JP2021095079A - vehicle - Google Patents

Abstract

To prevent a vehicle from being started contrary to driver's intention.SOLUTION: A vehicle 1 comprises a mode control section 54 which controls switchover between a common pedal mode which enables a common pedal 10 to perform acceleration and deceleration operation and a creep mode which generates predetermined creep drive force in an acceleration direction even when an operation amount of the common pedal 10 is minimum. The mode control section 54 permits the switchover to the creep mode when the operation amount of the brake pedal 14 is equal to or larger than a predetermined amount and limits the switchover to the creep mode when the operation amount of the brake pedal 14 is less than the predetermined amount.SELECTED DRAWING: Figure 1

Description

The present invention relates to a vehicle including a motor as a drive source.

There is a technique that enables acceleration operation and deceleration operation of a vehicle with one pedal (hereinafter, may be referred to as a common pedal) (for example, Patent Document 1).

JP-A-2019-64468

The vehicle has a common pedal mode in which acceleration and deceleration operations can be performed with a common pedal, and a creep mode in which a predetermined creep driving force in the acceleration direction is generated even when the operation amount of the common pedal is the minimum value (zero). , Some have a configuration that can be switched with a mode selector switch.

Here, in the state where the vehicle is stopped by minimizing the operation amount of the common pedal in the common pedal mode, the passenger including the driver inadvertently operates the mode changeover switch, and the creep mode is set. Suppose that it has switched. In this case, since the creep driving force is generated when the operation amount of the common pedal is the minimum value, the vehicle may start unintentionally. Then, the driver may be surprised that the vehicle was started unintentionally and step on the foot on the common pedal as it is, further promoting the driver's unintended start.

Therefore, an object of the present invention is to provide a vehicle capable of preventing an unintended start of a driver.

In order to solve the above problems, the vehicle of the present invention has a common pedal that accepts acceleration operation and deceleration operation, a common pedal sensor that detects the operation amount of the common pedal, a brake pedal that accepts deceleration operation, and an operation of the brake pedal. A brake pedal sensor that detects the amount, a common pedal mode that allows acceleration and deceleration operations with the common pedal, and a creep mode that generates a predetermined creep driving force in the acceleration direction even if the operation amount of the common pedal is the minimum value. The mode control unit includes a mode control unit that controls switching between the two and the brake pedal, and if the operation amount of the brake pedal is equal to or more than a predetermined amount, the mode control unit permits switching to the creep mode and the operation amount of the brake pedal is a predetermined amount. If less than, the switch to creep mode is restricted.

Further, a speed sensor for detecting the speed of the own vehicle is provided, and the mode control unit switches to the creep mode when the operation amount of the brake pedal is less than the predetermined amount and the speed of the own vehicle is equal to or higher than the predetermined speed. If the speed of the own vehicle is less than the predetermined speed, the switching to the creep mode may be restricted.

In order to solve the above problems, the vehicle of the present invention has a common pedal that accepts acceleration operation and deceleration operation, a common pedal sensor that detects the operation amount of the common pedal, and a speed sensor that detects the speed of the own vehicle. A mode control unit that controls switching between a common pedal mode that allows acceleration and deceleration operations with the pedal and a creep mode that generates a predetermined creep driving force in the acceleration direction even if the operation amount of the common pedal is the minimum value. If the speed of the own vehicle is equal to or higher than the predetermined speed, the mode control unit permits switching to the creep mode, and if the speed of the own vehicle is less than the predetermined speed, the switching to the creep mode is restricted. To do.

In addition, a mode changeover switch that accepts a changeover operation between the common pedal mode and the creep mode is provided, and the mode control unit performs the changeover operation through the mode changeover switch for a predetermined time when the speed of the own vehicle is less than a predetermined speed. If the above is continued, switching to the creep mode may be permitted.

In addition, it is equipped with an obstacle detection unit that detects obstacles around the vehicle, and the mode control unit detects obstacles by the obstacle detection unit when switching from the common pedal mode to creep mode is permitted. In this case, the time constant at which the creep driving force rises may be set to a value larger than the time constant when no obstacle is detected.

Further, the mode control unit determines the time constant of the rise of the creep driving force when an obstacle is detected by the obstacle detection unit based on the separation distance between the obstacle detected by the obstacle detection unit and the own vehicle. It may be derived.

According to the present invention, it is possible to prevent the driver from unintentionally starting.

FIG. 1 is a schematic view showing a configuration of a vehicle according to the present embodiment. FIG. 2 is a diagram illustrating a common pedal. FIG. 2A is a diagram illustrating a case where the common pedal functions as an accelerator pedal. FIG. 2B is a diagram illustrating a case where acceleration operation and deceleration operation are possible with a common pedal. FIG. 3 is a diagram illustrating permission and disapproval of switching to the creep mode. FIG. 4 is a diagram for explaining the rise of the creep driving force when the mode is switched to the creep mode. FIG. 4A shows a case where no obstacle is detected. FIG. 4B shows a case where an obstacle is detected. FIG. 5 is a flowchart illustrating the operation of the mode control unit.

Embodiments of the present invention will be described in detail below with reference to the accompanying drawings. The dimensions, materials, other specific numerical values, etc. shown in the embodiment are merely examples for facilitating the understanding of the invention, and do not limit the present invention unless otherwise specified. In the present specification and drawings, elements having substantially the same function and configuration are designated by the same reference numerals to omit duplicate description, and elements not directly related to the present invention are not shown. To do.

FIG. 1 is a schematic view showing a configuration of a vehicle 1 according to the present embodiment. The vehicle 1 is, for example, an electric vehicle whose drive source is a motor. The vehicle 1 may be a hybrid electric vehicle in which an engine and a motor are provided in parallel. Hereinafter, the vehicle 1 may be referred to as a own vehicle.

The vehicle 1 includes a common pedal 10, a common pedal sensor 12, a brake pedal 14, a brake pedal sensor 16, a speed sensor 18, a mode changeover switch 20, a drive mechanism 22, a braking mechanism 24, a vehicle control unit 26, a notification unit 28, and an obstacle. The detection unit 30 is included.

The common pedal 10 accepts an acceleration operation and a deceleration operation according to the operation amount (depression amount). That is, the vehicle 1 has a common pedal function that enables acceleration operation and deceleration operation with one pedal (common pedal 10). Further, in the vehicle 1, the common pedal 10 can be made to function as an accelerator pedal that accepts only an acceleration operation according to the operation amount (depression amount). The common pedal sensor 12 detects the operation amount of the common pedal 10 (hereinafter, may be referred to as the common pedal operation amount).

FIG. 2 is a diagram illustrating a common pedal 10. FIG. 2A is a diagram illustrating a case where the common pedal 10 functions as an accelerator pedal. FIG. 2B is a diagram illustrating a case where the common pedal 10 enables acceleration operation and deceleration operation. In FIGS. 2A and 2B, the stepping direction of the common pedal 10 is indicated by a solid arrow. Further, in FIGS. 2A and 2B, the posture of the vehicle 1 is horizontal. Further, the driver is located on the right side of the common pedal 10 in FIGS. 2A and 2B. The common pedal 10 is arranged vertically below the driver's seat, for example, and is connected to the vehicle body 40.

When the common pedal 10 is not depressed, the inclination angle of the common pedal 10 with respect to the vehicle body 40 is the largest, and the operation amount (depression amount) is the minimum value. When the common pedal 10 is depressed to the maximum, the inclination angle of the common pedal 10 with respect to the vehicle body 40 becomes the smallest, and the operation amount (depression amount) becomes the maximum value. Further, the stroke of the common pedal 10 is from the minimum value to the maximum value of the operation amount.

As shown in FIG. 2A, in the common pedal 10 when functioning as an accelerator pedal, the entire region from the minimum value to the maximum value of the operation amount is the acceleration region. The acceleration region is an region that accepts an acceleration operation. In the acceleration region, as the amount of operation increases (as the inclination angle of the common pedal 10 with respect to the vehicle body 40 decreases), the driving force for accelerating the vehicle 1 increases.

On the other hand, as shown in FIG. 2B, in the common pedal 10 when the acceleration operation and the deceleration operation are enabled, the acceleration region and the deceleration region are set between the maximum value of the operation amount and the minimum value of the operation amount. A predetermined boundary value for classification is set. The acceleration region is an region that accepts an acceleration operation, and is set between the maximum value of the manipulated variable and a predetermined boundary value. The deceleration area is an area for accepting a deceleration operation, and is set between a predetermined boundary value and the minimum value of the manipulated variable. The predetermined boundary value is set so that the acceleration region is larger than the deceleration region, for example, but the present invention is not limited to this example.

In FIG. 2B, in the acceleration region, the driving force for accelerating the vehicle 1 increases as the amount of operation increases (as the inclination angle of the common pedal 10 with respect to the vehicle body 40 decreases). Further, in the deceleration region, as the amount of operation decreases (as the inclination angle of the common pedal 10 with respect to the vehicle body 40 increases), the braking force for decelerating the vehicle 1 increases. In the deceleration region, regenerative braking is performed in which the driving motor functions as a generator to regenerate electric power to the battery. In the deceleration region, if the deceleration according to the operation amount of the common pedal 10 cannot be achieved only by regeneration, a mechanical brake may be used together.

When the common pedal 10 enables acceleration and deceleration operations, the vehicle 1 is maintained in a mechanically braked state when the operation amount of the common pedal 10 is maintained at the minimum value (zero). .. Therefore, the vehicle 1 can continue to stop without the driver continuing to step on the brake pedal 14, which is different from the common pedal 10, by maintaining the operation amount of the common pedal 10 at the minimum value.

On the other hand, when the common pedal 10 functions as an accelerator pedal, the vehicle 1 generates a creep driving force which is a predetermined driving force in the acceleration direction even if the operation amount of the common pedal 10 is the minimum value (zero). .. Therefore, the vehicle 1 starts and runs if the brake pedal 14 is not depressed even if the operation amount of the common pedal 10 is the minimum value.

Hereinafter, the state in which the common pedal 10 functions to accept the acceleration operation and the deceleration operation may be referred to as a common pedal mode. Further, when the common pedal 10 is made to function so as to accept only the acceleration operation and the creep driving force in the acceleration direction is generated even when the operation amount of the common pedal 10 is the minimum value (zero), it is called a creep mode. There is.

In the vehicle 1, the common pedal mode and the creep mode are exclusively switched, and both modes cannot be operated at the same time.

Returning to FIG. 1, the brake pedal 14 is provided independently of the common pedal 10. The brake pedal 14 receives a deceleration operation according to the operation amount. As the amount of operation of the brake pedal 14 increases, the braking force for decelerating the vehicle 1 increases. The brake pedal sensor 16 detects the operation amount of the brake pedal 14 (hereinafter, may be referred to as the brake operation amount). The speed sensor 18 detects the speed of the vehicle 1 (so-called vehicle speed).

The mode changeover switch 20 accepts a mode change operation between the common pedal mode and the creep mode. The mode changeover switch 20 is arranged, for example, on the console of the vehicle 1. The mode changeover switch 20 is composed of, for example, a push button, and receives as a changeover operation from the current mode to the other mode each time the button is pressed. The mode changeover switch 20 is not limited to the push button, and may be, for example, a lever switch or the like.

The drive mechanism 22 includes a drive motor for rotating the wheels of the vehicle 1. The drive motor is driven based on the acceleration operation of the common pedal 10. That is, the drive mechanism 22 accelerates the vehicle 1 based on the acceleration operation of the common pedal 10.

The braking mechanism 24 includes a mechanical brake and a regenerative brake. The braking mechanism 24 decelerates and stops the vehicle 1 based on the deceleration operation of the common pedal 10 and the deceleration operation of the brake pedal 14.

The vehicle control unit 26 is composed of a semiconductor integrated circuit including a central processing unit (CPU), a ROM in which a program or the like is stored, a RAM as a work area, and the like. The vehicle control unit 26 functions as a drive control unit 50, a braking control unit 52, and a mode control unit 54 by executing a program.

The drive control unit 50 controls the drive mechanism 22 based on the common pedal operation amount acquired from the common pedal sensor 12. Specifically, the drive control unit 50 derives a target value (target driving force) of the driving force of the vehicle 1 based on the common pedal operation amount, and drives the vehicle 1 with the derived target driving force. Instruct the mechanism 22.

The braking control unit 52 controls the braking mechanism 24 based on the common pedal operation amount acquired from the common pedal sensor 12 and the brake operation amount acquired from the brake pedal sensor 16. Specifically, the braking control unit 52 derives a target value (target deceleration) for deceleration of the vehicle 1 based on the common pedal operation amount and the brake operation amount, and decelerates the vehicle 1 with the derived target deceleration. The braking mechanism 24 is instructed to do so. Although the description is omitted, the vehicle control unit 26 controls each part of the vehicle 1, such as the drive mechanism 22 and the braking mechanism 24, as well as a steering mechanism (not shown).

The mode control unit 54 controls which of the common pedal mode and the creep mode is set as the current mode based on the switching operation through the mode changeover switch 20.

Here, for example, in a state where the vehicle 1 is stopped by setting the operation amount of the common pedal 10 to the minimum value (zero) in the common pedal mode, the passenger including the driver carelessly presses the mode changeover switch 20. Suppose you have operated it. If the common pedal mode is switched to the creep mode, the creep driving force is generated when the operation amount of the common pedal 10 is the minimum value (zero), so that the vehicle 1 may unintentionally start. .. Then, the driver may be surprised that the vehicle has been started unintentionally, and may step on the foot on the common pedal 10 as it is, further promoting the driver's unintended start. Further, since the driver moves the foot on the common pedal 10 to the brake pedal 14 and then depresses the brake pedal 14 to brake, it may take some time before the braking is actually started.

Therefore, the mode control unit 54 permits switching to the creep mode only when the operation of switching from the common pedal mode to the creep mode is performed through the mode changeover switch 20 in a state where a predetermined condition described later is satisfied. In other words, if the mode control unit 54 does not satisfy the predetermined conditions described later, the mode control unit 54 limits the switching to the creep mode even if the switching operation from the common pedal mode to the creep mode is performed through the mode changeover switch 20. Maintain the common pedal mode.

Here, restricting the switching to the creep mode corresponds to disallowing (disallowing) switching to the creep mode. Specifically, the mode control unit 54 effectively receives the signal from the mode changeover switch 20, but does not execute the changeover to the creep mode, and maintains the common pedal mode. Further, the mode control unit 54 may limit the signal from the mode changeover switch 20 so as not to be effectively received.

FIG. 3 is a diagram illustrating permission and disapproval of switching to the creep mode. The mode control unit 54 permits switching to the creep mode when the switching operation to the creep mode is performed in a state where the brake operation amount acquired by the brake pedal sensor 16 is equal to or more than a predetermined amount. The predetermined amount is set to, for example, the minimum amount of brake operation capable of maintaining the stop (stop) of the vehicle 1 against the creep driving force. If the amount of brake operation is equal to or greater than a predetermined amount, even if the creep driving force is unintentionally generated, the braking force by the brake pedal 14 overcomes the creep driving force, and the driver can prevent the driver from unintentionally starting.

Further, the mode control unit 54 permits switching to the creep mode when the switching operation to the creep mode is performed in a state where the speed of the own vehicle acquired by the speed sensor 18 is equal to or higher than a predetermined speed. The predetermined speed is, for example, about 15 km / h, but the speed is not limited to this example and can be set to any speed.

If the speed of the own vehicle is equal to or higher than the predetermined speed, the vehicle 1 is running, so that even if the creep driving force is unintentionally generated, it is not necessary to step on the brake pedal 14 to perform braking. In addition, if the speed of the own vehicle is equal to or higher than the predetermined speed, it can be considered that the driver has an intention to drive, so even if the creep driving force is unintentionally generated, there is a possibility that the vehicle will start against the intention of the driver. Is low.

Further, if the switching to the creep mode is restricted when the speed of the own vehicle is equal to or higher than a predetermined speed, on the contrary, the driving operability may be hindered. Therefore, in the vehicle 1, when the speed of the own vehicle is equal to or higher than the predetermined speed, the vehicle 1 is allowed to switch to the creep mode according to the operation of switching to the creep mode through the mode changeover switch 20.

Further, the mode control unit 54 switches to the creep mode when the switching operation to the creep mode is performed in a state where the brake operation amount is less than the predetermined amount and the speed of the own vehicle is less than the predetermined speed. Is restricted (not permitted). In this case, the common pedal mode is maintained.

If the amount of brake operation is less than a predetermined amount, sufficient braking force against the creep driving force is not working, so that acceleration due to the creep driving force is generated, and the driver may feel a shock that the vehicle 1 jumps forward. Highly sexual. Therefore, if the amount of brake operation is less than a predetermined amount, switching to the creep mode is not permitted. As a result, even if the braking force of the brake pedal 14 is not sufficiently applied, the creep driving force is not generated, so that the driver's unintended start can be prevented and the vehicle 1 can be shocked to jump forward. It is possible to prevent the driver from feeling it.

Further, if the speed of the own vehicle is less than a predetermined speed, the acceleration due to the creep driving force becomes remarkable, and there is a high possibility that the driver feels a shock that the vehicle 1 jumps forward. Therefore, if the speed of the own vehicle is less than the predetermined speed, the switching to the creep mode is not permitted. As a result, even when the vehicle 1 is stopped, acceleration due to the creep driving force is not generated, so that it is possible to prevent the driver from unintentionally starting, and a shock that causes the vehicle 1 to jump forward. It is possible to prevent the driver from feeling.

As described above, in the vehicle 1, when the amount of brake operation is less than the predetermined amount and the speed of the own vehicle is less than the predetermined speed, the driver does not intend to start by limiting the switching to the creep mode. Can be prevented. As a result, in the vehicle 1, it is possible to prevent a situation in which the driver is surprised at an unintended start and accidentally depresses the common pedal 10.

Here, the condition that the amount of brake operation is less than the predetermined amount and the speed of the own vehicle is less than the predetermined speed is given as an example. However, the mode control unit 54 may limit the switching to the creep mode, regardless of the speed of the own vehicle, as long as the amount of brake operation is at least less than a predetermined amount. Further, the mode control unit 54 may limit the switching to the creep mode as long as the speed of the own vehicle is at least a predetermined speed regardless of the amount of brake operation. Also in these aspects, as described above, it is possible to prevent the driver from unintentionally starting.

Further, even if the speed of the own vehicle is less than the predetermined speed, the mode control unit 54 creeps from the common pedal mode regardless of the brake operation amount if the switching operation through the mode changeover switch 20 is continued for a predetermined time or longer. Switching to the mode may be permitted. For example, the mode control unit 54 permits switching to the creep mode when the mode changeover switch 20 composed of push buttons is continuously pressed for a predetermined time or longer. On the other hand, even if the mode changeover switch 20 is pressed, the mode control unit 54 limits the switching to the creep mode if the press release is released before the predetermined time elapses. The switching operation is not limited to the pressing operation, and can be arbitrarily set depending on the specific configuration of the mode switching switch 20.

It is presumed that the driver's request for switching to the creep mode is strong when the switching operation through the mode switching switch 20 is continued for a predetermined time or longer. In such a case, the driver can anticipate that switching to the creep mode may cause a shock such that the vehicle 1 jumps forward, and even if a shock occurs, it is possible to adequately deal with it. it can. Further, since the switching to the creep mode is not restricted in the situation where the request for switching to the creep mode is strong, it is possible to avoid the hindrance of the driving operability. The predetermined time, which is the criterion for determining the duration of the switching operation, is, for example, about 5 seconds, but can be set to an arbitrary time to the extent that it can be determined that the switching request by the driver is strong.

Further, when the mode control unit 54 switches from the creep mode to the common pedal mode, the mode control unit 54 is common from the creep mode according to the switching operation regardless of the conditions of the brake operation amount and the speed of the own vehicle. Switch to pedal mode.

Returning to FIG. 1 again, the notification unit 28 is, for example, a warning lamp provided on the console. When the mode control unit 54 restricts the switching to the creep mode when the switching operation is performed through the mode changeover switch 20 (when disallowed), the mode control unit 54 notifies the notification unit 28 to that effect. The notification unit 28 is not limited to the warning lamp, and may be, for example, a buzzer that emits a warning sound.

The obstacle detection unit 30 detects obstacles around the vehicle 1. Obstacles shall impede the progress of the own vehicle, such as a preceding vehicle or a person. The obstacle is not limited to the preceding vehicle or a person, but may be, for example, a bicycle or a building.

The obstacle detection unit 30 includes, for example, an image pickup device and an external environment recognition device. The imaging device, for example, images an object existing in the detection region in the traveling direction of the vehicle 1 and continuously generates a luminance image including the luminance information. The object is, for example, another vehicle, a bicycle, a person, a guardrail, a white line on a road, or the like, but is not limited to this example. The vehicle exterior environment recognition device derives parallax information based on the luminance image generated by the image pickup device, and generates a distance image including the parallax information. The vehicle exterior environment recognition device identifies the type of object in the detection area based on the luminance image and the distance image.

When an object of a type preset as an obstacle is specified in the traveling direction of the own vehicle, the obstacle detection unit transmits a signal to the effect that the obstacle has been detected to the mode control unit 54. Here, an example of detecting an obstacle using an image captured by an imaging device has been given, but the obstacle detection unit 30 radiates, for example, infrared rays or radio waves in the traveling direction of the own vehicle and is reflected. Obstacles may be detected by infrared rays or radio waves.

When switching to the creep mode is permitted in response to the switching operation, the mode control unit 54 makes the time constant of the rise of the creep driving force different depending on whether or not an obstacle is detected by the obstacle detection unit 30.

FIG. 4 is a diagram for explaining the rise of the creep driving force when the mode is switched to the creep mode. FIG. 4A shows a case where no obstacle is detected. FIG. 4B shows a case where an obstacle is detected. In FIGS. 4A and 4B, the creep driving force in a steady state after rising is set to 100%.

As shown in FIG. 4A, when an obstacle is not detected, the mode control unit 54 sets the time constant of the rise of the creep driving force as the first time constant τ1. The first time constant τ1 indicates the time from the rise start time T0 of the creep driving force to the time when the creep driving force becomes about 63% of the steady state when no obstacle is detected. Further, when a time of about 5 times the first time constant τ1 elapses from the rise start time T0 of the creep driving force, the creep driving force becomes a steady state of 100%. The first time constant τ1 is set to a relatively small value. Therefore, in this case, the creep driving force becomes a steady state relatively early.

Further, as shown in FIG. 4B, when an obstacle is detected, the mode control unit 54 sets the time constant of the rise of the creep driving force as the second time constant τ2. The second time constant τ2 indicates the time from the rise start time T0 of the creep driving force to the time when the creep driving force becomes about 63% of the steady state when an obstacle is detected. Further, when a time of about 5 times the second time constant τ2 elapses from the rise start time T0 of the creep driving force, the creep driving force becomes a steady state of 100%. The second time constant is set to a value larger than the first time constant. In FIG. 4B, an example in which the second time constant is double the first time constant is given, but the second time constant may be at least larger than the first time constant, and is not limited to this example.

Since the second time constant is larger than the first time constant, when an obstacle is detected, the time from the start of rising creep driving force to the steady state (hereinafter fluctuating) compared to the case where no obstacle is detected. (Sometimes called time) becomes longer. That is, when an obstacle is detected, it takes time for the creep driving force to be completely generated.

Therefore, in the vehicle 1, even if the mode is switched to the creep mode, the time until the vehicle comes into contact with the obstacle can be delayed. As a result, the vehicle 1 can surely avoid contact with an obstacle.

Further, in the vehicle 1, since the first time constant is set to a relatively small value, it is possible to prevent the creep driving force fluctuation time from becoming unnecessarily long even though no obstacle is detected. it can.

FIG. 5 is a flowchart illustrating the operation of the mode control unit 54. The mode control unit 54 repeats the series of processes shown in FIG. 5 at each predetermined interrupt control timing.

When the predetermined interrupt control timing is reached, the mode control unit 54 determines whether or not there is a switching operation to the common pedal mode (S100). Specifically, the mode control unit 54 determines whether or not the signal transmitted from the mode changeover switch 20 has switched from the signal indicating the creep mode to the signal indicating the common pedal mode.

When there is a switching operation to the common pedal mode (YES in S100), the mode control unit 54 switches the mode to the common pedal mode (S110), and ends a series of processes.

When there is no switching operation to the common pedal mode (NO in S100), the mode control unit 54 acquires the speed of the own vehicle from the speed sensor 18 and determines whether or not the speed of the own vehicle is equal to or higher than the predetermined speed. (S120).

When the speed of the own vehicle is less than the predetermined speed (NO in S120), the mode control unit 54 acquires the brake operation amount from the brake pedal sensor 16 and determines whether or not the brake operation amount is equal to or more than the predetermined amount (NO). S130).

When the brake operation amount is less than a predetermined amount (NO in S130), the mode control unit 54 determines whether or not there is a switching operation to the creep mode (S140). Specifically, the mode control unit 54 determines whether or not the signal transmitted from the mode changeover switch 20 has switched from the signal indicating the common pedal mode to the signal indicating the creep mode. If there is no switching operation to the creep mode (NO in S140), the mode control unit 54 ends a series of processes. In this case, the common pedal mode is continued.

When there is a switching operation to the creep mode (YES in S140), the mode control unit 54 determines whether or not the switching operation through the mode switching switch 20 is continued for a predetermined time or more (S150). For example, the mode changeover switch 20 transmits a signal indicating that the switch 20 is pressed to the mode control unit 54 while the switch 20 is pressed. The mode control unit 54 measures the duration of the signal indicating that the signal is pressed, and when the duration exceeds the predetermined time, it determines that the switching operation has been continued for the predetermined time or longer.

When the switching operation is not continued for a predetermined time or longer (NO in S150), the mode control unit 54 notifies the notification unit 28 that the switching to the creep mode is restricted (S160), and a series of series. Ends the processing of. In this case as well, the common pedal mode is continued. The mode control unit 54 displays, for example, on the console that the common pedal mode is continuing.

When the switching operation is continued for a predetermined time or longer (YES in S150), the mode control unit 54 proceeds to the process of step S180 described later, assuming that switching to the creep mode is permitted.

Further, when the speed of the own vehicle is equal to or higher than the predetermined speed (YES in S120), the mode control unit 54 proceeds to the process of step S170. Further, the mode control unit 54 proceeds to the process of step S170 even when the speed of the own vehicle is less than the predetermined speed (NO in S120) and the brake operation amount is equal to or more than the predetermined amount (YES in S130).

In step S170, the mode control unit 54 determines whether or not there is a switching operation to the creep mode (S170). If there is no switching operation to the creep mode (NO in S170), the mode control unit 54 ends a series of processes. In this case, the common pedal mode is continued.

When there is a switching operation to the creep mode (YES in S170), the mode control unit 54 performs the processing after step S180 on the assumption that the switching from the common pedal mode to the creep mode is permitted.

In step S180, the mode control unit 54 determines whether or not there is an obstacle around the own vehicle (S180). Specifically, when the mode control unit 54 receives a signal from the obstacle detection unit 30 to the effect that an obstacle has been detected, the mode control unit 54 determines that there is an obstacle around the own vehicle.

When there is no obstacle around the own vehicle (NO in S180), the mode control unit 54 sets the time constant of the rise of the creep driving force to the first time constant (S190), and proceeds to the process of step S210.

When there is an obstacle around the own vehicle (YES in S180), the mode control unit 54 sets the time constant of the rise of the creep driving force to the second time constant (S200), and proceeds to the process of step S210.

After setting the time constant (S190 or S200), the mode control unit 54 switches the mode from the common pedal mode to the creep mode (S210), and ends a series of processes. As a result, a creep driving force is generated in the vehicle 1 at a set time constant.

As described above, in the vehicle 1 of the present embodiment, if the amount of brake operation is less than a predetermined amount, switching to the creep mode is restricted regardless of the switching operation through the mode changeover switch 20. Further, in the vehicle 1 of the present embodiment, if the speed of the own vehicle is less than a predetermined speed, switching to the creep mode is restricted regardless of the switching operation through the mode changeover switch 20. Therefore, in the vehicle 1 of the present embodiment, when the brake operation amount is less than the predetermined amount or the speed of the own vehicle is less than the predetermined speed, the operation of switching to the creep mode is unintentionally performed. Even so, the creep driving force is not generated because the mode is not switched to the creep mode.

Therefore, according to the vehicle of the present embodiment, it is possible to prevent the driver from unintentionally starting.

Although the embodiments of the present invention have been described above with reference to the accompanying drawings, it goes without saying that the present invention is not limited to such embodiments. It is clear that a person skilled in the art can come up with various modifications or modifications within the scope of the claims, and it is understood that these also naturally belong to the technical scope of the present invention. Will be done.

For example, in the above embodiment, the value of the second time constant is set in advance. However, when the mode control unit 54 is permitted to switch to the creep mode and an obstacle is detected, the mode control unit 54 may refer to the distance between the own vehicle and the obstacle in the traveling direction of the own vehicle (hereinafter, may be referred to as a separation distance). The second time constant may be derived based on (there is).

Specifically, the obstacle detection unit 30 derives the separation distance when an obstacle is detected. The separation distance can be derived, for example, based on a distance image. The mode control unit 54 derives a second time constant such that it takes a predetermined grace time or more (for example, 3 seconds or more) until the own vehicle is started by the creep driving force and comes into contact with an obstacle. For example, the mode control unit 54 derives the transition of the acceleration when the own vehicle moves the separation distance over a predetermined grace time. Next, the mode control unit 54 derives the transition of the driving force corresponding to the transition of the acceleration, and derives the integrated driving force value obtained by integrating the driving force when moving the separation distance. Next, the mode control unit 54 changes the creep driving force so that the integrated creep driving force value obtained by integrating the creep driving force for the grace time from the rising start time of the creep driving force becomes equal to the above-mentioned integrated driving force value. Derived. The transition of the creep driving force may be derived by, for example, pattern matching based on the grace time, the integrated value of the driving force, the creep driving force in the steady state, the integrated value of the creep driving force, and the like. Next, the mode control unit 54 derives the fluctuation time of the creep driving force based on the transition of the creep driving force. Then, the mode control unit derives the second time constant from the derived fluctuation time.

As a result, the second time constant gradually increases as the separation distance becomes shorter. That is, as the separation distance becomes shorter, the time until the creep driving force completely rises is delayed, and even if the separation distance becomes shorter, a predetermined grace time is secured before contacting with an obstacle. According to this aspect, even if the distance from the detected obstacle is short, there is time to perform an appropriate driving operation before the obstacle comes into contact with the obstacle, so that the contact with the obstacle can be avoided more reliably. Can be done.

Further, in the above embodiment, when an obstacle is detected when switching to the creep mode is permitted, the time constant of the rise of the creep driving force is set to the second time constant. That is, in the above embodiment, even if an obstacle is detected, the mode is switched to the creep mode. However, if an obstacle is detected when the mode control unit 54 is permitted to switch to the creep mode, the mode control unit 54 cancels the permission to switch to the creep mode, limits the switching to the creep mode, and sets the common pedal mode. It may be maintained.

The present invention can be used in a vehicle including a motor as a drive source.

1 Vehicle 10 Common pedal 12 Common pedal sensor 14 Brake pedal 16 Brake pedal sensor 18 Speed sensor 20 Mode changeover switch 30 Obstacle detection unit 54 Mode control unit

Claims (6)

A common pedal that accepts acceleration and deceleration operations,
A common pedal sensor that detects the amount of operation of the common pedal, and
Brake pedal that accepts deceleration operation and
A brake pedal sensor that detects the amount of operation of the brake pedal, and
A mode that controls switching between a common pedal mode in which acceleration and deceleration operations can be performed with the common pedal and a creep mode in which a predetermined creep driving force in the acceleration direction is generated even when the operation amount of the common pedal is the minimum value. Control unit and
With
The mode control unit
If the amount of operation of the brake pedal is equal to or greater than a predetermined amount, switching to the creep mode is permitted.
A vehicle that restricts switching to the creep mode when the amount of operation of the brake pedal is less than a predetermined amount. Equipped with a speed sensor that detects the speed of the own vehicle
The mode control unit
When the amount of operation of the brake pedal is less than a predetermined amount,
If the speed of the own vehicle is equal to or higher than the predetermined speed, the switch to the creep mode is permitted, and the speed is increased.
The vehicle according to claim 1, wherein if the speed of the own vehicle is less than a predetermined speed, switching to the creep mode is restricted. A common pedal that accepts acceleration and deceleration operations,
A common pedal sensor that detects the amount of operation of the common pedal, and
A speed sensor that detects the speed of your vehicle and
A mode that controls switching between a common pedal mode in which acceleration and deceleration operations can be performed with the common pedal and a creep mode in which a predetermined creep driving force in the acceleration direction is generated even when the operation amount of the common pedal is the minimum value. Control unit and
With
The mode control unit
If the speed of the own vehicle is equal to or higher than the predetermined speed, the switch to the creep mode is permitted, and the speed is increased.
A vehicle that restricts switching to the creep mode if the speed of the own vehicle is less than a predetermined speed. A mode changeover switch that accepts a changeover operation between the common pedal mode and the creep mode is provided.
The mode control unit
The vehicle according to claim 2 or 3, wherein when the speed of the own vehicle is less than a predetermined speed and the switching operation through the mode changeover switch is continued for a predetermined time or longer, the changeover to the creep mode is permitted. Equipped with an obstacle detection unit that detects obstacles around the vehicle
When the mode control unit is permitted to switch from the common pedal mode to the creep mode and an obstacle is detected by the obstacle detection unit, the mode control unit sets the time constant of the rise of the creep driving force as the obstacle. The vehicle according to any one of claims 1 to 4, wherein the value is larger than the time constant when is not detected. The mode control unit sets the time constant of the rise of the creep driving force when an obstacle is detected by the obstacle detection unit as the separation distance between the obstacle detected by the obstacle detection unit and the own vehicle. The vehicle according to claim 5, which is derived based on the above.

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