JP4528183B2 - Pedal device and automobile equipped with the same - Google Patents

Description

  The present invention relates to an automobile pedal device capable of electrically controlling a pedal position or a pedal reaction force and an automobile including the same.

  Since a conventional automobile pedal is mechanically coupled to an accelerator wire or a master cylinder, the relationship between the pedal position and the pedal reaction force is uniquely determined.

  In recent years, a technique called by-wire has made it possible to arbitrarily set the relationship between the pedal position and the pedal reaction force, and repeatedly studied how to set or control the relationship between the pedal position and the reaction force. It has been.

For example, as described in a previous application by the applicant of the present application (Japanese Patent Application No. 2003-431804), for the purpose of reducing lower limb fatigue by continuing to step on the brake pedal when the vehicle is stopped, Some reduce the pedal reaction force.
Japanese Patent Application No. 2003-431804

  During heavy traffic, there are many starts and stops, and more time is spent operating the pedals. For this reason, reduction of lower limb fatigue is required, but the above-mentioned prior art only targets when the vehicle speed is zero, so the pedal is operated against the normal pedal reaction force except when the vehicle is stopped. There is a problem that it is necessary and the effect of reducing fatigue of the lower limbs is not sufficient.

  In addition, according to the above-described prior art, since the pedal depression force when the pedal is depressed changes between when the pedal reaction force is reduced and when the pedal reaction force is not reduced, the driver feels uncomfortable or feels as a pedal. It may get worse.

  An object of the present invention is to provide a pedal device that can reduce lower limb fatigue during a traffic jam without causing the driver to feel uncomfortable.

  In order to achieve the above object, when a traffic jam is detected in an automobile pedal device that can electrically control the pedal position or the pedal reaction force, the pedal reaction force is reduced. Congestion detection is based on whether the vehicle is running at a low speed, whether acceleration and deceleration are frequently performed, whether the accelerator pedal and the brake pedal are frequently switched, and close relative to the preceding vehicle This can be done depending on whether the state continues, whether the travel point is congested in the traffic information by the navigation system or the road-to-vehicle communication system.

  When controlling the pedal reaction force, the pedal reaction force against the pedal position when releasing the pedal or holding the pedal position without changing the pedal position is detected when the traffic jam is detected. The pedal reaction force is smaller than when there is no pedal. On the other hand, the pedal reaction force with respect to the pedal position when the pedal is depressed does not depend on whether or not a traffic jam is detected, and realizes the same characteristics.

  According to the present invention, when a traffic jam is detected, the pedal reaction force is reduced regardless of whether the vehicle speed is zero or not, so that lower limb fatigue can be further reduced as compared with the prior art. In addition, the operation of continuing to step on the pedal in a traffic jam is possible with a small pedal depression force, and the same feeling as when no traffic jam is detected can be obtained for the depression operation.

  Embodiments of the present invention will be described below with reference to the drawings.

  FIG. 1 is a schematic diagram of a system constituting the first embodiment of the present invention, and FIG. 2 is a block diagram of the system constituting the first embodiment.

  The vehicle includes a pedal device 1 that a driver operates to drive the vehicle, and vehicle output devices 30, 40, 50, 60, 70, and 80 that change the motion of the vehicle in accordance with the operation of the pedal device 1 by the driver. Is provided. The vehicle output devices 30, 40, 50, 60 are braking output devices, and the vehicle output devices 70, 80 are drive output devices.

  The pedal device 1 is a device operated by a driver sitting in the driver's seat 22 in order to drive the vehicle, and the pedal position and pedal speed change within a certain range by the pedal effort applied by the foot, Rotation or linear motion restricted within a certain range is performed with respect to the pedaling force applied by the foot. As another operation input device for driving, the vehicle is provided with a steering wheel 21 and the like.

  In the pedal device 1, the relationship between the pedal position and the pedal reaction force or the pedal depression force can be arbitrarily set by electrical control. In the pedal device 1, the pedal position (pedal stroke) generally changes according to the pedal depression force, and the pedal reaction force is generated according to the pedal position. The pedal device 1 generates a pedal reaction force with respect to the pedal depression force that the driver steps on, and can give a comfortable feeling to the driver.

  The vehicle of this embodiment employs the by-wire technology. That is, there is no mechanical connection between the pedal device and the vehicle output device, and the pedal device and the vehicle output device are connected by communication via the communication path 111, and information is transmitted by exchanging electrical signals. The operation input to the pedal device is transmitted as an electrical signal to the vehicle output device, and the vehicle output device performs vehicle output based on the transmitted signal information.

  The pedal device 1 includes an operation input unit 3 that serves as an action point to be stepped on with a foot. The combination of the vehicle output device (brake output device) 30, 40, 50, 60 and the pedal device 1 is an application by the brake-by-wire technology, and the pedal device 1 in that case is a brake pedal. The pedal device 1 when the pedal device 1 is combined with at least one of the vehicle output devices 70 and 80 (drive output device) is an accelerator pedal. According to the by-wire technology, since the pedal device and the vehicle output device do not have a mechanical connection, the pedal position of the pedal device 1 with respect to the pedal reaction force or the pedal depression force can be controlled separately from the vehicle output.

  The pedal device 1 includes an actuator 4 that can be electrically controlled by an operation input arithmetic device 8. The actuator 4 is generally a motor, and when electric power is supplied or current is supplied, the member 2 rotates around the rotation shaft 9 or a force in the rotation direction is generated. By controlling the actuator 4, the pedal reaction force can be generated in an arbitrary magnitude. Further, by controlling the actuator 4, the pedal position (pedal stroke) and the pedal speed can be arbitrarily changed.

  Here, all the inputs that the driver has made to the pedal device are defined as operation inputs, and information that the pedal device 1 detects the driver's operation inputs is defined as operation information. The operation input or operation information includes a pedal position, a pedal effort, a pedal speed, and an operation state. The pedal speed is a displacement per unit time of the pedal position, and is a time derivative of the pedal position. The pedal depression force is a force for moving the pedal device, and specifically means a force by which the driver steps on the operation input unit 3. The pedal depressing force is a force having almost the same magnitude as the pedal reaction force that the driver tries to resist when performing an operation input. When the pedal position does not change or when the pedal is not moving, it can be said that the pedal depression force and the pedal reaction force are balanced. The operation state represents a state as to whether or not the operation input unit is depressed.

  The operation information detection means 11 is means for detecting an operation input as operation information, and includes pedal position detection means, pedal depression force detection means, and operation state detection means. The pedal position detecting means 12 detects the pedal position. The pedal position detecting means 12 takes the form of an actuator control sensor 5, for example. The pedal position detecting means 12 may detect the pedal speed depending on circumstances. The pedal position detecting means 12 may detect the pedal speed by calculating the pedal speed based on the pedal position. The pedal effort detection means 6 detects the pedal effort. However, the pedal depression force detecting means 6 is a means for detecting the force, and the pedal depression force detecting means 6 detects the pedal reaction force because the pedal depression force and the pedal reaction force are detected as the same thing. The operation state detection means 7 detects the operation state.

  The operation input calculation device 8 controls the actuator 4 based on the operation information detected by the operation information detection means 11. The operation input arithmetic unit 8 generates a pedal reaction force based on the operation information detected by the operation information detection means, changes the pedal position or the pedal speed, determines a vehicle output command, and determines the determined vehicle output command. And transmitted to the vehicle output device via the communication path 111.

  The vehicle output devices 30, 40, 50, 60 are electrically controllable braking output devices, and the vehicle output by the braking output device is a vehicle deceleration or a braking force. When a vehicle output command is transmitted to the braking output device, the pedal device is a brake pedal. The braking output device generates braking force on the vehicle based on the transmitted vehicle output command, and decelerates the vehicle. The vehicle output command transmitted to the braking output device may be vehicle deceleration or braking force. The braking output devices 40, 50, 60 basically have the same configuration as the braking output device 30.

  The brake output device is a caliper, for example, and may be an electric brake that can electrically control the thrust of the piston that presses the rotor. When the brake output device is an electric brake, it is provided with an actuator that generates an electric force, and the force generated by the actuator is converted into a piston thrust through a mechanical configuration such as a speed reducer. A mechanism capable of controlling the braking force of the vehicle by controlling the piston thrust may be used. The brake output device may be, for example, a caliper, and may be an electric hydraulic brake that can generate a thrust of a piston that presses the rotor by hydraulic pressure and can electrically control the hydraulic pressure. When the braking output device is an electric hydraulic brake, an actuator that generates an electric force is provided, and the hydraulic pressure can be changed by the actuator, and the braking force of the vehicle is controlled by controlling the hydraulic pressure. It may be a mechanism that can. The vehicle output command transmitted to the braking output device may be the thrust of the electric brake or the hydraulic pressure of the electric hydraulic brake.

  For example, the braking output device 30 controls the braking force generated by the caliper 34 with the actuator 33. The actuator 33 is controlled by the vehicle output calculation device 32. The state of the control output device can be detected by the brake output device state sensor 35. The vehicle output calculation device 32 controls the actuator 33 according to the state of the braking output device. The vehicle output calculation device 32 may transmit the state of the control output device to the pedal device 1 via the communication path 111 as necessary. The state of the control output device may include the actual thrust of the electric brake or the actual hydraulic pressure of the electric hydraulic brake.

  The vehicle output devices 70 and 80 are electrically controllable drive output devices. The vehicle output by the drive output device is the speed, acceleration or driving force of the vehicle. When the vehicle output command is transmitted to the drive output device, the pedal device is an accelerator pedal. The drive output device generates drive force on the vehicle based on the transmitted vehicle output command and accelerates the vehicle. Or it inhibits deceleration. The vehicle output command transmitted to the drive output device may be vehicle speed, acceleration, or drive force. In general, the drive output device has an engine configuration such as 70. However, in a hybrid vehicle, an electric vehicle, or an electric four-wheel drive vehicle, the drive output device uses an electric motor configuration such as 80 or a combination of an engine and an electric motor. Or use a different configuration.

  The drive output device 70 is an engine, and drives the vehicle using gasoline or light oil as fuel. The drive output device 70 controls the actuator 72 or the ignition plug 73 according to the transmitted vehicle output command and the state of the drive output device, and causes the engine 71 to generate a vehicle output. The state of the drive output device is detected by a drive output device state sensor 75. The actuator 72 is controlled by a vehicle output calculation device 74. The vehicle output calculation device 74 may transmit the state of the drive output device to the pedal device 1 via the communication path 111 as necessary. The state of the drive output device may include the driving force or the rotational speed of the engine 71.

  The drive output device 80 is an electric motor, and generates vehicle output by supplying electric power or passing current. The drive output device 80 includes an actuator 83 and a sensor 85 for controlling the actuator, and is controlled by a vehicle output calculation device 84. The vehicle output calculation device 84 may transmit the state of the drive output device 80 to the pedal device 1 via the communication path 111 as necessary.

  The communication path 111 is an information path by an electrical signal that connects between the pedal device and the vehicle output device, and is physically composed of electric wires. In many cases, the pedal device and the vehicle output device are installed at spatially separated locations, and information between them is generally exchanged via the communication path 111 using an electric signal of a time division multiplex communication system. The format of the electrical signal used for the communication path 111 may be serial communication, or multiplex communication such as CAN, FlaxRay, or LAN.

  FIG. 3 is a diagram illustrating a configuration example of an operation input arithmetic device, a vehicle output arithmetic device, and a communication path.

  FIG. 3A shows an example in which there is one communication path and the vehicle output devices 151 to 154 are controlled by one vehicle output arithmetic device 150. For example, there is only one device for controlling the hydraulic pressure, such as an ABS device or a skid prevention device, and the hydraulic pressure is transmitted to each caliper, and electrical communication with the operation input computing device 8 is performed through one communication path 111. A configuration that is performed via this corresponds to this example.

  FIG. 3B shows an example in which there are two communication paths and the vehicle output devices 156, 157, 159 and 160 are controlled by a plurality of vehicle output arithmetic devices 155 and 158. For example, when the front and rear wheels of the vehicle are separate hydraulic systems, there are two devices for controlling the hydraulic pressure, and two routes for electrical communication with the operation input arithmetic unit 8 are also required. . In this case, reliability can be improved by using two systems, and vehicle motion performance can be improved by performing vehicle output for each system.

  FIG. 3C illustrates an example in which the vehicle output devices 165 to 168 are controlled by different vehicle output arithmetic devices 161 to 164, respectively, although there is one communication path. For example, when electric brakes are mounted on all four wheels of a vehicle, a case in which a device for controlling vehicle output is provided on each wheel and communication with an operation input arithmetic device is performed in this example. Since all four wheels of the vehicle independently control the vehicle output, the vehicle motion performance can be improved at a high level.

  FIG. 3D shows an example in which there are two communication paths and the vehicle output devices 173 to 176 are controlled by different vehicle output devices 169 to 172, respectively. For example, when an electric brake is mounted on all four wheels of the vehicle and each wheel is equipped with a device that controls the vehicle output, the front right wheel and the rear left wheel are connected to the operation input computing device 8 via the same communication path In this configuration, the front left wheel and the rear right wheel communicate with the operation input arithmetic device 8 through the same communication path. Alternatively, when all four wheels of the vehicle are equipped with electric brakes and each wheel is equipped with a device that controls the vehicle output, the front two wheels communicate with the operation input arithmetic unit via the same communication path, and the rear The two wheels communicate with the operation input arithmetic device via the same communication path. In this case, since the communication path is duplicated, the vehicle output device belonging to the communication path on the other side operates even if a failure or failure occurs on the communication path on one side. The improvement of property can be aimed at.

  FIG. 4 is a diagram illustrating an example of a pedal device. 4A is a front view when viewed from the driver's seat when the pedal device is attached to the vehicle, and FIG. 4B is a side view.

  The illustrated pedal apparatus includes an actuator 201, a speed reducer 202, a pedal switch 203, pedal stroke sensors 204 and 205, an origin position stopper 206, and a pedal end 208.

  The actuator 201 is an electric motor or a motor, and rotates by supplying electric power or passing an electric current, or generates a force in the rotation direction. The actuator 201 can be a DC motor, a DC brushless motor, an AC induction motor, or an AC synchronous motor. The reducer 202 may be a gear, a planetary gear, or a differential reducer. The pedal switch 203 is a switch that can distinguish when the pedal is depressed and when it is not depressed. The pedal stroke sensors 204 and 205 can detect the pedal position. By providing two pedal stroke sensors, it is possible to improve the accuracy of pedal position detection, and it is possible to improve reliability by obtaining resistance to one of the failures.

  The origin position is a pedal position when the driver is not stepping on the pedal, and is generally a pedal position when the pedal device is not or hardly applied. When the pedal is at the home position, the pedal position or pedal stroke is zero. Whether the pedal is at the origin can be determined by the pedal switch 203 or the pedal stroke sensors 204 and 205. If there is a pedal at the home position, it is determined that the pedal is not depressed.

  The member 207 can move leftward as viewed in FIG. 4B until it reaches the origin position stopper 206. The movement to the left side as viewed in FIG. 4B, that is, the direction to move to the origin position is defined as the driver's seat direction, the front direction, the return direction, or the release direction. The movement to the right as viewed in FIG. 4B, that is, the direction of movement when the pedal is depressed is defined as the back direction or the stepping direction. The pedal end 208 is a portion that the driver steps on, and corresponds to the input unit 3 of the pedal device 1. When a pedal depression force is applied to the pedal end 208, the pedal strokes, and the pedal position moves, for example, 209.

  FIG. 5 schematically shows an example of the pedal device. FIG. 6 is a block diagram schematically showing the pedal device of FIG. 5 and related devices.

  The illustrated pedal device includes a passive reaction force means 221. The pedal reaction force generated by the actuator 4 is called an active reaction force, and the pedal reaction force generated by the passive reaction force means 221 is called a passive reaction force. The passive reaction force means 221 may be a spring mechanism or a viscous hydraulic mechanism such as a stroke simulator. The passive reaction force generated by the passive reaction force means 221 is determined by the mechanical characteristics of the passive reaction force means 221 and cannot be electrically controlled. The pedal device of this example can generate a pedal reaction force that combines an active reaction force and a passive reaction force. In the case where the actuator 4 can generate a sufficient pedal reaction force, the pedal device may be configured only by the active reaction force without using the passive reaction force means 221.

  FIG. 7 is an explanatory diagram illustrating an example of a relationship between a passive reaction force, an active reaction force, and a pedal reaction force. As shown in FIG. 7A, in the passive reaction force 301, the pedal reaction force with respect to a certain pedal position is mechanically determined, and does not change depending on electrical elements. The active reaction force is added to or subtracted from the passive reaction force to generate a pedal reaction force. Since the active reaction force can be arbitrarily changed depending on an electrical factor, the pedal reaction force can be changed within a range of 302 to 303, for example. The passive reaction force 301 increases as the pedal position increases, but the width of the pedal reaction force that can be changed by the active reaction force is constant regardless of the pedal position. Since the pedal reaction force obtained by applying the active reaction force around the passive reaction force 301 can take any value between 302 and 303, for example, a pedal reaction force 304 as shown in FIG. 7B can be realized. . By using the passive reaction force means, the capacity or size of the actuator 4 or the power consumption can be reduced.

  The pedal device includes an actuator control sensor 222, a pedal rotation angle sensor 223, and a pedal stroke sensor 224. The actuator control sensor 222 can detect the rotation angle or rotation phase of the actuator 4. The sensor 222 may be an encoder using light or magnetism, or may be a resolver. The pedal rotation angle sensor 223 can detect the angle at which the member 2 is rotated with respect to the rotation shaft 9. The sensor 223 may be a potentiometer or a rotary encoder using a variable resistor, may be a method of detecting with an optical pickup using a rotary slit, or a method of detecting a change in magnetism using a magnetic element. It may be. The pedal stroke sensor 224 can detect the stroke amount or the pedal position of the member 2 or the pedal end 208. The sensor 224 may be a potentiometer using a variable resistor, or may be a method of detecting a displacement width as a change in magnetic resistance using a magnetic circuit. The pedal position detection means 12 includes at least one of the sensors 222, 223, and 224.

  Here, it is defined that the pedal position or the pedal stroke takes a larger value as it goes in the back direction and takes a smaller value as it goes in the front direction. It is defined that the pedal is stepped on or depressed when the pedal is moved from the front side to the back side, and that the pedal is released or returned when the pedal is moved from the back side to the front side. It is defined that the pedal is held when the pedal is maintained so as not to change the pedal position. In a general pedal device, the pedal position when the stroke is maximized is about 0.06 to 0.1 m.

  The illustrated pedal device includes a pedal depression force sensor 227. The pedal depression force sensor 227 can detect a pedal depression force by which the driver depresses the pedal or a pedal reaction force by which the pedal pushes back the driver's foot. The pedal device is also provided with a rod force sensor 228. The rod force sensor 228 can detect a force acting between the member 2 and the passive reaction force means 221. For example, the sensors 227 and 228 may be configured to detect force using a resistance change of a strain gauge. The pedal effort can be detected using at least one of the sensors 227 and 228, and the pedal effort detection means 6 includes at least one of the sensors 227 and 228. The pedal depression force detecting means 6 may detect the pedal depression force by attaching a strain gauge to the pedal structure and measuring a resistance change due to a slight displacement of the strain gauge. The pedal depressing force when depressing the pedal is positive.

  The illustrated pedal apparatus includes a pedal switch 203. The pedal switch 203 is included in the operation state detection means 7. When the pedal device 1 is a brake pedal, the pedal switch 203 is a brake switch, and when the pedal device 1 is an accelerator pedal, the pedal switch 203 is an accelerator switch. The operation state detection means 7 may determine that the pedal is depressed if the pedal switch 203 is activated, and if the pedal position or pedaling force exceeds a predetermined threshold value, the operation state detecting means 7 may determine that the pedal is depressed. You may judge that it is rare.

  The pedal device 1 detects vehicle information using the vehicle information detection means 241. The vehicle information includes wheel speed, vehicle speed, acceleration, and whether or not another pedal is depressed. The vehicle information detection unit 241 includes a wheel speed sensor 251, a vehicle speed sensor 252, an acceleration sensor 253, and a pedal switch 257. The shift position switch may be a shift position sensor.

  The wheel speed sensor 251 can be a system that detects the rotational speed of the wheel using a magnetic circuit attached to the axle, or a system that detects the rotational speed of the wheel by attaching a slit disk to the axle and using light. The vehicle speed sensor 252 may be a method that directly detects the speed of the vehicle, or a method that obtains the vehicle speed based on the wheel speed obtained by the wheel speed sensor 251. The acceleration sensor 253 can employ a method of detecting acceleration applied to the vehicle using, for example, a strain gauge. The pedal switch 257 detects whether another pedal of the pedal device 1 is depressed. When the pedal device 1 is a brake pedal, the pedal switch 257 is an accelerator switch, and when the pedal device 1 is an accelerator pedal, the pedal switch 257 is a brake switch. The pedal switch 257 may not be a pedal switch method, but may be a method of detecting whether or not the pedal is depressed by detecting the depression amount or the depression force of the pedal.

  The pedal device 1 detects environment information using the environment information detection means 242. The environmental information includes the relative relationship with other vehicles, pedestrians and obstacles, relative distance, relative speed, and collision time. The collision time is an expected time until a collision with another vehicle, a pedestrian, or an obstacle, and is represented by collision time = relative distance / relative speed. In addition, the environment information includes map information around the road or traffic jam information around the road.

  The environment information detection means 242 includes an external environment recognition sensor 260, a navigation system 261, and a road-vehicle communication system 262. The external recognition sensor 260 uses, for example, an infrared laser or a millimeter wave to detect a relative distance or relative speed with another vehicle or an obstacle, and uses an ultrasonic wave to determine a relative distance or relative speed with another vehicle or an obstacle. A detection method or a method of detecting a relative distance or a relative speed with respect to another vehicle or an obstacle using an optical camera can be used. The external recognition sensor 260 may be a system that detects a relative relationship with other vehicles, pedestrians, and obstacles that run behind the vehicle. The navigation system 261 includes a GPS, and can detect the current traveling position of the vehicle on the earth. In addition, the navigation system 261 includes map information, and can detect a road situation around the traveling position of the vehicle. The road-to-vehicle communication system 262 can receive traffic congestion information around the travel position of the vehicle from a transmission terminal outside the vehicle by infrared rays, microwaves, or FM waves.

  FIG. 8 is a schematic diagram showing various forms of the pedal device. FIG. 8A is an example of a pedal device in which the operation input unit 402 is below the rotation shaft 401. FIG. 8B is an example of a pedal device in which the operation input unit 403 is on the rotating shaft 404. FIG. 8C shows an example in which the pedal device does not have a rotating shaft and the pedal device linearly moves in response to an operation input to the operation input unit 405. FIG. 8D shows an example of a pedal device in which the rotating shaft 406 and the actuator 407 are separate. The rotational output of the actuator 407 is converted into an output in the linear motion direction by the rotational linear motion conversion mechanism 408 and acts on the member 409, thereby moving the pedal end 410 or generating a pedal reaction force. As the rotation / linear motion conversion means, for example, a worm gear or a ball screw may be used.

  FIG. 8E shows an example of a pedal device in which the actuator 411 is not a rotary motor but can be displaced in the linear motion direction or can generate a force. When the output of the actuator 411 acts on the member 412, the pedal position is moved or a pedal reaction force is generated. The actuator 411 may be a solenoid, for example. FIG. 8F shows an example of a pedal device in which the passive reaction force means 414 is attached to the rotating shaft 413. FIG. 8G shows an example of a pedal device in which the passive reaction force means 415 is attached near the rotation axis.

  The operation input calculation device 8 controls the operation input unit using the operation information, vehicle information, or environment information. The operation input computing device 8 also transmits a vehicle output command to the vehicle output device 121 using the operation information, vehicle information, or environment information, and generates a vehicle output. Since the driver operates the vehicle while feeling the pedal position and the pedal reaction force, the relationship between the pedal position, the pedal reaction force, and the vehicle output makes it easier to drive (operability), less fatigue, and more fun to drive. Satisfaction (comfort) changes. Therefore, the pedal device controls the pedal position, the pedal reaction force, and the vehicle output so as to have an appropriate relationship.

  The pedal reaction force can be set as shown in FIG. 9, for example. 451 in FIG. 9A can be called a rigid reaction force, and is a reaction force that changes in magnitude according to the pedal position. The greater the pedal position, the greater the stiffness reaction force. It can be said that a pedal having a relatively large reaction force against the same pedal position is a hard pedal. It can be said that a pedal having a relatively small reaction force against a certain pedal position is a soft pedal. Reference numeral 453 in FIG. 9B can be called a viscous reaction force, which is a reaction force whose magnitude changes depending on the pedal speed. The greater the pedal speed, the greater the viscous reaction force. For example, when the pedal speed when the pedal is depressed is as shown in FIG. 9C, the viscous reaction force is as shown in FIG. 9D. The pedal reaction force can be the sum of the stiffness reaction force and the viscous reaction force, and is set as indicated by 452 in FIG.

When the pedal reaction force is F and the pedal position is x, the pedal speed is expressed by dx / dt. Also, if the rigid reaction force depending on the pedal position is Fk (x) and the viscous reaction force depending on the pedal speed is Fd (dx / dt)
F = Fk (x) + Fd (dx / dt)
Or
F = Fk (x) + Kd × dx / dt
It becomes. here,
Fd (dx / dt) = Kd × dx / dt
Kd is a predetermined constant.

  The vehicle output can be set as shown in FIG. 10, for example. The vehicle output must have a correlation with the operation input. Vehicle output may be generated according to the pedal position. The vehicle output may be generated according to the pedal depression force or the pedal reaction force. When the vehicle output is set based on the pedal position, the vehicle output is set so as to protrude downward as shown in FIG. When the vehicle output is set based on the pedal effort, the vehicle output is set so as to protrude upward as shown in FIG.

  FIG. 11 is a schematic diagram illustrating an example of a traffic jam detection unit. The traffic jam detection means 561 includes a vehicle speed sensor 252 in the vehicle information detection means 241, signals from an accelerator switch and a brake switch, and an external environment recognition sensor 260, a navigation system 261, and a road-to-vehicle communication system 262 that constitute the environment information detection means 242. Detect traffic jam with the information. When the traffic jam detection unit 561 detects traffic jam, the signal is transmitted to the pedal device control unit 562, and the pedal control unit 562 controls the pedal device. The traffic jam detection means 561 and the pedal device control means can be realized by the operation input calculation device 8, for example.

  FIG. 12 is a diagram showing an example of conditions for the traffic jam detection unit 561 to detect traffic jams.

  As shown in the figure, whether or not the vehicle is congested includes whether or not the vehicle continues to travel at a low speed. Whether the vehicle is traveling at a low speed is determined using the vehicle speed detected by the vehicle information detecting means 241. When the vehicle speed below the vehicle speed threshold A continues for the time threshold B or more, it is determined that the vehicle is traveling at a low speed. For example, it is determined that the vehicle is traveling at a low speed when a vehicle speed of 25 km / h or less continues for 30 seconds or more. If a vehicle speed of 20 km / h or less continues for 30 seconds or more, it is judged that a medium-scale traffic jam has occurred. If a vehicle speed of 15 km / h or less continues for 60 seconds or more, a large-scale traffic jam has occurred. Judge.

  The determination of whether or not the vehicle is congested includes whether or not the vehicle is repeatedly accelerating and decelerating. Whether or not the vehicle repeats acceleration and deceleration is determined using the vehicle speed detected by the vehicle information detection means 241. If the vehicle speed below the speed threshold D and the vehicle speed above the vehicle speed threshold E are alternately repeated within the time threshold F within the time threshold G, it is determined that acceleration and deceleration are repeated. For example, if a vehicle speed of 5 km / h or less and a vehicle speed of 20 km / h or more are alternately repeated twice or more within 45 seconds, it is determined that acceleration and deceleration are repeated.

  The determination of whether or not there is a traffic jam includes whether or not the brake pedal and the accelerator pedal are frequently switched. However, this is limited to when the vehicle speed is low. Whether the brake pedal and the accelerator pedal are frequently switched is determined using the operation information detected by the operation information detecting means 7 and the information indicating whether the pedal detected by the vehicle information detecting means 241 is depressed. If the brake pedal and the accelerator pedal are alternately switched within the time threshold I at a vehicle speed equal to or lower than the vehicle speed threshold H, the brake pedal and the accelerator pedal are determined to be frequently switched. For example, if the brake pedal and the accelerator pedal are alternately switched at least twice within 45 seconds at a vehicle speed of 20 km / h or less, it is determined that the brake pedal and the accelerator pedal are frequently switched.

  The determination of whether or not the vehicle is in a traffic jam includes whether or not the state in which the relative relationship with the preceding vehicle is close continues. However, this is limited to when the vehicle speed is low. Whether or not the relative relationship with the preceding vehicle is close is determined using the environmental information detected by the environmental information detecting means 242. When the relative distance below the distance threshold L at the vehicle speed below the vehicle speed threshold K continues for the time threshold M or more, it is determined that the relative relationship with the preceding vehicle is close. For example, when a relative distance of 10 m or less continues for 20 seconds or more at a vehicle speed of 25 km / h or less, it is determined that the relative relationship with the preceding vehicle is close.

  The determination of whether or not the vehicle is congested includes whether or not the collision time with the preceding vehicle continues for a short time. However, this is limited to when the vehicle speed is low. When the vehicle speed equal to or lower than the vehicle speed threshold N and the collision time equal to or shorter than the time threshold O continue for the time threshold P or longer, it is determined that the relative relationship with the preceding vehicle is close. For example, if the collision time of 5 seconds or less continues for 20 seconds or more at a vehicle speed of 25 km / h or less, it is determined that the relative relationship with the preceding vehicle is close.

  In addition, the determination as to whether or not there is a traffic jam includes the traffic jam information detected by the environmental information detection means.

  For example, it is determined whether there is a traffic jam under the conditions shown in the table of FIG. 12, and the size of the traffic jam is determined. Then, as described with reference to FIG. 13, the pedal reaction force and the vehicle output characteristics when released are changed according to the size of the traffic jam determined under the conditions as shown in FIG.

  For example, when traffic jams are detected under a plurality of conditions 551 to 556 shown in FIG. 12 and the traffic jam sizes are different from each other, the largest traffic jam size is selected, and based on the selected traffic jam size. The pedal reaction force and vehicle output characteristics can be changed. Further, for example, when traffic jams are detected under a plurality of conditions 551 to 556 shown in FIG. 12 and the traffic jam scales are different from one another, and there are a plurality of traffic jam sizes with the largest number, the traffic jam with the largest number is shown. What is necessary is just to select the thing with the largest congestion scale among scales, and to change the characteristic of a pedal reaction force and vehicle output based on the selected congestion scale.

  FIG. 13 is a diagram illustrating an example of a pedal reaction force that changes in a traffic jam.

  FIG. 13A is a diagram illustrating an example of the pedal reaction force with respect to the pedal position. The pedal reaction force has a different pedal reaction force when depressing and releasing. In other words, the pedal reaction force has hysteresis when it is depressed and when it is released. In order to maintain the same pedal position, it is necessary to continuously apply the pedal depression force between the pedal reaction force when the pedal is released and the pedal reaction force when the pedal is depressed. When the pedal reaction force when releasing is reduced, the minimum pedal pressing force for maintaining the pedal position of the pedal once depressed is reduced.

  In FIG. 13A, reference numeral 501 denotes a pedal reaction force when the pedal is depressed. When the pedal is depressed, the pedal reaction force characteristic indicated by reference numeral 501 is obtained regardless of whether or not the traffic jam detecting means 561 detects the traffic jam. Reference numeral 502 denotes a pedal reaction force when the pedal is released when no traffic jam is detected. Reference numerals 503 to 505 denote pedal reaction forces when the pedal is released when a traffic jam is detected. As shown in the figure, the pedal reaction force when releasing the pedal is reduced according to the degree of traffic jam. In other words, the hysteresis of the pedal reaction force is increased according to the degree of traffic jam. The pedal reaction force when releasing the pedal according to the degree of traffic jam is, for example, 2/3, 1/2, 1/3 compared to when the traffic jam is not detected when the traffic jam size is small, medium, or large, respectively. And

  FIG. 13B is a diagram showing an example of the vehicle output with respect to the pedal position. The vehicle output with respect to the pedal position may have different vehicle outputs depending on whether the pedal is depressed or released. In other words, the vehicle output with respect to the pedal position may have hysteresis when it is depressed and when it is released. Reference numeral 511 denotes a vehicle output when the pedal is depressed. When the pedal is depressed, the vehicle output characteristic of 511 is obtained regardless of whether or not the traffic jam detecting means 561 detects the traffic jam. Reference numeral 512 denotes a vehicle output when the pedal is released when no traffic jam is detected. 513 to 515 are vehicle outputs when the pedal is released when a traffic jam is detected. Decrease the vehicle output relative to the pedal position when releasing the pedal according to the degree of traffic jam. In other words, the hysteresis of the vehicle output with respect to the pedal position is increased according to the degree of traffic jam.

  Compared with the hysteresis of the pedal reaction force with respect to the pedal position, the hysteresis of the vehicle output with respect to the pedal position is small. The ratio of the pedal reaction force when releasing compared to the pedal reaction force when depressing is smaller than the ratio of vehicle output to pedal position when releasing compared to the vehicle output relative to the pedal position when depressing. Alternatively, the vehicle output with respect to the pedal position may not have hysteresis. Even when the pedal is released, a vehicle output characteristic of 511 may be provided regardless of whether or not a traffic jam is detected.

  FIG. 13C is a diagram showing an example of the vehicle output with respect to the pedal effort. The vehicle output relative to the pedal depression force has different vehicle outputs depending on whether the pedal is depressed or released. In other words, the vehicle output with respect to the pedal depression force has hysteresis when it is depressed and when it is released. Reference numeral 521 denotes a vehicle output when the pedal is depressed. When the pedal is depressed, the vehicle output characteristic 521 has a characteristic of 521 regardless of whether or not the traffic jam detecting means 561 detects the traffic jam. Reference numeral 522 denotes a vehicle output when the pedal is released when no traffic jam is detected. 523 to 525 are vehicle outputs when the pedal is released when a traffic jam is detected. As shown in the figure, the vehicle output relative to the pedal effort when releasing the pedal is increased according to the degree of traffic jam. In other words, the hysteresis of the vehicle output with respect to the pedal effort is increased according to the degree of traffic jam.

  By giving the characteristics as shown in the figure, the pedal reaction force and the vehicle output on the tread side have the same characteristics regardless of whether or not the traffic jam detection means 561 detects traffic jams. , Does not worsen the feeling. On the other hand, if a traffic jam is detected, the pedal reaction force when the pedal is released is reduced, so that the pedal effort required to release the pedal or to keep the same pedal position is reduced. During heavy traffic, the driver frequently operates the pedal. Further, for example, since fine acceleration and fine deceleration are often continued for a relatively long time while constantly generating a slight driving force and braking force, the pedal is often depressed at a certain pedal position. Therefore, when the present invention is applied, lower limb fatigue can be reduced without giving the driver a sense of incongruity or deteriorating feeling.

  The control of the present invention can also be applied to a conventional electric brake system having a master cylinder and hydraulic piping. FIG. 14 is a schematic diagram showing a system according to the second embodiment of the present invention, and FIG. 15 is a block diagram showing the system according to the second embodiment.

  The vehicle includes a pedal device 1 that a driver operates to drive the vehicle, and braking output devices 605 to 608 for braking and decelerating the vehicle according to the operation of the pedal device 1 by the driver. The brake output devices 605 to 608 are hydraulic calipers that press the piston against the rotor with hydraulic pressure to brake the vehicle with a friction material and decelerate. The pedal device 1 and the braking output devices 605 to 608 are connected via mechanical connection or hydraulic piping, and no electrical signal is exchanged between the pedal device 1 and the braking output devices 605 to 608.

  The pedal device 1 includes an actuator 4 and is a pedal device that can electrically control a pedal position or a pedal reaction force. The pedal device 1 strokes the pedal position according to the pedal depression force applied to the operation input unit 3, and generates a pedal reaction force according to the pedal position. The relationship between the pedal position and the pedal reaction force or the pedal depression force can be arbitrarily set by electrical control. The operation input to the pedal device is boosted by the negative pressure booster 602 via the push rod 601. The boosted operation input is converted into hydraulic pressure by the master cylinder 603. The hydraulic pressure generated by the master cylinder 603 reaches the hydraulic module 604 via the pipe, is distributed by the hydraulic module 604, and is transmitted to the hydraulic calipers 605 to 608.

  In the second embodiment, the relationship between the pedal position and the braking force is determined by mechanical conditions, and even if the congestion detection unit 561 detects the congestion, it cannot be made variable. However, the relationship between the pedal position and the pedal reaction force, and the relationship between the pedal depression force and the braking force can be made variable by electrically controlling the pedal device. The basic control method of the present invention described in the first embodiment does not necessarily require that the relationship of the braking force with respect to the pedal position is variable. Therefore, the basic control method of the present invention can be applied to a conventional electric brake system having a master cylinder and hydraulic piping as shown in the second embodiment. Therefore, even in a conventional vehicle that does not rely on the by-wire technology, the relationship between the pedal position and the pedal depression force as shown in FIG. 13 (a) and FIG. 13 (c) can be obtained only by using the pedal device 1 of the present invention. It is possible to realize the relationship between the pedal depression force and the vehicle output as shown, and to enjoy the main effect by applying the basic control method of the present invention.

  FIG. 16 is a schematic diagram illustrating a system according to the third embodiment, and FIG. 17 is a block diagram illustrating the system according to the third embodiment. The present invention can be similarly applied to FIG.

  A pedal device 1 operated by a driver to drive a vehicle includes an actuator 4 and can electrically control a pedal position or a pedal reaction force. The pedal device 1 strokes the pedal position in accordance with the operation force or pedal depression force applied to the operation input unit 3, and generates a pedal reaction force in accordance with the pedal position. The relationship between the pedal position and the pedal reaction force or the pedal depression force can be arbitrarily set by electrical control.

  Reference numeral 711 denotes a drive output device for driving and accelerating the vehicle, and an engine for driving and accelerating the vehicle using gasoline or light oil as fuel. The pedal device 1 and the engine 711 are connected via a mechanical connection or an accelerator wire, and no electrical signal is exchanged between the pedal device 1 and the engine 711. An operation input to the pedal device 1 operates a throttle opening of the throttle 712 via an accelerator wire 702 connected to the member 701. The engine 711 drives the vehicle according to the throttle opening of the throttle 712.

  In the third embodiment, the relationship between the pedal position and the driving force is determined by mechanical conditions, but the relationship between the pedal position and the reaction force and the pedal depression force and the driving force is controlled by electrically controlling the pedal device. It can be made variable. The basic method of the present invention described in the first embodiment does not require that the relationship of the driving force with respect to the pedal position is variable. Therefore, the basic method of the present invention can be applied to the third embodiment. Therefore, even with a conventional vehicle that does not rely on the by-wire technology, it is possible to apply the basic method of the present invention and enjoy the main effects only by using the pedal device 1 according to the present invention.

The system block diagram of one Example of this invention. The system block diagram of one Example of this invention. The schematic diagram which shows an example of a structure of an operation input calculating device, a vehicle output calculating device, and a communication path. The schematic diagram which shows one Example of a pedal apparatus. The schematic diagram which shows one Example of a pedal input device. The block diagram which shows one Example of a pedal apparatus. The graph which shows one Example of the characteristic of a pedal reaction force. The schematic diagram which shows the other Example of a pedal apparatus. The graph which shows one Example of the characteristic of a pedal reaction force. The graph which shows one Example of the characteristic of a vehicle output. The schematic diagram which shows an example of a traffic congestion detection means. The figure which shows an example of the conditions for detecting a traffic jam. The figure which shows an example of the pedal reaction force which changes in traffic congestion. The system block diagram of the other Example of this invention. The system block diagram of the other Example of this invention. FIG. 6 is a schematic diagram illustrating a system according to a third embodiment. FIG. 9 is a block diagram illustrating a system according to a third embodiment.

Explanation of symbols

DESCRIPTION OF SYMBOLS 1 ... Pedal apparatus, 3 ... Operation input part, 4 ... Actuator, 6 ... Pedal depressing force detection means, 7 ... Operation state detection means, 8 ... Operation input calculating device, 12 ... Pedal position detection means, 30, 40, 50, 60 , 70, 80 ... vehicle output device, 111 ... communication path, 241 ... vehicle information detection means, 242 ... environmental information detection means, 561 ... traffic jam detection means

Claims (16)

In an automobile pedal device having a pedal and capable of electrically controlling a pedal position or a pedal reaction force,
When the traffic jam detecting means detects the traffic jam , the pedal position of the pedal once depressed by reducing the pedal reaction force only when the pedal is released or only when the pedal position is held without changing the pedal position. A pedal device characterized in that the minimum pedal depression force for maintaining the pedal in a depressed state is made smaller than the pedal reaction force when the traffic jam is not detected .   2. The pedal device according to claim 1, wherein when the traffic jam detecting means detects the traffic jam, a hysteresis between a pedal reaction force when the pedal is depressed and a pedal reaction force when the pedal is released is increased. And pedal device. The pedal device according to claim 1 or 2 , wherein the pedal is a brake pedal or an accelerator pedal. The pedal device according to any one of claims 1 to 3 , further comprising vehicle information detection means for detecting a vehicle speed, wherein the traffic congestion detection means has a vehicle speed detected by the vehicle information detection means equal to or less than a predetermined threshold value. A pedal device characterized by detecting a traffic jam when the state continues for a predetermined time or more. The pedal device according to any one of claims 1 to 3 , further comprising vehicle information detection means capable of detecting acceleration and deceleration of the vehicle, wherein the traffic jam detection means is acceleration and deceleration detected by the vehicle information detection means. A pedal device characterized by detecting a traffic jam when is repeated a predetermined number of times within a predetermined time. The pedal device according to any one of claims 1 to 3 , further comprising vehicle information detecting means capable of detecting that an accelerator pedal is depressed and a brake pedal being depressed, wherein the traffic jam detecting means includes the vehicle A pedal device that detects a traffic jam when the accelerator pedal and the brake pedal detected by the information detecting means are switched more than a predetermined number of times within a predetermined time. The pedal device according to any one of claims 1 to 3 , further comprising environment detection means for detecting a relative distance to a preceding vehicle, wherein the traffic jam detection means is connected to the preceding vehicle detected by the environment detection means. A pedal device that detects a traffic jam when a state in which a relative distance is shorter than a predetermined distance continues for a predetermined time or more. The pedal device according to any one of claims 1 to 3 , wherein a navigation system or a road-to-vehicle communication system is mounted, and the traffic jam detecting means is configured to determine a travel point based on traffic information from the navigation system or the road-to-vehicle communication system. A pedal device characterized by detecting a traffic jam. A pedal device having a pedal and capable of electrically controlling a pedal position or a pedal reaction force;
In vehicles equipped with traffic jam detection means,
When the traffic jam detecting means detects the traffic jam, the pedal of the pedal which has been depressed once is reduced by reducing the pedal reaction force only when the pedal is released or when the pedal position is maintained without changing the pedal position. An automobile characterized in that a minimum pedal depression force for keeping the position depressed is smaller than the pedal reaction force when the traffic jam is not detected . 10. The automobile according to claim 9 , wherein when the traffic jam detecting means detects a traffic jam, a hysteresis between a pedal reaction force when the pedal is depressed and a pedal reaction force when the pedal is released is increased. Car. 11. The automobile according to claim 9 , wherein the pedal is a brake pedal or an accelerator pedal. The automobile according to any one of claims 9 to 11 , further comprising vehicle information detection means for detecting a vehicle speed, wherein the traffic jam detection means has a vehicle speed detected by the vehicle information detection means equal to or less than a predetermined threshold value. An automobile characterized by detecting a traffic jam when a state continues for a predetermined time or more. The automobile according to any one of claims 9 to 11 , further comprising vehicle information detection means capable of detecting acceleration and deceleration of the vehicle, wherein the traffic jam detection means detects acceleration and deceleration detected by the vehicle information detection means. An automobile characterized by detecting a traffic jam when repeated a predetermined number of times within a predetermined time. The automobile according to any one of claims 9 to 11 , further comprising vehicle information detecting means capable of detecting that an accelerator pedal is depressed and a brake pedal being depressed, wherein the traffic jam detecting means comprises the vehicle information. An automobile characterized in that a traffic jam is detected when the accelerator pedal and the brake pedal detected by the detecting means are switched more than a predetermined number of times within a predetermined time. The automobile according to any one of claims 9 to 11 , further comprising environment detection means for detecting a relative distance to a preceding vehicle, wherein the traffic jam detection means is relative to the preceding vehicle detected by the environment detection means. An automobile characterized by detecting a traffic jam when a state in which a distance is shorter than a predetermined distance continues for a predetermined time or more. The automobile according to any one of claims 9 to 11 , wherein a navigation system or a road-to-vehicle communication system is mounted, and the traffic jam detection means is based on traffic jam information from the navigation system or the road-to-vehicle communication system. An automobile characterized by detecting the above.

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