver. There is a possibility that the acceleration intention is erroneously detected and unnecessary control is performed. In addition, when the vehicle is traveling on a curve, the driver fully closes the accelerator pedal at the entrance of the curve to make it easier to turn the curve, and when the vehicle passes the curve, put a foot lightly on the accelerator pedal to keep the position of the accelerator pedal constant. There is a tendency to try. In this case as well, the driver does not intend to accelerate, but is accompanied by the depression of the accelerator pedal. Therefore, in the related art, there is a possibility that the driver erroneously detects that the driver has an intention to accelerate.

  The present invention has been made in consideration of such problems, and an accelerator pedal reaction force control device that does not erroneously detect the driver's intention to accelerate when the accelerator pedal is depressed without the driver's intention to accelerate is provided. The purpose is to provide.

  The accelerator pedal reaction force control device according to the present invention includes an opening degree detecting unit that detects an actual opening degree of the accelerator pedal, a moving average value calculating unit that calculates a moving average value of the actual opening degree, and the accelerator pedal by an actuator. A reaction force control unit that controls a reaction force to the vehicle, and a travel path determination unit that determines whether the travel path of the vehicle is a bad road or a curve, wherein the reaction force control unit is a driver An acceleration intention determination threshold value that is a threshold value of a deviation between the actual opening and the moving average value for determining the acceleration intention is set, and when the deviation exceeds the acceleration intention determination threshold value, the reaction force is decreased. The acceleration intention determination threshold value is increased when the traveling road of the vehicle is a bad road or a curve.

  In general, when a vehicle is on a rough road (a road with severe irregularities), the driver is more likely to perform an unintended accelerator pedal operation due to the vertical movement of the vehicle. In addition, when the vehicle is traveling on a curve, the driver fully closes the accelerator pedal at the entrance of the curve to make it easier to turn the curve, and when the vehicle passes the curve, put a foot lightly on the accelerator pedal to keep the position of the accelerator pedal constant. There is a tendency to try. According to the present invention, when the vehicle is traveling on a rough road or a curve, the acceleration intention determination threshold value is increased. Therefore, even if the accelerator pedal is depressed, it is difficult to determine that the driver has an intention to accelerate. This makes it possible to avoid unnecessarily reducing the reaction force by erroneously detecting the driver's intention to accelerate when the accelerator pedal is depressed without the driver's intention to accelerate.

  The accelerator pedal reaction force control device according to the present invention includes an opening degree detecting unit that detects an actual opening degree of the accelerator pedal, a moving average value calculating unit that calculates a moving average value of the actual opening degree, and the accelerator pedal by an actuator. A reaction force control unit that controls a reaction force to the vehicle and an acceleration suppression status determination unit that determines a situation in which acceleration of the vehicle is to be suppressed, wherein the reaction force control unit determines the driver's acceleration intention. An acceleration intention determination threshold that is a threshold of deviation between the actual opening and the moving average value for determination is set, and when the deviation exceeds the acceleration intention determination threshold, the reaction force is decreased, and the vehicle The acceleration intention determination threshold value is increased when acceleration is to be suppressed.

  According to the present invention, when the vehicle is in a situation where acceleration should be suppressed, such as when a preceding vehicle is approaching, the acceleration intention determination threshold value is increased. Therefore, even if the accelerator pedal is depressed, the driver has an intention to accelerate. It becomes difficult to judge. Thereby, in the said situation, it becomes possible to assist driving | operation by making it hard to produce the reduction | decrease of reaction force.

  According to the present invention, when the vehicle is traveling on a rough road or a curve, the acceleration intention determination threshold value is increased. Therefore, even if the accelerator pedal is depressed, it is difficult to determine that the driver has an intention to accelerate. This makes it possible to avoid unnecessarily reducing the reaction force by erroneously detecting the driver's intention to accelerate when the accelerator pedal is depressed without the driver's intention to accelerate.

  Further, according to the present invention, when the vehicle is in a situation where acceleration should be suppressed, such as when a preceding vehicle is approaching, the acceleration intention determination threshold value is increased. It becomes difficult to judge that there is. Thereby, in the said situation, it becomes possible to assist driving | operation by making it hard to produce the reduction | decrease of reaction force.

1 is a block diagram of a vehicle equipped with an accelerator pedal reaction force control device according to an embodiment of the present invention. It is explanatory drawing of the reaction force provision characteristic of an accelerator pedal. It is a flowchart which determines a driver | operator's intention. FIG. 4A is a diagram illustrating an acceleration intention determination threshold value and a deceleration intention determination threshold value in a normal state. FIG. 4B is a diagram illustrating an acceleration intention determination threshold value and a deceleration intention determination threshold value when the vehicle travels on a rough road or a curve. FIG. 4C is a diagram illustrating an acceleration intention determination threshold value and a deceleration intention determination threshold value when it is necessary to suppress acceleration of the vehicle.

A. EMBODIMENT OF THE INVENTION Hereinafter, the vehicle carrying the accelerator pedal reaction force control apparatus which concerns on one Embodiment of this invention is demonstrated with reference to drawings.

1. Configuration of Vehicle 10 FIG. 1 is a block diagram of a vehicle 10 equipped with an accelerator pedal reaction force control device 12 (hereinafter referred to as “reaction force control device 12”) according to this embodiment. The vehicle 10 is, for example, a four-wheeled vehicle. In addition to the reaction force control device 12, the vehicle 10 includes an accelerator pedal 14 and a return spring 16 that applies a reaction force Fr_sp [N] to the accelerator pedal 14.

  The reaction force control device 12 includes an opening sensor 18, a vehicle speed sensor 20, a front sensor 22, a navigation system 24, an ECU (electronic control unit) 26, and an actuator 28.

  The opening sensor 18 detects the actual opening θ (depression amount from the original position) [degree] of the accelerator pedal 14 and outputs it to the ECU 26. The vehicle speed sensor 20 measures the vehicle speed V [km / hour] of the vehicle 10 and outputs it to the ECU 26.

  The front sensor 22 detects the position of a preceding vehicle that is traveling in the same lane as the vehicle 10 (hereinafter also referred to as “own lane”), and transmits a signal Sf specifying the position to the ECU 26. The ECU 26 can know the position and speed of the preceding vehicle based on the signal Sf. The front sensor 22 uses, for example, a laser sensor, an image sensor, or both.

  The navigation system 24 can detect the position of the vehicle 10 using GPS (Global Positioning System) and can provide the ECU 26 with information Ir regarding the current position of the vehicle 10 and the travel route. Furthermore, the navigation system 24 includes a memory 30 that stores information on the recommended vehicle speed Vrec [km / hour] of each road. The recommended vehicle speed Vrec indicates, for example, a vehicle speed at which the fuel efficiency can be optimized according to the situation of each road or a limit vehicle speed of each road. The vehicle speed at which the fuel consumption can be optimized can be set in advance according to the fuel consumption performance characteristics of the vehicle 10, the road gradient, the road type (asphalt, gravel road, etc.), the presence or absence of a curve, and the like. Then, the navigation system 24 notifies the ECU 26 of the recommended vehicle speed Vrec corresponding to the detected position of the vehicle 10.

  The ECU 26 sets a characteristic (reaction force applying characteristic Cfr) for applying the reaction force Fr according to the target vehicle speed Vtgt [km / hour] that is a target value of the vehicle speed V, and the reaction force applying characteristic Cfr and the actual opening degree. Using θ, a reaction force Fr [N] applied from the actuator 28 to the accelerator pedal 14 is calculated. Then, a control signal Sr indicating the calculated reaction force Fr is transmitted to the actuator 28. The reaction force applying characteristic Cfr defines the relationship between the actual opening θ and the reaction force Fr for each target vehicle speed Vtgt, and is stored in the memory 32 of the ECU 26. In the present embodiment, the driver's intention to accelerate and decelerate is determined in consideration of the influence of the type of travel path of the vehicle 10 on the operation of the accelerator pedal 14, and the reaction force Fr is determined according to the determination result. Change (details will be described later).

  The actuator 28 includes a motor (not shown) connected to the accelerator pedal 14 and applies a reaction force Fr corresponding to the control signal Sr received from the ECU 26 to the accelerator pedal 14. Thereby, in addition to the reaction force Fr_sp by the return spring 16, the reaction force Fr from the actuator 28 is added to the accelerator pedal 14. The actuator 28 may be other driving force generation means (for example, a pneumatic actuator).

2. Reaction force imparting characteristics Cfr
FIG. 2 shows the relationship between the actual opening θ of the accelerator pedal 14, the reaction force Fr_sp by the return spring 16, and the reaction force Fr by the actuator 28. As shown in FIG. 2, the reaction force Fr_sp by the return spring 16 increases as the actual opening θ increases. Further, the reaction force Fr by the actuator 28 is a lower limit {reaction force lower limit Fmin (in this embodiment, zero)} until the actual opening θ becomes θ1, and the actual opening θ1 is changed from the actual opening θ2 to the actual opening θ2. During this period, the reaction force Fr increases. Hereinafter, the region from the actual opening θ1 to the actual opening θ2 is referred to as a reaction force increasing region Rfr. When the actual opening θ becomes θ2, the reaction force Fr becomes the upper limit (reaction force upper limit Fmax), and when the actual opening θ exceeds θ2, the reaction force upper limit Fmax is continuously maintained (or the reaction force). Fr may be gradually decreased.)

  In the present embodiment, the target value (target reaction force Ftgt) [N] of the reaction force Fr when the vehicle 10 travels at a constant speed is set. The target reaction force Ftgt is, for example, a reaction force Fr that the driver feels can easily attach his / her foot, and is adjusted to coincide with the reaction force Fr when the vehicle 10 is traveling at a constant speed. Further, the opening degree of the accelerator pedal 14 corresponding to the target reaction force Ftgt is referred to as a target opening degree θtgt [degree].

3. Determination of Driver's Intention As described above, in the present embodiment, the driver's intention to accelerate and decelerate is determined in consideration of the influence of the type of travel path of the vehicle 10 on the operation of the accelerator pedal 14. The reaction force Fr is changed according to the determination result. FIG. 3 is a flowchart for determining the driver's intention.

  In step S1, the ECU 26 calculates an actual opening change amount Δθ [degree] indicating a change amount of the actual opening θ. In the present embodiment, the actual opening change amount Δθ is obtained as a difference between the current actual opening θ and the moving average value of the actual opening θ so far (actual opening moving average value θave) [degree] ( Δθ = θ−θave).

  In step S2, the ECU 26 determines whether the road on which the vehicle 10 is currently traveling is a bad road (a road with severe irregularities) or a curve. This determination is made based on the information Ir from the navigation system 24. Alternatively, an acceleration sensor may be provided in the vehicle 10 and determination may be made based on the output.

  When the current travel road is a rough road or a curve (S2: YES), in step S3, the ECU 26 determines whether the acceleration intention determination threshold TH1 (hereinafter also referred to as “threshold TH1”) and the deceleration intention determination threshold TH2 (hereinafter “threshold”). Also referred to as “TH2”). The threshold value TH1 is a threshold value of the actual opening change amount Δθ for determining the presence of the driver's acceleration intention. The threshold value TH2 is a threshold value of the actual opening change amount Δθ for determining the presence of the driver's intention to decelerate, and in this embodiment, the deceleration intention is determined using a negative value (−TH2) of the threshold value TH2. . For example, when the normal thresholds TH1 and TH2 are the values shown in FIG. 4A, the thresholds TH1 and TH2 are set as shown in FIG. 4B if the current traveling road is a rough road or a curve. Thereby, even if the actual opening change amount Δθ increases, it is difficult to exceed the threshold value TH1 and the threshold value −TH2.

  When the current travel path is not a bad road or a curve (S2: NO) or when Step S3 is completed, the process proceeds to Step S4.

  In step S4, the ECU 26 determines the necessity of suppressing the acceleration of the vehicle 10. When it is necessary to suppress the acceleration of the vehicle 10, for example, the case where the vehicle 10 approaches too much the preceding vehicle traveling in the same lane or the vehicle 10 enters the curve at an excessive speed Can do.

  The determination as to whether the vehicle 10 is too close to the preceding vehicle traveling in the same lane is performed by setting, for example, an inter-vehicle distance threshold (approach determination threshold THd) [m] for determining whether the vehicle 10 is too close to the preceding vehicle. The determination is made based on whether or not the distance D between the vehicle 10 and the preceding vehicle is equal to or less than the approach determination threshold value THd. The distance D between the vehicle 10 and the preceding vehicle is determined based on the signal Sf from the front sensor 22.

  Whether the vehicle 10 has entered the curve at an excessive speed is determined by, for example, setting a recommended vehicle speed (curve approach recommended vehicle speed Vrc) [km / h] to enter the curve, and the vehicle speed V when entering the curve is This is performed by determining whether the vehicle speed exceeding the recommended curve approach vehicle speed Vrc is exceeded. The recommended vehicle speed Vrec from the navigation system 24 is used as the recommended curve approach vehicle speed Vrc.

  When it is necessary to suppress the acceleration of the vehicle 10 (S4: YES), in step S5, the ECU 26 increases the threshold value TH1 and decreases the threshold value TH2. For example, when the normal thresholds TH1 and TH2 are the values shown in FIG. 4A, if it is necessary to suppress the acceleration of the vehicle 10, the thresholds TH1 and TH2 are set as shown in FIG. 4C. As a result, even if the actual opening change amount Δθ increases, it is difficult to exceed the threshold value TH1, while the threshold value −TH2 is easily exceeded. Therefore, the driver's intention to accelerate is difficult to determine, but the driver's intention to decelerate is easily determined.

  When it is not necessary to suppress the acceleration of the vehicle 10 (S4: NO) or when step S5 is completed, the process proceeds to step S6.

  In step S6, the ECU 26 determines whether or not the actual opening change amount Δθ calculated in step S1 is greater than or equal to a threshold value TH1. When the actual opening change amount Δθ is equal to or greater than the threshold value TH1 (S6: YES), in step S7, the ECU 26 determines that the driver has an intention to accelerate. As a result, for example, as indicated by a dotted line in FIG. 2, the ECU 26 decreases the reaction force upper limit value Fmax without changing the reaction force increase region Rfr, and makes it easier to step on the accelerator pedal 14. Thereby, acceleration of the vehicle 10 is assisted. When the actual opening change amount Δθ is less than the threshold value TH1 (S6: NO), the process proceeds to step S8.

  In step S8, the ECU 26 determines whether or not the actual opening change amount Δθ is equal to or greater than a threshold value −TH2. When the actual opening change amount Δθ is equal to or greater than the threshold −TH2 (S8: YES), in step S9, the ECU 26 determines that the driver has a cruise intention. In this case, for example, the ECU 26 maintains the current reaction force Fr (or reaction force application characteristic Cfr). When the actual opening change amount Δθ is less than the threshold −TH2 (S8: NO), in step S10, the ECU 26 determines that the driver intends to decelerate. In this case, for example, the ECU 26 maintains or decreases the current reaction force Fr (or reaction force application characteristic Cfr).

4). As described above, according to the present embodiment, when the vehicle 10 is traveling on a rough road or a curve, the acceleration intention determination threshold value TH1 is increased (S3 in FIG. 3). It is difficult to determine that the driver has an intention to accelerate even if the vehicle is depressed. As a result, it is possible to avoid erroneously detecting the driver's acceleration intention and unnecessarily reducing the reaction force Fr when the accelerator pedal 14 is depressed without the driver's intention to accelerate. The same applies to the deceleration intention determination threshold TH2.

  Further, according to the present embodiment, when the vehicle 10 is in a situation where acceleration should be suppressed, such as when a preceding vehicle is approaching, the acceleration intention determination threshold value TH1 is increased (S5 in FIG. 3), so that the accelerator pedal 14 is depressed. Even if there is, it becomes difficult to determine that the driver has an intention to accelerate. Thereby, in the said situation, it becomes possible to assist driving | running | working by making reduction of reaction force Fr difficult to occur.

  On the other hand, when the vehicle 10 is in a situation where acceleration should be suppressed, the deceleration intention determination threshold value TH2 is decreased (S5 in FIG. 3), so that the driver decelerates even if the return amount of the accelerator pedal 14 is relatively small. It is determined that there is an intention. Thereby, in the said situation, it becomes possible to suppress acceleration more reliably by facilitating the increase of the reaction force Fr.

B. Modifications It should be noted that the present invention is not limited to the above-described embodiment, and it is needless to say that various configurations can be adopted based on the contents described in this specification. For example, the following configuration can be adopted.

  In the above embodiment, both the determination of the rough road or the curve (S2) and the determination of the necessity of acceleration suppression (S4) are used in the flowchart of FIG. 3, but only one of them may be used.

  In the above embodiment, both the thresholds TH1 and TH2 are changed in steps S3 and S5 of FIG. 3, but only one of them may be changed.

DESCRIPTION OF SYMBOLS 10 ... Vehicle 12 ... Accelerator pedal reaction force control apparatus 14 ... Accelerator pedal 16 ... Return spring 18 ... Opening sensor 20 ... Vehicle speed sensor 22 ... Front sensor 24 ... Navigation system 28 ... ECU28 ... Actuator TH1 ... Acceleration intention determination threshold TH2 ... Deceleration intention determination threshold θave: Actual opening moving average value Δθ: Actual opening change amount

Claims (2)

An opening detector for detecting the actual opening of the accelerator pedal;
A moving average value calculating unit for calculating a moving average value of the actual opening;
A reaction force control unit for controlling a reaction force to the accelerator pedal by an actuator;
An accelerator pedal reaction force control device comprising: a travel path determination unit that determines whether the travel path of the vehicle is a bad road or a curve;
The reaction force control unit
Set an acceleration intention determination threshold that is a threshold of deviation between the actual opening and the moving average value for determining the driver's acceleration intention;
When the deviation exceeds the acceleration intention determination threshold, decrease the reaction force,
The accelerator pedal reaction force control device, wherein the acceleration intention determination threshold value is increased when a traveling road of the vehicle is a bad road or a curve. An opening detector for detecting the actual opening of the accelerator pedal;
A moving average value calculating unit for calculating a moving average value of the actual opening;
A reaction force control unit for controlling a reaction force to the accelerator pedal by an actuator;
An accelerator pedal reaction force control device having an acceleration suppression status determination unit that determines a status in which acceleration of a vehicle should be suppressed,
The reaction force control unit
Set an acceleration intention determination threshold that is a threshold of deviation between the actual opening and the moving average value for determining the driver's acceleration intention;
When the deviation exceeds the acceleration intention determination threshold, decrease the reaction force,
The accelerator pedal reaction force control device, wherein the acceleration intention determination threshold value is increased when the vehicle is in a situation where acceleration should be suppressed.

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