JP2021024332A - Acceleration-deceleration control apparatus - Google Patents

Abstract

To realize a sense of security and high controllability, with a simple configuration, in an acceleration-deceleration control apparatus enabled for switching between a one-pedal mode and a normal mode.SOLUTION: An acceleration-deceleration control apparatus is enabled for switching between a one-pedal mode of performing acceleration-deceleration control by an operation of accelerator pedal having a deceleration zone and an acceleration zone and a normal mode of performing acceleration control by an operation of an accelerator pedal and deceleration control by an operation of a brake pedal. The deceleration zone is set so as to generate maximum deceleration at a non-operating position of the accelerator pedal, with the deceleration generated at the non-operating position set at a larger value for the one-pedal mode than the normal mode. A target acceleration-deceleration computation device, for use in determining target deceleration in accordance with a brake pedal operation amount Abp, sets the target deceleration for the normal mode higher than that for the one-pedal mode, on the basis of target decelerations MAP 1, 2 corresponding to individual modes.SELECTED DRAWING: Figure 8

Description

The present invention relates to an acceleration / deceleration control device.

Conventionally, there is a one-pedal mode in which acceleration control and deceleration control can be performed by operating an accelerator pedal having a deceleration region and an acceleration region in the operation stroke, and acceleration control is performed by operating the accelerator pedal and a brake pedal. There is known an acceleration / deceleration control device in which the normal mode in which deceleration control is performed by the operation of the above is switched according to a switching operation of a switch or the like by an occupant.

In such an acceleration / deceleration control device, various proposals have been made in order to enhance its usefulness, safety, operability, etc., while having a basic configuration in which one-pedal mode and normal mode can be switched.

For example, Patent Document 1 proposes to provide a switching recommended means for recommending the occupant to switch from the normal mode to the one-pedal mode according to the driving environment of the vehicle determined based on the information inside and outside the vehicle. ..

Japanese Unexamined Patent Publication No. 2006-137324

By the way, the one-pedal mode is configured so that acceleration control is performed in the deep operation area of the accelerator pedal, deceleration control is performed in the shallow operation area, and the maximum deceleration occurs in the non-operation position when the accelerator pedal is released. It is common to do so.

Moreover, the deceleration that occurs at the non-operating position of the accelerator pedal in the one-pedal mode is generally set to a value larger than the deceleration that occurs at the non-operating position of the accelerator pedal in the normal mode.

However, even though the deceleration control can be performed by operating the accelerator pedal in the one-pedal mode, it is difficult to output the deceleration corresponding to the entire deceleration range only by operating the accelerator pedal. , Even in the one-pedal mode, it is necessary to support deceleration by operating the brake pedal.

However, the braking force generated by the operation of the brake pedal is generally set to the same magnitude regardless of whether it is in the one-pedal mode or the normal mode. For this reason, if the support (braking force) by operating the brake pedal is set small based on the relatively large deceleration that occurs at the non-operation position of the accelerator pedal in the one-pedal mode, the braking effect is weak in the normal mode. Because it feels, it may give the user a feeling of anxiety or discomfort.

On the contrary, if the support (braking force) by the operation of the brake pedal is set large based on the relatively small deceleration that occurs at the non-operation position of the accelerator pedal in the normal mode, the brake is too effective in the one-pedal mode. Controllability may deteriorate.

The present invention has been made in view of the above points, and an object of the present invention is simple regardless of which mode is selected in the acceleration / deceleration control device capable of switching between the one-pedal mode and the normal mode. The purpose is to provide technology that provides users with a sense of security and high controllability.

In order to achieve the above object, in the acceleration / deceleration control device according to the present invention, the target deceleration value determined according to the operation amount of the brake pedal differs depending on whether the one-pedal mode or the normal mode is selected. I am trying to let you.

Specifically, the present invention provides a one-pedal mode in which acceleration control and deceleration control can be performed by operating an accelerator pedal having a deceleration region and an acceleration region in the operation stroke, and acceleration control by operating the accelerator pedal. The target is an acceleration / deceleration control device that can switch between a normal mode in which deceleration control is performed by operating the brake pedal.

Then, this acceleration / deceleration control device includes a target deceleration determining means for determining a target deceleration according to the operation amount of the brake pedal, and the largest deceleration occurs in the non-operated position of the accelerator pedal in the deceleration region. The deceleration that occurs at the non-operating position of the accelerator pedal in the one-pedal mode is set to a value larger than the deceleration that occurs at the non-operating position of the accelerator pedal in the normal mode. The target deceleration determining means is characterized in that the target deceleration in the normal mode is set to a value larger than the target deceleration in the one-pedal mode for the same operation amount of the brake pedal. is there.

According to this configuration, when the user releases the accelerator pedal and depresses the brake pedal in the one-pedal mode, it is relative to the relatively large deceleration that occurs in the non-operated position of the accelerator pedal in the one-pedal mode. A deceleration based on the target deceleration set to a small value will be added. In this way, a relatively large deceleration due to non-operation of the accelerator pedal in the one-pedal mode is added with a relatively small deceleration due to the operation of the brake pedal, so that the brake does not work too much and high control is achieved. Can provide sex.

On the other hand, in the normal mode, when the user releases the accelerator pedal and depresses the brake pedal, the value is set to a relatively large value with respect to the relatively small deceleration that occurs at the non-operating position of the accelerator pedal in the normal mode. A deceleration based on the set target deceleration will be added. In this way, the relatively small deceleration due to non-operation of the accelerator pedal in the normal mode is added with the relatively large deceleration due to the operation of the brake pedal, so that the braking effect is not felt to be weak. It can provide a sense of security to the user.

Moreover, instead of detecting the deceleration that occurs at the non-operating position of the accelerator pedal in the one-pedal mode and the normal mode and determining the target deceleration by operating the brake pedal accordingly, it depends on the selected mode. Control can be simplified by determining the target deceleration by operating the brake pedal.

As described above, according to the acceleration / deceleration control device according to the present invention, regardless of whether the one-pedal mode or the normal mode is selected, a simple configuration provides a sense of security and high controllability for the user. Can be provided.

It is a system block diagram which shows typically the acceleration / deceleration control apparatus which concerns on embodiment of this invention. It is a functional block diagram schematically showing an example of a target acceleration / deceleration calculation device. It is a functional block diagram which shows an example of a drive torque manager schematically. It is a functional block diagram which shows an example of a brake manager schematically. It is a figure which shows typically the AC-G map used in the AC-G map processing part, the figure (a) is an AC-G map in a one-pedal mode, and the figure (b) is an AC-G map in a normal mode. It is a G map. It is a figure which shows typically an example of the BS-G map used in the BS-G map processing unit. It is explanatory drawing which shows typically the arbitration mode realized in the braking torque arbitration part. It is a figure which shows an example of the BS-G map used in the mode interlocking switching control schematically. It is a flowchart which shows an example of mode interlocking switching control. It is a figure which shows an example of the BS-G map which concerns on other embodiment schematically. It is explanatory drawing which shows typically the relationship between the deceleration request in a one-pedal mode and the deceleration request in a normal mode. It is explanatory drawing which shows typically the relationship between the deceleration request in a one-pedal mode and the deceleration request in a normal mode.

Hereinafter, embodiments for carrying out the present invention will be described with reference to the drawings.

-Overall configuration-
FIG. 1 is a system configuration diagram schematically showing an acceleration / deceleration control device 1 according to the present embodiment. The acceleration / deceleration control device 1 has a one-pedal mode in which acceleration control and deceleration control can be performed by operating the accelerator pedal 20 having a deceleration region and an acceleration region in the operation stroke, and acceleration control by operating the accelerator pedal 20. It has a normal mode in which deceleration control is performed by operating the brake pedal 30, and the one-pedal mode and the normal mode can be switched according to a switching operation of a switch or the like by the user. There is.

As the "switch and other switching operation" for switching between the one-pedal mode and the normal mode, a switch (not shown) switching operation provided on the instrument panel (not shown) or a B range is selected. This can be mentioned as a shift range switching operation, which is a one-pedal mode.

The acceleration / deceleration control device 1 is mounted on, for example, an electric vehicle (not shown), and as shown in FIG. 1, the target acceleration / deceleration calculation device 10 and the accelerator pedal position for detecting the operation amount of the accelerator pedal 20 The sensor 21, the brake pedal position sensor 31 that detects the amount of operation of the brake pedal 30, the drive torque manager 40 that comprehensively controls the electric motor 3 for driving the wheels (see FIG. 3), and the electronically controlled brake 5 (FIG. 3). It is equipped with a brake manager 50 that comprehensively controls (see 4). The target acceleration / deceleration calculation device 10 is connected to the accelerator pedal position sensor 21, the brake pedal position sensor 31, the drive torque manager 40, and the brake manager 50 via CAN (controller area network) or the like.

The accelerator pedal position sensor 21 is arranged in the vicinity of the accelerator pedal 20. The accelerator pedal position sensor 21 is configured to output an electric signal corresponding to the depression stroke amount of the accelerator pedal 20 (hereinafter, also referred to as “accelerator pedal operation amount Accp”) toward the target acceleration / deceleration calculation device 10. There is.

The brake pedal position sensor 31 is arranged in the vicinity of the brake pedal 30. The brake pedal position sensor 31 is configured to output an electric signal corresponding to the depression stroke amount of the brake pedal 30 (hereinafter, also referred to as "brake pedal operation amount Abp") toward the target acceleration / deceleration calculation device 10. There is. The brake pedal 30 of the present embodiment is substantially the same as a normal brake pedal having only a deceleration region, but in the one-pedal mode, as described later, the maximum deceleration that can occur in the deceleration region of the accelerator pedal 20 is increased. Is also manipulated to generate a large deceleration.

FIG. 2 is a functional block diagram schematically showing an example of the target acceleration / deceleration calculation device 10. The target acceleration / deceleration calculation device 10 is configured as a microcomputer centered on a CPU (Central Processing Unit), and in addition to the CPU, a ROM (Read Only Memory) and a RAM (Random Access) that temporarily stores data. Memory) and input / output ports for communicating various data are included. The ROM stores a program executed by the target acceleration / deceleration arithmetic unit 10 and various data (for example, various maps described later) required at that time.

An accelerator operation amount signal is input from the accelerator pedal position sensor 21 to the target acceleration / deceleration calculation device 10. As shown in FIG. 2, the target acceleration / deceleration calculation device 10 defines the relationship between the accelerator pedal operation amount Accp (%) and the target acceleration / deceleration At (m / s ^{2) in the AC-G map processing unit 22.} The target acceleration / deceleration At according to the accelerator pedal operation amount Accp is determined according to (hereinafter referred to as “AC-G map”) (see FIG. 5 (a)).

The target acceleration / deceleration At determined by the AC-G map processing unit 22 is converted into an output shaft torque Tos (Nm) by the next output shaft torque conversion unit 23. This output shaft torque Tos is added to the running resistance torque Trr (Nm) calculated by the running resistance torque calculation unit 24, and is controlled and distributed as the final target output shaft torque Ttos (Nm). It is input to the unit 26.

The traveling resistance torque Trr may be calculated by the traveling resistance torque calculation unit 24 based on the vehicle speed. At this time, the traveling resistance torque Trr may be corrected by various factors such as the road surface μ (friction force between the tire and the road) and / or the road slope (road surface slope of the road). In this case, weather information such as rain and snow that may affect the road surface μ may also be considered. Further, the road gradient may be detected by any method, for example, it may be detected by using the road gradient information that can be included in the map data of the navigation device, or it may be provided from an external information providing center. It may be detected by using the road gradient information to be obtained.

In the next control drive distribution unit 26, the target output shaft torque Ttos is distributed to the drive output shaft torque and the braking output shaft torque, and the target drive output shaft torque Ttdos (Nm) that realizes the target output shaft torque Ttos is obtained. The target braking output shaft torque Ttbos (Nm) is determined. The target drive output shaft torque Ttdos thus obtained is input to the drive torque manager 40.

The target braking output shaft torque Ttbos is converted into the target braking wheel shaft torque Ttbws (Nm) by the wheel shaft torque conversion unit 28, and is input to the brake manager 50 via the braking torque arbitration unit 36. The braking torque arbitration unit 36 arbitrates the target braking wheel shaft torque Ttbws in the deceleration region of the accelerator pedal 20 and the required braking torque Trb (Nm) by operating the brake pedal 30, and finally the target braking torque. Tbt (Nm) is determined. The target braking torque Tbt obtained in this way is input to the brake manager 50.

^{The required braking torque Trb is obtained by converting the target deceleration Gt (m / s 2} ) determined by the BS-G map processing unit 32 into braking torque by the braking torque conversion unit 34. The target deceleration Gt is determined by the BS-G map processing unit 32 according to the BS-G map (see FIG. 6) that defines the relationship between the brake pedal operation amount Abp (mm) and the target deceleration Gt. The details of the arbitration mode in the braking torque arbitration unit 36 and the BS-G map used in the BS-G map processing unit 32 will be described later.

FIG. 3 is a functional block diagram schematically showing an example of the drive torque manager 40. The drive torque manager 40 is configured as a microcomputer centered on a CPU, and includes a ROM, a RAM, an input / output port for communicating various data, and the like in addition to the CPU. In the drive torque manager 40, as shown in FIG. 3, the target motor torque calculation unit 41 determines the target motor torque Ttm (Nm) according to the target drive output shaft torque Ttdos, and is based on the target motor torque Ttm. Then, the control of the electric motor 3 is executed.

FIG. 4 is a functional block diagram schematically showing an example of the brake manager 50. The brake manager 50 is configured as a microcomputer centered on a CPU, and includes a ROM, a RAM, an input / output port for communicating various data, and the like in addition to the CPU. In the brake manager 50, as shown in FIG. 4, the target braking pressure calculation unit 51 calculates the target braking pressure Ptb according to the target braking torque Tbt, and controls the electronically controlled brake 5 via the braking pressure control block 53. Is executed.

Examples of the electronically controlled brake 5 include an electric motor drive type master cylinder, an electric motor drive type VSC (Vehicle Stability Control) actuator, and a regenerative brake of the electric motor 3.

-AC-G map-
FIG. 5 is a diagram schematically showing an AC-G map used in the AC-G map processing unit, FIG. 5A is an AC-G map in a one-pedal mode, and FIG. 5B is a normal diagram. It is an AC-G map in a mode.

<One pedal mode>
In the AC-G map for the one-pedal mode shown in FIG. 5 (a), a deceleration region (target acceleration / deceleration At <0) in a range of 0 ≦ accelerator pedal operation amount Accp <AC1 (shallow operation region of the accelerator pedal 20) Is provided, and an acceleration region (target acceleration / deceleration At> 0) is provided in the range of AC2 ≦ accelerator pedal operation amount Accp (deep operation region of the accelerator pedal 20). Further, in the range of AC1 ≤ accelerator pedal operation amount Accp <AC2, a dead zone region is provided in which the target acceleration / deceleration At is 0. That is, as shown in FIG. 5A, a dead zone region is provided as a boundary region between the deceleration region and the acceleration region.

It is optional to set the dead zone area. When the dead zone region is set, the target acceleration / deceleration At at the change in the accelerator pedal operation amount Accp changes slowly or does not change at all in the dead zone region. It becomes smaller and prevents hypersensitive response to a slight operation of the accelerator pedal 20.

The non-operating position of the accelerator pedal 20 (accelerator pedal operating amount Accp = 0) belongs to the deceleration region. The deceleration region is set so that the maximum deceleration occurs at the non-operating position of the accelerator pedal 20, and in the example shown in FIG. 5A, the maximum target is set with respect to the non-operating position of the accelerator pedal 20. The deceleration G1max is set. In the deceleration region and the acceleration region, as shown in FIG. 5A, the change gradient of the target acceleration / deceleration Att with respect to the accelerator pedal operation amount Accp is a predetermined value sufficiently larger than 0 (however, it does not have to be a constant gradient and is variable. It may be a value). On the other hand, in the dead zone region, the change gradient of the target acceleration / deceleration At is set to substantially 0.

In this way, in the one-pedal mode, not only acceleration but also deceleration of the vehicle is realized by operating one pedal (accelerator pedal 20), so it is necessary to step on the accelerator pedal 20 to the brake pedal 30 at the time of braking operation. Compared with the general configuration, the free running distance can be reduced and the braking ability of the vehicle can be improved. This is suitable for a traveling environment in which acceleration operation and deceleration operation are frequently repeated, for example, while traveling on a mountain road or in a traffic jam.

Further, in the one-pedal mode, as shown in FIG. 5A, when the change gradient of the target acceleration / deceleration At is set to 0 in the dead zone region, even if the accelerator pedal 20 is operated to some extent, AC1 ≦ accelerator. If the pedal operation amount is within the range of Accp <AC2, the acceleration / deceleration of the vehicle does not substantially change, so that it is suitable for a driving environment where steady driving (running at a constant speed for a relatively long time) is possible. ..

<Normal mode>
On the other hand, in the AC-G map for the normal mode, an acceleration region (target acceleration / deceleration At> 0) is set over the entire range of the accelerator pedal operation amount Accp (the entire stroke of the accelerator pedal 20). , The target acceleration / deceleration At increases as the accelerator pedal operation amount Accp increases.

Therefore, acceleration = 0 and deceleration = 0 occur at the non-operating position of the accelerator pedal 20. That is, in the present embodiment, the deceleration (coasting deceleration) that occurs at the non-operating position of the accelerator pedal 20 in the one-pedal mode is the deceleration (coasting deceleration) that occurs at the non-operating position of the accelerator pedal 20 in the normal mode. Is set to a value larger than.

In the normal mode, the target acceleration / deceleration calculation device 10 responds to the accelerator pedal operation amount Accp according to the AC-G map for the normal mode in the AC-G map processing unit 22 as shown in FIG. Determine the target acceleration / deceleration At. The target acceleration / deceleration At is converted into the output shaft torque Tos in the subsequent output shaft torque conversion unit 23. This output shaft torque Tos is added to the running resistance torque Trr calculated by the running resistance torque calculation unit 24, and is input to the control drive distribution unit 26 as the final target output shaft torque Ttos. Unlike the one-pedal mode, the target output shaft torque Ttos obtained in this manner is directly input to the drive torque manager 40 as the target drive output shaft torque Ttdos without being distributed by the control drive distribution unit 26. Since the processing of the drive torque manager 40 is the same as described above, the description thereof will be omitted.

Further, in the normal mode, the target acceleration / deceleration calculation device 10 defines the relationship between the brake pedal operation amount Abp and the target deceleration Gt in the BS-G map processing unit 32, as shown in FIG. The target deceleration Gt is determined according to the G map. The target deceleration Gt is converted into the required braking torque Trb by the braking torque conversion unit 34, and is input to the brake manager 50 as it is without arbitration, unlike the one-pedal mode. The processing of the brake manager 50 when this input is received is the same as described above, and thus the description thereof will be omitted.

As described above, in the normal mode, the user performs an acceleration operation or a deceleration operation while depressing the two pedals (accelerator pedal 20 and brake pedal 30). In the normal mode, only the acceleration region is set within a predetermined stroke given to the accelerator pedal 20, so that the accelerator pedal 20 is compared with the one-pedal mode in which both the acceleration region and the deceleration region are set within the same stroke. The change gradient of the target acceleration per unit operation amount can be reduced. Therefore, in the normal mode, although it is necessary to step on the two pedals, acceleration or deceleration is not performed in response to a slight operation of the accelerator pedal 20 or the brake pedal 30, and the operability of each pedal is not performed. Will be good. From this point of view, the normal mode is suitable for a driving environment in which two pedals are changed at a normal frequency, such as a town riding driving.

-BS-G map-
FIG. 6 is a diagram schematically showing an example of a BS-G map used in the BS-G map processing unit 32. As shown in FIG. 6, the BS-G map has substantially no acceleration region, and the deceleration region (target acceleration / deceleration At ≦) covers the entire range of the brake pedal operation amount Abp (the entire stroke of the brake pedal 30). 0) is set. When the brake pedal operation amount Abp is 0, the target acceleration / deceleration At is substantially 0, and the target deceleration Gt increases (the target acceleration / deceleration At decreases) as the brake pedal operation amount Abp increases.

Here, when comparing the BS-G map shown in FIG. 6 with the AC-G map shown in FIG. 5 (a), the BS-G map has a maximum target deceleration larger than the maximum target deceleration G1max in the AC-G map. It has Gmax. This means that the brake pedal 30 can generate a deceleration larger than the deceleration that can be generated by the accelerator pedal 20.

In the present embodiment, the deceleration range covered by the accelerator pedal 20 can be reduced by covering the required dynamic range of deceleration with the brake pedal 30 (because the maximum target deceleration G1max can be reduced). It is possible to prevent a sensitive response with a slight operation of the accelerator pedal 20, which improves the operability of the accelerator pedal 20.

When the brake pedal 30 is operated, as described above, the BS-G map processing unit 32 determines the target deceleration Gt according to the brake pedal operation amount Abp according to the BS-G map. When the brake pedal 30 is operated, the accelerator pedal 20 is not operated. Even in this case, in the one-pedal mode, the AC-G map processing unit 22 sets the accelerator pedal operation amount Accp = 0. The corresponding maximum target deceleration G1max is determined. These two target decelerations are finally arbitrated by the braking torque arbitration unit 36, and then input to the drive torque manager 40 as the target drive output shaft torque Ttdos.

As described above, since the present embodiment has the braking torque arbitration unit 36 that arbitrates the deceleration request generated when the accelerator pedal 20 is not operated and the deceleration request generated by the operation of the brake pedal 30, the accelerator pedal 20 is not operated. The braking force required by the operation of the brake pedal 30 can be generated while maintaining the braking force generated at the position. As a result, in the present embodiment, in the process of releasing the accelerator pedal 20 and depressing the brake pedal 30 during sudden braking such as in an emergency, the accelerator is used until the accelerator pedal 20 is released and the brake pedal 30 is depressed. Since the braking force corresponding to the non-operating position of the pedal 20 is generated and the braking force by the brake pedal 30 can be generated after the brake pedal 30 is depressed, there is a blank period before the high braking force is generated. The braking ability is significantly improved.

FIG. 7 is an explanatory diagram schematically showing an arbitration mode realized in the braking torque arbitration unit 36. FIG. 7 shows the change mode of the target deceleration Gt in the process of releasing the accelerator pedal 20 and depressing the brake pedal 30 in chronological order, and FIG. 7A shows the change mode according to the AC-G map. The change history of the target deceleration Ga determined is shown together with the operation history of the accelerator pedal 20, and in FIG. 7B, the change history of the target deceleration Gb determined according to the BS-G map is shown as a brake. It is shown together with the operation history of the pedal 30.

FIG. 7C shows a history of changes in the final target deceleration Gf that is finally determined based on the target deceleration Ga and the target deceleration Gb. In the example shown in FIG. 2, the braking torque arbitration unit 36 arbitrates after torque-converting these target deceleration Ga and target deceleration Gb, but the final target deceleration Gf shown in FIG. 7 (c). The output history of the above and the output history of the target drive output shaft torque Ttdos of the braking torque arbitration unit 36 have a one-to-one relationship in a conversion formula, and there is no substantial difference. Therefore, in the following description, the change mode of the final target deceleration Gf is understood to indicate the arbitration mode of the braking torque arbitration unit 36.

In FIG. 7, the time t1 is the time when the operation amount of the accelerator pedal 20 enters the deceleration region in the process of releasing the depression of the accelerator pedal 20, and the time t1 is the time when the depression of the accelerator pedal 20 is completely released. Represents each time point. Therefore, as shown in FIG. 7A, the target deceleration Ga increases as the accelerator pedal operation amount Accp decreases until the time t1, and after the accelerator pedal 20 depressing release time t1, the accelerator pedal 20 is released. The target deceleration Ga, which is a deceleration request, becomes a constant value at the maximum target deceleration G1max.

Further, in FIG. 7, the time t2 is the time when the depression of the brake pedal 30 is started, the time t3 is the time when the target deceleration Gb exceeds the target deceleration Ga, and the time t4 is the time t4. It represents the time when the stepping to a certain position is completed. As shown in FIG. 7B, the target deceleration Gb, which is a deceleration request from the brake pedal 30, begins to occur from time t2, and the target deceleration Gb gradually increases with the subsequent further operation of the brake pedal. However, the value is maintained at a constant value from time t4 until the brake pedal operation is released (the release time is not shown).

The braking torque arbitration unit 36 determines the sum of the two target deceleration Ga and the target deceleration Gb as the final target deceleration Gf (that is, Gf = Ga + Gb). Therefore, in the present embodiment, as shown by the solid line in FIG. 7C, after the time t2 when the target deceleration Gb starts to occur, the target deceleration Gb by operating the brake pedal 30 and the accelerator pedal 20 are not set. The sum of the target deceleration Ga related to the operation position is determined as the final target deceleration Gf.

-Mode interlocking switching control-
11 and 12 are explanatory views schematically showing the relationship between the target deceleration in the one-pedal mode and the target deceleration in the normal mode. 11 (a) and 12 (a) show the target deceleration by the accelerator pedal 20, and FIGS. 11 (b) and 12 (b) show the target deceleration by the brake pedal 30. FIG. 11 (c) ) And FIG. 12 (c) show the final target deceleration. In FIG. 11, the one-pedal mode is shown by a solid line and the normal mode is shown by a broken line, whereas in FIG. 12, the one-pedal mode is shown by a broken line and the normal mode is shown by a solid line. The time t1 indicates the time when the accelerator pedal 20 is completely released, the time t2 indicates the time when the brake pedal 30 is started, and the time t4 indicates the time when the brake pedal 30 is completely depressed. ing.

As described above, in the present embodiment, in the one-pedal mode, acceleration control is performed in the deep operation area of the accelerator pedal 20, while deceleration control is performed in the shallow operation area, and the maximum target is at the non-operation position where the accelerator pedal 20 is released. It is configured to generate a deceleration G1max. Further, the deceleration occurring at the non-operating position of the accelerator pedal 20 in the one-pedal mode is set to a value larger than the deceleration (= 0) occurring at the non-operating position of the accelerator pedal 20 in the normal mode. In other words, the coasting deceleration in the one-pedal mode is set high, and the coasting deceleration in the normal mode is set low. Further, since it is difficult to output the deceleration corresponding to the entire deceleration region only by operating the accelerator pedal 20, deceleration is supported by operating the brake pedal 30 as described above even in the one-pedal mode. I try to do it.

However, the braking force generated by the operation of the brake pedal 30 is generally set to the same magnitude regardless of whether it is in the one-pedal mode or the normal mode. Therefore, if the support (braking force) by the operation of the brake pedal 30 is set small based on the relatively large deceleration generated at the non-operating position of the accelerator pedal 20 in the one-pedal mode, the braking effect is achieved in the normal mode. Since it feels weak, it may give the user a feeling of anxiety or discomfort.

Specifically, when the target deceleration by the accelerator pedal 20 shown in FIG. 11A is used as a reference and the target deceleration by the brake pedal 30 is set relatively small as shown in FIG. 11B, one pedal is used. For the mode, the final target deceleration as shown by the solid line in FIG. 11 (c) occurs, while for the normal mode, the final target deceleration as shown by the broken line in FIG. 11 (c) occurs. In this case, even if the optimum target deceleration G0 occurs at time t3 in the one-pedal mode, only the target deceleration Gn smaller than the target deceleration G0 occurs at the same time t3 in the normal mode, so that the user brakes. I feel that the effect is weak, and I feel anxiety and discomfort.

On the contrary, if the support (braking force) by the operation of the brake pedal 30 is set to a large value based on the relatively small deceleration generated at the non-operating position of the accelerator pedal 20 in the normal mode, the brake is too effective in the one-pedal mode. Therefore, the controllability may deteriorate.

Specifically, as shown in FIG. 12B, when the target deceleration by the brake pedal 30 is set relatively large based on the target deceleration (= 0) by the accelerator pedal 20 in the normal mode, the normal mode As shown by the solid line in FIG. 12 (c), the final target deceleration occurs, while in the one-pedal mode, the final target deceleration as shown by the broken line in FIG. 12 (c) occurs. In this case, even if the optimum target deceleration G0 occurs at time t3 in the normal mode, the target deceleration G1 larger than the target deceleration G0 occurs at the same time t3 in the one-pedal mode, so that the brake is effective. It will pass and the controllability will deteriorate.

Therefore, in the present embodiment, the BS-G map processing unit 32 is configured so that the target deceleration in the normal mode is set to a value larger than the target deceleration in the one-pedal mode for the same operation amount of the brake pedal 30. doing.

Specifically, as shown in FIG. 8, the ROM of the target acceleration / deceleration calculation device 10 has a target deceleration MAP1 corresponding to the one-pedal mode and a target deceleration MAP2 corresponding to the normal mode as BS-G maps. Two types of maps are stored, and the BS-G map processing unit 32 displays a map to be referred to when operating the brake pedal 30 according to the mode selected when the accelerator pedal 20 is released. It is configured to switch.

Note that FIG. 8 is drawn so that the target deceleration Gt increases as the brake pedal operation amount Abp increases. Further, as shown in FIG. 8, the target deceleration MAP2 corresponding to the normal mode is set to a value larger than the target deceleration MAP1 corresponding to the one-pedal mode in the entire range of the brake pedal operation amount Abp.

With such a configuration, when the user releases the accelerator pedal 20 and depresses the brake pedal 30 in the one-pedal mode, the relatively large deceleration that occurs at the non-operating position of the accelerator pedal 20 in the one-pedal mode is achieved. On the other hand, a deceleration based on the target deceleration MAP1 set to a relatively small value is added. In this way, the relatively large deceleration due to non-operation of the accelerator pedal 20 in the one-pedal mode is added with a relatively small deceleration due to the operation of the brake pedal, so that the brake is not too effective and is high. Controllability can be provided.

On the other hand, in the normal mode, when the user releases the accelerator pedal 20 and depresses the brake pedal 30, the relatively small deceleration (= 0) that occurs at the non-operating position of the accelerator pedal 20 in the normal mode is opposed to A deceleration based on the target deceleration MAP2 set to a relatively large value will be added. In this way, the relatively small deceleration (= 0) due to non-operation of the accelerator pedal 20 in the normal mode is added with a relatively large deceleration due to the operation of the brake pedal, so that the braking effect is weak. You can provide a sense of security to the user without feeling it.

Moreover, instead of detecting the deceleration occurring at the non-operated position of the accelerator pedal 20 in the one-pedal mode and the normal mode and determining the target deceleration Gt by operating the brake pedal 30 accordingly, the selected mode is set. Since the target deceleration Gt by operating the brake pedal 30 is determined accordingly, the control can be simplified.

In relation to the claims, the target acceleration / deceleration calculation device 10 of the present embodiment corresponds to "target deceleration determining means for determining the target deceleration according to the operation amount of the brake pedal".

− Control routine −
Next, the procedure of the mode interlocking switching control in the present embodiment will be described with reference to the flowchart of FIG. The flowchart shown in FIG. 9 is set to START when the ignition is turned on, and is repeated until the ignition is turned off.

First, in step S1, the target acceleration / deceleration calculation device 10 determines whether or not the brake is ON, that is, whether or not the brake pedal 30 is depressed. If the determination in step S1 is NO, RETURN is performed as it is. On the other hand, if the determination in step S1 is YES, the process proceeds to the next step S2.

In the next step S2, the target acceleration / deceleration calculation device 10 sets the current mode (the mode selected when the accelerator pedal 20 is released or when the brake pedal 30 is depressed) to one pedal. Determine if it is in mode. Specifically, the target acceleration / deceleration arithmetic unit 10 determines whether or not it is in the one-pedal mode based on the operation position of the switch provided on the instrument panel, whether or not the shift range is in the B range, and the like. .. If the determination in step S2 is YES, that is, if the one-pedal mode is selected, the process proceeds to step S3.

In the next step S3, the target acceleration / deceleration calculation device 10 (BS-G map processing unit 32) is set to be smaller than the target deceleration MAP2 in the entire range of the brake pedal operation amount Abp, in a one-pedal mode (coasting deceleration). Select the target deceleration MAP1 corresponding to (high)), and proceed to step S4.

In the next step S4, the target acceleration / deceleration calculation device 10 (BS-G map processing unit 32) determines the target deceleration Gt based on the brake pedal operation amount Abp according to the target deceleration MAP1 selected in step S3. After that, the process proceeds to step S5. In the next step S5, the target acceleration / deceleration calculation device 10 (braking torque conversion unit 34) converts the target deceleration Gt determined in step S4 into the required braking torque Trb, and then proceeds to step S6.

In the next step S6, the target acceleration / deceleration calculation device 10 (braking torque arbitration unit 36) requests the target braking wheel shaft torque Ttbws in the deceleration region of the accelerator pedal 20 by operating the brake pedal 30 converted in step S5. After arbitrating with the braking torque Trb and determining the final target braking torque Tbt in step S7, the process proceeds to step S8.

On the other hand, if the determination in step S2 is NO, that is, when the normal mode is selected, the process proceeds to step S11. In the next step S11, the target acceleration / deceleration calculation device 10 (BS-G map processing unit 32) is set to be larger than the target deceleration MAP1 in the entire range of the brake pedal operation amount Abp. Select the target deceleration MAP2 corresponding to (low)), and proceed to step S12.

In the next step S12, the target acceleration / deceleration calculation device 10 (BS-G map processing unit 32) determines the target deceleration Gt based on the brake pedal operation amount Abp according to the target deceleration MAP2 selected in step S11. After that, the process proceeds to step S13.

In the next step S13, the target acceleration / deceleration calculation device 10 (braking torque conversion unit 34) converts the target deceleration Gt determined in step S12 into the required braking torque Trb, and then proceeds to step S8. In the normal mode, since arbitration is not performed, the converted required braking torque Trb becomes the final target braking torque Tbt.

In the next step S8, the brake manager 50 (target brake pressure calculation unit 51 for each wheel) calculates the target braking pressure Ptb according to the target braking torque Tbt determined in step S7 or step S13, and then proceeds to step S9. ..

In the next step S9, the brake manager 50 (braking pressure control block 53) outputs the target braking pressure Ptb to the electronically controlled brake 5, and then proceeds to step S10, after the electronically controlled brake 5 generates deceleration. RETURN.

(Other embodiments)
The present invention is not limited to embodiments and can be practiced in various other forms without departing from its spirit or key features.

In the above embodiment, the present invention is applied to an electric vehicle, but the present invention is not limited to this, and the present invention may be applied to, for example, a hybrid vehicle, a plug-in hybrid vehicle, an engine vehicle, or the like.

Further, in the above embodiment, the coasting deceleration (high) and the coasting deceleration (low) are set to two levels, but the present invention is not limited to this, and for example, a coasting deceleration of three or more levels may be set. For example, when the three levels of coasting deceleration (high), coasting deceleration (medium), and coasting deceleration (low) are set, as shown in FIG. 10, the target deceleration is performed over the entire range of the brake pedal operation amount Abp. Three types of maps are set: the velocity MAP3, the target deceleration MAP2 set smaller than the target deceleration MAP3, and the target deceleration MAP1 set smaller than the target deceleration MAP2. Then, the target deceleration MAP1 is used for coasting deceleration (high), the target deceleration MAP2 is used for coasting deceleration (medium), the target deceleration MAP3 is used for coasting deceleration (low), and so on. The magnitude of the coasting deceleration may be inversely proportional to the magnitude of the target deceleration MAP.

Further, in the above embodiment, the present invention is applied to a brake system including only the electronically controlled brake 5, but the present invention is not limited to this, and for example, the present invention may be applied to a brake system including a conventional negative pressure type brake device. .. In this case, for example, the characteristics (deceleration) of the negative pressure type braking device are tuned according to the one-pedal mode (coasting deceleration (high)), and in the normal mode (coasting deceleration (low)), the user The VSC actuator may be operated according to the amount of pedal operation by the vehicle to assist the hydraulic pressure acting on the caliper (not shown).

Further, instead of the electronically controlled brake 5, a brake assist system using compressed air used in trucks and the like may be adopted. In this case, for example, by changing the map or the like that defines the amount of compressed air to be sent between the one-pedal mode and the normal mode, the same control as in the above embodiment can be performed.

Further, in the above embodiment, the brake pedal position sensor 31 detects the operation amount of the brake pedal 30, but the present invention is not limited to this, and for example, a signal corresponding to the stroke of the master cylinder (not shown) is output. The operation amount of the brake pedal 30 may be detected by a master cylinder stroke sensor, a hydraulic sensor that detects the master cylinder pressure, a pedal force sensor that detects the pedal effort applied to the tread surface of the brake pedal 30, or the like.

Thus, the above embodiments are merely exemplary in all respects and should not be construed in a limited way. Furthermore, all modifications and modifications that fall within the equivalent scope of the claims are within the scope of the present invention.

According to the present invention, regardless of whether the one-pedal mode or the normal mode is selected, a simple configuration can provide a user with a sense of security and high controllability. Therefore, the one-pedal mode and the normal mode can be provided. It is extremely useful to apply it to an acceleration / deceleration control device that can switch between.

1 Acceleration / deceleration control device 10 Target acceleration / deceleration calculation device (target deceleration determination means)
20 Accelerator pedal 30 Brake pedal

Claims (1)

One-pedal mode in which acceleration control and deceleration control can be performed by operating the accelerator pedal, which has a deceleration region and an acceleration region within the operation stroke, and acceleration control by operating the accelerator pedal, and by operating the brake pedal. It is an acceleration / deceleration control device that can switch between the normal mode that performs deceleration control and the normal mode.
Equipped with a target deceleration determination means that determines the target deceleration according to the amount of operation of the brake pedal.
The deceleration region is set so that the maximum deceleration occurs at the non-operated position of the accelerator pedal, and the deceleration that occurs at the non-operated position of the accelerator pedal in the one-pedal mode is the deceleration of the accelerator pedal in the normal mode. It is set to a value larger than the deceleration that occurs in the non-operation position,
The target deceleration determining means is configured to set the target deceleration in the normal mode to a value larger than the target deceleration in the one-pedal mode for the same operation amount of the brake pedal. Speed control device.

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