JP2016013807A - Vehicle running controller - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a vehicle running controller capable of suppressing unintended starting more effectively.SOLUTION: A vehicle running controller comprises: a detection unit detecting, for example, a manipulated state of an accelerator pedal of a vehicle; an output unit outputting a sound; and a control unit controlling a driving force of the vehicle on the basis of the manipulated state of the accelerator pedal detected by the detection unit, and controlling the output unit to output a pseudo driving sound of a drive source of the vehicle.

Description

  The present invention relates to a vehicle travel control device.

  Conventionally, an initial motion state specifying means for specifying a state where the vehicle speed is zero or a slow speed and the vehicle can be started or accelerated by depressing the accelerator pedal as an initial motion state of the vehicle, and a start setting direction of the vehicle in the initial motion state is specified. Start setting direction identification means, start setting direction obstacle identification means for identifying obstacles existing in the start setting direction with respect to the vehicle, and as a precursor of an erroneous start toward the obstacle in the behavior of the driver in the initial motion state A false start behavior detecting means for detecting a predetermined start as a false start behavior, and a frequency range of a frequency at which a person feels danger from the speaker in order to prevent false start as the false start behavior is detected. There is known an automobile control system comprising an erroneous start prevention output means for performing an erroneous start prevention output by providing Patent reference 1).

JP 2010-23769 A

However, the conventional vehicle control system may not be able to effectively suppress erroneous start. For example, if a driver makes a wrong start by mistaking the accelerator pedal as a brake pedal, the driver further depresses the accelerator pedal to avoid danger by the warning sound provided by the vehicle control system. It may be.
The present invention has been made in view of such circumstances, and an object of the present invention is to provide a vehicle travel control device that can more effectively suppress erroneous start.

  The invention according to claim 1 is based on a detection unit (18) for detecting the operation state of the accelerator pedal of the vehicle, an output unit (40) for outputting sound, and the operation state of the accelerator pedal detected by the detection unit. A vehicle travel control device (1) comprising: a control unit (20) that suppresses the driving force of the vehicle and outputs the driving sound of the driving source of the vehicle in a pseudo manner to the output unit.

  The invention according to claim 2 is the vehicle travel control device according to claim 1, wherein the pseudo drive sound is generated by a drive force generated by a drive source when driven based on an operation state of an accelerator pedal. Is a driving sound when the driving source generates a large driving force.

  A third aspect of the present invention is the vehicle travel control device according to the first or second aspect, further comprising an obstacle detection unit (10) for detecting an obstacle present in the traveling direction of the vehicle, and the control unit Outputs a driving sound of the driving source in a pseudo manner based on the operation state of the accelerator pedal when a predetermined condition including that an obstacle present in the traveling direction of the vehicle is detected by the obstacle detecting unit is satisfied. Output to the part.

  According to a fourth aspect of the present invention, in the vehicle travel control device according to the third aspect, the predetermined condition includes that the amount of depression of the accelerator pedal is equal to or greater than a predetermined value.

  Invention of Claim 5 is a vehicle travel control apparatus of any one of Claim 1 to 4, Comprising: A control part acquires the distance from a vehicle to the object which exists in the advancing direction of a vehicle However, the driving force of the vehicle is suppressed so that the suppression of the driving force is reduced as the distance between the vehicle and the object is longer.

  According to the first aspect of the present invention, the driving force of the vehicle is suppressed based on the operation state of the accelerator pedal, and the driving sound of the driving source of the vehicle is artificially output to the output unit. It is possible to suppress erroneous start.

  According to the second aspect of the invention, the pseudo driving sound causes the driving source to generate a driving force that is greater than the driving force generated by the driving source when driven based on the operation state of the accelerator pedal. In this case, erroneous start can be more effectively suppressed.

  According to the third aspect of the present invention, the obstacle detecting unit that detects an obstacle existing in the traveling direction of the vehicle is provided, and the control unit detects the obstacle present in the traveling direction of the vehicle by the obstacle detecting unit. When the predetermined conditions including the above are satisfied, the driving sound of the driving source is artificially output to the output unit based on the operation state of the accelerator pedal, so that the driver is bothered by the output of the unnecessary driving sound. You can prevent memorizing.

  According to the invention of claim 4, in order to suppress the driving force of the vehicle and to output the driving sound of the driving source of the vehicle to the output unit in a pseudo manner when the depression amount of the accelerator pedal is a predetermined value or more, The erroneous start can be suppressed appropriately and effectively according to the operation state of the accelerator pedal.

  According to the fifth aspect of the present invention, the control unit obtains the distance from the vehicle to the object existing in the traveling direction of the vehicle, and the longer the distance between the vehicle and the object, the less the suppression of the driving force. As described above, since the driving force of the vehicle is suppressed and the driving sound of the driving source is pseudo-outputted, the erroneous start can be appropriately and effectively suppressed according to the distance from the object.

The figure which shows an example of a function structure of the vehicle travel control apparatus 1 which concerns on this embodiment. The flowchart which shows an example of the flow of the process performed by the vehicle travel control apparatus 1 which concerns on this embodiment. The figure for demonstrating the determination method of the obstruction by the obstruction monitoring part 22. FIG. The figure for demonstrating control of an accelerator opening. The figure which shows transition of the accelerator opening degree when a driver | operator notices a pseudo | simulation engine sound and separates a foot from an accelerator pedal. The figure for demonstrating the output by the alarm output control part 26, and a driver | operator's driving operation. The figure for demonstrating the output of a pseudo engine sound. The flowchart which shows an example of the flow of the process performed by the vehicle travel control apparatus 1 which concerns on 2nd Embodiment.

<First Embodiment>
Hereinafter, a vehicle travel control device according to a first embodiment of the present invention will be described with reference to the drawings. FIG. 1 is a diagram illustrating an example of a functional configuration of a vehicle travel control device 1 according to the present embodiment. The vehicle travel control device 1 includes an obstacle detection unit 10, a steering angle sensor 12, a vehicle speed sensor 14, a shift position sensor 16, an accelerator opening sensor 18, a control unit 20, a speaker 40, and a display unit 50. And a drive unit 60.

  The obstacle detection unit 10 includes, for example, a radar device 10. For example, the radar device 10 is mounted on a front grill portion of a vehicle (hereinafter, the host vehicle) on which the vehicle travel control device 1 is mounted, and radiates electromagnetic waves such as millimeter waves in front of the host vehicle. The radar apparatus 10 receives a reflected wave of an emitted electromagnetic wave due to an obstacle or the like, and analyzes the received reflected wave, thereby specifying the position (distance and azimuth or lateral position) of the obstacle. Moreover, the obstacle detection part 10 is provided with the camera 10 which images the front of the own vehicle, for example. The camera 10 is a digital camera using a solid-state image sensor such as a CCD (Charge Coupled Device) or a CMOS (Complementary Metal Oxide Semiconductor). For example, the camera 10 repeatedly images the front of the host vehicle at a predetermined cycle. In addition, the obstacle detection unit 10 analyzes the image captured by the camera 10 and specifies the position (distance and azimuth or lateral position) of the obstacle in the real space from the position of the obstacle in the image. . Further, the obstacle detection unit 10 places importance on the distance among the positions specified by the radar device 10 and tends to attach importance to the azimuth or the horizontal position among the positions specified by the captured image analysis of the camera 10. The positions may be integrated and output to the control unit 20 as the position of the obstacle. The obstacle detection unit 10 may include a laser radar, an ultrasonic sensor, or the like, or may include a communication device that acquires position information of an obstacle from a camera or the like installed on the road side.

  The steering angle sensor 12 detects the direction and magnitude of the steering angle of the steering wheel. Further, the steering angle sensor 12 may detect the angle of the steering wheel of the vehicle (actual steering wheel). The vehicle speed sensor 14 includes, for example, a wheel speed sensor attached to each wheel and a microcomputer that generates a speed signal based on the output of the wheel speed sensor. The vehicle speed sensor 14 detects the traveling speed of the host vehicle and outputs a speed signal indicating the detected traveling speed to the control unit 20. The shift position sensor 16 outputs a shift position signal indicating the shift position selected by the shift lever to the control unit 20. The shift position signal is, for example, a signal indicating at which shift position the first speed, the second speed, D (drive), N (neutral), R (back), P (parking), or the like is operating. is there. The accelerator opening sensor 18 detects an accelerator opening that indicates an accelerator pedal depression amount (operation amount), and outputs an accelerator opening signal that indicates the detected accelerator opening to the control unit 20.

  The control unit 20 includes, for example, a processor such as a CPU (Central Processing Unit), a ROM (Read Only Memory), a RAM (Random Access Memory), a HDD (Hard Disk Drive), an EEPROM (Electrically Erasable Programmable Read-Only Memory), a flash A computer device in which a storage device such as a memory, a communication interface for communicating with other devices in a vehicle, and the like are connected by an internal bus. The control unit 20 includes an obstacle monitoring unit 22, an erroneous start determination unit 24, an alarm output control unit 26, and a drive control unit 28 as functional configurations. These functional units are, for example, software functional units that function when a processor executes a program stored in a storage device. The program executed by the processor may be stored in advance in the storage device when the host vehicle is shipped, or the program stored in the portable storage medium may be installed in the storage device of the control unit 20. Further, the program may be downloaded from another computer device by the in-vehicle internet facility and installed in the storage device of the control unit 20. Also, some or all of the functional units may be hardware functional units such as LSI (Large Scale Integration) and ASIC (Application Specific Integrated Circuit).

  The obstacle monitoring unit 22 includes the distance and azimuth or lateral position of the obstacle candidate detected by the obstacle detection unit 10, the direction and magnitude of the steering angle of the steering wheel detected by the steering angle sensor 12, and the obstacle. Based on the relative speed with the own vehicle or the like, it is determined whether or not the obstacle candidate is handled as an obstacle with respect to the own vehicle.

  The erroneous start determination unit 24 is based on the vehicle speed detected by the vehicle speed sensor 14, the shift position detected by the shift position sensor 16, the accelerator opening detected by the accelerator opening sensor 18, and the like. It is determined whether or not a predetermined condition is satisfied with respect to the presence of an obstacle, the accelerator opening, and the like. In addition, when it is determined that the predetermined condition is satisfied, the erroneous start determination unit 24 calculates a target accelerator opening (target accelerator opening) for suppressing the erroneous start, and the accelerator opening is the target. It is determined whether or not the accelerator opening is larger. Here, “false start” includes, for example, sudden start, false acceleration, sudden acceleration, and the like.

  Based on the determination result by the erroneous start determination unit 24, the alarm output control unit 26 causes the speaker 40 to output a sound indicating an alarm or causes the display unit 50 to output a display indicating an alarm.

  The drive control unit 28 selects a smaller accelerator opening between the accelerator opening based on the driver's operation and the target accelerator opening, and the control amount of the driving unit 60 corresponding to the selected accelerator opening (for example, The throttle opening and the target torque of the driving motor) are calculated. The drive control unit 28 controls the drive unit 60 based on the calculated control amount.

  The speaker 40 outputs sound based on the control signal output from the control unit 20. The display unit 50 performs display based on the control signal output from the control unit 20. The drive unit 60 is a drive source such as an engine or a travel motor. The drive unit 60 is controlled according to the control amount output by the drive control unit 28.

  FIG. 2 is a flowchart illustrating an example of a flow of processing executed by the vehicle travel control device 1 according to the present embodiment. The flow of processing shown in FIG. 2 assumes that the accelerator pedal and the brake pedal are erroneously depressed when the host vehicle starts from a stopped state.

First, the obstacle monitoring unit 22 acquires the position and relative speed of the target from the obstacle detection unit 10 as obstacle candidates for obstacles that can be obstacles to the host vehicle (step S100). Note that the relative speed may be detected by the radar apparatus 10 by Doppler shift, or the obstacle monitoring unit 22 may calculate the relative speed based on the time change of the position of the target.

  Next, the obstacle monitoring unit 22 acquires the direction and magnitude of the steering angle from the steering angle sensor 12, and estimates the course of the host vehicle based on the acquired direction and magnitude of the steering angle (step S102). . Then, the obstacle monitoring unit 22 determines whether to treat the obstacle candidate as an obstacle based on the obstacle candidate acquired in step S100 and the course of the host vehicle estimated in step S102 (step S104). .

  FIG. 3 is a diagram for explaining an obstacle determination method by the obstacle monitoring unit 22. For example, the steering angle of the host vehicle M1 parked in the parking frame line P on the road where the parking meter is provided is in the neutral position. In this case, the traveling direction of the host vehicle M1 is represented by D1 in the figure. In this case, the obstacle monitoring unit 22 sets a virtual area A1 having a predetermined spread in the vehicle width direction centering on D1, and estimates the virtual area A1 as the course of the host vehicle. The obstacle monitoring unit 22 determines that the obstacle candidate OB1 existing in the virtual area A1 is handled as an obstacle.

  Further, the steering angle of the host vehicle M2 is turned to the right. In this case, the traveling direction of the host vehicle M2 is represented by D2 in the figure. In this case, the obstacle monitoring unit 22 sets a virtual area A2 having a predetermined spread in the width direction of the host vehicle with D2 as the center, and estimates the virtual area A2 as the course of the host vehicle. Then, the obstacle monitoring unit 22 determines that the obstacle candidate OB2 existing in the virtual area A2 is handled as an obstacle. Here, the obstacle monitoring unit 22 includes a function or a map for deriving the traveling direction from the steering angle. The obstacle monitoring unit 22 may take into account the speed of the host vehicle when deriving the traveling direction from the steering angle. Further, the obstacle monitoring unit 22 may derive a trajectory on which the host vehicle travels as a curve in real space based on the steering angle, and determine a virtual region to be handled as the course of the host vehicle from the derived curve.

  Next, the erroneous start determination unit 24 acquires the vehicle speed from the vehicle speed sensor 14, the shift position from the shift position sensor 16, and the accelerator opening from the accelerator opening sensor 18 (step S106). Next, the erroneous start determination unit 24 determines whether or not the distance from the obstacle is within the operating range (step S108). When the distance to the obstacle is out of the operating range, one routine of this flowchart ends.

  When the distance to the obstacle is within the operating range, the erroneous start determination unit 24 determines whether or not the relative speed between the host vehicle and the obstacle is equal to or less than a predetermined speed V1 (for example, about 2 [km / h]). Is determined (step S110). When the relative speed between the host vehicle and the obstacle exceeds the predetermined speed V1, one routine of this flowchart ends.

  When the relative speed between the host vehicle and the obstacle is equal to or lower than the predetermined speed V1, the erroneous start determination unit 24 determines whether the speed of the host vehicle is equal to or lower than the predetermined speed V2 (for example, about 10 [km / h]). Is determined (step S112). When the speed of the host vehicle exceeds the predetermined speed V2, one routine of this flowchart ends. The determinations in steps S110 and S112 are for determining whether or not the host vehicle is starting. If a negative determination is obtained in either step S110 or S112, the host vehicle is not starting. Therefore, the subsequent processing is not performed.

  If the speed of the host vehicle is equal to or lower than the predetermined speed V2, the erroneous start determination unit 24 determines whether the shift position is other than N (neutral), R (back), and P (parking) (step S114). . When the shift position is any one of N (neutral), R (back), and P (parking), one routine of this flowchart ends. This is because when the shift positions are these positions, no erroneous start is made in the first place.

  When the shift position is other than N (neutral), R (back), and P (parking), the erroneous start determination unit 24 determines whether or not the accelerator opening is equal to or greater than the predetermined opening Th1 (step S116). . When the accelerator opening is less than the predetermined opening Th1, one routine of this flowchart ends.

  When the accelerator opening is equal to or greater than the predetermined opening Th1, the erroneous start determination unit 24 calculates the target accelerator opening (target accelerator opening) for suppressing the erroneous start (step S118). Next, the drive control unit 28 selects the smaller accelerator opening among the calculated target accelerator opening and the accelerator opening corresponding to the driver's stepping down (step S120). The drive control unit 28 converts the selected accelerator opening into a throttle opening (step S122). The drive control unit 28 outputs the converted throttle opening to the drive unit 60 (step S124).

  On the other hand, the erroneous start determination unit 24 determines whether or not the accelerator opening degree by the driver's stepping is larger than the target accelerator opening degree (step S126). When the accelerator opening is larger than the target accelerator opening, the alarm output control unit 26 controls the speaker 40 and the display unit 50 so as to output a warning including the output of the pseudo engine sound (step S128). Thereby, erroneous start can be effectively suppressed. In addition, when the drive source of a vehicle is only a motor, you may make it output a pseudo motor sound.

  FIG. 4 is a diagram for explaining control of the accelerator opening. In the figure, the vertical axis represents the accelerator opening, and the horizontal axis represents time. When it is determined that the predetermined condition is satisfied, the vehicle travel control device 1 suppresses output of the drive unit 60 from time t1 to time t4, and performs output control of pseudo engine sound and the like. After the time t4, the above control is stopped.

  In the present embodiment, the control is executed based on the accelerator opening, but the control may be executed based on the throttle opening. For example, in step S118, a target throttle opening (target throttle opening) for suppressing erroneous start is calculated, and in step S120, the target throttle opening and the accelerator opening actually depressed by the driver are handled. Of the throttle opening to be performed, the smaller throttle opening may be selected.

  In the figure, the increase in accelerator opening from time t0 to time t1 indicated by X0 indicates a state where the driver is stepping on the accelerator pedal. During this time, since the accelerator opening is less than the predetermined opening Th1, the output of the driving force is not suppressed and the pseudo engine sound is not output (see step S116 in FIG. 2).

  A change in the accelerator opening from time t1 to time t5 indicated by X1 indicates a change in the accelerator opening corresponding to the depression of the driver's accelerator pedal. On the other hand, the accelerator opening from time t1 to t5 indicated by X2 indicates a change in the target accelerator opening determined by the drive control unit 28 for suppressing erroneous start.

  With reference to FIG. 4, a situation where the accelerator opening is suppressed when the accelerator opening corresponding to the driver's stepping is larger than the target accelerator opening that suppresses erroneous start will be described.

  As shown by X1, when the driver depresses the accelerator pedal and the accelerator opening becomes larger than the predetermined opening Th1, the accelerator opening is reduced to 0 by the drive control unit 28, for example, between times t1 and t2. Controlled. That is, the target accelerator opening when the conditions in steps S108 to S116 in FIG. 2 are satisfied is determined to be zero during the first control section (for example, 1 [sec]). In this case, although the accelerator opening is zero, the host vehicle moves forward due to the creeping phenomenon. In this case, by setting the throttle opening to zero, the occurrence of creeping phenomenon may be stopped, or the brake device may be controlled so as to output the braking force, and the host vehicle may be stopped.

  Thereafter, during the time t2 to t3 (for example, 4 [sec]), the target accelerator opening is maintained at the same level as the predetermined opening Th1. After time t3, the target accelerator opening is determined so as to gradually approach the actual accelerator opening corresponding to the driver's stepping ((1) in FIG. 4). At time t4, the target accelerator opening coincides with the accelerator opening corresponding to the driver's stepping down. As a result, when the driver tries to accelerate the vehicle by depressing the accelerator pedal, the behavior according to the acceleration pedal is realized. As a result, unnecessary driving force suppression caused by, for example, erroneous detection of the obstacle detection unit 10 can suppress the driver from feeling troublesome.

  On the other hand, FIG. 5 is a diagram showing the transition of the accelerator opening when the driver notices the pseudo engine sound and releases his / her foot from the accelerator pedal. Description of the control of the accelerator opening similar to FIG. 4 is omitted. The accelerator opening from time t3 to t5 indicated by X3 indicates a change in the accelerator opening when the driver notices the pseudo engine sound and releases his or her foot from the accelerator pedal around time t3. When the driver notices the pseudo engine sound and lifts his / her foot from the accelerator pedal, the actual accelerator opening decreases ((2) in the figure) and becomes zero ((3) in the figure).

  After time t4, output suppression of the drive unit 60, warning display by the warning output control unit 26, warning sound output, and pseudo engine sound output instruction are stopped. The drive control unit 28 may control the driving force based on the distance between the host vehicle and the obstacle calculated by the erroneous start determination unit 24. For example, the drive control unit 28 relaxes the suppression of the driving force if the distance between the host vehicle and the obstacle is long, and strengthens the suppression of the driving force if the distance between the host vehicle and the obstacle is short. You may control the driving force which the drive part 60 outputs.

With reference to FIG. 5 and FIG. 6, an explanation will be given of the assumed driver's operation by suppressing the driving force output by the drive unit 60, displaying a warning, outputting a warning sound, and outputting a pseudo engine sound. . FIG. 6 is a diagram for explaining the output by the alarm output control unit 26 and the driving operation of the driver. As shown in the upper side of the figure, the alarm output control unit 26 causes the display unit 50 to output an image indicating a warning or blink the output image, for example. The alarm output control unit 26 causes the speaker 40 to output an alarm sound or a pseudo engine sound. With these outputs, as shown in the lower side of the figure, the driver is assumed to perform a driving operation as follows, for example. First, from the state where the host vehicle M1 is stopped (host vehicle M1 ₀ ), the driver depresses the accelerator pedal with an accelerator opening larger than the target accelerator opening ((1) in FIG. 6). Driving force is suppressed, and warning display, warning sound and pseudo engine sound are output. In addition, the host vehicle M1 advances in the direction of the other vehicle OB1 at the target accelerator opening. The driver releases the depression of the accelerator pedal by the warning display, the warning sound, and the pseudo engine sound ((2) in FIG. 5, (2) in FIG. 6). Then, the driver depresses the brake pedal ((3) in FIG. 6). Then, the driver depresses the brake pedal until the host vehicle M1 stops ((3) in FIG. 6). When the driver operates as shown in FIGS. 5 and 6, the host vehicle M <b> 1 can stop in front of the other vehicle OB <b> ₁ (host vehicle M <b> _{1 1} ) as shown in the middle of the figure. Note that after the pseudo engine sound is output, when the driver releases the accelerator pedal, the drive control unit 28 may control the brake device so as to automatically output the braking force. .

  Thus, even when the driver accidentally steps on the accelerator pedal, the vehicle travel control device 1 suppresses the driving force of the vehicle and simulates the driving sound of the driving source (engine) of the vehicle. In order to make it output to an output part, the own vehicle can be stopped before contacting an obstacle.

  Generally, a driver who makes a mistake in stepping on an accelerator pedal with a brake pedal is in a confused state and may further depress the accelerator pedal further to stop the host vehicle. If a simple warning sound is output, the driver's confusion is not settled, and the accelerator pedal may be further depressed. On the other hand, in the vehicle travel control device 1 of the present embodiment, since the pseudo engine sound is output, the driver can intuitively understand that he is stepping on the accelerator pedal. As a result, the driver can take an action of recognizing a mistake in stepping on the accelerator pedal and the brake pedal, getting out of a confused state, releasing his foot from the accelerator pedal and stepping on the brake pedal. In this way, when an accelerator pedal operation is performed such that the accelerator opening exceeds the target accelerator opening, the pseudo engine sound is output together with the driving force suppression control of the driving unit 60, thereby making it possible to more effectively erroneously operate. Start can be suppressed.

  Here, you may change suitably the aspect of the pseudo engine sound which the speaker 40 outputs. For example, the output of the pseudo engine sound may be changed according to the distance between the host vehicle and the object. Specifically, the output of the pseudo engine is increased when the distance between the host vehicle and the obstacle is short, and the output of the pseudo engine is decreased when the distance between the host vehicle and the obstacle is far. Good. The control unit 20 stores a plurality of volumes or a plurality of types of pseudo engine sounds in advance, and the alarm output control unit 26 selects a plurality of pseudo engine sounds stored in the control unit 20 in advance. A pseudo engine sound corresponding to the accelerator opening that the driver is stepping on may be selected and output to the speaker 40.

Furthermore, you may change the output (sound volume or timbre) of a pseudo engine sound with the tendency as shown in FIG. FIG. 7 is a diagram for explaining the output of the pseudo engine sound. In the figure, “S ₀ ” is the accelerator opening corresponding to the depression of the accelerator pedal by the driver. As illustrated, a pseudo engine sound, while corresponding to the accelerator opening degree S _0, (in the figure, S ₂₎ the actual course of slightly larger accelerator opening than the accelerator opening degree So based on the rotational speed of the engine The engine driving sound generated as a result of simulating the increase in the engine may be a pseudo engine sound. Further, the pseudo engine sound, based on the accelerator opening S _0, or an engine driving sound that occurs as a result of simulating an increase in the rotational speed of the engine. Further, the pseudo engine sound may be output with a uniform magnitude regardless of the amount of depression of the driver's accelerator pedal. For example, the engine sound when the engine is operated near the maximum rotational speed may be a pseudo engine sound. Further, the engine driving sound generated as a result of simulating an increase in engine speed when the accelerator opening is 100 percent (S _{1 in the} figure) may be a pseudo engine sound. In this way, by making the pseudo engine sound larger than the drive sound corresponding to the accelerator opening that the actual driver is stepping on, the erroneous start of the host vehicle can be more effectively suppressed.

  According to the vehicle travel control apparatus 1 of the first embodiment described above, based on the accelerator opening detected by the accelerator opening sensor 18, the driving force of the vehicle is suppressed and the driving sound of the driving source of the vehicle is generated. Since pseudo output is made to the speaker 40, erroneous start can be more effectively suppressed.

Second Embodiment
Hereinafter, a vehicle travel control device 1 according to a second embodiment of the present invention will be described with reference to the drawings. The vehicle travel control device 1 of the first embodiment is intended to suppress the erroneous start of the host vehicle when an obstacle is present ahead. The vehicle travel control device 1 of the second embodiment is The purpose is to suppress false acceleration during driving. The vehicle travel control device 1 according to the second embodiment is different from the first embodiment in the determination condition for outputting the pseudo engine sound. Below, it demonstrates centering on the difference which concerns.

  FIG. 8 is a flowchart illustrating an example of a flow of processing executed by the vehicle travel control device 1 according to the second embodiment. Note that the processing flow shown in FIG. 8 assumes a case where an accelerator pedal operation that erroneously increases the accelerator opening is performed in a state where the host vehicle is traveling.

  First, the erroneous start determination unit 24 acquires the vehicle speed from the vehicle speed sensor 14 and the accelerator opening degree from the accelerator opening degree sensor 18 (step S200). Next, the erroneous start determination unit 24 determines whether or not the speed of the host vehicle exceeds a predetermined speed V3 (for example, about 10 km / h) (step S202). If the speed of the host vehicle does not exceed the predetermined speed V3, one routine of this flowchart ends. The determination in step S202 is for determining whether or not the host vehicle is traveling. If a negative determination is made in step S202, it is determined that the host vehicle is not traveling. Do not perform the process.

  When the speed of the host vehicle exceeds the predetermined speed V3, the erroneous start determination unit 24 determines that the accelerator pedal depression speed (depression acceleration) obtained from the accelerator opening is greater than or equal to a predetermined value, or the accelerator opening corresponds to the current speed. It is determined whether or not the opening is equal to or greater than the opening (hereinafter referred to as “predetermined opening Th2”. In FIG. 8, the predetermined opening Th2 is employed) (step S204). When the accelerator opening is less than the predetermined opening Th2, one routine of this flowchart ends. When the accelerator opening is equal to or greater than the predetermined opening Th2, the erroneous start determination unit 24 calculates an accelerator opening (target accelerator opening) that is a target for suppressing erroneous acceleration (step S206). Next, the drive control unit 28 selects the smaller accelerator opening among the calculated target accelerator opening for suppressing erroneous start and the accelerator opening corresponding to the driver's stepping down (step S208). ). The drive control unit 28 converts the selected accelerator opening into a throttle opening (step S210). The drive control unit 28 outputs the converted throttle opening to the drive unit 60 (step S212).

  On the other hand, the erroneous start determination unit 24 determines whether or not the accelerator opening degree by the driver's stepping is larger than the target accelerator opening degree (step S214). When the accelerator opening is larger than the target accelerator opening, the alarm output control unit 26 controls the speaker 40 and the display unit 50 so as to output a warning including the output of the pseudo engine sound (step S216). Thereby, the process of this flowchart is complete | finished.

  Thus, in the vehicle travel control device 1 of the second embodiment, the vehicle travel control device 1 operates the accelerator pedal when the erroneous start determination unit 24 is traveling, for example, exceeding a predetermined speed. While suppressing the driving force of the vehicle based on the state and outputting the driving sound of the driving source of the vehicle to the output unit in a pseudo manner, it is possible to suppress erroneous acceleration more effectively.

  In the above embodiment, the processing of the first embodiment and the processing of the second embodiment have been described as different embodiments. However, the processing of the first embodiment and the processing of the second embodiment are executed in parallel. May be. Accordingly, it is possible to suppress both erroneous start when the host vehicle starts when an obstacle is present ahead and erroneous acceleration when the host vehicle travels when an obstacle is present ahead. In order to suppress erroneous acceleration when the host vehicle travels when an obstacle is present ahead, for example, the vehicle travel control device 1 includes a yaw rate sensor, and the yaw rate of the vehicle body detected by the yaw rate sensor (up and down of the vehicle center of gravity The own vehicle course may be estimated based on the rotation angle around the direction axis.

  Moreover, you may abbreviate | omit one part among each process in the flowchart of FIG. 2 or FIG. For example, the determination regarding the relative speed and the shift position determined by the erroneous start determination unit 24 is omitted, and the driving force is suppressed and the driving sound of the driving source of the vehicle is generated based on the accelerator opening that the driver is stepping on. You may make it output to an output part artificially. Furthermore, the processing conditions determined by each functional unit may be changed as appropriate. For example, in the above embodiment, when the shift position is D (drive), the driving force is suppressed and the driving sound of the vehicle drive source is output to the output unit in a pseudo manner, but the shift position is R (back). Even in this case, the driving force may be suppressed and the driving sound of the vehicle driving source may be output to the output unit in a pseudo manner. Further, additional processing may be executed in the course of each processing in the flowchart of FIG. 2 or FIG. For example, in the flowchart of FIG. 2, after the erroneous start determination unit 24 determines that the accelerator opening is equal to or greater than the predetermined opening Th1 (step S116-YES), the accelerator pedal depression speed (step S116-YES) It may be determined whether or not (stepping acceleration) is greater than or equal to a predetermined value. Also, in step S116, “determine whether or not the accelerator opening is equal to or greater than the predetermined opening Th1” is set to “determine whether or not the accelerator pedal depression speed (depression acceleration) ascertained from the accelerator opening is equal to or greater than a predetermined value. It may be read or read.

  Moreover, in the said embodiment, although the function of the obstacle detection part 10 and the obstacle monitoring part 22 was demonstrated as what is mounted in the own vehicle, all or the function of the obstacle detection part 10 and the obstacle monitoring part 22 is demonstrated. A part may be mounted on a fixing device or the like installed at a road edge or a parking lot. In this case, the vehicle includes a communication unit, and the erroneous start determination unit 24 acquires the position of the obstacle from the fixing device installed at the road edge or the parking lot via the communication unit, and acquires the position of the acquired obstacle. However, it may be determined whether or not a condition for suppressing the accelerator opening and a condition for artificially outputting the driving sound of the driving source of the vehicle to the output unit are satisfied.

  As mentioned above, although the form for implementing this invention was demonstrated using embodiment, this invention is not limited to such embodiment at all, In the range which does not deviate from the summary of this invention, various deformation | transformation and substitution Can be added.

DESCRIPTION OF SYMBOLS 1 ... Vehicle travel control apparatus, 10 ... Obstacle detection part, 12 ... Steering angle sensor, 14 ... Vehicle speed sensor 16 ... Shift position sensor, 18 ... Accelerator opening sensor (detection part), 20 ... Control part, 22 ... Obstacle Monitoring unit, 24 ... False start determination unit, 26 ... Alarm output control unit, 28 ... Drive control unit, 40 ... Speaker (output unit), 50 ... Display unit, 60 ... Drive unit

Claims (5)

A detection unit for detecting an operation state of an accelerator pedal of the vehicle;
An output unit for outputting sound;
A control unit that suppresses the driving force of the vehicle based on the operation state of the accelerator pedal detected by the detection unit, and that artificially outputs the driving sound of the driving source of the vehicle to the output unit;
A vehicle travel control device comprising: The pseudo driving sound is a driving sound when the driving source generates a driving force larger than a driving force generated by the driving source when driven based on an operation state of the accelerator pedal. ,
The vehicle travel control device according to claim 1. An obstacle detection unit for detecting an obstacle present in the traveling direction of the vehicle;
The control unit, based on the operation state of the accelerator pedal, when the predetermined condition including that the obstacle detection unit detects an obstacle present in the traveling direction of the vehicle, Driving sound is output to the output unit in a pseudo manner,
The vehicle travel control apparatus according to claim 1 or 2. The predetermined condition includes that the amount of depression of the accelerator pedal is equal to or greater than a predetermined value.
The vehicle travel control device according to claim 3. The control unit obtains a distance from the vehicle to an object existing in the traveling direction of the vehicle, and the longer the distance between the vehicle and the object, the more the suppression of the driving force is eased. Suppresses the driving force of the vehicle,
The vehicle travel control device according to any one of claims 1 to 4.

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