JP2018040273A - Control device of vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a control device of a vehicle which can be properly accelerated and travel without imparting an incongruity to a driver even if the driver pedals in an accelerator pedal by changing pedaling from a brake pedal.SOLUTION: An accelerator opening is set according to an operation amount of an accelerator pedal, and an output of a drive force source is controlled on the basis of the accelerator opening. When a driver pedals in an accelerator pedal, it is determined whether or not the pedal-in is that of the accelerator pedal which is changed in pedaling from a brake pedal on the basis of a detection signal of a brake switch and a detection signal of an accelerator sensor, and when it is determined that the pedal-in is that of the accelerator pedal which is changed in pedaling from the brake pedal, the accelerator opening is corrected so as to be larger than the accelerator opening which is set when it is determined that the pedal-in is not that of the accelerator pedal which is changed in pedaling from the brake pedal (steps S11, S12).SELECTED DRAWING: Figure 5

Description

  The present invention relates to a vehicle control device that controls a driving force in response to an accelerator pedal depression operation by a driver.

  Patent Document 1 describes a vehicle driving operation device for the purpose of matching an accelerator pedal operation amount by a driver with an actually obtained vehicle acceleration. The apparatus described in Patent Document 1 is configured to detect a stroke amount of an accelerator pedal by an accelerator pedal sensor and calculate a target acceleration corresponding to the stroke amount of the accelerator pedal on a one-to-one basis.

  In Patent Document 2, when the movement of the driver's foot on the brake pedal is detected and the change from the brake pedal to the accelerator pedal is predicted, the automatic transmission is shifted to the low side or the hydraulic pressure is changed. There is described a vehicle powertrain control device configured to increase the hydraulic pressure of hydraulic fluid of a type equipment.

  Further, in Patent Document 3, when switching from the brake ON to the accelerator ON (step change) is requested, the target vehicle speed is set regardless of the accelerator operation amount until the time required for switching has elapsed. An automatic driving system for a vehicle configured to prevent a sudden increase in the accelerator operation amount (that is, the throttle valve opening) is described.

  Further, in Patent Document 4, for the purpose of improving the reacceleration performance when the accelerator pedal is operated after the brake pedal is operated, deceleration control is performed in an operation region where the accelerator pedal operation amount is smaller than the reference operation region, and the accelerator pedal operation is performed. There is described an acceleration / deceleration control device configured to perform acceleration control in an operation region whose amount is larger than a reference operation region.

JP 2000-108728 A JP2015-209851A JP 2013-244838 A JP 2006-138266 A

  In a vehicle equipped with the device described in Patent Document 1, a target acceleration corresponding to an operation amount of an accelerator pedal by a driver is calculated, and control is performed so as to generate a driving force that realizes the target acceleration. Therefore, for example, even on roads with different slopes, the vehicle can be accelerated at an acceleration corresponding to the depression operation of the accelerator pedal. However, since the depression operation of the accelerator pedal is performed depending on the driver's feeling, the operation amount of the accelerator pedal intended by the driver may not match the operation amount of the accelerator pedal actually depressed. As a result, the acceleration that the driver expects by depressing the accelerator pedal may not match the acceleration that the driver actually feels. For example, when the accelerator pedal is depressed with the driver's foot on the accelerator pedal, and when the driver depresses the accelerator pedal after switching from the brake pedal to the accelerator pedal, the actual amount and operation of the accelerator pedal The speed may be different. When the brake pedal is switched to the accelerator pedal, the amount of movement of the foot that depresses the pedal is larger than when the pedal is not switched, so that the operation amount of the accelerator pedal is relatively small. For this reason, even if the driver intends to depress the accelerator pedal with the same feeling of operation, there is a risk that a deviation will occur between the acceleration expected by the driver and the acceleration actually obtained, and as a result, the driver may feel uncomfortable. is there.

  The present invention has been devised by paying attention to the above technical problem, and even when the driver depresses the accelerator pedal after depressing the brake pedal, the driver can appropriately perform without feeling uncomfortable. An object of the present invention is to provide a control device for a vehicle that can be accelerated.

  In order to achieve the above object, the present invention provides a driving force source, a brake pedal, an accelerator pedal arranged in parallel with the brake pedal, and a brake switch for detecting an operation state of the brake pedal by a driver. And an accelerator sensor for detecting an operation amount of the accelerator pedal by the driver, comprising a controller for controlling the vehicle, wherein the controller has an accelerator opening corresponding to the operation amount. And controlling the output of the driving force source based on the accelerator opening, and when the driver depresses the accelerator pedal, based on the detection signal of the brake switch and the detection signal of the accelerator sensor Determining whether or not the accelerator pedal is depressed from the brake pedal. When it is determined that the accelerator pedal is depressed from the brake pedal, the accelerator opening is set when it is determined that the accelerator pedal is not depressed from the brake pedal. The correction is made so as to be larger than the accelerator opening.

  According to this invention, when the driver depresses the accelerator pedal, it is determined whether or not the accelerator pedal is depressed from the brake pedal. When it is determined that the accelerator pedal is depressed from the brake pedal, the accelerator opening that is set corresponding to the amount of operation or the amount of depression of the accelerator pedal at that time is Correction is made to be larger than the accelerator opening that is set when it is determined that the brake pedal has not been changed. Then, the output of the driving force source is controlled based on the corrected accelerator opening. Therefore, when the driver depresses the accelerator pedal after switching from the brake pedal, even if the amount of operation of the accelerator pedal is smaller than the amount of operation expected by the driver or intended by the driver, the driver The vehicle can be accelerated at an appropriate speed without feeling uncomfortable.

It is a figure which shows an example of the structure of the vehicle used as the object of control by this invention, and a control system. It is a figure for demonstrating the structure of an accelerator pedal, Comprising: It is a figure which shows an organ type accelerator pedal. It is a figure for demonstrating the structure of an accelerator pedal, Comprising: It is a figure which shows a pendant type accelerator pedal. It is a time chart for demonstrating the difference of the acceleration by the presence or absence of stepping from a brake pedal to an accelerator pedal. It is a flowchart for demonstrating an example of the control performed by the control apparatus of this invention. FIG. 6 is a time chart for explaining an example of correction for the accelerator opening when the control shown in the flowchart of FIG. 5 is executed. It is a figure for demonstrating the movement amount (rotation angle) of a driver | operator's leg considered when correcting with respect to an accelerator opening.

  Embodiments of the present invention will be described with reference to the drawings. The embodiment described below is merely an example when the present invention is embodied, and does not limit the present invention.

  FIG. 1 shows an example of a drive system of a vehicle Ve to be controlled in the embodiment of the present invention. A vehicle Ve shown in FIG. 1 includes a driving force source (ENG) 1, a transmission (TM) 2, an output member 3, driving wheels 4, a brake pedal 5, an accelerator pedal 6, and a controller (ECU) 7. .

  The driving force source 1 is, for example, an internal combustion engine (hereinafter referred to as an engine) such as a gasoline engine or a diesel engine, and is configured such that output adjustment, starting and stopping operations, and the like are electrically controlled. . In the case of a gasoline engine, the throttle valve opening, fuel supply amount, execution and stop of ignition, and ignition timing are electrically controlled. The driving force source 1 is not limited to the engine as described above, and may be, for example, an electric motor. Or the hybrid system which uses an engine and an electric motor together may be used.

  In the example shown in FIG. 1, the vehicle Ve is configured to transmit the output torque of the driving force source (engine) 1 to the driving wheels 4 via the transmission 2 and the output member 3. The transmission 2 may be, for example, an automatic transmission or a manual transmission. FIG. 1 shows an example of a vehicle Ve equipped with an automatic transmission as the transmission 2. FIG. 1 also shows an example of a vehicle Ve configured to transmit torque between the transmission 2 and the drive wheels 4 via the propeller shaft, the differential gear, and the drive shaft as the output member 3. It is shown.

  The vehicle Ve to be controlled in the embodiment of the present invention is a vehicle having a conventional general configuration, and the brake pedal 5 and the accelerator pedal 6 are arranged in parallel. When the brake pedal 5 is depressed, a hydraulic braking device (not shown) is activated to generate a braking force for the vehicle Ve. Further, when the accelerator pedal 6 is depressed, the accelerator opening or the throttle opening (the opening of the throttle valve of the engine 1) increases corresponding to the depression amount of the accelerator pedal 6. That is, the driving force of the vehicle Ve is generated. As described above, the driving force source 1 of the vehicle Ve may be an electric motor or a hybrid system in addition to the engine. Therefore, in the following description, the accelerator opening degree corresponds to the depression amount of the accelerator pedal 6. It shall increase. For example, when the driving force source 1 is a hybrid system, the accelerator opening increases, so that at least one of the throttle opening of the engine and the power supplied to the electric motor increases, and the driving force of the vehicle Ve increases. Configured as follows.

  The brake pedal 5 is provided with a brake switch 8 for detecting the operation state (depressed state) of the brake pedal 5 by the driver. The brake switch 8 is turned on when the brake pedal 5 is depressed with an operation amount equal to or greater than a predetermined value and outputs a predetermined voltage, and when the driver's foot is away from the brake pedal 5, or the brake pedal When the operation amount of 5 is less than a predetermined value, it is configured to turn OFF (voltage becomes 0).

  The accelerator pedal 6 is provided with an accelerator sensor 9 for detecting an operation amount (depression amount) of the accelerator pedal 6 by the driver. Therefore, the accelerator opening that increases in accordance with the depression amount of the accelerator pedal 6 can be detected by the accelerator sensor 9.

  Specific examples of the accelerator pedal 6 are shown in FIGS. The accelerator pedal 6 shown in FIG. 2 is a so-called organ type accelerator pedal, and is attached to the floor 10 of the vehicle Ve. The accelerator pedal 6 shown in FIG. 3 is a so-called pendant type accelerator pedal, and is attached to a dash panel (not shown) or the like of the vehicle Ve. Regardless of the type of accelerator pedal 6, a tread surface 6a on which a driver's foot is placed and an accelerator sensor 9 as described above are provided. The accelerator sensor 9 is configured to detect the rotation angle (or movement amount) of the tread 6a and output a voltage corresponding to the rotation angle (or movement amount). That is, the accelerator sensor 9 is configured to output a higher voltage as the rotation angle (or movement amount) of the tread 6a is larger.

  A controller 7 for controlling the vehicle Ve as described above is provided. The controller 7 is an electronic control device mainly composed of, for example, a microcomputer. The detected values of the brake switch 8 and the accelerator sensor 9 are input to the controller 7. Specifically, the output voltage of the brake switch 8 (that is, the ON / OFF detection signal) and the output voltage of the accelerator sensor 9 (detection signal) are input to the controller 7. Based on the voltage levels of these detection signals, the controller 7 determines the operation state (ON / OFF) of the brake pedal 5 and the operation amount (depression amount) of the accelerator pedal 6, respectively. Then, the controller 7 performs calculations using the various input data and data and calculation formulas stored in advance, and outputs the calculation results as a control command signal to control the vehicle Ve. It is configured.

  In the vehicle Ve configured as described above, when the accelerator pedal 6 is depressed from the state where the driver's foot is on the accelerator pedal 6 as described above, the driver's foot is on the brake pedal 5. There is a possibility that the actual operation amount and operation speed of the accelerator pedal 6 may be different depending on whether the accelerator pedal 6 is depressed after the state is changed to the accelerator pedal 6. For example, as shown in the time chart of FIG. 4, when the driver depresses the accelerator pedal 6 after depressing the brake pedal 5 (one-dot chain line), the driver depresses the accelerator pedal 6 without depressing (solid line). Thus, the rise of the force (depressing force) for depressing the accelerator pedal 6 is small and the ascending speed is slow. Therefore, the increase in the operation amount (pedal stroke) of the accelerator pedal 6 is delayed, and accordingly, the output voltage (sensor voltage) of the accelerator sensor 9 is also delayed. As a result, when there is a step change from the brake pedal 5 to the accelerator pedal 6, the longitudinal acceleration of the vehicle Ve is smaller than when there is no step change.

  Thus, when the pedal is switched from the brake pedal 5 to the accelerator pedal 6, the amount of movement of the driver's foot is increased and the pedal stroke of the accelerator pedal 6 is relatively decreased as compared with the case where the pedal is not switched. As a result, even if the driver intends to depress the accelerator pedal 6 with the same feeling of operation, there is a difference between the longitudinal acceleration expected by the driver and the longitudinal acceleration actually obtained, which gives the driver a sense of incongruity. There is. Therefore, the controller 7 of the vehicle Ve is configured to execute the accelerator opening correction control when the accelerator pedal 6 is depressed after the brake pedal 5 is depressed. An example of the control is shown in the flowchart of FIG.

  In the flowchart of FIG. 5, first, in order to determine whether or not the driver is stepping on the brake pedal 5, an output signal (ON / OFF detection signal) of the brake switch 8 is detected (step S1). Instead of the output signal of the brake switch 8, for example, an ON / OFF signal of a stop lamp, an output voltage of a brake stroke sensor, or the like can be used.

  Based on the output signal of the brake switch 8 detected in step S1, it is determined whether the driver is stepping on the brake pedal 5 (step S2). If the output signal of the brake switch 8 is ON, that is, if the driver depresses the brake pedal 5 and affirmative determination is made in this step S2, the following steps S3 to S12 are skipped, Proceed to step S13. That is, the process proceeds to step S13 without executing the accelerator opening correction control described later.

  In step S13, the output driving force is calculated from the accelerator opening. Specifically, the output voltage (accelerator sensor voltage, detection signal) of the accelerator sensor 9 is detected, and the accelerator opening corresponding to the accelerator sensor voltage is calculated. Based on the determined accelerator opening (including the case where the accelerator opening is 0%), the output driving force generated by the driving force source 1 is calculated. When the accelerator sensor voltage and the accelerator opening are already obtained, the output driving force is calculated based on the known accelerator opening.

  Subsequently, the driving force source 1 is controlled so as to generate the output driving force obtained in step S13 (step S14). For example, when the driving force source 1 is an engine as in the example shown in FIG. 1, the opening degree of the throttle valve, the fuel supply amount, and the like are controlled. When the driving force source 1 is an electric motor, the voltage and current applied to the electric motor are controlled. When the driving force source 1 is a hybrid system, the throttle valve opening, the amount of fuel supplied, and the voltage and current applied to the electric motor are controlled, and the output driving by the engine and the electric motor is performed. The share of power is also controlled. Thereafter, this routine is once terminated.

  On the other hand, if the output signal of the brake switch 8 detected in step S1 is OFF, that is, if the driver does not step on the brake pedal 5, and the negative determination is made in step S2, the step is executed. Proceed to S3.

  In step S3, the output voltage (accelerator sensor voltage, detection signal) of the accelerator sensor 9 is detected. Subsequently, in step S4, an accelerator opening corresponding to the accelerator sensor voltage detected in step S3 is calculated. Specifically, calculation for converting the accelerator sensor voltage into the accelerator opening is performed.

  Subsequently, in step S5, it is determined whether or not the accelerator opening obtained in step S4 is 0%. If the accelerator opening is 0% and the determination in step S5 is affirmative, the following steps S6 to S12 are skipped, and the process proceeds to step S13. That is, the process proceeds to step S13 without executing the accelerator opening correction control described later.

  On the other hand, if the accelerator opening obtained in step S4 is not 0% and the determination is negative in step S5, the process proceeds to step S6. In step S6, the time from when it is determined that the driver has not depressed the brake pedal 5 (brake OFF) until it is determined that the driver has depressed the accelerator pedal 6 (accelerator ON) (brake OFF → accelerator ON time) ) Is shorter than the threshold A or not.

  The above threshold A is a time during which it can be determined that the subsequent depression speed of the accelerator pedal 6 is not delayed even when the brake pedal 5 is switched to the accelerator pedal 6. Alternatively, it is a time during which it can be determined that the stepping is quick enough not to be aware of excessive depression of the accelerator pedal 6 due to the inertia of the foot movement. This threshold A is set in advance based on, for example, results of experiments and simulations.

  If the brake OFF → accelerator ON time is shorter than the threshold value A, and a positive determination is made in step S6, the following steps S7 to S12 are skipped, and the process proceeds to step S13. That is, the process proceeds to step S13 without executing the accelerator opening correction control described later.

  On the other hand, if the brake OFF → accelerator ON time is greater than or equal to the threshold value A and the determination is negative in step S6, the process proceeds to step S7. In step S7, it is determined whether or not the brake OFF ⇒ accelerator ON time is equal to or greater than a threshold value B.

  The above threshold B is a time that can be determined that the elapsed time since the brake is turned off is long and that the driver does not depress the accelerator pedal 6 in a series of stepping operations. Alternatively, a state where the foot is stopped at a position where the accelerator opening is once 0% is created, and thereafter, the accelerator pedal 6 is started to be depressed from the position where the accelerator opening is 0% without changing from the brake pedal 5. It is time when it can be determined that the operation will be performed. The threshold value B is larger than the threshold value A, and is set in advance based on, for example, results of experiments and simulations.

  If the brake OFF-> accelerator ON time is greater than or equal to the threshold value B, if the determination in step S7 is affirmative, the following steps S8 to S12 are skipped, and the process proceeds to step S13. That is, the process proceeds to step S13 without executing the accelerator opening correction control described later.

  On the other hand, if the brake OFF → accelerator ON time is shorter than the threshold value B, and a negative determination is made in step S7, the process proceeds to step S8. In step S8, the changing speed of the accelerator opening is calculated. Subsequently, in step S9, it is determined whether or not the change rate of the accelerator opening obtained in step S8 is slower than the threshold value C.

  The threshold value C is 0 or the maximum change speed at which the driver feels that the accelerator pedal 6 is depressed so that the accelerator opening is constant. This threshold C is set in advance based on, for example, results of experiments and simulations.

  When the change rate of the accelerator opening is slower than the threshold value C, if the determination in step S9 is affirmative, the following steps S10 to S12 are skipped, and the process proceeds to step S13. In other words, in this case, the change speed of the accelerator opening is slow, and it can be determined that the driver has not stepped on the accelerator pedal 6, and therefore, the driving force generated by switching from the brake pedal 5 to the accelerator pedal 6 is reduced. It can be determined that there is no need to correct the increase delay. Accordingly, the process proceeds to step S13 without executing the accelerator opening correction control described later.

  On the other hand, when the change rate of the accelerator opening obtained in step S8 is equal to or higher than the threshold value C, if the determination is negative in step S9, the process proceeds to step S10. In step S <b> 10, it is determined whether or not an elapsed time (accelerator ON time) from when the driver starts depressing the accelerator pedal 6 is equal to or greater than a threshold value D.

  The threshold D is set in advance based on the results of experiments, simulations, and the like, taking into account the delay time in the power transmission system of the vehicle Ve that is required until the driver's operation actually appears as the operation of the vehicle Ve. Yes.

  If the accelerator ON time is greater than or equal to the threshold value D and the determination in step S10 is affirmative, the following steps S11 and S12 are skipped, and the process proceeds to step S13. In this case, since the accelerator ON time is long, the driver can recognize the operation of the vehicle Ve in response to the driver's operation, and the driver himself can correct the operation. Therefore, it can be determined that there is no need to correct the increase in driving force delay due to switching from the brake pedal 5 to the accelerator pedal 6. Accordingly, the process proceeds to step S13 without executing the accelerator opening correction control described later.

  On the other hand, if the accelerator ON time is shorter than the threshold value D and a negative determination is made in step S10, the process proceeds to step S11. In step S11, a correction amount for the accelerator opening is set. The amount of correction of the accelerator opening can be set from a value calculated in advance based on results of experiments and simulations, for example. Further, as will be described later, the correction amount of the accelerator opening may be set to a larger value as the amount of movement of the foot when switching from the brake pedal 5 to the accelerator pedal 6 is increased.

  Subsequently, in step S12, the accelerator opening corrected with the correction amount set in step S11 is calculated. That is, in step S11 and step S12 described above, the accelerator opening correction control is executed.

  When the corrected accelerator opening is obtained in step S12, the process proceeds to step S13. In this case, in step S13, the output driving force is calculated based on the accelerator opening corrected by the accelerator opening correction control in steps S11 and S12.

  Subsequently, in step S14, the driving force source 1 is controlled so as to generate the output driving force calculated based on the corrected accelerator opening as described above. Thereafter, this routine is once terminated.

  As described above, changes in the output signal of the brake switch 8, the output voltage of the accelerator sensor 9, the accelerator opening, and the like when the control shown in the flowchart of FIG. 5 is executed are shown in the time chart of FIG. is there. When the output signal of the brake switch 8 changes from ON to OFF at time t1, the period T1 from the time t1 to the time t2 when the output voltage of the accelerator sensor 9 starts to increase from 0 thereafter is the brake OFF-> accelerator described above. It is calculated as the ON time. Therefore, when the period T1 is shorter than the above-described threshold A, the accelerator opening is not corrected. Further, also when the period T1 is equal to or greater than the above-described threshold B, the accelerator opening is not corrected.

  When the brake pedal 5 is switched to the accelerator pedal 6 during the period T1 and the depression of the accelerator pedal 6 is started from the time t2, the change rate of the accelerator opening thereafter is the threshold value C from the time t2. Then, the accelerator opening is corrected in a period T2 until time t3 that is lower (in the time chart of FIG. 6, the corrected accelerator opening is indicated by a one-dot chain line).

  Even if the same engine and transmission are mounted and the vehicle Ve has the same power performance, the arrangement of the brake pedal 5 and the accelerator pedal 6 may be different. Also, the position of the foot on which the pedal is depressed may differ depending on the driving position. Therefore, the correction amount of the accelerator opening is set to a larger value as the amount of movement of the ankle at the time of switching from the brake pedal 5 to the accelerator pedal 6 is larger. For example, as shown in FIG. 7, the larger the rotation angle (movement amount) of the ankle at the time of switching from the brake pedal 5 to the accelerator pedal 6, the larger the value is set. As shown in the right view (front view) in FIG. 7, the rotation angle in that case is as shown in the horizontal rotation angle from the brake pedal 5 to the accelerator pedal 6 and the left view (side view) in FIG. The total angle with the rotation angle in the vertical direction from the brake pedal 5 to the accelerator pedal 6 may be considered.

  DESCRIPTION OF SYMBOLS 1 ... Driving force source (ENG), 2 ... Transmission (TM), 3 ... Output member, 4 ... Drive wheel, 5 ... Brake pedal, 6 ... Accelerator pedal, 7 ... Controller (ECU), 8 ... Brake switch, 9 ... accelerator sensor, 10 ... floor, Ve ... vehicle.

Claims (1)

A driving force source, a brake pedal, an accelerator pedal arranged in parallel with the brake pedal, a brake switch for detecting an operation state of the brake pedal by a driver, and an operation amount of the accelerator pedal by the driver In a vehicle control device including an accelerator sensor to detect,
A controller for controlling the vehicle;
The controller is
While setting the accelerator opening corresponding to the operation amount, and controlling the output of the driving force source based on the accelerator opening,
When the driver depresses the accelerator pedal, based on the detection signal of the brake switch and the detection signal of the accelerator sensor, it is determined whether or not the accelerator pedal is depressed from the brake pedal. ,
When it is determined that the accelerator pedal is depressed from the brake pedal, the accelerator opening is set when it is determined that the accelerator pedal is not depressed from the brake pedal. A control device for a vehicle, wherein the control device is corrected and set so as to be larger than an accelerator opening.

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