JP2019064413A - Device for controlling vehicle - Google Patents

Abstract

To provide a device for controlling a vehicle that can reduce damages due to erroneous stepping of an accelerator pedal for a brake pedal by a simple configuration or suppress occurrence of erroneous stepping accidents.SOLUTION: A device for controlling a vehicle includes: detecting stepping force that is added to an accelerator pedal with a stepping operation (S1); and, when the stepping force is determined to be an abnormal value exceeding an abnormality determination value (S2: YES), depending on a vehicle speed and a travel range (S3, S4), suppressing output from an engine to suppress drive force that is transmitted to a drive wheel of the vehicle (S5, S6).SELECTED DRAWING: Figure 2

Description

  The present invention relates to a control device for a vehicle.

  Recently, with the aging of the driver's license holder of the vehicle, wrong stepping on the brake pedal and accelerator pedal of the vehicle, that is, the driver steps on the accelerator pedal and brake pedal in an intention of stopping the vehicle, the vehicle drives There are many accidents caused by accelerating against the will of the people.

  Various devices have been developed in order to suppress the occurrence of this step mistake accident.

  For example, when a sensor such as a camera, millimeter wave radar or laser radar is mounted on a vehicle and the presence of an obstacle in front of the vehicle is detected by the sensor, the accelerator pedal is controlled by suppressing the output of the engine. Devices have been developed to prevent acceleration of the vehicle due to accidental stepping. However, in this device, if the obstacle in front of the vehicle is a fence or the like, the sensor is not detected well by the sensor, or if the accelerator pedal is once returned and then stepped on again, the re-depression is due to an erroneous operation. Even if there is, the suppression of the engine output may be canceled.

  In addition, the accelerator pedal and the brake pedal are integrated into one pedal, and the operation of stepping on the pedal with the toe with the foot of the foot in the pedal is the brake operation, and the foot pedal is in the foot of the foot A device has been developed in which the operation of sliding the slider to the right is an accelerator operation. However, it is expensive to introduce this device into a vehicle, and it is necessary to get used to the accelerator operation.

JP 2014-227877

  It is an object of the present invention to provide a control device for a vehicle that can reduce damage caused by a pedaling error between a brake pedal and an accelerator pedal with a simple configuration or can suppress the occurrence of a pedaling error.

  In order to achieve the above object, a control device for a vehicle according to the present invention is a control device for a vehicle provided with an accelerator pedal and a brake pedal that are operated by stepping, and detects a pedal effort to detect a pedal effort applied to the accelerator pedal. And driving force suppressing means for suppressing the driving force transmitted to the driving wheels of the vehicle when the pedaling force detected by the pedaling force detecting means is determined to be abnormal.

  If the vehicle accelerates against the driver's intention due to a mistake in stepping on the accelerator pedal and the brake pedal, the driver misunderstands that the brake does not work even though the driver is stepping on the brake pedal, and tries to stop the vehicle. Step on the accelerator pedal strongly. In this case, even if the operation amount of the accelerator pedal reaches the maximum, the accelerator pedal is further depressed, and an abnormal stepping force is applied to the accelerator pedal.

  Therefore, when the pedaling force applied to the accelerator pedal is detected by the stepping operation and it is determined that the pedaling force is abnormal, the driving force transmitted to the drive wheels of the vehicle is suppressed. As a result, it is possible to suppress the sudden start and the rapid acceleration of the vehicle due to a stepping error between the accelerator pedal and the brake pedal. As a result, it is possible to reduce the damage caused by the wrong stepping accident or to suppress the occurrence of the wrong stepping accident. Furthermore, the hardware added to suppress the driving force is only a configuration (sensor, switch, etc.) for detecting the depression force applied to the accelerator pedal, so the hardware configuration is simple.

  According to the present invention, it is possible to suppress the sudden start and the rapid acceleration of the vehicle due to the stepping error of the accelerator pedal and the brake pedal with the simple hardware configuration, and as a result, reduce the damage by the stepping mistake accident or suppress the occurrence of the stepping mistake accident. it can.

It is a figure which shows the structure of the principal part of a vehicle. It is a flowchart which shows the flow of driving force suppression control.

  Hereinafter, embodiments of the present invention will be described in detail with reference to the attached drawings.

<Configuration of vehicle>
FIG. 1 is a diagram showing the configuration of the main part of the vehicle 1.

  The vehicle 1 is a four-wheeled vehicle of an FF (Front-engine Front-wheel-drive: front engine front drive) type. That is, front wheels 3L and 3R are provided on the left front and right front of the vehicle body 2 of the vehicle 1, and rear wheels 4L and 4R are provided on the left rear and right rear of the vehicle body 2, respectively. Further, an engine compartment is provided at the front of the vehicle body 2, and the engine 5 and the transmission 6 are disposed in the engine compartment. The output of the engine 5 is shifted by the transmission 6, transmitted to a differential gear (not shown), and transmitted from the differential gear to the front wheels 3L and 3R via the left and right drive shafts 7L and 7R.

  The engine 5 is provided with an electronic throttle valve for adjusting the amount of intake air to the combustion chamber of the engine 5, an injector (fuel injection device) for injecting fuel to intake air, and an ignition plug for generating an electric discharge in the combustion chamber. It is done. Further, the engine 5 is additionally provided with a starter for starting it.

  The transmission 6 is an automatic transmission, and may be a stepped automatic transmission (AT: Automatic Transmission) or a continuously variable transmission (CVT). Also, the transmission 6 may be a power split type continuously variable transmission. A power split type continuously variable transmission includes, for example, a belt type continuously variable transmission mechanism that continuously changes the power by changing the gear ratio, and splits the power into two paths between the input shaft and the output shaft. Transmission that can be transmitted.

  A driver's seat is provided in the vehicle compartment isolated by the engine compartment and the dash panel, and between the driver's seat and the dash panel, there is an accelerator pedal 8 which is stepped for acceleration of the vehicle 1; A brake pedal 9 is provided to be stepped on to brake the vehicle 1.

  In the dash panel, a meter panel 10 is provided on the passenger compartment side. In the meter panel 10, in addition to a meter for displaying the vehicle speed and the engine rotational speed, a display such as a liquid crystal display for displaying various information is disposed.

  The vehicle 1 is provided with an ECU (Electronic Control Unit) having a configuration including a microcomputer (micro controller unit). The microcomputer incorporates, for example, a CPU, a ROM and a RAM, and a data flash (flash memory). Although only one ECU 21 is shown in FIG. 1, the vehicle 1 is equipped with a plurality of ECUs having the same configuration as the ECU 21 in order to control each part. The plurality of ECUs including the ECU 21 are connected so as to be capable of bi-directional communication by a CAN (Controller Area Network) communication protocol.

  Connected to the ECU 21 are various sensors necessary for control, such as a wheel speed sensor 22 and a pedal force sensor 23. The wheel speed sensor 22 is provided in association with each wheel of the front wheels 3L, 3R and the rear wheels 4L, 4R, and outputs a pulse signal synchronized with the rotation of the wheels as a detection signal. The pedal force sensor 23 outputs a detection signal corresponding to the pedal force applied to the accelerator pedal 8.

  The ECU 21 calculates the wheel speeds of the front wheels 3L and 3R and the rear wheels 4L and 4R from the detection signals of the wheel speed sensors 22. For example, as the vehicle speed displayed on the meter of the meter panel 10, the front wheels 3L and 3R The vehicle speed is calculated from the average value of the wheel speeds of the respective rear wheels 4L and 4R. Further, in the ECU 21, the depression force applied to the accelerator pedal 8 is detected from the detection signal of the depression force sensor 23.

  The ECU 21 incorporates an engine control logic for controlling the engine 5 and a shift control logic for controlling the transmission 6. The engine control logic controls electronic throttle valves, injectors, spark plugs and the like provided in the engine 5 for starting, stopping and adjusting the output of the engine 5 and the like. The shift control logic controls various valves and the like included in a hydraulic circuit for supplying hydraulic pressure to each part of the transmission 6 for controlling the transmission gear ratio of the transmission 6 and the like. Further, the display of the meter panel 10 is controlled by the ECU 21.

<Driving force suppression control>
FIG. 2 is a flowchart showing the flow of driving force suppression control.

  In order to suppress the occurrence of an accident due to a stepping error between the accelerator pedal 8 and the brake pedal 9, the driving force suppression control shown in FIG. 2 is executed by the ECU 21 while the ignition switch of the vehicle 1 is on.

  In the driving force suppression control, the depression force applied to the accelerator pedal 8 is detected from the detection signal of the depression force sensor 23 (step S1).

  Then, it is determined whether the detected pedaling force exceeds a predetermined abnormality determination value (step S2).

  If the vehicle 1 accelerates against the driver's intention due to a mistake in stepping on the accelerator pedal 8 and the brake pedal 9, the driver misunderstands that the brake does not work even though the brake pedal 9 is being stepped on. Depress the accelerator pedal 8 strongly in an attempt to stop 1. In this case, even if the operation amount of the accelerator pedal 8 reaches the maximum, the accelerator pedal 8 is further depressed and an abnormal pedal force is applied to the accelerator pedal 8. Therefore, the abnormality determination value is set to a value such that the pedaling force applied to the accelerator pedal 8 exceeds when the accelerator pedal 8 is further stepped on from the state of being fully stepped on.

  If the pedaling force does not exceed the abnormality determination value (NO in step S2), the subsequent processing is not performed, and the driving force suppression control is ended. The driving force suppression control is executed again at a predetermined timing after the end of the driving force suppression control.

  If the pedaling force exceeds the abnormality determination value (YES in step S2), it is determined whether the vehicle speed is equal to or less than a predetermined vehicle speed (step S3). For example, when the front wheels 3L and 3R, which are driving wheels, get over the wheel stoppers of the parking lot due to a stepping error in the accelerator pedal 8 and the brake pedal 9, for example, the front wheels 3L and 3R idle, so the wheel speeds of the front wheels 3L and 3R Is used to calculate the vehicle speed, the vehicle speed may not be detected accurately. Therefore, the vehicle speed used for this determination may be the vehicle speed calculated from the average value of the wheel speeds of the front wheels 3L, 3R and the rear wheels 4L, 4R, but the wheel speeds of the rear wheels 4L, 4R Preferably, it is calculated from the average value.

  When the vehicle speed is not equal to or less than the predetermined vehicle speed, that is, when the vehicle speed exceeds the predetermined vehicle speed (NO in step S3), the subsequent processing is not performed, and the driving force suppression control is ended.

  If the vehicle speed is less than or equal to the predetermined vehicle speed (YES in step S3), it is determined whether the road surface where the vehicle 1 is located has a gradient and the travel range in the direction of climbing the road surface is selected ( Step S4). The transmission 6 has a shift range (shift range) including a P (parking) range, an R (reverse) range, an N (neutral) range, and a D (drive) range. If the shift range of the transmission 6 is the D range (traveling range in the forward direction) when the road surface where the vehicle 1 is located is inclined upward, it is determined that the traveling range in the upward direction is selected. . If the transmission range of the transmission 6 is the R range (traveling range in the reverse direction) when the road surface where the vehicle 1 is located is inclined upward, it is determined that the traveling range in the upward direction is selected. Be done.

  If the traveling range in the uphill direction is not selected (NO in step S4), the degree of opening of the electronic throttle valve is, for example, such that the output (driving force) of engine 5 is relatively greatly suppressed (step S5). The first predetermined amount is reduced.

  On the other hand, when the traveling range in the climbing direction is selected (YES in step S4), the opening degree of the electronic throttle valve is, for example, the first to suppress the output of the engine 5 relatively small (step S6). It is reduced by a second predetermined amount smaller than the predetermined amount.

  Then, a message such as "the accelerator pedal is pressed too hard" is notified or displayed by voice on the meter panel 10, or by both the display and voice (step S7) to control the driving force suppression. Is finished.

<Function effect>
As described above, when the pedaling force applied to the accelerator pedal 8 by the stepping operation is detected and it is determined that the pedaling force is an abnormal value exceeding the abnormality determination value, the output of the engine 5 is suppressed and the vehicle 1 is The driving force transmitted to the front wheels 3L and 3R, which are driving wheels, is suppressed. As a result, it is possible to suppress a sudden start and a sudden acceleration of the vehicle 1 due to a stepping error between the accelerator pedal 8 and the brake pedal 9. Moreover, the hardware required for the driving force suppression control is only the pedal force sensor 23, so the hardware configuration is simple.

  Therefore, it is possible to suppress the sudden start and the rapid acceleration of the vehicle 1 due to the stepping error of the accelerator pedal 8 and the brake pedal 9 with the simple hardware configuration, and as a result, the damage due to the stepping mistake accident can be reduced or the occurrence of the stepping mistake accident can be suppressed. .

<Modification>
As mentioned above, although embodiment of this invention was described, this invention can also be implemented with another form.

  For example, the pedaling force sensor 23 is not limited to one configured to output a detection signal corresponding to the pedaling force applied to the accelerator pedal 8. For example, when the pedaling force applied to the accelerator pedal 8 exceeds the abnormality determination value, the contact is closed. The switch may output a signal whose level is different from that when the contact is open.

  In addition, various design changes can be made to the above-described configuration within the scope of the matters described in the claims.

1: Vehicle 3L, 3R: front wheels (drive wheels)
8: accelerator pedal 9: brake pedal 21: ECU (control device, driving force suppression means)
23: Tread force sensor (Tread force detection means)

Claims (1)

A control device for a vehicle comprising an accelerator pedal and a brake pedal which are operated by stepping.
Pedaling force detecting means for detecting a pedaling force applied to the accelerator pedal;
A control device, comprising: driving force suppressing means for suppressing the driving force transmitted to the drive wheels of the vehicle when the pedaling force detected by the pedaling force detecting means is determined to be abnormal.

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