JP2020100349A - Vehicle control device - Google Patents

Abstract

To provide a vehicle control device that allows a vehicle that can travel in a one pedal mode to appropriately reflect an intention of a driver to deceleration so as to prevent the driver from having a feeling of strangeness.SOLUTION: The vehicle control device, which can set, in an operation range of a pedal, a deceleration area where deceleration is increased accompanying decrease of operation amounts of the pedal and an acceleration area where acceleration is increased accompanying increase of the operation amounts of the pedal, increase deceleration corresponding to the operation amounts of the pedal by increasing operation amounts of deceleration changing means, correct deceleration on the basis of first correction amounts corresponding to a slope of a road surface, and accelerate and brake a vehicle only by operating the pedal, comprises: calculating means that calculates second correction amounts for further increasing and correcting deceleration as operation amounts of the deceleration changing means become larger (a step S3); and correcting means that further corrects the deceleration corrected on the basis of the first correction amounts, on the basis of the second correction amounts (a step S4).SELECTED DRAWING: Figure 3

Description

The present invention relates to a control device that controls the acceleration and deceleration of a vehicle in response to a pedal operation by a driver, and particularly, the vehicle travels by controlling both the acceleration and deceleration of the vehicle by operating one pedal. The present invention relates to a control device for a vehicle capable of performing the above.

Non-Patent Document 1 describes an example of this type of device. The device sets a neutral point at which the acceleration and deceleration are zero within the stroke range of the accelerator pedal, and an operation stroke (hereinafter referred to as an operation amount) from the origin position of the accelerator pedal with respect to the neutral point. Is configured to perform deceleration control in a region in which is small (hereinafter referred to as a deceleration region), and to perform acceleration control in a region in which the accelerator pedal operation amount is greater than the neutral point (hereinafter referred to as an acceleration region). .. Further, in the above-described control device, at the time of deceleration in the so-called one-pedal mode, the deceleration can be increased by continuously pressing the paddle provided on the side opposite to the driver across the steering wheel.

Patent Literature 1 and Patent Literature 2 respectively describe control devices for controlling a vehicle capable of traveling in the one-pedal mode. In these devices, similarly to Non-Patent Document 1 described above, a deceleration region, a neutral point, and an acceleration region are set within the range of the operation stroke of the accelerator pedal. Further, it is configured to detect the gradient of the traveling path. The device described in Patent Document 1 is configured to change each of the acceleration/deceleration characteristic on the uphill road and the acceleration/deceleration characteristic on the downhill road according to the detected gradient. Specifically, when the vehicle is traveling on an uphill road and the operation amount of the accelerator pedal is in the deceleration region, the deceleration with respect to the operation amount of the accelerator pedal is smaller than that when traveling on a flat road. Is set to be small so that deceleration is hard to occur. Further, when the vehicle is traveling on a downhill road and the operation amount of the accelerator pedal is in the acceleration region, the amount of change in acceleration with respect to the operation amount of the accelerator pedal is smaller than that when traveling on a flat road. It is designed to be small so that it is difficult to accelerate.

The device described in Patent Document 2 is configured to set the maximum acceleration/deceleration in accordance with the detected road surface gradient, and the larger the detected road surface gradient in the ascending direction, the larger the maximum acceleration/deceleration is set. The maximum acceleration/deceleration is set to be smaller as the gradient increases in the downward direction. As a result, for example, when traveling on an uphill road, the vehicle can be accelerated and decelerated with the same operation amount of the accelerator pedal as when traveling on a flat road.

Patent Document 3 is directed to a so-called conventional vehicle in which an automatic transmission is provided on the output side of the engine and the engine torque is increased or decreased according to a gear ratio set by the automatic transmission and transmitted to the drive wheels. A driving force control device for a vehicle is described. When traveling on a downhill road, the device is configured to promptly generate a deceleration that is in a deceleration state suitable for traveling based on a road surface gradient. Specifically, when the operation of the accelerator pedal is turned off and the driver's hand is located in the vicinity of an operating means such as a shift lever or a paddle switch for changing the shift speed of the automatic transmission, It is configured to determine that the driver has the intention of decelerating and change the shift speed of the automatic transmission to a shift speed capable of generating deceleration that is in a deceleration state suitable for traveling based on the road surface gradient.

JP, 2005-229405, A JP, 2013-10426, A JP, 2007-127213, A

"2018 BOLT EV Owner's Manual", (USA), p. 216

In the device described in Non-Patent Document 1, the deceleration can be corrected by operating the paddle, but the correction of the deceleration according to the road surface gradient is not particularly considered. Further, in the devices described in Patent Documents 1 to 3, although the deceleration is corrected according to the road surface gradient, correction of the deceleration according to the driver's request is not particularly considered. .. As described above, the setting of the deceleration based on the driver's request and the road gradient is not particularly studied, and there is still room for improvement in this respect.

The present invention has been made in view of the above technical problem, and in a vehicle capable of traveling in the one-pedal mode, the driver's intention is appropriately reflected in the deceleration to make the driver feel uncomfortable. An object of the present invention is to provide a control device for a vehicle that is difficult to avoid.

In order to achieve the above-mentioned object, the present invention provides a deceleration region that increases deceleration as the operation amount of the pedal decreases within an operation range of at least one pedal operated by a driver, and the deceleration region. An acceleration region in which the acceleration is increased with an increase in the pedal operation amount is set, and the deceleration set according to the pedal operation amount is increased by increasing the operation amount of the deceleration changing means. In the control device for the vehicle, the deceleration is corrected by the first correction amount according to the gradient of the road surface on which the vehicle travels, and the vehicle can be accelerated and braked by operating only the pedal. Calculating means for calculating a second correction amount for correcting the deceleration so that the deceleration increases as the operation amount of the deceleration changing means increases; and the deceleration corrected by the first correction amount. Is further provided with a correction means for further correcting by the second correction amount.

According to the present invention, the deceleration is set according to the operation amount of the pedal, and the first correction amount for correcting the deceleration is set according to the gradient of the road surface on which the vehicle is traveling. Further, the deceleration is corrected by the first correction amount, and the deceleration corrected by the first correction amount is further corrected by the second correction amount. The second correction amount is a correction amount based on the operation amount of the deceleration changing means, and is corrected so as to increase the first correction amount. Further, the second correction amount increases as the operation amount of the deceleration changing unit increases. In this way, the deceleration set according to the operation amount of the pedal and corrected by the first correction amount is further corrected according to the operation amount of the deceleration changing means, so that the deceleration that well reflects the driver's intention. The speed can be set. Therefore, it is possible to prevent the driver from feeling uncomfortable when traveling on a road surface having a slope, and it becomes easier to drive.

FIG. 1 is a diagram showing an example of a configuration of a vehicle to be controlled by a vehicle control device of the present invention and a control system. It is a figure which shows an example of the map which set the acceleration area|region and the deceleration area|region in the operation range of an accelerator pedal. 3 is a flowchart for explaining an example of control executed by the vehicle control device according to the embodiment of the present invention. It is a figure which shows the gradient correction ratio according to the shift position of a paddle shift device. FIG. 3 is a diagram schematically showing a deceleration characteristic of the vehicle in the embodiment of the present invention, where (A) shows the deceleration characteristic of the vehicle when the gradient correction amount is small, and (B) shows the vehicle when the gradient correction amount is large. Shows the deceleration characteristics of.

FIG. 1 shows an example of a drive system and a control system of a vehicle Ve to be controlled in the embodiment of the present invention. The vehicle Ve shown in FIG. 1 has a driving force source (PWR) 1, a front wheel 2, a rear wheel 3, an accelerator pedal 4, a brake device (BK) 5, a detection unit 6, and a controller (ECU) as main components. It has 7.

The driving force source 1 is, for example, an internal combustion engine such as a gasoline engine or a diesel engine, and is configured such that output adjustment and operation states such as start and stop are electrically controlled. If the driving force source 1 is a gasoline engine, the opening of the throttle valve, the amount of fuel supplied or injected, the execution and stop of ignition, and the ignition timing are electrically controlled. When the driving force source 1 is a diesel engine, the fuel injection amount, the fuel injection timing, the opening degree of the throttle valve in the EGR [Exhaust Gas Recirculation] system, etc. are electrically controlled. Alternatively, the driving force source 1 in the embodiment of the present invention may be, for example, a permanent magnet type synchronous motor or an electric motor such as an induction motor. The electric motor in that case has, for example, a function as a prime mover that is driven by being supplied with electric power to output a motor torque, and a generator that generates electricity by being driven by receiving external torque. It has both functions. That is, the electric motor is a motor having a power generation function (so-called a motor/generator), and the rotation speed and torque, or switching between the function as a prime mover and the function as a generator is electrically controlled.

The vehicle Ve may be configured to transmit the driving torque output from the driving force source 1 to the front wheels (driving wheels) 2 via a transmission (not shown). The transmission changes the rotation speed of an input shaft (not shown) to which the driving torque is transmitted, and transmits the driving torque to the driving wheels. The transmission may be, for example, a stepped automatic transmission or a continuously variable transmission. Further, in the example shown in FIG. 1, the front wheels 2 are steered wheels, and can be steered by a steering mechanism 8 such as a steering wheel. The steering mechanism 8 is provided with a paddle shift device 9 corresponding to the deceleration changing means in the embodiment of the present invention. The paddle shift device 9 is operated by the driver, and is configured to increase the deceleration stepwise according to the operation amount. For example, the deceleration is increased as the shift position of a paddle (not shown) of the paddle shift device 9 shifts from the first shift position to the fourth shift position. The paddle shift device 9 may be a switch, and in essence, the paddle shift device 9 may be configured to increase the deceleration according to the operation or the operation amount. Further, although FIG. 1 shows the configuration of a front-wheel drive vehicle in which the front wheels 2 are drive wheels, the vehicle Ve in the embodiment of the present invention is a rear-wheel drive vehicle in which the rear wheels 3 are drive wheels. Good. Alternatively, it may be a four-wheel drive vehicle in which both the front wheels 2 and the rear wheels 3 are drive wheels.

Further, the vehicle Ve is provided with an accelerator pedal 4 by which the driver adjusts the driving force, that is, the acceleration to perform the acceleration operation of the vehicle Ve. When the accelerator pedal 4 is depressed, for example, the opening of a throttle valve of a gasoline engine or the fuel of a diesel engine corresponding to the operation amount of the accelerator pedal 4 (depression amount, accelerator opening or accelerator position). The injection amount increases. As a result, the driving torque increases and the acceleration of the vehicle Ve increases. On the contrary, by reducing the operation amount of the accelerator pedal 4, the opening degree of the throttle valve is reduced corresponding to the operation amount of the accelerator pedal 4. As a result, the driving torque is reduced and the acceleration of the vehicle Ve is reduced. Further, as the acceleration decreases, the braking force of the vehicle Ve, that is, the deceleration increases. That is, when the internal combustion engine is mounted as the driving force source 1, the operation amount of the accelerator pedal 4 is reduced, so that, for example, the friction torque or the pumping loss of the internal combustion engine causes a resistance force (braking torque) to the driving torque. ) And deceleration occurs in the vehicle Ve. When an electric motor having a power generation function is installed as the driving force source 1, the electric motor is caused to function as a regenerative brake, so that the vehicle Ve is decelerated.

The brake device 5 is a device that generates a braking force, and is configured in the same manner as a conventionally known device such as a hydraulic disc brake or a drum brake. The brake device 5 also has a brake pedal 10 for the driver to adjust the braking force. Therefore, the brake device 5 is actuated by the depression operation of the brake pedal 10 by the driver to generate a braking force. In the vehicle Ve according to the embodiment of the present invention, the braking device 5 is controlled by the controller 7, and, for example, when the one-pedal mode is set, the braking force depends on the operation amount of the accelerator pedal 4 by the driver. May be configured to generate.

The vehicle Ve includes a detection unit 6 that acquires data for controlling each unit of the vehicle Ve. The detection unit 6 includes at least a wheel speed sensor 6a that detects the rotational speeds of the front wheels 2 and the rear wheels 3, and an accelerator position sensor 6b that detects the operation amount of the accelerator pedal 4. The vehicle Ve also includes a gradient sensor 6c that detects a gradient of a road surface on which the vehicle Ve travels, an acceleration sensor 6d that detects a longitudinal acceleration of the vehicle Ve, and the like. The detection unit 6 is electrically connected to a controller 7, which will be described later, and outputs an electric signal corresponding to detection values of the above-described various sensors and devices as detection data to the controller 7.

The controller 7 controls the vehicle Ve having the above-described configuration, and the controller 7 is an electronic control device mainly composed of a microcomputer, for example. Various data detected by the detection unit 6 is input to the controller 7. The controller 7 performs an operation using the various input data as described above, and the data, the calculation formula, and the like stored in advance. Then, the calculation result is output as a control command signal to control the vehicle Ve.

For example, the controller 7 calculates the target driving torque of the driving force source 1 based on the operation amount of the accelerator pedal 4 detected by the accelerator position sensor 6b and the vehicle speed calculated from the detection value of the wheel speed sensor 6a. Then, the output of the driving force source 1 is controlled based on the target driving torque. Further, the controller 7 controls a gear ratio (or a gear stage) set by a transmission (not shown). Further, the controller 7 controls the acceleration and deceleration of the vehicle Ve in accordance with the operation amount of the accelerator pedal 4 detected by the accelerator position sensor 6b. Alternatively, the braking force of the vehicle Ve is controlled according to the operation amount of the brake pedal 10 or the pedal effort. Although FIG. 1 shows an example in which one controller 7 is provided, a plurality of controllers 7 may be provided, for example, for each device or device to be controlled or for each control content.

The vehicle Ve in the embodiment of the present invention can travel in a so-called one-pedal mode in which acceleration and deceleration are controlled based on the amount of operation of the accelerator pedal 4 by the driver. As shown in FIG. 1, when the vehicle Ve is equipped with the brake pedal 10, it is also possible to travel in a normal mode in which acceleration and deceleration are controlled based on the operation amounts of the accelerator pedal 4 and the brake pedal 10. Is. Therefore, the vehicle Ve in the embodiment of the present invention can set two drive modes of the normal mode and the one-pedal mode. Then, it is possible to selectively switch between the normal mode and the one-pedal mode to travel appropriately. It should be noted that the vehicle Ve in the embodiment of the present invention does not necessarily have a configuration capable of setting the two drive modes of the normal mode and the one-pedal mode. Even if the brake pedal is not provided and only the accelerator pedal 4 is used to control both the driving force (acceleration) and the braking force (deceleration) of the vehicle Ve, that is, the vehicle Ve is driven only in the one-pedal mode. Good.

In the one-pedal mode, as described above, the vehicle Ve is accelerated and decelerated by the driver's operation of only the accelerator pedal 4. Specifically, in the vehicle Ve according to the embodiment of the present invention, as shown in FIG. 2, an acceleration region az corresponding to a relatively large operation amount and a relative acceleration region az relative to the operation amount range of the accelerator pedal 4. A deceleration region dz corresponding to a small operation amount is set. The boundary between the acceleration region az and the deceleration region dz is the neutral point NP at which the acceleration and deceleration with respect to the operation amount of the accelerator pedal 4 are zero. When the operation amount of the accelerator pedal 4 is the origin position, that is, the region from 0 to the neutral point NP is the deceleration region dz, and when the operation amount of the accelerator pedal 4 is in the deceleration region dz, the vehicle Ve decreases as the operation amount decreases. The deceleration of is increasing. On the other hand, the region where the operation amount of the accelerator pedal 4 is from the neutral point NP to the maximum operation amount is the acceleration region az, and when the operation amount of the accelerator pedal 4 is in the acceleration region az, the operation amount increases. As it goes, the acceleration of the vehicle Ve increases. The maximum operation amount of the accelerator pedal 4 is, for example, when the operation amount of the accelerator pedal 4 is represented by the accelerator opening degree, the accelerator is fully opened, that is, the accelerator opening degree is 100%.

The deceleration of the vehicle Ve is controlled to increase as the operation amount of the paddle shift device 9 increases. In the example shown in FIG. 2, the paddle shift device 9 is configured so that the deceleration can be changed in four steps by the driver's operation. The deceleration in this case is generated by the engine braking force as described above or by causing the electric motor to function as a regenerative brake. Alternatively, it is generated by operating the brake device 5.

In the control device for the vehicle Ve according to the embodiment of the present invention, as described above, in order to appropriately reflect the driver's intention in the deceleration and make it difficult for the driver to feel uncomfortable, the one-pedal mode is particularly preferable. When the vehicle Ve is traveling on a slope, the vehicle Ve can be driven by causing deceleration in accordance with the driver's request. An example of the control is shown in a flow chart in FIG. 3, and the routine shown here is repeatedly executed by the controller 7 at a predetermined short time while the vehicle Ve is traveling.

First, it is determined whether the vehicle Ve is traveling in the one-pedal mode (step S1). If the vehicle Ve is configured to selectively switch between the one-pedal mode and the normal mode, for example, a signal of a switch for selecting the one-pedal mode, a control flag indicating that the one-pedal mode is selected, or the like is read. Can be judged by.

If the one pedal mode is not set, this routine is once returned. If the one-pedal mode is set and a positive determination is made in step S1, the process proceeds to step S2. In step S2, the gradient of the road on which the vehicle Ve is traveling is detected or calculated, and the deceleration correction amount A is calculated according to the gradient. The gradient of the traveling path can be detected by, for example, the gradient sensor 6c mounted on the vehicle Ve. In addition, when the navigation system is installed, the gradient of the road can be calculated based on the map information and the current position information stored in advance in the navigation system. The correction amount A is for correcting the deceleration so as to mitigate the change in the deceleration set according to the operation amount of the accelerator pedal 4 due to the gradient of the traveling road. For example, when traveling on a downhill road having a large gradient, the vehicle Ve is accelerated by gravity and the deceleration decreases. In order to alleviate such a decrease in deceleration due to gravity, the correction amount A is set to a larger value as the slope of the traveling road is larger. More specifically, the correction amount A is set according to the above-described operation amount of the accelerator pedal 4 so that the deceleration is substantially the same when traveling on a downhill road and when traveling on a flat road. The deceleration is corrected. The correction amount A may be predetermined according to the gradient. The correction amount A described above corresponds to the first correction amount in the embodiment of the present invention.

Subsequently, in step S3, the gradient correction ratio K based on the shift position of the paddle shift device 9 is calculated. The gradient correction ratio K is for correcting the correction amount A and corresponds to the second correction amount in the embodiment of the present invention. As described above, the paddle shift device 9 is operated by the driver, and increases the deceleration as the operation amount thereof increases, that is, as the paddle shifts from the first shift position to the fourth shift position. Therefore, when the shift position of the paddle shift device 9 is at the fourth shift position where the operation amount is the largest, the driver's demand for increasing the deceleration is the highest.

The gradient correction ratio K will be specifically described. In the example shown here, the gradient correction ratio K is set for each shift position. FIG. 4 is a diagram showing the gradient correction ratio K according to the shift position of the paddle shift device 9. As shown in FIG. 4, when the paddle of the paddle shift device 9 is at the fourth shift position, the gradient correction ratio K is set to 100(%). When the above-mentioned correction amount A is corrected by this gradient correction ratio K and the corrected correction amount A is added to the basic deceleration B described later, the final deceleration Bf is almost the same as the deceleration when traveling on a flat road. The deceleration is the same. Therefore, even when traveling on a downhill road, it is possible to travel at a deceleration of about the same magnitude as when traveling on a flat road. Further, when the paddle is in the first shift position, it means that the driver has not operated the paddle shift device 9. That is, assuming that the driver does not have a request to increase the deceleration, and the driver allows the deceleration to change according to the gradient of the road, as shown in FIG. It is set to 0 (%). In this case, since the correction amount A is not particularly corrected, the deceleration of the vehicle Ve changes according to the gradient of the traveling road. Further, in the example shown here, since the shift position of the paddle shift device 9 is divided into four stages, as shown in FIG. 4, when the gradient correction ratio K is between 0 (%) and 100 (%), The gradient correction ratio K is divided into three, and the gradient correction ratio K is set according to each of the second shift position and the third shift position.

When the gradient correction ratio K is calculated as described above, the process proceeds to step S4, and the final gradient correction amount is calculated by multiplying the correction amount A by the gradient correction ratio K.

In step S5, the basic deceleration B is calculated based on the shift position of the paddle shift device 9 and the operation amount of the accelerator pedal 4. Specifically, based on the deceleration set according to the operation amount of the accelerator pedal 4 and the correction amount set for each shift position of the paddle shift device 9 and corrected to increase the deceleration. Calculated. Both the deceleration and the correction amount are determined in advance according to, for example, the braking characteristic (gear ratio) of the power train from the driving force source 1 to the driving wheels, the engine braking force, the regeneration amount of the electric motor, and the like. You can

In step S6, the final deceleration Bf is calculated by adding the gradient correction amount calculated in step S4 and the basic deceleration B calculated in step S5. Further, the driving force source 1 and the power train are controlled based on the final deceleration Bf. That is, for example, the engine braking force is generated or the regeneration amount of the electric motor is controlled so that the deceleration of the vehicle Ve as a whole becomes the deceleration corresponding to the final deceleration Bf. Alternatively, the brake device 5 is operated to generate a deceleration corresponding to the final deceleration Bf. Then, after that, this routine is once ended. The functional means that executes step S3 described above corresponds to the "calculation means" in the present invention, and the functional means that executes step S4 described above corresponds to the "correction means" in the present invention.

As described above, according to the control device for the vehicle Ve in the embodiment of the present invention, when the vehicle Ve is traveling on a downhill road, the gradient correction amount for correcting the basic deceleration B is the gradient and the driver. The size is corrected according to the request of. When the slope of the traveling path is small and the operation amount of the paddle shift device 9 is small or small, there is no or small demand for the driver to increase the deceleration, and the slope correction amount is as small as possible. Therefore, the basic deceleration B is not particularly greatly corrected. As a result, as shown in (A) of FIG. 5, the final deceleration Bf becomes smaller than that when the gradient correction amount is large, and the vehicle Ve is decelerated so that the deceleration easily changes according to the gradient of the road. Become a characteristic. It should be noted that such a deceleration characteristic is similar to the deceleration characteristic in the case where a so-called conventional vehicle is running on a downhill road by using engine braking, and the deceleration characteristic in such a conventional vehicle. Since the deceleration is not increased in particular, the driver is unlikely to feel uncomfortable and the driving becomes easier.

On the other hand, when the gradient of the traveling road is large and the operation amount of the paddle shift device 9 is large, the driver's demand for increasing the deceleration is large and the gradient correction amount is large. That is, the contribution or influence of the gradient correction amount to the basic deceleration B increases, and the basic deceleration B is largely corrected by the gradient correction amount. As a result, as shown in (B) of FIG. 5, the final deceleration Bf becomes large as compared with the case where the gradient correction amount is small. The vehicle Ve has a deceleration characteristic in which the deceleration is unlikely to change depending on the slope of the road. Specifically, the vehicle Ve is less likely to be accelerated by gravity even when traveling on a downhill road having a large gradient. Since the large deceleration can be maintained, the vehicle Ve can be stably driven, and the driving becomes easy.

Although the embodiment of the present invention has been described above, the present invention is not limited to the above-described example, and may be appropriately modified within the scope of achieving the object of the present invention. For example, the correction of the deceleration is not limited to the slope of the traveling road, and information about the presence or absence of a curve in front of the traveling road, a radius of curvature of the curve, and the like acquired from a car navigation system (not shown), an in-vehicle camera (not shown) The deceleration may be corrected by using the image pickup information in front of the vehicle Ve acquired from (1).

1... Driving force source (PWR), 2... Front wheel, 3... Rear wheel, 4... Accelerator pedal, 9... Paddle shift device (deceleration changing means), Ve... Vehicle.

Claims (1)

Within the operation range of at least one pedal operated by the driver, a deceleration region in which deceleration is increased as the operation amount of the pedal is decreased, and an acceleration is increased as the operation amount of the pedal is increased. The acceleration region to be increased is set, and the deceleration set according to the operation amount of the pedal is increased by increasing the operation amount of the deceleration changing means, and the acceleration region is increased according to the gradient of the road surface on which the vehicle travels. In the control device of the vehicle, which is capable of correcting the deceleration by the first correction amount and accelerating and braking the vehicle only by operating the pedal,
Calculation means for calculating a second correction amount for correcting the deceleration so that the deceleration increases as the operation amount of the deceleration changing means increases.
A control device for a vehicle, comprising: a correction unit that further corrects the deceleration corrected by the first correction amount by the second correction amount.

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