JP2021178570A - Travel control device - Google Patents

Abstract

To provide a travel control device for surely avoiding occurrence of an accident caused by stepping on a wrong pedal.SOLUTION: A propulsive force adjustment part 2 is configured to output a maximum propulsive force at a position Pa2 regulated between a position Pa1 where a driver does not step on an accelerator pedal 21 and a position Pa4 where the driver most greatly steps thereon and to output each minimum propulsive force at the positions Pa1 and Pa4, to increase the propulsive force when an amount of stepping on the pedal 21 increases between the positions Pa1 and Pa2 and to increase/decrease the propulsive force according to the amount of stepping on the pedal 21 between the positions Pa2 and Pa4. When the amount of stepping on the pedal 21 increases between a position Pa3 and the position Pa4, a brake pedal 31 is configured to increase the amount of stepping on the pedal 31 in conjunction with the operation of the pedal 21. A braking force adjustment part 3 increases/decreases braking force output by a brake device 13 according to the amount of stepping on the pedal 31 between a position Pb1 where the driver does not step on the pedal 31 and a position Pb2 where the driver most greatly steps on the pedal 31.SELECTED DRAWING: Figure 2

Description

The present invention has a propulsion force adjusting unit that outputs a propulsive force according to the depression position of the accelerator pedal to the propulsion device, and a braking force adjusting unit that outputs a braking force according to the depression position of the brake pedal to the braking device. It relates to a traveling control device provided with and.

In recent years, accidents caused by mistaken depression of the accelerator pedal and brake pedal (accidents caused by accidentally depressing the accelerator pedal when the brake pedal should be decelerated / stopped) have become a social problem. Further, in order to avoid such an accident, a vehicle equipped with an automatic braking device equipped with a camera or a radar and automatically stopping the vehicle when an obstacle exists in the traveling direction of the vehicle is becoming widespread. However, it is very difficult to add an automatic braking device to a non-equipped vehicle, and not all newly registered vehicles are equipped with an automatic braking device. In addition, even if the vehicle is equipped with an automatic braking device, there are restrictions on the conditions for normal functioning (speed range where operation is guaranteed, weather, etc.), and accidents can be reliably avoided when a mistake is made. That has become difficult.

On the other hand, the following patent documents disclose the invention of a serious accident occurrence deterrent assisting tool (hereinafter, also simply referred to as "auxiliary tool") for suppressing the occurrence of a misstep accident. Specifically, the auxiliary tool disclosed in the following patent document is for operating the brake pedal in conjunction with the brake pedal fixing portion for attaching to the brake pedal and the pedal operation for the accelerator pedal when the accelerator pedal is depressed. It is configured to include an accelerator pedal depression receiving portion, a brake pedal fixing portion, and a connecting portion connecting the accelerator pedal depression receiving portion.

When using this auxiliary tool, first, the brake pedal fixing portion is fixed to the brake pedal. Next, the accelerator pedal depression receiving portion is connected to the brake pedal fixing portion via the connecting portion. In this case, the brake pedal fixing part (brake pedal fixing part is fixed so that the accelerator pedal comes into contact with the accelerator pedal depression receiving part when the accelerator pedal is depressed beyond the safe driving range during normal driving. Adjust the position of the accelerator pedal depression receiving part with respect to the brake pedal). As a result, when the accelerator pedal is operated within the above-mentioned safe driving range, acceleration according to the amount of depression of the accelerator pedal and deceleration according to the amount of depression of the brake pedal are performed as in a normal vehicle without an auxiliary tool. When the accelerator pedal is operated beyond the range of safe driving, the accelerator pedal comes into contact with the auxiliary tool (accelerator pedal depression receiving part) and the brake pedal is operated according to the amount of depression of the accelerator pedal. Will be.

Therefore, when the accelerator pedal is depressed significantly due to a mistake in stepping, the braking force acts according to the amount of depressing of the brake pedal operated together with the accelerator pedal, so that it is possible to avoid sudden acceleration of the vehicle. ..

Utility Model Registration No. 3224601 (Pages 4-10, Fig. 1-4)

However, the auxiliary tool disclosed in the above patent document has the following problems to be solved. Specifically, the above-mentioned auxiliary tool is configured to be attached to the brake pedal so that the brake pedal is operated in conjunction with the depression operation of the accelerator pedal when the accelerator pedal is greatly depressed. ing.

In this case, the above-mentioned patent document states, "Even if the brake and the accelerator are mistakenly stepped on, after accelerating for a short period of time, the sudden braking is activated and the automobile does not suddenly accelerate. You can lean forward and be amazed at the unusual behavior of this car and notice the mistakes in braking and accelerator pedaling. " However, the accident that is trying to suppress the occurrence by the above-mentioned auxiliary tool is an accident caused by mistakenly depressing the accelerator pedal when the brake pedal should be depressed. In other words, since the driver who made a mistake in stepping is operating the pedal in hopes of decelerating / stopping, the behavior that the sudden braking is activated and the car does not accelerate suddenly is caused by the driver who makes a mistake in stepping. This is the expected behavior itself. Therefore, with the above-mentioned auxiliary tool, it may not be possible to be aware of a mistake in stepping, and it may not be possible to avoid the occurrence of an accident.

Even if you realize that you made a mistake, when you depress the accelerator pedal to depress the brake pedal that should be operated (when the amount of depressing of the accelerator pedal is reduced), the pedal for the accelerator pedal is used by the auxiliary tool. When the amount of depression of the brake pedal operated in conjunction with the operation gradually decreases and the braking force gradually decreases, and the brake pedal is depressed back to a position where the accelerator pedal is separated from the accelerator pedal depression receiving portion, the brake pedal is released. Maximum acceleration within the range of safe driving will occur when not stepped on at all. As a result, in order to avoid the occurrence of an accident by the driver who is aware of the mistaken step, for example, the state where the accelerator pedal is depressed with the right foot (the state where the brake pedal is operated in conjunction with the pedal operation for the accelerator pedal) is performed. Irregular operations such as depressing the brake pedal with the left foot while maintaining it, and then finishing depressing the accelerator pedal with the right foot are required. Such an operation is very difficult for the driver who has made a mistake in stepping.

Further, the above-mentioned auxiliary tool is configured to prevent the vehicle from suddenly accelerating by operating the brake pedal in conjunction with the pedal operation for the accelerator pedal when the accelerator pedal is greatly depressed. In the state where the brake pedal is operated in conjunction with the pedal operation, the braking force according to the depression amount of the brake pedal and the propulsion force according to the depression amount of the accelerator pedal are applied. Therefore, especially in a vehicle equipped with a high-power propulsion device or a vehicle having a small braking force of the braking device, it is possible to avoid sudden acceleration of the vehicle when the vehicle makes a mistake by installing the above-mentioned auxiliary tool. It may not be possible to decelerate or stop the vehicle sufficiently to avoid the occurrence of an accident.

The present invention has been made in view of the above problems, and an object of the present invention is to provide a traveling control device capable of surely avoiding the occurrence of an accident when a mistake is made.

The traveling control device according to claim 1 has a propulsion force adjusting unit having an accelerator pedal and outputting a propulsion force corresponding to the depressed position of the accelerator pedal to the propulsion device, and a braking device having a brake pedal. On the other hand, it is a traveling control device provided with a braking force adjusting unit that outputs a braking force according to the depressed position of the brake pedal, and the propulsion force adjusting unit is a first accelerator in which the accelerator pedal is not depressed. At the third accelerator depression position defined between the depression position and the second accelerator depression position where the accelerator pedal is most depressed, the propulsion device is made to output the maximum propulsive force and the first accelerator depression position. And the minimum propulsion force is output to the propulsion device at both positions of the second accelerator depression position, and the depression amount of the accelerator pedal is between the first accelerator depression position and the third accelerator depression position. When the propulsion force to be output to the propulsion device is increased, the propulsion force is output to the propulsion device when the depression amount of the accelerator pedal is increased between the third accelerator depression position and the second accelerator depression position. The propulsive force to be applied is reduced, and the propulsive force to be output to the propulsion device is increased when the amount of depression of the accelerator pedal is reduced between the second accelerator depression position and the third accelerator depression position. When the amount of depression of the accelerator pedal decreases between the third accelerator depression position and the first accelerator depression position, the propulsive force output to the propulsion device is reduced, and either the brake pedal or the accelerator pedal is used. Increased the amount of depression of the accelerator pedal between the fourth accelerator depression position defined between the third accelerator depression position and the second accelerator depression position and the second accelerator depression position. Occasionally, the amount of depression of the brake pedal is configured to increase in conjunction with the pedal operation on the accelerator pedal, and the braking force adjusting unit includes a first brake depression position where the brake pedal is not depressed and the brake. When the amount of depression of the brake pedal increases between the second brake depression position where the pedal is most depressed, the braking force output to the braking device is increased, and the second brake depression position and the second brake depression position. The amount of depression of the brake pedal decreases between the brake depression positions of 1. When this happens, the braking force output to the braking device is reduced.

The travel control device according to claim 2 is the travel control device according to claim 1, wherein the accelerator pedal is depressed on the brake pedal between the fourth accelerator depression position and the second accelerator depression position. A first pedal surface on which the brake pedal can be depressed together with the accelerator pedal by the foot is provided, and a second pedal surface on which the brake pedal can be depressed independently of the accelerator pedal.

The travel control device according to claim 3 is the travel control device according to claim 1, wherein the propulsion force adjusting unit is the accelerator pedal between the third accelerator depression position and the fourth accelerator depression position. When the amount of depression is increased, the propulsive force to be output to the propulsion device is reduced so that the propulsion device outputs the minimum propulsive force at the fourth accelerator depression position, and the fourth accelerator depression position and the said. When the amount of depression of the accelerator pedal increases between the second accelerator depression positions, and when the amount of depression of the accelerator pedal decreases between the second accelerator depression position and the fourth accelerator depression position. The propulsion device is maintained in a state of outputting the minimum propulsive force to the propulsion device, and when the amount of depression of the accelerator pedal decreases between the fourth accelerator depression position and the third accelerator depression position. Increase the propulsive force to output to.

The travel control device according to claim 4 is the travel control device according to claim 3, wherein the propulsion force adjusting unit is a depression amount of the accelerator pedal from the first accelerator depression position to the third accelerator depression position. , And the third accelerator depression position and the fourth accelerator depression position are defined so that the depression amounts of the accelerator pedals from the third accelerator depression position to the fourth accelerator depression position are equal to each other. ing.

The travel control device according to claim 5 is the travel control device according to any one of claims 1 to 4, wherein the propulsion force adjusting unit is a sensor that detects the depressed position of the accelerator pedal, and is output from the sensor. Corresponding to the processing unit that specifies the depression position of the accelerator pedal based on the sensor signal and outputs the propulsive force corresponding to the specified depression position to the propulsion device, and the depression position specified by the processing unit. A storage unit for storing propulsion force adjustment data capable of specifying the propulsion force to be output to the propulsion device is provided.

The travel control device according to claim 6 is the travel control device according to any one of claims 1 to 4, wherein the propulsion force adjusting unit has an accelerator wire slid in response to a stepping operation on the accelerator pedal, and the accelerator wire. When the amount of depression of the accelerator pedal increases between the first accelerator position and the third accelerator position, and when the depression of the accelerator pedal is between the second accelerator position and the third accelerator position. When the amount is reduced, the accelerator wire is slid in the first direction, and when the amount of depression of the accelerator pedal is reduced between the third accelerator position and the first accelerator position, and the first step. When the amount of depression of the accelerator pedal increases between the accelerator position of 3 and the second accelerator position, the operation direction is changed by sliding the accelerator wire in the second direction opposite to the first direction. It has a mechanism.

In the traveling control device according to claim 1, the propulsion force adjusting unit causes the propulsion device to output the maximum propulsive force at the third accelerator depression position, and at both the first accelerator depression position and the second accelerator depression position. In, the minimum propulsion force is output to the propulsion device, respectively, and the propulsion force to be output to the propulsion device when the amount of depression of the accelerator pedal increases between the first accelerator depression position and the third accelerator depression position is increased. When the amount of depression of the accelerator pedal increases between the third accelerator depression position and the second accelerator depression position, the propulsive force output to the propulsion device is reduced, and the second accelerator depression position and the third accelerator depression position are performed. When the propulsive force output to the propulsion device is increased when the amount of depression of the accelerator pedal decreases between the positions, and when the amount of depression of the accelerator pedal decreases between the third accelerator depression position and the first accelerator depression position. Decreases the propulsive force output to the propulsion device, and when at least one of the brake pedal and the accelerator pedal increases the amount of depression of the accelerator pedal between the fourth accelerator depression position and the second accelerator depression position, the accelerator is acceleratord. The amount of depression of the brake pedal is configured to increase in conjunction with the operation of the pedal with respect to the pedal, and the braking force adjusting unit increases the amount of depression of the brake pedal between the first brake depression position and the second brake depression position. Increases the braking force output to the braking device when the brake is applied, and decreases the braking force output to the braking device when the amount of depression of the brake pedal decreases between the second brake depression position and the first brake depression position. Let me.

Therefore, according to the traveling control device according to claim 1, even if the accelerator pedal is depressed by mistake as the brake pedal operation, the accelerator pedal is between the third accelerator depression position and the second accelerator depression position. When the amount of depression is increased, the propulsive force output from the propulsion device becomes sufficiently small, and the brake pedal is operated in conjunction with the pedal operation for the accelerator pedal to obtain the first brake depression position and the second brake pedal. When the amount of depression of the brake pedal increases between the brake depression positions, the braking force output from the braking device increases, so that the vehicle can be reliably and easily decelerated and stopped. As a result, it is possible to reliably avoid the occurrence of an accident caused by a mistake in pressing the brake pedal and the accelerator pedal.

Further, according to the traveling control device according to claim 2, the first step is that the brake pedal can be stepped on together with the accelerator pedal by the foot stepping on the accelerator pedal between the fourth accelerator stepping position and the second accelerator stepping position. By providing the brake pedal with a pedal surface and a second pedal surface that allows the brake pedal to be depressed independently of the accelerator pedal, the accelerator pedal can be operated due to a mistake in depression, despite its extremely simple configuration. When you step on a lot, you can surely step on the brake pedal together with the accelerator pedal. As a result, it is possible to inexpensively provide a travel control device capable of avoiding the occurrence of an accident due to a mistake in stepping while sufficiently reducing the manufacturing cost of the travel control device.

Further, in the traveling control device according to claim 3, the propulsion force adjusting unit outputs to the propulsion device when the amount of depression of the accelerator pedal increases between the third accelerator depression position and the fourth accelerator depression position. When the force is reduced to output the minimum propulsive force to the propulsion device at the fourth accelerator depression position and the amount of depression of the accelerator pedal increases between the fourth accelerator depression position and the second accelerator depression position, and When the amount of depression of the accelerator pedal decreases between the second accelerator depression position and the fourth accelerator depression position, the propulsion device is maintained in a state of outputting the minimum propulsive force, and the fourth accelerator depression position and the fourth accelerator depression position. When the amount of depression of the accelerator pedal decreases between the accelerator depression positions of 3, the propulsive force output to the propulsion device is increased.

Therefore, according to the traveling control device according to claim 3, when the accelerator pedal is greatly depressed due to an erroneous stepping, the state in which the minimum propulsive force is output from the propulsion device is maintained, and the accelerator pedal is pressed. Since the braking force output from the braking device can be exerted without waste according to the depression position of the brake pedal that is depressed in conjunction with the pedal operation, the vehicle can be decelerated and stopped more reliably.

Further, according to the traveling control device according to claim 4, the amount of depression of the accelerator pedal from the first accelerator depression position to the third accelerator depression position, and from the third accelerator depression position to the fourth accelerator depression position. By defining the third accelerator depression position and the fourth accelerator depression position so that the depression amounts of the accelerator pedals are equal to each other, the accelerator pedal between the first accelerator depression position and the third accelerator depression position. The degree of change in the propulsive force output from the propulsion device by the operation of, and the degree of change in the propulsive force output from the propulsion device by the operation of the accelerator pedal between the third accelerator depression position and the fourth accelerator depression position. Therefore, regardless of whether the accelerator pedal is operated between the first accelerator depression position and the third accelerator depression position, and between the third accelerator depression position and the fourth accelerator depression position, The car can be driven at any speed without feeling uncomfortable.

Further, in the travel control device according to claim 5, the propulsion force adjusting unit specifies the depression position of the accelerator pedal based on the sensor that detects the depression position of the accelerator pedal and the sensor signal output from the sensor, and also specifies the depression. A processing unit that outputs the propulsive force corresponding to the position to the propulsion device, and a storage unit that stores propulsive force adjustment data that can specify the propulsive force to be output to the propulsion device corresponding to the stepping position specified by the processing unit. I have.

Therefore, according to the travel control device according to claim 5, the travel control device can be easily mounted on an automobile equipped with a fly-by-wire type propulsion force adjusting device.

Further, in the traveling control device according to claim 6, the propulsion force adjusting unit is slid in response to a stepping operation on the accelerator pedal, and the accelerator pedal is located between the first accelerator position and the third accelerator position. When the amount of depression of the accelerator pedal increases, and when the amount of depression of the accelerator pedal decreases between the second accelerator position and the third accelerator position, the accelerator wire is slid in the first direction and the third accelerator is used. When the amount of depression of the accelerator pedal decreases between the position and the first accelerator position, and when the amount of depression of the accelerator pedal increases between the third accelerator position and the second accelerator position, the accelerator wire is turned on. It is provided with an operation direction changing mechanism that slides in the second direction, which is the opposite direction of the first direction.

Therefore, according to the travel control device according to claim 6, the travel control device can be easily mounted on an automobile equipped with a wire control type propulsion force adjusting device.

It is a block diagram which shows each component of the automobile 10 (10A) and the traveling control device 1 (1A). It is a block diagram for demonstrating an example of the structure of a travel control device 1. It is a front view of the propulsion force adjusting unit 2 (accelerator pedal 21) and the braking force adjusting unit 3 (brake pedal 31) in the traveling control device 1. It is explanatory drawing for demonstrating operation of a traveling control device 1. It is explanatory drawing for demonstrating an example of the relationship between the stepping position of the accelerator pedal 21, the propulsive force output from the propulsion device 12, the stepping position of the brake pedal 31, and the braking force output from the braking device 13. It is a block diagram for demonstrating an example of the structure of the propulsion force adjusting part 2A in a traveling control device 1A. It is explanatory drawing for demonstrating an example of the relationship between the stepping position of the accelerator pedal 41, the propulsive force output from the propulsion device 12A, the stepping position of the brake pedal 31, and the braking force output from the braking device 13.

Hereinafter, embodiments of the travel control device will be described with reference to the accompanying drawings.

The travel control device 1 shown in FIGS. 1 to 3 is an example of a “travel control device”, and by mounting (mounting) it on an automobile 10 or the like, it is possible to avoid an accident caused by a mistake in pressing the accelerator pedal and the brake pedal. It is configured to be able to.

In this case, the automobile 10 is a vehicle not equipped with an automatic braking device or the like, and as an example, the automobile 10 is a propulsion device 12 provided with an electronic throttle 12a (see FIG. 2) operated by a fly-by-wire type propulsion force adjusting device. It is configured to include (an internal combustion engine, a motor, etc.) and a braking device 13 (caliper, drum, etc.) having a piston 13a (see FIG. 2) operated by a hydraulically controlled braking force adjusting device.

It is also possible to mount the travel control device 1 on a vehicle equipped with a manual transmission that can travel by operating the "accelerator pedal", "brake pedal" and "clutch pedal", but the configuration of the travel control device 1 and In order to facilitate understanding of the operation, it is assumed that the automobile 10 of this example is equipped with a two-pedal type automatic transmission that can be driven by operating the "accelerator pedal" and the "brake pedal". Further, illustration and detailed description of components other than the propulsion device 12 and the braking device 13 in the automobile 10 will be omitted.

On the other hand, the traveling control device 1 includes a propulsion force adjusting unit 2 for adjusting the operating state (opening of the electronic throttle 12a) of the propulsion device 12 in the automobile 10 and an operating state (piston 13a) of the braking device 13 in the automobile 10. It is provided with a braking force adjusting unit 3 for adjusting the slide position). The propulsion force adjusting unit 2 and the braking force adjusting unit 3 in the traveling control device 1 of this example can be mounted as initial equipment of a "car" or the like, but in the following description, they are mounted on the car 10. An example in which a part of the propulsion force adjusting device is modified to form the propulsion force adjusting unit 2, and a part of the braking force adjusting device mounted on the automobile 10 is modified to form the braking force adjusting unit 3. Will be explained.

The propulsion force adjusting unit 2 is an example of the “propulsion force adjusting unit”, and as shown in FIG. 2, the accelerator pedal 21 having the arm 21a and the stepping unit 21b and the sensor 22 for detecting the stepping position of the accelerator pedal 21 are detected. And, based on the sensor signal output from the sensor 22, the stepping position of the accelerator pedal 21 is specified, and the propulsive force (see FIG. 5) within the range of the propulsive force DF0 to DF1 corresponding to the stepping position is output to the propulsion device 12. Output from the processing unit 23 to store the propulsive force adjusting data D capable of specifying the propulsive force to be output to the propulsion device 12 corresponding to the stepping position specified by the processing unit 23, and the processing unit 23. A signal cable 25 for transmitting the controlled control signal S to the propulsion device 12 (electronic throttle 12a) is provided, and the propulsion device 12 of the automobile 10 is made to output a propulsive force according to the depressed position of the accelerator pedal 21. Is configured to allow

In this case, in the traveling control device 1 of this example, as an example, the "accelerator pedal", the "sensor", and the "signal cable" in the propulsion force adjusting device (initially equipped propulsion force adjusting device) mounted on the automobile 10 are used. The sensor 22 is used as the accelerator pedal 21, the sensor 22 and the signal cable 25, and the processing unit 23 and the storage unit 24 are interposed between the sensor 22 and the "processing unit" in the propulsion force adjusting device of the initial equipment. It is assumed that a configuration is adopted in which the sensor signal from the above is modified in the processing unit 23 and then output to the "processing unit" in the propulsion force adjusting device of the initial equipment. That is, in this example, there is a "processing unit" in the propulsion force adjusting device initially equipped between the processing unit 23 and the electronic throttle 12a of the propulsion device 12, but understanding of the configuration and operation of the propulsion force adjusting unit 2 In order to facilitate the above, the illustration and description of this "processing unit" will be omitted. Further, the specific contents regarding the control of the propulsion device 12 by the propulsion force adjusting unit 2 (processing unit 23) will be described in detail later.

The braking force adjusting unit 3 is an example of the "braking force adjusting unit", and includes a brake pedal 31 having an arm 31a and a stepping portion 31b, a master cylinder 32, and a pressure pipe 33, and is a braking device 13 of an automobile 10. It is configured to be able to output a braking force (see FIG. 5) within the range of the braking force BP0 to BP1 according to the stepping position of the brake pedal 31. In this case, in the traveling control device 1 of this example, as an example, the "master cylinder" and the "pressure pipe" in the braking force adjusting device (initially equipped braking force adjusting device) mounted on the automobile 10 are used as the above-mentioned master cylinder. In addition to being used as the 32 and the pressure pipe 33, it is assumed that a configuration in which a dedicated brake pedal 31 is connected to the master cylinder 32 instead of the "brake pedal" in the initially equipped braking force adjusting device is adopted.

Further, as shown in FIG. 3, the stepping portion 31b of the brake pedal 31 in the braking force adjusting section 3 of this example is a pedal surface F3a on which the brake pedal 31 can be stepped on independently of the stepping portion 21b of the accelerator pedal 21. (An example of the "second pedal surface") and, as will be described later, a pedal capable of depressing the brake pedal 31 together with the accelerator pedal 21 by the foot (right foot) depressing the stepping portion 21b (pedal surface F2) of the accelerator pedal 21. A surface F3b (an example of a "first pedal surface") is provided. In this case, the brake pedal 31 in the braking force adjusting unit 3 of this example is, for example, to the left of the pedal surface F2 in the pedaling portion 21b of the accelerator pedal 21 when viewed from the front (when viewed along the pedal depression direction). , The pedal surface F3 is configured to be located to the right and above.

Further, as shown in FIG. 2, the brake pedal 31 has no pedal operation on the pedal surfaces F3a and F3b in a state where the pedal operation is not performed (a state in which the brake pedal 31 is not depressed). The mounting position is adjusted so that the accelerator pedal 21 is located behind the pedal surface F2 in the stepping direction in the state (not depressed) ("The accelerator pedal is set to the fourth accelerator depression position and the second accelerator pedal position". An example of the configuration that "the brake pedal can be depressed together with the accelerator pedal by the foot that is depressed between the accelerator depression positions"). The specific contents regarding the control of the braking device 13 by the braking force adjusting unit 3 will be described in detail later.

In this case, in the propulsion force adjusting unit 2 in the traveling control device 1 of this example, the processing unit 23 specifies the accelerator depression position based on the sensor signal from the sensor 22 and the propulsion force adjusting data D, and is shown in FIG. As described above, the position Pa1 where the accelerator pedal 21 is not depressed (an example of the "first accelerator depression position") and the position Pa4 where the accelerator pedal 21 is most depressed (an example of the "second accelerator depression position") The maximum propulsion force DF1 is output to the propulsion device 12 at the position Pa2 specified between them (an example of the "third accelerator depression position"), and the minimum propulsion force is output to the propulsion device 12 at both positions Pa1 and Pa4. A configuration is adopted in which the propulsive force DF0 is output respectively.

Further, in the propulsion force adjusting unit 2 of this example, the processing unit 23 increases the propulsive force output to the propulsion device 12 when the amount of depression of the accelerator pedal 21 increases between the positions Pa1 and Pa2, and at the position Pa2. , Pa4 reduces the propulsive force output to the propulsion device 12 when the amount of depression of the accelerator pedal 21 increases, and when the amount of depression of the accelerator pedal 21 decreases between positions Pa4 and Pa2, the propulsion device 12 A configuration is adopted in which the propulsive force to be output to the propulsion device 12 is increased and the propulsive force to be output to the propulsion device 12 is reduced when the amount of depression of the accelerator pedal 21 is reduced between the positions Pa2 and Pa1.

Specifically, in the processing unit 23, the amount of depression of the accelerator pedal 21 increases between the position Pa2 and the position Pa3 defined between the positions Pa2 and Pa4 (an example of the "fourth accelerator depression position"). When the propulsion force output to the propulsion device 12 is reduced to output the minimum propulsion force DF0 to the propulsion device 12 at the position Pa3 and the depression amount of the accelerator pedal 21 increases between the positions Pa3 and Pa4. Further, when the depression amount of the accelerator pedal 21 decreases between the positions Pa4 and Pa3, the propulsion device 12 is maintained in a state of outputting the minimum propulsion force DF0, and the depression amount of the accelerator pedal 21 is maintained between the positions Pa3 and Pa2. A configuration is adopted in which the propulsive force to be output to the propulsion device 12 is increased when the number decreases.

Further, in the propulsion force adjusting unit 2 of this example, the amount of depression of the accelerator pedal 21 from the position Pa1 to the position Pa2 and the amount of depression of the accelerator pedal 21 from the position Pa2 to the position Pa3 (from the position Pa3 to the position Pa2). Positions Pa1 to Pa3 are defined so that the amount of depression of the accelerator pedal 21 and the amount of depression of the accelerator pedal 21 from the position Pa2 to the position Pa1 are equal to each other. Further, in the propulsion force adjusting unit 2 of this example, the mode of change of the "propulsion force output from the propulsion device 12" when the amount of depression of the accelerator pedal 21 increases from the position Pa1 to the position Pa2, and the position Pa3. The mode of change of the "propulsive force output from the propulsion device 12" when the amount of depression of the accelerator pedal 21 decreases from the position Pa2 to the position Pa2 becomes equal to each other, and the accelerator pedal 21 of the accelerator pedal 21 moves from the position Pa2 to the position Pa1. The mode of change in the "propulsion force output from the propulsion device 12" when the depression amount decreases, and the "output from the propulsion device 12" when the depression amount of the accelerator pedal 21 increases from the position Pa2 to the position Pa3. It is configured so that the mode of change of "propulsion force" is equal to each other.

In this case, in the propulsion force adjusting unit 2 of this example in which the processing unit 23 controls the electronic throttle 12a based on the depression position of the accelerator pedal 21 specified based on the sensor signal of the sensor 22 and the propulsion force adjusting data D. The stepping position of the accelerator pedal 21 and the propulsive force to be output to the propulsion device 12 are associated with each other so that the propulsive force is output to the propulsion device 12 as described above according to the stepping position of the accelerator pedal 21. Data D for propulsion adjustment is generated.

Further, in the braking force adjusting unit 3 in the traveling control device 1 of this example, the position Pb1 where the brake pedal 31 is not depressed (an example of the "first brake depression position") and the position where the brake pedal 31 is most depressed. When the amount of depression of the brake pedal 31 increases between Pb2 (an example of the "second brake depression position"), the braking force output to the braking device 13 is increased, and the brake pedal 31 is between the positions Pb2 and Pb1. A configuration is adopted in which the braking force output to the braking device 13 is reduced when the stepping amount of the brake device 13 is reduced.

Further, in the braking force adjusting unit 3 of this example, the brake pedal 31 is provided with the pedal surface F3b as described above, and the mounting position of the brake pedal 31 is adjusted so that the accelerator pedal 21 is located between the positions Pa3 and Pa4. The amount of depression of the brake pedal 31 is configured to increase in conjunction with the pedal operation with respect to the accelerator pedal 21 when the amount of depression of the brake pedal 21 increases. Specifically, in the traveling control device 1 of this example, the pedal surface F2 of the accelerator pedal 21 is substantially flush with the pedal surfaces F3a and F3b of the brake pedal 31 when the accelerator pedal 21 is depressed to the position Pa3. Both pedals 21 and 31 are attached, so that the foot (right foot) stepping on the accelerator pedal 21 to the position Pa3 comes into contact with the pedal surface F3b of the brake pedal 31, and the accelerator pedal 21 is stepped on in that state. The brake pedal 31 on which the pedal surface F3b is depressed when the position is Pa4 is configured to be depressed to the position Pb2.

When the automobile 10 equipped with the travel control device 1 is traveling, the propulsion force adjusting unit 2 executes control to output the propulsive force according to the depression position of the accelerator pedal 21 to the propulsion device 12 as described above. At the same time, the braking force adjusting unit 3 executes control to output the braking force according to the stepping position of the brake pedal 31 to the braking device 13. When driving an automobile 10 equipped with a two-pedal automatic transmission, it is possible to adopt an operation method in which the accelerator pedal 21 is operated with the right foot and the brake pedal 31 is operated with the left foot. An example of operation by an operation method for operating the accelerator pedal 21 and the brake pedal 31 (a very general operation method, but an operation method in which a mistake in stepping is likely to occur) will be described.

Further, when the automobile 10 is traveling, it may be retracted from the stopped position and then advanced. However, in order to facilitate understanding of the operation of the traveling control device 1, the following is an example of driving in which the vehicle is immediately advanced from the stopped position. explain. Specifically, first, the automobile 10 is moved to the forward traveling state with the pedal surface F3a of the brake pedal 31 depressed with sufficient force. At this time, the brake pedal 31 is stepped on from the position Pb1 to a position closer to the position Pb2, and the piston 13a is slid by the hydraulic pressure transmitted from the master cylinder 32 via the pressure pipe 33, which is sufficient from the braking device 13. A braking force (a force for maintaining a stopped state) is output, and the automobile 10 is maintained in a stopped state.

Then, take your foot off the brake pedal 31. At this time, the brake pedal 31 is positioned at the position Pb1 and the oil pressure transmitted via the pressure pipe 33 becomes sufficiently small, and the piston 13a is slid to the initial position (non-braking position), thereby causing the braking device. The braking force output from 13 becomes sufficiently small, and the automobile 10 can be driven. Then, the accelerator pedal 21 is gradually depressed. At this time, as the depression position of the accelerator pedal 21 changes from the position Pa1 to the position Pa2, the processing unit 23 that specifies the depression position of the accelerator pedal 21 based on the sensor signal from the sensor 22 specifies. The control signal S corresponding to the stepping position is output to the propulsion device 12 based on the stepping position and the propulsion force adjusting data D stored in the storage unit 24.

Specifically, as described above, the processing unit 23 increases the propulsive force output to the propulsion device 12 when the amount of depression of the accelerator pedal 21 increases between the positions Pa1 and Pa2. As a result, the propulsive force output from the propulsion device 12 gradually increases, and the automobile 10 gradually accelerates. Further, when the speed of the automobile 10 reaches a desired speed, the amount of depression of the accelerator pedal 21 is reduced (operation of moving the accelerator pedal 21 closer to position Pa1: operation of stepping back) at a constant speed. Maintain the stepping position that the vehicle maintains. As a result, the propulsive force output from the propulsion device 12 becomes constant, and the automobile 10 is driven at a constant speed.

On the other hand, when decelerating or stopping the automobile 10, one of the following two types of operation methods is executed. The first operation method is the same as the general operation method, in which the accelerator pedal 21 is further positioned closer to the position Pa1 (operation of depressing the accelerator pedal 21: operation of the accelerator pedal 21 between the positions Pa1 and Pa2). Perform an operation to reduce the amount of depression). At this time, the processing unit 23 reduces the propulsive force output to the propulsion device 12 when the amount of depression of the accelerator pedal 21 decreases between the positions Pa2 and Pa1. As a result, the propulsive force output from the propulsion device 12 gradually decreases, and the automobile 10 gradually decelerates. Since the operation method for driving the vehicle at a constant speed after deceleration and for accelerating the automobile 10 again is the same as the above-mentioned operation method, detailed description thereof will be omitted.

Further, when the automobile 10 is stopped in the first operation method, the accelerator pedal 21 is released from the accelerator pedal 21 after sufficiently reducing the propulsive force output from the propulsion device 12 by depressing the accelerator pedal 21 to the position Pa1. Step on the pedal surface F3a of the brake pedal 31 with your foot. As a result, the automobile 10 is stopped by the braking force output from the braking device 13. Since the operation method for re-driving the automobile 10 stopped by this first operation method is the same as the above-mentioned operation method, detailed description thereof will be omitted.

The second operation method is to depress the accelerator pedal 21 to a stepping position closer to Pa3 than the position Pa2 (an operation to increase the depressing amount of the accelerator pedal 21 between the positions Pa2 and Pa3). At this time, as described above, the processing unit 23 reduces the propulsive force output to the propulsion device 12 when the amount of depression of the accelerator pedal 21 increases between the positions Pa2 and Pa3. As a result, the propulsive force output from the propulsion device 12 gradually decreases, and the automobile 10 gradually decelerates.

Further, when the automobile 10 decelerated by the second operation method is driven at a constant speed, the stepping position maintained by the traveling at the constant speed is maintained. As a result, the propulsive force output from the propulsion device 12 becomes constant, and the automobile 10 is driven at a constant speed. Further, when the automobile 10 decelerated by the second operation method is accelerated again, the amount of depression of the accelerator pedal 21 is reduced (the operation of moving the accelerator pedal 21 closer to the position Pa2). At this time, the processing unit 23 increases the propulsive force output to the propulsion device 12 when the amount of depression of the accelerator pedal 21 decreases between the positions Pa3 and Pa2. As a result, the propulsive force output from the propulsion device 12 gradually increases, and the automobile 10 gradually accelerates.

Further, when the automobile 10 decelerated by the second operation method is stopped, the propulsive force output from the propulsion device 12 is sufficiently reduced by depressing the accelerator pedal 21 to the position Pa3, and then shown in FIG. As described above, the pedal surface F3b of the brake pedal 31 is depressed together with the accelerator pedal 21 so that the accelerator pedal 21 is positioned between the positions Pa3 and Pa4, and the brake pedal 31 is positioned between the positions Pb1 and Pb2.

At this time, in the traveling control device 1 of this example, the processing unit 23 reduces the propulsive force output to the propulsion device 12 when the amount of depression of the accelerator pedal 21 increases, and the minimum propulsive force DF0 at the position Pa3 is obtained. A configuration is adopted in which the minimum propulsive force DF0 is output to the propulsion device 12 when the amount of depression of the accelerator pedal 21 increases between the positions Pa3 and Pa4. Further, as described above, when the stepping position of the brake pedal 31 increases between the positions Pb1 and Pb2, the braking force output from the braking device 13 increases. As a result, the automobile 10 is stopped by the braking force output from the braking device 13 in a state where the propulsive force output from the propulsion device 12 is sufficiently small.

Further, when the automobile 10 stopped by the second operation method is started, the amount of depression of the accelerator pedal 21 and the brake pedal 31 is gradually reduced. At this time, in the traveling control device 1 of this example, the processing unit 23 outputs the minimum propulsive force DF0 to the propulsion device 12 when the amount of depression of the accelerator pedal 21 decreases between the positions Pa4 and Pa3. A configuration is adopted in which the propulsive force output to the propulsion device 12 is increased when the amount of depression of the accelerator pedal 21 decreases between the positions Pa3 and Pa2. Therefore, the brake pedal 31 stepped back together with the accelerator pedal 21 (the stepping amount is reduced) approaches the position Pb1, the braking force output from the braking device 13 becomes sufficiently small, and the stepping amount of the accelerator pedal 21 is reduced. Is sufficiently small and the propulsive force output from the propulsion device 12 is sufficiently large, so that the automobile 10 is accelerated again.

On the other hand, in the traveling control device 1 of this example, the operation of depressing the brake pedal 31 with the intention of sudden deceleration or sudden stop is performed regardless of which depressing position between the positions Pa1 and Pa3 of the accelerator pedal 21. When the accelerator pedal 21 is accidentally depressed (when a mistake is made), the automobile 10 can be sufficiently decelerated and stopped.

Specifically, as an example, when the accelerator pedal 21 is positioned at an arbitrary stepping position between the positions Pa2 and Pa3 and the automobile 10 is running at a constant speed, a pedestrian may jump out to the front of the vehicle. When the vehicle 10 is generated for emergency braking (deceleration / stop), the operation of depressing the pedal surface F3a of the brake pedal 31 with the foot released from the accelerator pedal 21 is correctly performed. However, the driver who is surprised by popping out or the like may not be able to perform normal operation, and may mistakenly depress the accelerator pedal 21 for the brake pedal 31.

At this time, the driver who intends to depress the brake pedal 31 to a position closer to the position Pb2 for the purpose of emergency braking performs an operation to depress the accelerator pedal 21 to a position closer to the position Pa4. In this case, the propulsion device 12 outputs the accelerator pedal 21 when the accelerator pedal 21 is depressed to the position Pa3, in the same manner as in the example described as the second operation method for decelerating and stopping the automobile 10. The propulsive force becomes sufficiently small, and the brake pedal 31 (pedal surface F3b) is depressed from position Pb1 to position Pb2 together with the accelerator pedal 21 that is depressed from position Pa3 toward position Pa4 as shown by the alternate long and short dash line in FIG. As a result, the braking force output from the braking device 13 becomes sufficiently large. As a result, the automobile 10 is stopped by a sufficiently large braking force output from the braking device 13 in the same manner as when the pedal surface F3a of the brake pedal 31 is correctly depressed by the foot separated from the propulsion device 12.

As described above, in the traveling control device 1, the propulsion force adjusting unit 2 outputs the maximum propulsion force DF1 to the propulsion device 12 at the position Pa2, and outputs the minimum propulsion force DF0 to the propulsion device 12 at the positions Pa1 and Pa4, respectively. When the propulsive force to be output and output to the propulsion device 12 is increased when the depression amount of the accelerator pedal 21 is increased between the positions Pa1 and Pa2, and when the depression amount of the accelerator pedal 21 is increased between the positions Pa2 and Pa4. The propulsive force output to the propulsion device 12 is decreased, and the propulsive force output to the propulsion device 12 is increased when the depression amount of the accelerator pedal 21 is reduced between the positions Pa4 and Pa2, and between the positions Pa2 and Pa1. When the amount of depression of the accelerator pedal 21 decreases, the propulsive force output to the propulsion device 12 is reduced, and when the brake pedal 31 increases the amount of depression of the accelerator pedal 21 between the positions Pa2 and Pa4, the accelerator pedal 21 The braking force adjusting unit 3 outputs to the braking device 13 when the depression amount of the brake pedal 31 increases between the positions Pb1 and Pb2. The braking force to be applied is increased, and the braking force to be output to the braking device 13 is decreased when the amount of depression of the brake pedal 31 is reduced between the positions Pb2 and Pb1.

Therefore, according to this travel control device 1, even if the accelerator pedal 21 is depressed by mistake for the operation of the brake pedal 31, when the depressing amount of the accelerator pedal 21 increases between the positions Pa2 and Pa4, The propulsive force output from the propulsion device 12 became sufficiently small, and the brake pedal 31 was operated in conjunction with the pedal operation with respect to the accelerator pedal 21, so that the amount of depression of the brake pedal 31 increased between the positions Pb1 and Pb2. Occasionally, the braking force output from the braking device 13 increases, so that the automobile 10 can be reliably and easily decelerated and stopped. As a result, it is possible to reliably avoid the occurrence of an accident caused by a mistake in pressing the brake pedal 31 and the accelerator pedal 21.

Further, according to the traveling control device 1, the pedal surface F3b at which the brake pedal 31 can be depressed together with the accelerator pedal 21 by the foot stepping on the accelerator pedal 21 between the positions Pa3 and Pa4, and the brake pedal 31 are the accelerator pedal 21. By providing the brake pedal 31 with a pedal surface F3a that can be depressed independently, the accelerator pedal 21 has an extremely simple configuration, but when the accelerator pedal 21 is depressed significantly due to a mistake in depression. At the same time, the brake pedal 31 can be reliably depressed. As a result, it is possible to inexpensively provide the travel control device 1 capable of avoiding the occurrence of an accident due to a mistake in stepping while sufficiently reducing the manufacturing cost of the travel control device 1.

Further, in the traveling control device 1, the propulsion force adjusting unit 2 reduces the propulsive force output to the propulsion device 12 when the amount of depression of the accelerator pedal 21 increases between the positions Pa2 and Pa3, and propels the thrust at the position Pa3. Propulsion is performed when the device 12 outputs the minimum propulsive force DF0 and the amount of depression of the accelerator pedal 21 increases between positions Pa3 and Pa4, and when the amount of depression of the accelerator pedal 21 decreases between positions Pa4 and Pa3. The state in which the minimum propulsion force DF0 is output to the device 12 is maintained, and the propulsion force to be output to the propulsion device 12 is increased when the depression amount of the accelerator pedal 21 decreases between the positions Pa3 and Pa2.

Therefore, according to the travel control device 1, when the accelerator pedal 21 is greatly depressed due to an erroneous stepping, the state in which the minimum propulsive force DF0 is output from the propulsion device 12 is maintained, and the accelerator pedal 21 is maintained. Since the braking force output from the braking device 13 can be exerted without waste according to the depression position of the brake pedal 31 that is depressed in conjunction with the pedal operation with respect to the vehicle 10, the automobile 10 can be decelerated / stopped more reliably. Can be done.

Further, according to the traveling control device 1, the positions Pa2 and Pa3 are set so that the amount of depression of the accelerator pedal 21 from the position Pa1 to the position Pa2 and the amount of depression of the accelerator pedal 21 from the position Pa2 to the position Pa3 are equal to each other. According to the respective specifications, the degree of change in the propulsive force output from the propulsion device 12 by the operation of the accelerator pedal 21 between the positions Pa1 and Pa2, and the propulsion device 12 by the operation of the accelerator pedal 21 between the positions Pa2 and Pa3. Since the degree of change in the propulsive force output from the vehicle is equal to that of the vehicle 10, the vehicle 10 can be operated without feeling uncomfortable regardless of whether the accelerator pedal 21 is operated between the positions Pa1 and Pa2 and between the positions Pa2 and Pa3. It can be run at any speed.

Further, according to the travel control device 1, the propulsion force adjusting unit 2 specifies the depressed position of the accelerator pedal 21 based on the sensor 22 for detecting the depressed position of the accelerator pedal 21 and the sensor signals output from the sensor 22. The propulsive force adjustment that can specify the propulsive force to be output to the propulsion device 12 corresponding to the stepping position specified by the processing unit 23 and the processing unit 23 to output the propulsive force corresponding to the stepping position specified together with By providing the storage unit 24 for storing the data D, the travel control device 1 can be easily mounted on the automobile 10 equipped with the fly-by-wire type propulsion force adjusting device.

Next, another embodiment of the "travel control device" will be described.

The above-mentioned traveling control device 1 is configured to include a propulsion force adjusting unit 2 capable of controlling the fly-by-wire type propulsion device 12, but instead of such a configuration, a wire control type propulsion device can be controlled. It is also possible to configure a "propulsion force adjustment unit". Specifically, the travel control device 1A shown in FIG. 6 is another example of the “travel control device” and includes a propulsion force adjustment unit 2A instead of the propulsion force adjustment unit 2 in the above-mentioned travel control device 1. , It is configured to be usable by being mounted (mounted) on an automobile 10A equipped with a wire control type propulsion device 12A. Since the braking force adjusting unit 3 which is an example of the “braking force adjusting unit” is the same as the braking force adjusting unit 3 of the traveling control device 1, the illustration and overlapping description will be omitted.

The propulsion force adjusting section 2A is another example of the "propulsion force adjusting section", and is an accelerator pedal 41 having a main arm 41a and a stepping section 41b, a rotating arm 42 arranged on the main arm 41a, and an accelerator. A rotating body 43 rotated by a rotating arm 42 when the pedal 41 is depressed, a connecting portion 44 having one end connected to the rotating body 43, and an accelerator wire 45 connected to the other end of the connecting portion 44. It is configured so that the propulsion device 12A of the automobile 10A can output the propulsive force according to the depressed position of the accelerator pedal 41.

In the travel control device 1A of this example, as an example, the "accelerator wire" in the propulsion force adjusting device (initially equipped propulsion force adjusting device) mounted on the automobile 10A is used as the accelerator wire 45, and the accelerator wire 45 is used. Instead of the "accelerator pedal" initially equipped in the automobile 10A, the accelerator pedal 41, the rotating arm 42, the rotating body 43, and the connecting portion 44 can be attached. Since the main arm 41a and the stepping portion 41b in the accelerator pedal 41 are configured in the same manner as the arm 21a and the stepping portion 21b in the accelerator pedal 21 described above, detailed description thereof will be omitted.

Further, in the propulsion force adjusting unit 2A in the traveling control device 1A of this example, the rotating arm 42, the rotating body 43, and the connecting unit 44 together form an "operation direction changing mechanism". Specifically, in the propulsion force adjusting unit 2A of this example, the connecting portion of the connecting portion 44 in the rotating body 43 is positioned at the position Pc1 in a state where the accelerator pedal 41 is not depressed. Further, the rotation arm 42 is rotated in the direction of the arrow A1 about the rotation center O41 together with the main arm 41a as the accelerator pedal 41 is depressed (an operation to increase the depression amount), whereby the rotation arm 42 is rotated. The rotating body 43 is rotated about the rotation center O43 in the direction of the arrow B1. At this time, the connecting portion of the connecting portion 44 in the rotating body 43 is positioned at the position Pc3 from the position Pc1 via the position Pc2. Along with this, the connecting portion of the accelerator wire 45 in the connecting portion 44 is displaced in this order in the direction of the arrow C1, the direction of the arrow C2, and the direction of the arrow C1. As a result, the accelerator wire 45 connected to the connecting portion 44 has the direction of the arrow C1 (an example of the "first direction"), the direction of the arrow C2 (an example of the "second direction"), and the direction of the arrow C1. It can be slid in this order in this order.

Further, when the rotation arm 42 is rotated in the direction of the arrow A2 about the rotation center O41 together with the main arm 41a as the accelerator pedal 21 is stepped back (operation to reduce the depression amount), the rotation arm is rotated. The rotating body 43 is rotated by the 42 in the direction of the arrow B2 about the rotation center O43. At this time, the connecting portion of the connecting portion 44 in the rotating body 43 is positioned at the position Pc1 from the position Pc3 via the position Pc2. Along with this, the connecting portion of the accelerator wire 45 in the connecting portion 44 is displaced in this order in the direction of the arrow C1, the direction of the arrow C2, and the direction of the arrow C1. As a result, the accelerator wire 45 connected to the connecting portion 44 is slid in this order in the direction of the arrow C1, the direction of the arrow C2, and the direction of the arrow C1.

In this case, in the propulsion force adjusting unit 2A in the traveling control device 1A of this example provided with the above-mentioned "operation direction changing mechanism", as shown in FIG. 7, the position Pa1 where the accelerator pedal 41 is not depressed ("" Position Pa2 (“third accelerator depression position”) defined between the position (example of “first accelerator depression position”) and the position where the accelerator pedal 41 is most depressed (example of “second accelerator depression position”). (Example)), a configuration is adopted in which the propulsion device 12A outputs the maximum propulsion force DF1 and the propulsion device 12A outputs the minimum propulsion force DF0 at both positions Pa1 and Pa3.

Further, in the propulsion force adjusting unit 2A of this example, the propulsive force output to the propulsion device 12A when the amount of depression of the accelerator pedal 41 increases between the positions Pa1 and Pa2 is increased, and the propulsive force is output between the positions Pa2 and Pa3. The propulsive force to be output to the propulsion device 12A when the amount of depression of the accelerator pedal 41 is increased, and the propulsive force to be output to the propulsion device 12A when the amount of depression of the accelerator pedal 41 is decreased between the positions Pa3 and Pa2. Is adopted, and the propulsive force output to the propulsion device 12A is reduced when the amount of depression of the accelerator pedal 41 is reduced between the positions Pa2 and Pa1.

Further, in the propulsion force adjusting unit 2A of this example, the amount of depression of the accelerator pedal 41 from the position Pa1 to the position Pa2 and the amount of depression of the accelerator pedal 41 from the position Pa2 to the position Pa3 (from the position Pa3 to the position Pa2). Positions Pa1 to Pa3 are defined so that the amount of depression of the accelerator pedal 41 and the amount of depression of the accelerator pedal 41 from position Pa2 to position Pa1 are equal to each other. Further, in the propulsion force adjusting unit 2A of this example, the mode of change of the "propulsion force output from the propulsion device 12A" when the depression amount of the accelerator pedal 41 increases from the position Pa1 to the position Pa2, and the position Pa3. The mode of change of the "propulsive force output from the propulsion device 12A" when the amount of depression of the accelerator pedal 41 decreases from the position Pa2 to the position Pa2 becomes equal to each other, and the accelerator pedal 41 from the position Pa2 toward the position Pa1. The mode of change in the "propulsion force output from the propulsion device 12A" when the depression amount decreases, and the "output from the propulsion device 12A" when the depression amount of the accelerator pedal 41 increases from the position Pa2 to the position Pa3. It is configured so that the mode of change of "propulsion force" is equal to each other.

Further, in the braking force adjusting unit 3 in the traveling control device 1A of this example, unlike the braking force adjusting unit 3 in the traveling control device 1 described above, the accelerator pedal 41 is depressed before the accelerator pedal 41 is depressed to the position Pa3. When the existing foot (right foot) abuts on the pedal surface F3b of the brake pedal 31 and the accelerator pedal 41 is depressed to the position Pa3 in that state, the brake pedal 31 on which the pedal surface F3b is depressed is positioned from the position Pb1. It is positioned so as to be stepped on to Pb2.

When the automobile 10A equipped with the travel control device 1A is traveling, the propulsion force adjusting unit 2A executes control to output the propulsive force according to the stepping position of the accelerator pedal 41 to the propulsion device 12A as described above. At the same time, the braking force adjusting unit 3 executes control to output the braking force according to the stepping position of the brake pedal 31 to the braking device 13. Specifically, first, the automobile 10A is shifted to the forward traveling state with the pedal surface F3a of the brake pedal 31 depressed with sufficient force. In this case, a sufficient braking force (force to maintain the stopped state) from the braking device 13 is obtained from the braking device 13 in the same manner as when the driving control device 1 (braking force adjusting unit 3) equipped with the above-mentioned traveling control device 1 is operated. ) Is output, and the vehicle 10A is maintained in a stopped state.

Then, take your foot off the brake pedal 31. At this time, the braking force output from the braking device 13 becomes sufficiently small, and the automobile 10A can be driven. Then, the accelerator pedal 41 is gradually depressed. At this time, as the stepping position of the accelerator pedal 41 is changed from the position Pa1 to the position Pa2, one end of the connecting portion 44 is displaced from the position Pc1 toward the position Pc2, and the accelerator wire 45 is displaced. It is slid in the direction of arrow C1. As a result, the propulsive force output from the propulsion device 12A gradually increases, and the automobile 10A gradually accelerates. Further, when the speed of the automobile 10A reaches a desired speed, the amount of depression of the accelerator pedal 41 is reduced (operation of moving the accelerator pedal 41 closer to position Pa1: operation of stepping back) at a constant speed. Maintain the stepping position that the vehicle maintains. As a result, the propulsive force output from the propulsion device 12A becomes constant, and the automobile 10A is driven at a constant speed.

On the other hand, when decelerating or stopping the automobile 10A, one of the following two types of operation methods is executed. The first operation method is the same as the general operation method, in which the accelerator pedal 41 is further positioned closer to the position Pa1 (the operation of depressing the accelerator pedal 41: the operation of the accelerator pedal 41 between the positions Pa1 and Pa2). Perform an operation to reduce the amount of depression). At this time, as the stepping position of the accelerator pedal 41 is changed from the position Pa2 to the position Pa1, one end of the connecting portion 44 is displaced from the position Pc2 toward the position Pc1 and the accelerator wire 45 is displaced. It is slid in the direction of arrow C2. As a result, the propulsive force output from the propulsion device 12A gradually decreases, and the automobile 10A gradually decelerates. Since the operation method for driving the vehicle at a constant speed after deceleration and for accelerating the automobile 10A again is the same as the above-mentioned operation method, detailed description thereof will be omitted.

Further, when the automobile 10A is stopped in the first operation method, the accelerator pedal 41 is stepped back to the position Pa1 to sufficiently reduce the propulsive force output from the propulsion device 12A, and then released from the accelerator pedal 41. Step on the pedal surface F3a of the brake pedal 31 with your foot. As a result, the automobile 10A is stopped by the braking force output from the braking device 13. Since the operation method for re-running the automobile 10A stopped by this first operation method is the same as the above-mentioned operation method, detailed description thereof will be omitted.

The second operation method is to depress the accelerator pedal 41 to a stepping position closer to Pa3 than the position Pa2 (an operation to increase the depressing amount of the accelerator pedal 41 between the positions Pa2 and Pa3). At this time, as the stepping position of the accelerator pedal 41 is changed from the position Pa2 to the position Pa3, one end of the connecting portion 44 is displaced from the position Pc2 toward the position Pc3, and the accelerator wire 45 is displaced. It is slid in the direction of arrow C1. As a result, the propulsive force output from the propulsion device 12A gradually decreases. As a result, the propulsive force output from the propulsion device 12A gradually decreases, and the automobile 10A gradually decelerates.

Further, when the automobile 10A decelerated by the second operation method is driven at a constant speed, the amount of depression of the accelerator pedal 41 is increased (operation in which the accelerator pedal 41 is positioned closer to the position Pa3), and the speed is constant. Maintain the stepping position that the vehicle maintains. As a result, the propulsive force output from the propulsion device 12A becomes constant, and the automobile 10A is driven at a constant speed. Further, when the automobile 10A decelerated by the second operation method is accelerated again, the amount of depression of the accelerator pedal 41 is reduced (the operation of positioning the accelerator pedal 41 closer to the position Pa2). As a result, the propulsive force output from the propulsion device 12A gradually increases, and the automobile 10A gradually accelerates.

Further, when the automobile 10A decelerated by the second operation method is stopped, the accelerator pedal 41 is depressed to the position Pa5 defined between the positions Pa2 and the position Pa3. At this time, the foot stepping on the accelerator pedal 41 (pedal surface F4 of the stepping portion 41b) comes into contact with the brake pedal 31 (pedal surface F3b of the stepping portion 31b), and the accelerator pedal 41 is further moved from the position Pa5 to the position Pa3. By stepping toward it, the pedal surface F3b of the brake pedal 31 is stepped on together with the accelerator pedal 41.

At this time, in the traveling control device 1A of this example, the propulsive force output to the propulsion device 12A when the depression amount of the accelerator pedal 41 increases between the positions Pa2 and Pa3 is reduced to the propulsion device 12A at the position Pa3. A configuration that outputs the minimum propulsive force DF0 is adopted. Further, in the traveling control device 1A of this example, when the stepping position of the brake pedal 31 increases between the positions Pb1 and Pb2, the braking force output from the braking device 13 increases. As a result, the automobile 10A is stopped by the braking force output from the braking device 13 in a state where the propulsive force output from the propulsion device 12A is sufficiently small.

Further, when the automobile 10A stopped by the second operation method is started, the amount of depression of the accelerator pedal 41 and the brake pedal 31 is gradually reduced. At this time, the braking force output from the braking device 13 gradually decreases as the depression amount of the brake pedal 31 decreases, and is output from the propulsion device 12A as the depression amount of the accelerator pedal 41 decreases. As a result of the gradual increase in propulsion, the vehicle 10A is accelerated again.

On the other hand, in the traveling control device 1A of this example, the operation of depressing the brake pedal 31 with the intention of sudden deceleration or sudden stop is performed regardless of which depressing position between the positions Pa1 and Pa3 of the accelerator pedal 41. When the accelerator pedal 41 is accidentally depressed (when a mistake is made), the automobile 10A can be sufficiently decelerated and stopped.

Specifically, as an example, when the accelerator pedal 41 is positioned at an arbitrary stepping position between the positions Pa2 and Pa3 and the automobile 10A is running at a constant speed, a pedestrian may jump out to the front of the vehicle. When the vehicle 10A is urgently braked (decelerated / stopped) when it occurs, the operation of depressing the pedal surface F3a of the brake pedal 31 with the foot released from the accelerator pedal 41 is correctly performed. However, the driver who is surprised by popping out or the like may not be able to perform normal operation, and may mistakenly depress the accelerator pedal 41 for the brake pedal 31.

At this time, the driver who intends to depress the brake pedal 31 to a position closer to the position Pb2 for the purpose of emergency braking performs an operation to depress the accelerator pedal 41 to a position closer to the position Pa3. At this time, in the same manner as in the example described as the second operation method for decelerating / stopping the automobile 10A, the accelerator pedal 41 is stepped on from the position Pa2 toward the position Pa3 together with the accelerator pedal 41. When the brake pedal 31 (pedal surface F3b) is stepped on from the position Pb1 toward the position Pb2, the braking force output from the braking device 13 becomes sufficiently large. As a result, the automobile 10A is stopped by a sufficiently large braking force output from the braking device 13 in the same manner as when the pedal surface F3a of the brake pedal 31 is correctly depressed by the foot separated from the propulsion device 12A.

As described above, in the traveling control device 1A, the propulsion force adjusting unit 2A outputs the maximum propulsion force DF1 to the propulsion device 12A at the position Pa2 and outputs the minimum propulsion force DF0 to the propulsion device 12A at the positions Pa1 and Pa3, respectively. When the propulsive force to be output and output to the propulsion device 12A is increased when the depression amount of the accelerator pedal 41 is increased between the positions Pa1 and Pa2, and when the depression amount of the accelerator pedal 41 is increased between the positions Pa2 and Pa3. The propulsive force to be output to the propulsion device 12A is decreased, and the propulsive force to be output to the propulsion device 12A is increased when the depression amount of the accelerator pedal 41 is reduced between the positions Pa3 and Pa2, and between the positions Pa2 and Pa1. When the amount of depression of the accelerator pedal 41 is reduced, the propulsive force output to the propulsion device 12A is reduced, and when the amount of depression of the accelerator pedal 41 is increased between the positions Pa2 and Pa3 of the brake pedal 31, the accelerator pedal 41 is used. The braking force adjusting unit 3 is configured to increase the depression amount of the brake pedal 31 in conjunction with the pedal operation with respect to the braking force 13 when the depression amount of the brake pedal 31 increases between the positions Pb1 and Pb2. The braking force to be output is increased, and the braking force to be output to the braking device 13 is reduced when the depression amount of the brake pedal 31 is reduced between the positions Pb2 and Pb1.

Therefore, according to the travel control device 1A, even if the accelerator pedal 41 is depressed by mistake for the operation of the brake pedal 31, the accelerator is operated between the positions Pa2 and Pa3 in the same manner as the travel control device 1 described above. When the amount of depression of the pedal 41 increases, the propulsive force output from the propulsion device 12A becomes sufficiently small, and the brake pedal 31 is operated in conjunction with the pedal operation with respect to the accelerator pedal 41, so that the positions Pb1 and Pb2 are located. When the amount of depression of the brake pedal 31 increases, the braking force output from the braking device 13 increases, so that the automobile 10A can be reliably and easily decelerated and stopped. As a result, it is possible to reliably avoid the occurrence of an accident caused by a mistake in pressing the brake pedal 31 and the accelerator pedal 41.

Further, according to the travel control device 1A, the amount of depression of the accelerator pedal 41 increases between the accelerator wire 45 in which the propulsion force adjusting unit 2A is slid in response to the depression operation on the accelerator pedal 41 and the positions Pa1 and Pa2. And when the amount of depression of the accelerator pedal 41 decreases between the positions Pa3 and Pa2, the accelerator wire 45 is slid in the "first direction (in this example, the direction of the arrow C1 in FIG. 6)". When the amount of depression of the accelerator pedal 41 decreases between positions Pa2 and Pa1, and when the amount of depression of the accelerator pedal 41 increases between positions Pa3 and Pa2, the accelerator wire 45 is set to the "second direction (in this example). , The direction of the arrow C2 in FIG. 6) ”, and by providing an“ operating direction changing mechanism (in this example, the rotating arm 42 of the accelerator pedal 41, the rotating body 43 and the connecting portion 44) ”, the wire control is provided. The travel control device 1A can be easily mounted on the automobile 10A equipped with the propulsion force adjusting device of the method.

The configuration of the "travel control device" is not limited to the example of the configuration of the travel control devices 1 and 1A described above. For example, a pedal surface F3b that allows the brake pedal 31 to be depressed together with the accelerator pedals 21 and 41 by the foot that has depressed the accelerator pedals 21 and 41, and a pedal that allows the brake pedal 31 to be depressed independently of the accelerator pedals 21 and 41. The configuration in which the surface F3a and the surface F3a are provided on the stepping portion 31b has been described as an example, but instead of such a configuration, for example, the same as the auxiliary tool attached to the brake pedal disclosed in the above-mentioned patent document. The brake pedal 31 is provided with an abutting portion that abuts on the arms 21a and 41a when the accelerator pedals 21 and 41 are operated, and the foot that depresses the accelerator pedals 21 and 41 does not abut on the stepping portion 31b of the brake pedal 31. The brake pedal 31 can also be configured to be depressed together with the accelerator pedals 21 and 41 (not shown). Further, the accelerator pedals 21 and 41 are provided with contact portions that come into contact with the arm 31a of the brake pedal 31 when the accelerator pedals 21 and 41 are operated, and the foot on which the accelerator pedals 21 and 41 are depressed is provided on the depression portion 31b of the brake pedal 31. It is also possible to configure the brake pedal 31 so as to be depressed together with the accelerator pedals 21 and 41 without abutting (not shown).

Further, a traveling control device 1 provided with a propulsion force adjusting unit 2 having a configuration in which the propulsion force output from the propulsion device 12 is maintained at the minimum propulsion force DF0 when the accelerator pedal 21 is depressed between the positions Pa3 and Pa4. As explained by giving an example, the "fourth accelerator depression position" that minimizes the propulsive force output from the "propulsion device" when the depression amount of the "accelerator pedal" is increased from the "third accelerator depression position". (Position Pa3 in the configuration example of the propulsion force adjusting unit 2) ”can be specified at an arbitrary position between the“ third accelerator depression position ”and the“ second accelerator depression position ”, as an example. , The "fourth accelerator depression position" can be defined at the same position as the "third accelerator depression position" (a configuration is adopted in which the minimum propulsive force state is not maintained even if the accelerator depression position is changed).

Further, the configuration including the braking force adjusting unit 3 capable of adjusting the braking force output to the hydraulic control type braking device 13 has been described as an example, but the wire control type "braking device" and the link control type "braking device" have been described. The "braking force adjusting unit" can be configured so that the braking force output from various "braking devices" such as the "braking device" and the fly-by-wire type "braking device" can be adjusted. In this case, as for the control principle of the "braking device" in the "braking force adjusting unit", the same principle as the control principle of the "braking device" in the existing "braking force adjusting device" can be adopted, so detailed explanation is omitted. do.

1,1A Travel control device 2,2A Propulsion force adjustment unit 3 Braking force adjustment unit 10 Automobile 12,12A Propulsion device 12a Electronic throttle 13 Braking device 13a Piston 21,41 Accelerator pedal 21a, 31a Arm 21b, 31b, 41b Stepping part 22 Sensor 23 Processing unit 24 Storage unit 25 Signal cable 31 Brake pedal 32 Master cylinder 33 Pressure piping 41 Accelerator pedal 41a Main arm 42 Rotating arm 43 Rotating body 44 Connecting unit BP0, BP1 Braking force DF0, DF1 Propulsion force D For propulsion force adjustment Data F2, F3a, F3b, F4 Pedal surface O41, O43 Rotation center Pa1 to Pa5, Pb1, Pb2, Pc1 to Pc3 Position S Control signal

Claims (6)

A propulsion force adjusting unit having an accelerator pedal to output a propulsive force corresponding to the depressed position of the accelerator pedal to the propulsion device, and a brake pedal having a brake pedal according to the depressed position of the brake pedal to the braking device. It is a traveling control device equipped with a braking force adjusting unit that outputs the braking force.
The propulsion force adjusting unit is at a third accelerator depression position defined between a first accelerator depression position where the accelerator pedal is not depressed and a second accelerator depression position where the accelerator pedal is most depressed. The maximum propulsion force is output to the propulsion device, and the minimum propulsion force is output to the propulsion device at both the first accelerator depression position and the second accelerator depression position, respectively, and the first accelerator depression is performed. When the amount of depression of the accelerator pedal increases between the position and the third accelerator depression position, the propulsive force output to the propulsion device is increased, and the third accelerator depression position and the second accelerator depression position are increased. When the amount of depression of the accelerator pedal increases, the propulsive force output to the propulsion device is reduced, and the accelerator pedal is depressed between the second accelerator depression position and the third accelerator depression position. When the amount is reduced, the propulsive force output to the propulsion device is increased, and when the amount of depression of the accelerator pedal is reduced between the third accelerator depression position and the first accelerator depression position, the propulsion device is used. Reduce the propulsive force to output to
Either the brake pedal or the accelerator pedal is located between the fourth accelerator depression position and the second accelerator depression position defined between the third accelerator depression position and the second accelerator depression position. In, when the amount of depression of the accelerator pedal increases, the amount of depression of the brake pedal increases in conjunction with the pedal operation for the accelerator pedal.
When the amount of depression of the brake pedal increases between the first brake depression position where the brake pedal is not depressed and the second brake depression position where the brake pedal is most depressed. The braking force to be output to the braking device is increased, and the brake pedal is output to the braking device when the amount of depression of the brake pedal decreases between the second brake depression position and the first brake depression position. A driving control device that reduces power. The brake pedal has a first pedal surface on which the brake pedal can be depressed together with the accelerator pedal by a foot that is depressed between the fourth accelerator depression position and the second accelerator depression position. The travel control device according to claim 1, further comprising a second pedal surface on which the brake pedal can be depressed independently of the accelerator pedal. The propulsion force adjusting unit reduces the propulsive force to be output to the propulsion device when the amount of depression of the accelerator pedal increases between the third accelerator depression position and the fourth accelerator depression position. When the propulsion device outputs the minimum propulsive force at the accelerator depression position of 4, and the depression amount of the accelerator pedal increases between the fourth accelerator depression position and the second accelerator depression position, and the said. When the amount of depression of the accelerator pedal decreases between the second accelerator depression position and the fourth accelerator depression position, the propulsion device is maintained in a state of outputting the minimum propulsive force, and the fourth accelerator is depressed. The travel control device according to claim 1 or 2, wherein the propulsive force output to the propulsion device is increased when the stepping amount of the accelerator pedal is reduced between the accelerator stepping position and the third accelerator stepping position. The propulsion force adjusting unit is the amount of depression of the accelerator pedal from the first accelerator depression position to the third accelerator depression position, and the relevant third accelerator depression position to the fourth accelerator depression position. The traveling control device according to claim 3, wherein the third accelerator depression position and the fourth accelerator depression position are defined so that the depression amounts of the accelerator pedals are equal to each other. The propulsion force adjusting unit specifies a stepping position of the accelerator pedal based on a sensor that detects the stepping position of the accelerator pedal and a sensor signal output from the sensor, and obtains a propulsive force corresponding to the specified stepping position. A processing unit for outputting to the propulsion device and a storage unit for storing propulsion force adjustment data capable of specifying the propulsive force to be output to the propulsion device corresponding to the stepping position specified by the processing unit are provided. The travel control device according to any one of claims 1 to 4. When the stepping amount of the accelerator pedal increases between the accelerator wire slid in response to the stepping operation on the accelerator pedal and the first accelerator position and the third accelerator position, the propulsion force adjusting unit is used. , And when the amount of depression of the accelerator pedal decreases between the second accelerator position and the third accelerator position, the accelerator wire is slid in the first direction, and at the same time, with the third accelerator position. When the amount of depression of the accelerator pedal decreases between the first accelerator position and when the amount of depression of the accelerator pedal increases between the third accelerator position and the second accelerator position. The travel control device according to any one of claims 1 to 4, further comprising an operation direction changing mechanism for sliding the accelerator wire in a second direction opposite to the first direction.

Images