JP2016002869A - Vehicle control apparatus - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a vehicle control apparatus for preventing occurrence of a vehicular behavior unintended by a driver caused by inability to operate a pedal appropriately under influence of a vehicular collision.SOLUTION: Provided is a configuration to increase brake pressure Fb constituting vehicular braking-force and accelerator pedal reactive force Fr proportionately with a vehicular speed V after a vehicular collision, and therefore making it possible to prevent occurrence of a vehicular behavior unintended by a driver caused by inability to operate a pedal appropriately under influence of the collision. It is further possible to suppress or eliminate a problem where a braking distance is extended in the case of a vehicular speed V being relatively higher than in the case of the speed lower after the collision.

Description

  The present invention relates to a vehicle control device that assists (supports) a driver's operation {brake pedal operation and / or accelerator pedal operation} when a vehicle collides.

  Patent Document 1 discloses a brake control device that automatically operates a brake mechanism and controls a braking force and a braking time regardless of a driver's brake operation at the time of a vehicle collision (Patent Document 1 [[ 0006], [0015]).

  In Patent Document 1, the braking time is a predetermined automatic braking time according to the fact that the vehicle speed detected by the vehicle speed sensor becomes higher than that before the collision when the rear collision of the host vehicle is detected by the rear collision detection sensor. (For example, 5 seconds), and when the frontal collision detection sensor detects a frontal collision of the host vehicle, the vehicle speed is made shorter than the predetermined automatic braking time in response to the vehicle speed becoming lower than before the collision ( [0023] and [0028] of Patent Document 1.

JP 2012-1091 A

  However, in the brake control device disclosed in Patent Document 1, since the automatic braking time for operating the automatic brake mechanism is made variable at the time of collision detection, when the vehicle speed after the collision is relatively high, the braking speed is low. There is a problem that the braking distance is extended as compared with the case.

  Further, at the time of a collision, there is a possibility that the driver cannot properly perform the brake pedal operation and the accelerator pedal operation. However, Patent Document 1 discloses that the driver's pedal operation at the time of the collision (the brake pedal operation and the accelerator pedal operation). There is no description of brake assist control and there is room for improvement.

  The present invention has been made in consideration of such problems, and a vehicle that can prevent an unintended vehicle behavior from occurring due to the impact of a vehicle collision without the driver performing proper pedal operation. An object is to provide a control device.

  The vehicle to which the present invention is applied includes an internal combustion engine and / or a drive motor as a vehicle drive source. In addition to an internal combustion engine vehicle, EV (electric vehicle), HEV (hybrid vehicle), PHEV Electric vehicles such as (plug-in hybrid vehicles) and FCVs (fuel cell vehicles) are included.

  A vehicle control device according to the present invention includes a brake assist control mechanism that increases a vehicle braking force at the time of a vehicle collision, an accelerator pedal reaction force applying mechanism that applies a reaction force to an accelerator pedal, a vehicle speed sensor that detects a vehicle speed, and a control And the control unit increases the vehicle braking force and the accelerator pedal reaction force when the vehicle speed is high compared to when the vehicle speed is low, based on the vehicle speed after the collision of the vehicle. .

  According to the present invention, the vehicle braking force and the accelerator pedal reaction force are increased as the vehicle speed after the vehicle collision increases, so that the driver cannot perform an appropriate pedal operation due to the influence of the collision and the vehicle is not intended. It is possible to prevent the behavior from occurring. In addition, it is possible to suppress or eliminate the inconvenience that the braking distance is extended when the vehicle speed after the collision is relatively high compared to when the vehicle speed is low.

  In this case, when the brake pedal is depressed after the collision of the vehicle, the brake assist control mechanism controls the vehicle braking force by increasing the vehicle braking force based on the current brake pedal depression amount. A situation in which the power becomes extremely large can be prevented, and a vehicle braking force suitable for the driver's intention can be obtained. This control (brake assist control) is particularly effective during an airbag non-deployment collision.

  The control unit preferably applies the accelerator pedal reaction force via the accelerator pedal reaction force applying mechanism regardless of whether or not the accelerator pedal is operated after the collision of the vehicle.

  Since it is not possible to determine whether the driver's accelerator pedal operation is erroneous or normal during and after a collision, it is possible to prevent erroneous operation by applying the accelerator pedal reaction force. If you depress the accelerator pedal against the reaction force, you can accelerate according to the situation.

  In this case, it is preferable that the control unit sets the acceleration pedal reaction force application time after the vehicle collision to a longer time as the vehicle speed is higher.

  The higher the vehicle speed after the collision, the longer it takes for the vehicle speed to decrease. Therefore, the accelerator pedal reaction force can be continuously applied for a long time until the vehicle speed decreases.

  Furthermore, if the collision of the vehicle is an airbag non-deployment collision in which the airbag provided in the vehicle does not deploy, the collision G or the like is lower when the airbag is not deployed than when the airbag is deployed. Brake assist control can be performed.

  According to the present invention, the vehicle braking force and the accelerator pedal reaction force are increased as the vehicle speed after the vehicle collision increases, so that the driver cannot perform an appropriate pedal operation due to the influence of the collision and the vehicle is not intended. It is possible to prevent the behavior from occurring. In addition, it is possible to suppress or eliminate the inconvenience that the braking distance is extended when the vehicle speed after the collision is relatively high compared to when the vehicle speed is low.

  This invention is particularly preferably applied to airbag non-deployment collisions. When the airbag is not deployed, the collision G or the like is lower than when deployed, so that brake assist control that matches the driver's intention can be performed.

1 is a schematic block configuration diagram of a vehicle in which a vehicle control device according to an embodiment of the present invention is incorporated. It is a characteristic view explaining brake assist control after a collision. It is a characteristic view explaining the accelerator pedal reaction force control after a collision. It is situation explanatory drawing which shows the example of the collision which an airbag expand | deploys, and the collision which an airbag does not expand | deploy. It is a flowchart with which operation | movement description of a vehicle control apparatus is provided.

  Preferred embodiments of a vehicle control device according to the present invention will be described below in detail with reference to the accompanying drawings.

  FIG. 1 is a schematic block diagram of a vehicle 10 in which a vehicle control device 11 according to an embodiment of the present invention is incorporated.

  The vehicle control device 11 includes various control units that include an ECU (electronic control unit). As is well known, the ECU is a computer including a microcomputer, a CPU (Central Processing Unit), a ROM (including EEPROM) as a memory, a RAM (Random Access Memory), other A / D converters, D / A converter and other input / output devices, a timer as a timekeeping unit, etc., and various function realization units (function realization means) such as a control unit when the CPU reads and executes a program recorded in the ROM , Functions as a calculation unit, a processing unit, and the like. These functions can also be realized by hardware. Further, the ECU can be integrated into one, and can be further divided.

  In this embodiment, the ECU includes an overall control unit 16 that includes an airbag control unit 12 and a travel safety control unit 14, and a hydraulic control unit 18 and an engine control unit 20 that are connected to the overall control unit 16. The The overall control unit 16 includes a timer 13 as a timer unit (timer).

  The overall operation of the traveling safety control of the vehicle 10 is comprehensively controlled by the overall control unit 16.

  The vehicle 10 has four wheels 22, and each of the four wheels 22 is provided with a brake actuator 24 configured by a disc brake or the like that generates a braking force. The brake hydraulic pressure (braking force, braking pressure, brake pressure) Fb of the brake actuator 24 is controlled by four pressure adjusting devices (not shown) in the hydraulic pressure control unit 18, respectively.

  The hydraulic control unit 18 is also referred to as a depression amount (also referred to as a brake pedal depression amount) of a brake pedal 26 detected by a brake pedal depression amount sensor (also simply referred to as a depression amount sensor) 28 under the control of the traveling safety control unit 14. ) Also described as brake pressure Fb {Fb (θb) according to θb. }, And a brake pressure Fb that does not depend on the depression amount θb of the brake pedal 26 is generated and output to the brake actuator 24.

  As will be described later, when the hydraulic pressure control unit 18 generates the brake pressure Fb according to the depression amount θb of the brake pedal 26, the hydraulic pressure control unit 18 synthesizes the brake pressure Fba according to the brake assist control that increases the vehicle braking force. (Fb = Fb (θb) + Fba) can be generated.

  The driving force is transmitted from the engine 30 through the transmission (T / M) 32 to the left and right wheels, for example, of the four wheels 22.

  The engine 30 is controlled in speed (engine speed) and the like through an engine control unit 20 that adjusts an opening (throttle opening) TH of a throttle valve (THV) 31 provided in the engine 30.

  The throttle opening TH of the throttle valve 31 is the operation amount of the accelerator pedal 36 (accelerator pedal operation amount, pedal operation amount, accelerator angle) detected by an accelerator pedal operation amount sensor (also simply referred to as an operation amount sensor) 34. It is also called an operation angle.) It is adjusted through the engine control unit 20 in accordance with θa.

  Each wheel 22 is provided with a wheel speed sensor (not shown), and the wheel speed detected by the four wheel speed sensors and the average value thereof are sent to the overall control unit 16 as the vehicle speed V detected by the vehicle speed sensor 46. Supplied.

  The accelerator pedal 36 has an original position returning force of the accelerator pedal 36 itself by the return spring 39 (when the foot is released from the accelerator pedal 36 with a force to return to the original position, the accelerator pedal 36 operates the accelerator pedal operation amount. The reaction force (accelerator reaction force) Fr [N] from the accelerator pedal reaction force application mechanism 38 is applied (added) in a timely manner in addition to the force [Forg [N] for returning to the original position of θa = 0 [degree]]. The

  The accelerator pedal reaction force applying mechanism 38 is composed of a motor (not shown) connected to the accelerator pedal 36, and the accelerator pedal 36 applies a reaction force Fr according to a control signal received from the traveling safety control unit 14 constituting the overall control unit 16. To grant.

  The airbag control unit 12 is connected to the traveling safety control unit 14, the collision detection sensor 40, the G sensor 50, and the inflator 42.

  The collision detection sensors 40 are, for example, pressure sensors, and are provided in the vehicle 10. Although not shown, a right front collision detection sensor and a left front collision detection sensor are provided on the left and right of the front frame of the vehicle 10. A right side collision detection sensor and a left side collision detection sensor are provided on the left and right sides of the central frame 10, and a right rear side collision detection sensor and a left rear side collision detection sensor are provided on the left and right sides of the rear frame of the vehicle 10.

  Furthermore, a high-sensitivity G sensor, a roll rate sensor, a yaw rate sensor, and a low-sensitivity sensor that detect acceleration a in the three orthogonal axes (vehicle length direction, vehicle width direction, vehicle height direction) of the vehicle 10 at the center of gravity of the vehicle 10. A G sensor 50 including a G sensor with two orthogonal axes of sensitivity (vehicle length direction and vehicle width direction) is provided.

  The airbag control unit 12 is supplied with a collision detection signal Sc corresponding to the pressure at the time of collision from the collision detection sensor 40 when the collision detection sensor 40 detects a collision of the host vehicle 10 and from the G sensor 50 at the time of the collision. Acceleration signal Sa (which can be converted to G) is supplied.

  The airbag control unit 12 drives the inflator 42 by generating an airbag deployment signal Sab that deploys the airbag 44 corresponding to the location where the collision occurred based on the collision detection signal Sc and the acceleration signal Sa (G). .

  On the other hand, the travel safety control unit 14 determines the slip / lock state of each wheel 22 and has an ABS function for independently adjusting the brake pressure Fb of each wheel 22 during braking via the hydraulic control unit 18. When the posture / behavior of the host vehicle 10 is disturbed, the host vehicle 10 has a function of preventing side skidding and improving the directional stability. A vehicle posture stabilization system that improves the directional stability is known as a technology related to, for example, a VSA (Vehicle Stability Assist) system.

  The traveling safety control unit 14 senses the attitude / behavior of the host vehicle 10 with the G sensor 50 and the vehicle speed sensor 46 (each wheel speed sensor) and determines that the vehicle is oversteered. The hydraulic control unit 18 is controlled so as to apply a brake.

  Conversely, when the traveling safety control unit 14 determines understeer, the driving force of the engine 30 is reduced (reduced) by reducing the throttle opening TH of the throttle valve 31 through the engine control unit 20, and in the vehicle 10. The hydraulic control unit 18 is controlled so as to brake the wheel 22 inside the turning of the rear wheel.

  The travel safety control unit 14 recognizes a collision of the host vehicle 10 based on an airbag deployment signal (airbag control signal) Sab from the airbag control unit 12 (referred to as an airbag deployment collision or simply a deployment collision), and air. Although the bag deployment signal Sab is not output, the collision detection signal Sc from the collision detection sensor 40 (hereinafter also referred to as a light collision trigger signal Sc for convenience of understanding) and the acceleration signal Sa (G) from the G sensor 50 are not output. A collision of the vehicle 10 (referred to as an airbag non-deployment collision or simply a non-deployment collision or a light collision) is recognized.

  When the traveling safety control unit 14 recognizes a collision (an airbag deployment collision and / or a non-deployment collision) of the host vehicle 10, the traveling safety control unit 14 automatically detects the collision (after the collision is detected) and automatically controls the hydraulic control unit 18. Is controlled (automatic brake control and / or brake assist control), and the reaction force Fr is controlled through the accelerator pedal reaction force applying mechanism 38.

  In this case, the travel safety control unit 14 has a vehicle speed brake pressure characteristic (vehicle speed brake pressure time change characteristic) 102 related to brake assist control and a vehicle speed reaction force characteristic (vehicle speed reaction force time change characteristic) 104 related to accelerator pedal reaction force control. It is stored in a memory (storage unit).

  As shown in FIG. 2, as the vehicle speed brake pressure characteristic 102 stored in the memory (storage unit), in this embodiment, the vehicle speed V indicated by a solid line is at a high speed when V ≧ 80 [km / h] is applied. Brake pressure characteristic 102h {brake pressure Fb (Vh)}, medium speed brake pressure characteristic 102m {brake pressure Fb (Vm)} applied when vehicle speed V is 80 [km / h]> V ≧ 60 [km / h] , And the low-speed brake pressure characteristic 102l {brake pressure Fb (Vl)} applied when the vehicle speed V is V <60 [km / h] is stored.

  In this embodiment, the vehicle speed brake pressure characteristics 102h, 102m, and 102l are relatively smooth from the time t0 when the light collision trigger (light collision) occurs to about 500 [ms] and beyond. It is set to increase.

  In FIG. 2, the brake pressure Fb (θb) indicated by a broken line indicates the brake pressure Fb by the current brake pedal depression amount θb as an example. That is, the brake pressure Fb (θb) corresponds to the current depression amount of the brake pedal 26 (brake pedal depression amount θb) of the driver (occupant).

  In FIG. 2, the vertical axis of the vehicle speed brake pressure characteristics 102h, 102m, 102l indicated by solid lines represents the brake pressure Fb (θb) based on the brake pedal depression amount θb and the brake pressure (assist brake) based on brake assist control described later. Pressure) Fba (Vx, x = h, m, l) and a combined brake pressure (final pressure, combined pressure) Fb.

  As shown in FIG. 3, as the vehicle speed reaction force characteristic 104, in this embodiment, the vehicle speed V is applied to V ≧ 80 [km / h], and the high-speed reaction force characteristic 104 h {reaction force Fr (Vh)}, vehicle speed Medium-speed reaction force characteristics 104m {reaction force Fr (Vm)} applied when V is 80 [km / h]> V ≧ 60 [km / h], and vehicle speed V is V <60 [km / h] The low-speed reaction force characteristic 104l {reaction force Fr (Vl)} to be applied is stored. Each vehicle speed V that defines the range is preferably changed for each vehicle type.

  In FIG. 1, the travel safety control unit 14, the hydraulic control unit 18, and the brake actuator 24 constitute a brake assist control mechanism 25.

  The operation of the vehicle control device 11 according to the embodiment of the present invention, which is basically configured as described above, is incorporated in the vehicle 10 as an example in the situation shown in the situation explanatory diagram of FIG. It demonstrates based on the flowchart of these.

  In the situation explanatory diagram of FIG. 4, the right-hand drive vehicle 10 shows a lane 51 (traveling lane) defined by a lane boundary line 52 (dashed white line) and a roadway outer line 54 (solid white line) in FIG. While traveling from the left side to the right side, the vehicle 10 that is traveling on the lane 51 and the situation P in which the airbag 44 is deployed by stepping over the roadway outer line 54 and colliding with the column 56 (airbag deployment collision situation). After stepping over the roadway outside line 54, it collides with the curb 58 in a situation where the airbag 44 is not deployed (referred to as light collision as described above), rides on the curb 58, travels on the sidewalk 60, and returns to the lane 51. The situation (airbag non-deployment collision situation) Q is shown.

  Therefore, the operation of the vehicle control device 11 of the vehicle 10 will be described with reference to the flowchart shown in FIG. 5 by taking these situations (airbag deployment collision situation P and airbag non-deployment collision situation Q) as an example. Note that the main control unit 16 executes the program according to the flowchart.

  In step S <b> 1, during the control, the overall control unit 16 (hereinafter simply referred to as the control unit 16 because it becomes complicated) includes various sensors including the collision detection sensor 40 of the vehicle 10 and the hydraulic control unit 18. Acquire (load) data from the control unit. Note that the data is taken in continuously every predetermined time, for example, every very short time of the order of ms (milliseconds) during execution of the processing according to the flowchart of FIG.

  Next, in step S2, the control unit 16 detects that the vehicle 10 has not collided with the airbag 44 based on the collision detection signal Sc from the collision detection sensor 40 and the airbag deployment signal Sab from the airbag control unit 12. It is determined whether a so-called light collision has occurred or a collision to deploy the airbag 44 has occurred. If it is determined that the value (pressure value) of the collision detection signal Sc is equal to or less than the threshold pressure and no collision has occurred, the process returns to step S1 and the control is continued.

As shown in FIG. 4, the vehicle 10 collides with the support 56 and the airbag control unit 12 generates an airbag deployment signal Sab based on the collision detection signal Sc and the acceleration signal Sa (G) { In the collision (airbag deployment)}, in step S3, the traveling safety control unit 14 of the control unit 16 automatically reduces the deceleration G (Gee) to 0.5 G, and does not depend on the depression amount θb of the brake pedal 26. A large braking force command value related to the brake control is output to the hydraulic control unit 18. Based on this braking force command value, the hydraulic pressure control unit 18 determines the deceleration G calculated from the acceleration signal Sa (G) (where 1G is 1G = 9.8 [m / s ² ]), which is the output of the G sensor 50. Is generated with feedback control, for example, and is output to the brake actuator 24. As a result, the vehicle 10 can surely stop under an accurate deceleration G at the time of an airbag deployment collision (collision determination in step S2), which is a collision in which the airbag 44 is deployed. Thereafter, the process returns to step S1.

  On the other hand, in the collision determination in step S2, the traveling safety control unit 14 of the control unit 16 determines that a light collision that is a collision in which the airbag 44 does not deploy has occurred under the condition Q {light collision (airbag non-deployment)} In step S4, the control unit 16 determines whether or not the brake pedal 26 is depressed and / or the accelerator pedal 36 is operated from the accelerator pedal operation amount θa and the brake pedal depression amount θb. .

  When the brake pedal depression amount θb and the accelerator pedal operation amount θa are both zero values (θb = θa = 0), there is no operation of the brake pedal 26 and the accelerator pedal 36, so there is no operation (step S4: no operation). ), The process returns to step S1.

  On the other hand, when there is an operation of at least one of the brake pedal 26 and / or the accelerator pedal 36 (step S4: operation is present, at least one of θb ≠ 0 and θa ≠ 0 is established), in step S5, the vehicle speed V And vehicle speed Vh at high speed are compared. In this embodiment, it is determined whether or not the vehicle speed V is Vh = 80 [km / h] or higher.

  When the vehicle speed V exceeds the high-speed vehicle speed Vh = 80 [km / h] (step S5: YES) (V ≧ Vh), in step S6, the high-speed control {high-speed brake assist control and / or High speed reaction force control (high speed accelerator pedal reaction force control)}.

  Specifically, with respect to brake assist control at high speed, the driver responds to the current brake pressure Fb (θb) indicated by the broken line in FIG. 2 from the time t0 (see FIG. 2) when the light collision trigger (light collision) occurs. When the brake pedal 26 to be depressed is being depressed, the traveling safety control unit 14 uses the time t (timed time, current time) t of the timer 13 that started time counting at the time of occurrence of a collision or a light collision in step S2 as an argument. Reference is made to the high-speed brake pressure characteristic 102h {brake pressure Fb (Vh)}.

  Then, the brake assist amount {Fba (Vh) = Fb (Vh) −Fb (θb)} is added to the value of the brake pressure Fb (θb) at the current time {timed time (time point, current time) t} to brake at high speed. Until the pressure Fb (Vh) {Fb (Vh) = Fb (θb) + Fba (Vh)}, control of the hydraulic control unit 18 (hydraulic pressure increase control) is performed, and brake assist control for increasing the vehicle braking force is performed.

  On the other hand, with respect to the accelerator pedal reaction force control at the time of high speed at the same time as the brake assist control at the time of high speed, the driver operates the accelerator pedal from the time t0 (see FIG. 3) when the light collision trigger (light collision) occurs. When the amount θa (θa> 0) is detected, the traveling safety control unit 14 sets the time t (timed time, current time) t of the timer 13 that started timekeeping at the time of occurrence of a collision or a light collision in step S2. The high-speed reaction force characteristic 104h {reaction force Fr (Vh)} is referred to as an argument.

  Then, along the high-speed reaction force characteristics 104h {reaction force Fr (Vh)}, a time shorter than 1 [s] (time points t0 to t0) according to the current time point {timed time (timed time, current time) t}. At time t1), a reaction force Fr that resists the pedaling force of the driver's accelerator pedal 36 is applied to the accelerator pedal 36 up to the maximum reaction force Frmax through the accelerator pedal reaction force applying mechanism 38, and after time t1, a high-speed reaction force characteristic 104h { Along the reaction force Fr (Vh)}, in other words, the reaction force Fr is approximately 3 [s] along the speed reduction characteristic along the high-speed reaction force characteristic 104h {reaction force Fr (Vh)}. A reaction force Fr is applied to decrease the Forg to zero (Frmax−Forg = 0).

  When the determination in step S5 is negative (step S5: NO), that is, when there is an operation of at least one of the brake pedal 26 and the accelerator pedal 36, and the vehicle speed V is less than the high-speed vehicle speed Vh (V <Vh). In step S7, it is determined whether or not the vehicle speed V is less than the high-speed vehicle speed Vh and within the range of the medium-speed vehicle speed Vm (= 60 [km / h]) or more.

  When the vehicle speed V is within the range specified in step S7 (step S7: YES) (Vh> V ≧ Vm), in step S8, medium speed control {medium speed brake assist control and / or medium speed Reaction force control (medium speed accelerator pedal reaction force control)}.

  Specifically, with respect to the brake assist control at medium speed, from the time t0 (see FIG. 2) when the light collision trigger (light collision) occurs, the driver changes the current brake pressure Fb (θb) indicated by the broken line in FIG. When the corresponding brake pedal 26 is depressed, the traveling safety control unit 14 refers to the medium-speed brake pressure characteristic 102m {brake pressure Fb (Vm)} with the current time t as an argument. Then, the brake assist amount {Fba (Vm) = Fb (Vm) −Fb (θb)} is added to the current brake pressure Fb (θb), so that the medium speed brake pressure Fb (Vm) {Fb (Vm) = Fb (θb) ) + Fba (Vm)}, the hydraulic control unit 18 is controlled (hydraulic increase control), and brake assist control for increasing the vehicle braking force is performed.

  On the other hand, at the same time as the brake assist control at the middle speed, the accelerator pedal reaction force control at the middle speed at step S8 is started from the time t0 (see FIG. 3) when the light collision trigger (light collision) occurs. When the pedal operation amount θa (θa> 0) is detected, the traveling safety control unit 14 refers to the medium-speed reaction force characteristic 104m {reaction force Fr (Vm)} with the current time t as an argument. Then, along the medium-speed reaction force characteristic 104m {reaction force Fr (Vm)}, first, in a time shorter than 1 [s] (time point t0 to time point t1), the accelerator pedal reaction force application mechanism reaches the maximum reaction force Frmax. 38, a reaction force Fr that resists the pedaling force of the driver's accelerator pedal 36 is applied to the accelerator pedal 36. In other words, after the time t1, the reaction force characteristic 104m {reaction force Fr (Vm)} is applied. The Frmax-Forg decreases to zero (Frmax-Forg = 0) in about 2 [s] along the speed reduction characteristic along the reaction force characteristic 104m {reaction force Fr (Vm)} at medium speed. A reaction force Fr is applied.

  If the determination in step S7 is negative (step S7: NO), that is, there is an operation of at least one of the brake pedal 26 and the accelerator pedal 36, and the vehicle speed V is less than the medium speed vehicle speed Vm (Vm> V). In step S9, low speed control {low speed brake assist control and / or low speed reaction force control (low speed accelerator pedal reaction force control)} is performed.

  Specifically, with respect to brake assist control at low speed, the driver responds to the current brake pressure Fb (θb) indicated by the broken line in FIG. 2 from the time t0 (see FIG. 2) when the light collision trigger (light collision) occurs. When the brake pedal 26 is depressed, the traveling safety control unit 14 refers to the low-speed brake pressure characteristic 102l {brake pressure Fb (Vl)} with the current time t as an argument. Then, the brake assist amount {Fba (Vl) = Fb (Vl) −Fb (θb)} is added to the current brake pressure Fb (θb), and the low-speed brake pressure Fb (Vl) {Fb (Vl) = Fb (θb) Control of the hydraulic control unit 18 (hydraulic pressure increase control) is performed until + Fba (Vl)}, and brake assist control for increasing the vehicle braking force is performed.

  On the other hand, at the same time as the brake assist control at low speed, with respect to the accelerator pedal reaction force control at low speed in step S9, the driver operates the accelerator pedal from time t0 (see FIG. 3) when a light collision trigger (light collision) occurs. When the amount θa (θa> 0) is detected, the traveling safety control unit 14 refers to the low-speed reaction force characteristic 104l {reaction force Fr (Vl)}. Then, along the low-speed reaction force characteristic 104l {reaction force Fr (Vl)}, first, in a time shorter than 1 [s] (time point t0 to time point t1), the accelerator pedal reaction force application mechanism 38 reaches the maximum reaction force Frmax. Then, a reaction force Fr that resists the pedaling force of the driver's accelerator pedal 36 is applied to the accelerator pedal 36, and in line with the low-speed reaction force characteristic 104l {reaction force Fr (Vl)} after time t1, Reaction force Fr that reduces Frmax-Forg to zero (Frmax-Forg = 0) in about 3 [s] along the speed reduction characteristic along reaction force characteristic 104l {reaction force Fr (Vl)} at low speed. Is granted.

  During the application of the accelerator pedal reaction force Fr in step S6, step S8, or step S9, if both the brake pedal depression amount θb and the accelerator pedal operation amount θa are zero values in step S10, the brake pedal 26 and the accelerator pedal 36 are not operated, so that the control stop condition is satisfied, the control is stopped (step S10: YES), and the process returns to step S1.

  If at least one of the brake pedal depression amount θb and / or the accelerator pedal operation amount θa is not zero in step S10 (step S10: NO), the process returns to step S4, and the control is continued until step S10 is satisfied. To do. By continuing the control in this way, when the high speed control in step S6 is first executed, the medium speed control in step S8 and the low speed control in step S9 are sequentially executed.

  Since a high-speed process is performed when a light collision occurs, the brake assist control and the reaction force application control can be activated earlier as the vehicle speed V is higher.

[Summary of Embodiment]
As described above, the vehicle control device 11 according to the above-described embodiment includes the brake assist control mechanism 25 that increases the vehicle braking force when the vehicle 10 collides, and the accelerator pedal reaction force application that applies the reaction force Fr to the accelerator pedal 36. A mechanism 38, a vehicle speed sensor 46 that detects the vehicle speed V, and the control unit 16 are provided.

  Then, the control unit 16 includes a vehicle speed brake pressure characteristic (vehicle speed brake pressure time change characteristic) 102 related to the brake assist control shown in the characteristic diagram illustrating the brake assist control after the collision in FIG. 2 and the accelerator pedal after the collision in FIG. Refer to the vehicle speed reaction force characteristic (vehicle speed reaction force time change characteristic) 104 related to the accelerator pedal reaction force control shown in the characteristic diagram for explaining the reaction force control, with the current time t, which is an elapsed time after the occurrence of the collision (time t0), as an argument. Then, based on the vehicle speed V after the collision of the vehicle 10, when the vehicle speed V is high, the brake pressure Fb and the accelerator pedal reaction force Fr, which are vehicle braking forces, are increased compared to when the vehicle speed V is low.

  Thus, as the vehicle speed V after the vehicle collision increases, the brake pressure Fb and the accelerator pedal reaction force Fr, which are vehicle braking forces, increase [{Fb (Vh)> Fb (Vm)> Fb (Vl)}, {Fr (Vh)> Fr (Vm)> Fr (Vl)}], it is possible to prevent an unintended vehicle behavior from occurring due to the influence of the collision and the driver not performing proper pedal operation. .

  In addition, when the vehicle speed V after the collision is relatively high, it is possible to suppress or eliminate the inconvenience of the prior art that the braking distance is extended compared to the case where the vehicle speed V is low.

  In this case, when the brake pedal 26 is depressed (θb> 0) after the collision of the vehicle 10, the brake assist control mechanism 25 generates a brake pressure Fb as a vehicle braking force based on the current brake pedal depression amount θb. Since the control is performed so as to increase, it is possible to prevent a situation in which the vehicle braking force becomes extremely large, and it is possible to obtain the brake pressure Fb that provides the vehicle braking force that matches the driver's intention. This control (brake assist control) is particularly effective during an airbag non-deployment collision.

  Note that the control unit 16 preferably applies the accelerator pedal reaction force Fr via the accelerator pedal reaction force applying mechanism 38 regardless of whether the accelerator pedal 36 is operated or not after the vehicle 10 has collided.

  Since it is not possible to determine whether the operation of the accelerator pedal 36 by the driver is an erroneous operation or a normal operation during and after the collision, the erroneous operation can be prevented by applying the accelerator pedal reaction force Fr. If the accelerator pedal 36 is depressed against the accelerator pedal reaction force Fr, acceleration suitable for the situation can be performed.

  In this case, the control unit 16 preferably sets the application time of the accelerator pedal reaction force Fr after the collision of the vehicle 10 to a longer time as the vehicle speed V is higher. In this embodiment, as shown in FIG. 3, as the vehicle speed V increases in the order of the low speed vehicle speed Vl, the medium speed vehicle speed Vm, and the high speed vehicle speed Vh, the accelerator pedal reaction force Fr is about 1 second, about 2 seconds. It is controlled so as to be given a long time of about 2 seconds and about 3 seconds.

  By controlling in this way, the longer the vehicle speed V after the collision, the longer it takes for the vehicle speed V to decrease. Therefore, the accelerator pedal reaction force Fr is reduced for a long time until the vehicle speed V decreases. Can continue to grant.

  Further, if the collision of the vehicle 10 is an airbag non-deployment collision in which the airbag 44 provided in the vehicle 10 is not deployed, the collision G or the like is lower when the airbag is not deployed than at the time of deployment. Brake assist control can be performed. According to this embodiment, control is performed so as to assist the driver's operation of the brake pedal and to block the wrong operation of the accelerator pedal, so that it is possible to cope with a mistake in stepping on the accelerator pedal 36 and the brake pedal 26. Inappropriate behavior of the vehicle 10 can be controlled.

  Note 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 description of this specification.

DESCRIPTION OF SYMBOLS 10 ... Vehicle 11 ... Vehicle control apparatus 12 ... Airbag control unit 13 ... Timer 14 ... Travel safety control unit 16 ... Overall control unit (control unit)
DESCRIPTION OF SYMBOLS 18 ... Hydraulic control unit 20 ... Engine control unit 22 ... Wheel 24 ... Brake actuator 25 ... Brake assist control mechanism 26 ... Brake pedal 28 ... Brake pedal depression amount sensor 30 ... Engine 31 ... Throttle valve 32 ... Transmission 34 ... Accelerator pedal operation amount Sensor 36 ... Accelerator pedal 38 ... Accelerator pedal reaction force applying mechanism 39 ... Return spring 40 ... Collision detection sensor 42 ... Inflator 44 ... Air bag 46 ... Vehicle speed sensor 50 ... G sensor 51 ... Lane 52 ... Lane boundary line 54 ... Roadway outside line 56 ... post 58 ... curb 60 ... walk 102 (102h, 102m, 102l) ... vehicle speed brake pressure characteristics 104 (104h, 104m, 104l) ... vehicle speed reaction force characteristics

Claims (5)

A brake assist control mechanism for increasing vehicle braking force in the event of a vehicle collision;
An accelerator pedal reaction force applying mechanism for applying a reaction force to the accelerator pedal;
A vehicle speed sensor for detecting the vehicle speed;
A control unit,
The control unit is
The vehicle control device characterized in that the vehicle braking force and the accelerator pedal reaction force are increased when the vehicle speed is high based on the vehicle speed after the vehicle collision compared to when the vehicle speed is low. The vehicle control device according to claim 1,
The brake assist control mechanism is
When the brake pedal is depressed after the collision of the vehicle, the vehicle braking force is increased based on a current brake pedal depression amount. In the vehicle control device according to claim 1 or 2,
The control unit is
The vehicle control device that applies the accelerator pedal reaction force via the accelerator pedal reaction force applying mechanism regardless of whether or not the accelerator pedal is operated after the collision of the vehicle. In the vehicle control device according to claim 3,
The control unit is
The vehicle control device according to claim 1, wherein the application time of the accelerator pedal reaction force after the collision of the vehicle is longer as the vehicle speed is higher. In the vehicle control device according to any one of claims 1 to 4,
The vehicle control device according to claim 1, wherein the collision of the vehicle is an airbag non-deployment collision in which an airbag provided in the vehicle does not deploy.

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