JP2015169115A - Control device of vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To surely prevent accident damage due to misoperation of an accelerator pedal in regression, and to automatically change a speed limit value to a value desired by a driver without resisting driving intention of the driver and without providing an additional device for setting the speed limit value to be a factor of cost increase.SOLUTION: In a case where it is determined that a driver intends acceleration when an R range is selected and speed limit is executed, a driving force control unit 20 performs driving force control that changes a current speed limit value to a higher speed limit value to thereby execute speed limit.

Description

  The present invention particularly relates to a vehicle control apparatus that performs appropriate control when the vehicle is moving backward.

  Conventionally, accidents caused by accidentally depressing the accelerator pedal while trying to depress the brake pedal have been regarded as a problem. In particular, when the vehicle is moving backward, the driver is driving while confirming the rear, so that the driving operation is complicated, and the accelerator pedal is erroneously depressed or the accelerator pedal is suddenly depressed. For this reason, it is conceivable to set the speed limit when the vehicle moves backward to a constant value.However, when a driver who tends to move backward at high speeds or when moving in a wide space without an obstacle, the driver's There is a risk of excessive speed limitation against the driving intention. Therefore, for example, as disclosed in Japanese Patent Application Laid-Open No. 2007-153147 (hereinafter referred to as Patent Document 1), an operation unit for setting a speed limit is provided, and the speed limit set by an operation at the time of stopping by the operation unit. It is conceivable to adopt a technology of a speed limit control device that executes speed limit control for controlling the vehicle speed so that the initial speed value is set in advance by the driver so as not to exceed the set speed limit.

JP 2007-153147 A

  However, in the technology for adding a device for the driver to set the desired speed limit value as disclosed in Patent Document 1 described above, a device for setting the speed limit value, a device for displaying the set value, and the like There is a problem that additional costs occur.

  The present invention has been made in view of the above circumstances, and it is possible to reliably prevent accidental damage caused by an erroneous operation of the accelerator pedal when reversing, without excessively limiting the speed against the driver's driving intention, and cost. An object of the present invention is to provide a vehicle control device that can automatically change a speed limit value as intended by a driver without providing an additional device for setting a speed limit value that causes an increase. .

  A vehicle control apparatus according to an aspect of the present invention includes an acceleration intention estimation unit that estimates an acceleration intention of a driver, a speed limit value storage unit that stores a plurality of speed limit values at the time of vehicle reverse, and a speed limit at the time of vehicle reverse. When it is determined that the acceleration intention estimation means determines that the driver has an intention to accelerate, the driving force control is executed to limit the speed by changing to a speed limit value higher than the current speed limit value. Means.

  According to the vehicle control device of the present invention, it is possible to reliably prevent accident damage due to an erroneous operation of the accelerator pedal during reverse travel, without excessively limiting the speed against the driving intention of the driver, and to increase the cost. The speed limit value can be automatically changed as intended by the driver without providing an additional device for setting the speed limit value as a factor.

It is explanatory drawing which shows schematic structure of the vehicle which concerns on one Embodiment of this invention. It is a functional block diagram of a driving force control unit according to an embodiment of the present invention. It is a flowchart of the driving force control program which concerns on one Embodiment of this invention. It is a characteristic explanatory view of each speed limit value and target acceleration / deceleration which are set concerning one embodiment of the present invention. It is explanatory drawing which shows an example of transition of the vehicle speed controlled by each speed limit value which concerns on one Embodiment of this invention.

Hereinafter, embodiments of the present invention will be described with reference to the drawings.
In FIG. 1, reference numeral 1 denotes a vehicle, and the driving force by an engine 2 disposed at the front of the vehicle is transmitted from an automatic transmission device (including a torque converter and the like) 3 behind the engine 2 via a transmission output shaft 3a. It is transmitted to the center differential device 4, and is input from the center differential device 4 to the rear wheel final reduction device 8 via the rear drive shaft 5, the propeller shaft 6, and the drive pinion 7, while from the center differential device 4 to the front drive It is input to the front wheel final reduction gear 10 via the shaft 9. Here, the automatic transmission device 3, the center differential device 4, the front wheel final reduction gear device 10 and the like are integrally provided in a case (not shown).

  The driving force input to the rear wheel final reduction device 8 is transmitted to the left rear wheel 12rl through the rear wheel left drive shaft 11rl and to the right rear wheel 12rr through the rear wheel right drive shaft 11rr, while the front wheel final reduction device. The driving force input to 10 is transmitted to the left front wheel 12fl via the front wheel left drive shaft 11fl and to the right front wheel 12fr via the front wheel right drive shaft 11fr.

  Reference numeral 13 denotes a brake drive unit of the vehicle. A master cylinder 15 connected to a brake pedal 14 operated by a driver is connected to the brake drive unit 13. When the driver operates the brake pedal 14, the master cylinder 15 is connected. 15, through the brake drive unit 13, each wheel cylinder of four wheels 12 fl, 12 fr, 12 rl, 12 rr (left front wheel wheel cylinder 16 fl, right front wheel wheel cylinder 16 fr, left rear wheel wheel cylinder 16 rl, right rear wheel wheel cylinder 16 rr) Brake pressure is introduced, which brakes the four wheels.

  The brake drive unit 13 is a hydraulic unit including a pressurizing source, a pressure reducing valve, a pressure increasing valve, and the like, and in response to an input signal from the brake control device 22, each wheel cylinder 16fl, 16fr, 16rl, 16rr is The brake pressure can be introduced independently of each other.

  The engine control device 21 that controls the engine 2, the brake control device 22 that controls the brake drive unit 13, and the alarm control device 23 that performs various alarms to the occupant by voice or monitor display, It is connected.

  The driving force control unit 20 is selected by a driver, a vehicle speed sensor 31 that detects a vehicle speed V composed of a multiphase wheel speed sensor that can also determine whether the traveling direction of the vehicle is a forward state or a reverse state. Inhibitor switch 32 for detecting the range position of the select lever (not shown) (each range position such as drive “D”, reverse “R”, neutral “N”, etc.), accelerator position sensor for detecting accelerator position θACC 33, sensors (not shown) such as a road surface gradient sensor, an engine speed sensor, and switches are connected. As a means for detecting the range position of the select lever, a signal from a transmission control unit that controls the transmission may be used in place of the inhibitor switch 32.

  When the driving force control unit 20 determines that the driver intends to accelerate when the R range is selected and the speed limit control is executed based on each of the input signals described above, The speed limit control is executed by changing to a speed limit value higher than the speed limit value. In addition, when the vehicle speed falls below a preset release speed value (in this embodiment, a speed limit value lower than the current speed limit value), the speed limit control is executed by changing to a lower speed limit value. .

  Therefore, as shown in FIG. 2, the driving force control unit 20 mainly includes an acceleration intention determination unit 20a, a target acceleration / deceleration calculation unit 20b, a target engine torque calculation unit 20c, and a target brake pressure calculation unit 20d. .

  The acceleration intention determination unit 20a receives the vehicle speed V from the vehicle speed sensor 31, receives the accelerator opening θACC from the accelerator opening sensor 33, and sets a k speed limit value Vlim (k) described later from the target acceleration / deceleration calculation unit 20b. Entered. Then, in a state where the vehicle speed V has reached the speed limit value Vlim (k) for k (during execution of the speed limit for k), the accelerator opening degree θACC is set to a state equal to or greater than a preset value θc, and is set in advance. When it continues for time Tac or more, it is determined that the driver intends to accelerate, and the determination result is output to the target acceleration / deceleration calculation unit 20b.

  The preset time Tac for determining the driver's acceleration intention may be variably set according to the accelerator opening speed (dθACC / dt) for each k speed limit value Vlim (k). A larger speed limit value may be set for a longer time. Thus, the acceleration intention determination unit 20a is provided as acceleration intention estimation means.

  The target acceleration / deceleration calculation unit 20b receives the vehicle speed V from the vehicle speed sensor 31, the range position from the inhibitor switch 32, the accelerator opening θACC from the accelerator opening sensor 33, and the driver's intention from the acceleration intention determination unit 20a. Acceleration intention determination result is input.

  The target acceleration / deceleration calculation unit 20b stores a plurality of speed limit values (k speed limit values Vlim (k)) when the vehicle moves backward. In this embodiment, each k speed limit value Vlim ( k), the target acceleration / deceleration At corresponding to the vehicle speed V that can be reached is stored (see FIG. 4: In FIG. 4, the sign (+) side indicates the target acceleration, and the sign (−) side indicates the target decrease. Indicating speed).

  Here, “k” of the speed limit value Vlim (k) of k is a case where the current speed limit value is k and the speed limit value is one rank higher (higher speed limit value) than the current value. = K + 1, and the case of a speed limit value that is one rank lower (lower speed limit value) than the current value is k = k-1, for the sake of convenience. In the present embodiment, k is set to 1 as an initial value (minimum value), and a plurality of types 1 to n (n is an integer of 2 or more) are set. Hereinafter, “k” is used as having the same distinction.

  When the target acceleration / deceleration calculation unit 20b determines that the driver intends to accelerate when the R range is selected and the speed limit Vlim (k) is executed with the speed limit value of k, The target acceleration / deceleration At corresponding to the vehicle speed V is set with reference to the characteristics of the vehicle speed V-target acceleration / deceleration At having a speed limit value Vlim (k = k + 1) higher than the speed limit value Vlim (k) of k. . When the target acceleration / deceleration At set in this way is (+), this target acceleration / deceleration At is output as a target acceleration to the target engine torque calculation unit 20c, and when the target acceleration / deceleration At is (-), this target acceleration / deceleration At. The speed At is output to the target brake pressure calculation unit 20d as the target deceleration.

  On the other hand, when the vehicle speed V falls below the speed limit value Vlim (k = k-1) lower than the speed limit value Vlim (k) of k, the vehicle speed having a low speed limit value Vlim (k = k-1). The control shifts to the control with the characteristic of V-target acceleration / deceleration At, the target acceleration / deceleration At corresponding to the vehicle speed V is set, and the target acceleration or the target deceleration is set as the target engine torque calculation unit 20c or the target brake. It outputs to the pressure calculation part 20d.

  As described above, the target acceleration / deceleration calculation unit 20b is configured to have functions as speed limit value storage means and driving force control means. The target acceleration / deceleration calculation unit 20b is higher than the k speed limit value Vlim (k) in the control with the characteristic of the vehicle speed V-target acceleration / deceleration At having the k speed limit value Vlim (k). The vehicle speed V having the speed limit value Vlim (k = k + 1) shifts to the target acceleration / deceleration At characteristic, or the vehicle speed V having the lower speed limit value Vlim (k = k-1) V-target acceleration / deceleration At. When the target acceleration / deceleration At is set by shifting to the characteristics, it is preferable that the target acceleration / deceleration At be set by passing through a filter (not shown) or the like so as to make the fluctuation of the target acceleration / deceleration At moderate.

  Further, the target acceleration / deceleration calculation unit 20b outputs a control signal to the alarm control device 23 when the speed is limited by the speed limit value Vlim (k) of k, as shown by a broken line in FIG. You may make it alert | report that speed limit control is underway by issuing the warning by a chime sound, a monitor display, etc. In this case, the higher the speed limit value of the k speed limit value Vlim (k), the shorter the cycle of the chime sound or the like may be notified to the driver about the status of the limit control.

  The target engine torque calculation unit 20c receives the vehicle speed V from the vehicle speed sensor 31, and receives the target acceleration from the target acceleration / deceleration calculation unit 20b. Then, the final target acceleration is calculated according to the deviation between the target acceleration and the actual acceleration (the differential value of the vehicle speed V), the vehicle weight is multiplied by the final target acceleration, and various running resistances are added. The target engine torque is calculated by multiplying the torque conversion coefficient such as the total gear ratio and torque converter ratio, and is output to the engine control device 21.

  The target brake pressure calculation unit 20d receives the vehicle speed V from the vehicle speed sensor 31, and receives the target deceleration from the target acceleration / deceleration calculation unit 20b. Then, the final target deceleration is calculated according to the deviation between the target deceleration and the actual deceleration, and the final target brake pressure is calculated and output to the brake control device 22.

Next, the driving force control executed by the driving force control unit 20 will be described with reference to the flowchart of FIG.
First, in step (hereinafter abbreviated as “S”) 101, it is determined whether or not the range position is in the “R” range. If the range position is not in the “R” range, the routine is exited, and in the “R” range, Proceed to S102.

  In S102, it is determined whether or not the accelerator pedal is in a sudden depression state. This sudden depression of the accelerator pedal is determined with reference to a map area or the like of a predetermined accelerator opening speed (dθACC / dt) −accelerator opening θACC. For example, the accelerator opening speed (dθACC / dt) is determined in advance. It is determined that the accelerator pedal is suddenly depressed when the threshold value is set or more.

  If the result of the determination in S102 is that the accelerator pedal is not in a sudden depression state, the routine is exited, and if the accelerator pedal is in a sudden depression state, the routine proceeds to S103.

  In S103, k is set to 1 (k = 1) for initialization, and the process proceeds to S104.

  Next, in S104, the speed limit value Vlim (k) for k is read.

  Then, the process proceeds to S105, with reference to the characteristic of the target acceleration / deceleration At according to the vehicle speed V that can reach the speed limit value Vlim (k) of k, and the target acceleration / deceleration according to the vehicle speed V (hereinafter referred to as “target acceleration / deceleration of k”). (Abbreviated as “speed”) At is calculated. When the target acceleration / deceleration of k is (+) and the target acceleration, it is output to the target engine torque calculation unit 20c, and when the target acceleration / deceleration of k is (−) and the target deceleration, the target brake pressure is calculated. It outputs to the part 20d and performs acceleration / deceleration control.

  Next, the process proceeds to S106, where it is determined whether or not the k speed limit value Vlim (k) is being executed. If the k speed limit value Vlim (k) is not being executed, the processes from S101 are repeated. If the speed limit value Vlim (k) for k is being executed, the process proceeds to S107.

  In S107, in a state where the speed limit value Vlim (k) of k has been reached (during execution of the speed limit of k), based on the duration time after the accelerator opening θACC is equal to or greater than the preset value θc, A determination process is performed to determine whether or not the driver has an acceleration intention from the speed limit value Vlim (k) of k (hereinafter, abbreviated as “k acceleration intention”). In this determination process, it is determined that the driver has an intention to accelerate when the above-described continuation time continues for a preset time Tac or more.

  Thereafter, the process proceeds to S108, and if the result of determination in S107 is that there is an intention to accelerate, the process proceeds to S109. If it is not determined that there is an intention to accelerate, the process from S101 is repeated again.

  When it is determined that there is an intention to accelerate in S108 and the process proceeds to S109, the speed is shifted to a speed limit value Vlim (k = k + 1) that is one rank higher (a higher speed limit value) than the k speed limit value Vlim (k). Therefore, k = k + 1.

  Then, the process proceeds to S110, and a determination of k> n (specifically, k = n + 1) is performed. That is, in the embodiment of the present invention, since k = 1 to n (n is an integer of 2 or more), this is a process for eliminating a setting exceeding n.

  As a result of the determination in S110, if k ≦ n, the process proceeds to S112. If k> n, the process proceeds to S111 to execute the current acceleration / deceleration control, and the process proceeds to S112 with k = k−1. .

  In step S112, the speed limit value Vlim (k) of k−1, which is a speed limit value that is one rank lower (lower speed limit value) than the speed limit value Vlim (k) of k. = k-1) is read. In this embodiment, the k-1 speed limit value Vlim (k = k-1) is read according to the characteristic of the vehicle speed V-target acceleration / deceleration At having the k speed limit value Vlim (k). This is because the speed limit value Vlim (k-1) of k-1 is used as the release speed value for canceling the control.

  Next, the process proceeds to S113, where k target acceleration / deceleration At is calculated. If the target acceleration / deceleration k is (+) and the target acceleration, the target acceleration is output to the target engine torque calculation unit 20c. Is (−) and the target deceleration is output to the target brake pressure calculator 20d to execute acceleration / deceleration control.

Thereafter, the process proceeds to S114, where the vehicle speed V is compared with the speed limit value Vlim (k-1) of k-1.
As a result of the comparison in S114, if it is determined that the vehicle speed V is lower than the speed limit value Vlim (k-1) of k-1 (V <Vlim (k-1)), the process proceeds to S115 and the speed limit of k is limited. Control with the characteristic of vehicle speed V-target acceleration / deceleration At having a speed limit value Vlim (k = k-1) one rank lower than the control with the characteristic of vehicle speed V-target acceleration / deceleration At having the value Vlim (k) In order to shift to (1), k = k-1.

  Then, the process proceeds to S116, and if k = 1 as a result of S115, the process from S101 is repeated, and if k> 1, the process from S112 is repeated. That is, in the embodiment of the present invention, this is processing for setting k = 1 to n (n is an integer of 2 or more).

  On the other hand, if the vehicle speed V is equal to or greater than the speed limit value Vlim (k-1) of k-1 as a result of the comparison in S114 described above (V ≧ Vlim (k-1)), the process proceeds to S117 and the speed limit of k is limited. It is determined whether the value Vlim (k) is being executed. If the k speed limit value Vlim (k) is not being executed, the processing from S112 is repeated. If the speed limit value Vlim (k) for k is being executed, the process proceeds to S118.

  Then, in S118, whether or not there is an intention to accelerate k is determined based on a duration time during which the speed limit of k is being executed and the accelerator opening θACC is equal to or greater than a preset value θc. Process.

  Thereafter, the process proceeds to S119, and if the result of determination in S118 is that there is an intention to accelerate, the process from S109 is repeated, and if it is not determined that there is an intention to accelerate, the process from S112 is repeated.

FIG. 5 shows an example from when the vehicle speed V is 0 to when the speed limit control is executed with the speed limit value Vlim (k = n) of k = n by the driving force control described above.
First, when the vehicle speed V increases from 0 to the speed limit value Vlim (k = 1) of k = 1, the speed limit control is executed with the speed limit value Vlim (k = 1) of k = 1. Is done. If it is determined during the speed limit control that the acceleration intention is k = 1, the speed limit value is changed to the speed limit value Vlim (k = 2) of k = 2. When the vehicle speed V is increased to the speed limit value Vlim (k = 2), the speed limit control is executed with the speed limit value Vlim (k = 2). If it is determined that the acceleration intention is k = 2 during the speed limit control, the speed limit value is changed to the speed limit value Vlim (k = 3) of k = 3. Then, the speed limit control of the speed limit value Vlim (k = 3) of k = 3 is executed.

  Thus, according to the embodiment of the present invention, when it is determined that the driver intends to accelerate when the R range is selected and the speed limit is executed, the current speed limit value is determined. The speed limit control is executed by changing to a higher speed limit value. When the vehicle speed falls below a preset release speed value, the speed limit control is executed by changing to a lower speed limit value.

  For this reason, it is possible to reliably reduce the accident damage caused by the erroneous operation of the accelerator pedal at the time of reverse by using each speed limit value Vlim (k) and the target acceleration / deceleration At set thereby. In addition, when accelerating from a low speed, each speed limit value Vlim (k) is increased stepwise, so when a driver who tends to move back at high speed is driving or when moving back in a wide space without obstacles, etc. However, there is no excessive speed limitation against the driver's driving intention. Furthermore, since it is not necessary for the driver to add a device for setting a specific speed limit value, an additional cost such as an input device for setting the speed limit value and a device for displaying the set value becomes unnecessary.

DESCRIPTION OF SYMBOLS 1 Vehicle 2 Engine 3 Automatic transmission 12fl, 12fr, 12rl, 12rr Wheel 13 Brake drive part 16fl, 16fr, 16rl, 16rr Wheel cylinder 20 Driving force control unit 20a Acceleration intention determination part (acceleration intention estimation means)
20b Target acceleration / deceleration calculation unit (speed limit value storage means, driving force control means)
20c target engine torque calculation unit 20d target brake pressure calculation unit 21 engine control device 22 brake control device 23 alarm control device 31 vehicle speed sensor 32 inhibitor switch 33 accelerator opening sensor

Claims (3)

Acceleration intention estimation means for estimating the driver's acceleration intention;
Speed limit value storage means for storing a plurality of speed limit values when the vehicle is reverse;
When the speed limit is executed when the vehicle is moving backward, if the acceleration intention estimation means determines that the driver intends to accelerate, the speed limit value is changed to a speed limit value higher than the current speed limit value. Driving force control means for executing
A vehicle control device comprising:   The said acceleration intention estimation means determines that there is a driver's acceleration intention when the time when the accelerator opening is equal to or greater than a preset threshold value continues beyond a preset time. Vehicle control device.   3. The vehicle control device according to claim 2, wherein the preset time is variably set according to an accelerator opening speed.

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