JP6082265B2 - Driving support control device - Google Patents

Description

  The present invention relates to a driving support control device that avoids an inconvenient traveling state of a vehicle when an erroneous depression of an accelerator pedal is detected and supports a driving operation of a driver.

  Conventionally, accidents caused by accidentally depressing the accelerator pedal (incorrectly depressing the accelerator pedal) have been regarded as a problem. As a technique for coping with such an erroneous depression of the accelerator pedal, for example, in Japanese Patent Application Laid-Open No. 2008-95635 (hereinafter referred to as Patent Document 1), in a region where the amount of depression of the accelerator pedal is equal to or greater than a predetermined opening, an electronic control type When the throttle valve opening is kept constant to limit the increase in engine output and the specified output restriction relaxation conditions are satisfied, for example, when the vehicle speed is higher than the predetermined speed or the shift position is A technique of a driving force control device that relaxes the output limit of an engine when in a predetermined position is disclosed.

JP 2008-95635 A

  By the way, when the driver makes a mistake in stepping on the accelerator pedal, unintentional acceleration occurs in the vehicle, so there is a high possibility that the driver will step on the brake pedal after recognizing the wrong step and releasing the accelerator pedal. However, the technology of the driving force control device disclosed in Patent Document 1 described above only relaxes the engine output restriction when a predetermined output restriction mitigation condition is satisfied, and notices that the accelerator pedal is mistakenly depressed. The next action taken by the driver, that is, the depression of the brake pedal is not assumed, and there is still room for improvement.

  The present invention has been made in view of the above circumstances, and an inconvenient traveling state of the vehicle due to a wrong depression of the accelerator pedal, assuming that the driver who noticed the wrong depression of the accelerator pedal will step on the brake pedal to act next. An object of the present invention is to provide a driving support control device that avoids and assists the driving operation of the driver.

A driving support control device according to an aspect of the present invention includes an accelerator pedal erroneous operation detection unit that detects an erroneous operation of an accelerator pedal based on an operation amount of an accelerator pedal of a driver, and a drive source when an erroneous operation of the accelerator pedal is detected. Driving force limiting means for limiting the driving force generated in step S1 to a driving force that is smaller than the driver's required driving torque according to the amount of operation of the accelerator pedal and that does not cause the vehicle to slide down when starting on a road having a road surface gradient ; Brake that performs at least one of brake prefill control that pushes the brake pad toward the surface to be braked of the disc rotor or brake assist that assists the brake pressure by the driver after the driver depresses the accelerator pedal. Control means.

  According to the driving support control device of the present invention, in response to an erroneous operation of the accelerator pedal of the driver, the control for responding to the erroneous operation and the control for supporting the driver's operation predicted thereafter are performed. It is possible to prevent a serious running state.

It is explanatory drawing which shows schematic structure of the vehicle which concerns on one Embodiment of this invention. It is a functional block diagram of the start control unit concerning one embodiment of the present invention. It is a flowchart of the start control program which concerns on one Embodiment of this invention. It is explanatory drawing of the required torque set according to the estimated road surface gradient value which concerns on one Embodiment of this invention. It is explanatory drawing of the accelerator pedal sudden depression determination which concerns on one Embodiment of this invention.

Hereinafter, embodiments of the present invention will be described with reference to the drawings.
In FIG. 1, reference numeral 1 denotes a vehicle, and the driving force by an engine 2 disposed at the front of the vehicle is transmitted from an automatic transmission device (including a torque converter and the like) 3 behind the engine 2 via a transmission output shaft 3a. It is transmitted to the center differential device 4, and is input from the center differential device 4 to the rear wheel final reduction device 8 via the rear drive shaft 5, the propeller shaft 6, and the drive pinion 7, while from the center differential device 4 to the front drive It is input to the front wheel final reduction gear 10 via the shaft 9. Here, the automatic transmission device 3, the center differential device 4, the front wheel final reduction gear device 10 and the like are integrally provided in a case (not shown).

  The driving force input to the rear wheel final reduction device 8 is transmitted to the left rear wheel 12rl through the rear wheel left drive shaft 11rl and to the right rear wheel 12rr through the rear wheel right drive shaft 11rr, while the front wheel final reduction device. The driving force input to 10 is transmitted to the left front wheel 12fl via the front wheel left drive shaft 11fl and to the right front wheel 12fr via the front wheel right drive shaft 11fr.

  Reference numeral 13 denotes a brake drive unit of the vehicle. A master cylinder 15 connected to a brake pedal 14 operated by a driver is connected to the brake drive unit 13, and when the driver operates the brake pedal 14, the master cylinder 15, through the brake drive unit 13, each wheel cylinder of the four wheels 12 fl, 12 fr, 12 rl, 12 rr (left front wheel wheel cylinder 16 fl, right front wheel wheel cylinder 16 fr, left rear wheel wheel cylinder 16 rl, right rear wheel wheel cylinder 16 rr) Brake pressure is introduced, which brakes the four wheels.

  The brake drive unit 13 is a hydraulic unit including a pressurizing source, a pressure reducing valve, a pressure increasing valve, and the like, and in response to an input signal from the brake control device 22, each wheel cylinder 16fl, 16fr, 16rl, 16rr is The brake pressure can be introduced independently of each other.

  The engine control device 21 that controls the engine 2 and the brake control device 22 that controls the brake drive unit 13 are connected to the start control unit 20. The start control unit 20 further includes a vehicle speed sensor 31 that detects the vehicle speed V, Inhibitor switch 32 for detecting a shift position (ranges such as drive “D”, reverse “R”, neutral “N”, etc.) selected by the driver, road surface gradient sensor 33 for detecting road surface gradient (θks), accelerator pedal Sensors such as an accelerator pedal opening sensor 34 for detecting the opening degree (= accelerator pedal operation amount) θACC, a brake stroke sensor 35 for detecting a brake stroke, and switches are connected. A transmission control unit (not shown) for controlling the automatic transmission 32 is connected to the start control unit in place of the inhibitor switch 32 for detecting the shift position selected by the driver, and the current gear position is transmitted from the transmission control unit. The configuration may be such that a signal is input.

  When the start control unit 20 detects an erroneous operation of the driver's accelerator pedal based on each of the input signals described above, the start control unit 20 generates a driving force that does not cause the vehicle 1 to slide down even when starting on a road having a road surface gradient. The driving force limiting control that is output to the engine control device 21 as the necessary torque Tt is executed. After the accelerator pedal is released, the above-described driving force limit control is canceled, a signal is output to the brake control device 22, and when the brake pedal 14 is not turned on, the brake prefill control for a preset time is performed. When the brake pedal 14 is turned on, a brake assist process for correcting the increase in brake pressure by the driver is executed until the brake pedal 14 is released.

  For this reason, as shown in FIG. 2, the start control unit 20 is mainly composed of an accelerator pedal sudden depression determination unit 20a, a driving force limit control unit 20b, and a brake assist control unit 20c.

  The accelerator pedal sudden depression determination unit 20 a receives the accelerator pedal opening θACC from the accelerator pedal opening sensor 34. Then, referring to a map of accelerator pedal sudden depression determination as shown in FIG. 5 that has been set in advance, the sudden depression of the accelerator pedal is regarded as an erroneous operation of the accelerator pedal (for example, an erroneous depression with the brake pedal 14). The determination result is output to the driving force limit control unit 20b and the brake assist control unit 20c. The map for determining whether the accelerator pedal suddenly depresses in FIG. 5 is a map prepared in advance by the accelerator pedal opening θACC and the accelerator pedal opening speed dθACC / dt through experiments or the like, and the accelerator pedal opening speed dθACC as a whole. The region where / dt is low (region 2) is set as a normal region where the depression of the accelerator pedal is normal, and the region where the accelerator pedal opening speed dθACC / dt is high (region 1) is an abrupt sudden depression of the accelerator pedal. It is set as a stepping-on area (accelerator misoperation area). It should be noted that in a region where the accelerator pedal opening degree θACC is high, the sudden depression region where the accelerator pedal depression is abnormal is expanded to a region where the accelerator pedal opening speed dθACC / dt is low. This is in consideration of the so-called two-step depression that is further depressed. Thus, the accelerator pedal sudden depression determination unit 20a is provided as an accelerator pedal erroneous operation detection means.

  The driving force limit control unit 20b receives the vehicle speed V from the vehicle speed sensor 31, and shift positions selected by the driver from the inhibitor switch 32 (range ranges such as drive "D", reverse "R", neutral "N", etc.) Is input, road surface gradient (θks) is input from the road surface gradient sensor 33, accelerator pedal opening θACC is input from the accelerator pedal opening sensor 34, and the accelerator pedal sudden depression determination unit 20a receives the accelerator pedal sudden depression determination result. Is done. When it is determined that the driver suddenly depresses the accelerator pedal (erroneous operation), the driving force limit control is performed to output the driving force smaller than the driver requested driving torque corresponding to the accelerator pedal opening θACC to the engine control device 21 as the required torque Tt. It is supposed to run. Here, the necessary torque Tt is set to a driving force that does not cause the vehicle 1 to slide down even when starting on a road having a road surface gradient, based on the output from the road surface gradient sensor 33. Then, after the driver who has noticed the erroneous operation releases the accelerator pedal, the above-described driving force restriction control is released. Thus, the driving force limit control unit 20b is provided as driving force limiting means.

  The brake assist control unit 20c receives a brake stroke from the brake stroke sensor 35, and receives an accelerator pedal sudden depression determination result from the accelerator pedal sudden depression determination unit 20a. Then, after the accelerator pedal is released, a signal is output to the brake control device 22, and when the brake pedal 14 is not turned on, the pump of the brake drive unit 13 is activated for a preset time, and each wheel is turned on. Brake prefill control is executed to push the brake pads toward the surface to be braked of the disc rotor. In addition, when the brake pedal 14 is turned on, a brake assist process for correcting the increase in brake pressure by the driver is executed until the brake pedal 14 is released. Thus, the brake assist control unit 20c is provided as a brake control unit.

Next, the operation of the start control unit 20 configured as described above will be described with reference to the flowchart of FIG.
First, in step (hereinafter abbreviated as “S”) 101, necessary parameters, that is, vehicle speed V, shift position selected by the driver, road surface gradient (θks), accelerator pedal opening θACC, and brake stroke are read.

  Next, the process proceeds to S102, where the accelerator pedal sudden depression determination unit 20a determines whether or not the accelerator pedal is suddenly depressed with reference to a map shown in FIG. 5, for example.

  Thereafter, the process proceeds to S103, and the determination result of the accelerator pedal sudden depression is referred to. If the accelerator pedal is not depressed suddenly, the process proceeds to S104 and the program is exited. On the contrary, when the accelerator pedal is suddenly depressed, the process proceeds to S105 and thereafter.

  If it is determined in step S103 that the accelerator pedal is suddenly depressed and the process proceeds to step S105, the necessary torque Tt that does not cause the vehicle 1 to slide down even when starting on a road having a road surface gradient is based on the road surface gradient (θks). And output to the engine control device 21.

  Next, in S106, it is determined whether or not the accelerator pedal has been released. If the result of this determination is that the accelerator pedal has not been released, the process returns to S105, where the required torque Tt is output to the engine control device 21.

  On the other hand, if it is determined that the accelerator pedal is released as a result of the determination in S106, the process proceeds to S107, and the driving force limiting control, that is, the output of the necessary torque Tt to the engine control device 21 is released.

  Next, in S108, the brake assist control unit 20c outputs a signal to the brake control device 22, activates the pump of the brake drive unit 13, and pushes the brake pads of each wheel toward the braked surface of the disc rotor. Brake prefill control is executed.

  Next, the process proceeds to S109, where it is determined whether the brake pedal 14 is turned on. If the brake pedal 14 is not turned on, the process proceeds to S110, where it is determined whether a preset time has elapsed, If the preset time has elapsed, the process proceeds to S111, the brake fill control is canceled, and the program is exited. If the preset time has not elapsed in S110, the process returns to S108 and the brake fill is continued as it is.

If it is determined in S109 that the brake pedal has been turned on, the process proceeds to S112, where the assist brake force Pba is calculated by, for example, the following equation (1), and a signal is output to the brake control device 22, A brake assist process for correcting an increase in brake pressure by the driver is executed.
Pba = Gba · Pb (1)
Here, Pb is a normal brake pressure (braking force corresponding to the amount of depression of the brake pedal 14) set by the driver's brake pedal depression force, and Gba is larger than 1 set in advance by experiment, calculation, etc. Correction coefficient.

  After calculating and outputting the assist brake force Pba in S112, the process proceeds to S113, where it is determined whether or not the brake pedal 14 has been released. If not, the process proceeds to S112, and the brake assist process continues. Executed.

  If it is determined in S113 that the brake pedal 14 has been released, the process proceeds to S114, the brake assist control is terminated, and the program is exited.

  As described above, according to the embodiment of the present invention, when an erroneous operation of the driver's accelerator pedal is determined and an erroneous operation of the driver's accelerator pedal is detected, the operation of the accelerator pedal by the driver is released (the accelerator pedal is released). ), The driving force generated by the engine 2 is limited to be smaller than the driver's required driving torque according to the operation amount of the accelerator pedal. After the accelerator pedal operation by the driver is released, at least one of brake prefill control for pushing the brake pad toward the braked surface of the disc rotor or brake assist for assisting the brake pressure by the driver is executed. . For this reason, inadvertent driving conditions of the vehicle can be prevented by performing control to support the erroneous operation of the driver's accelerator pedal and to support the driver's operation predicted thereafter. It becomes possible. In other words, when the driver makes a mistake in stepping on the accelerator pedal, unintended acceleration occurs in the vehicle, so there is a high possibility that the driver will step on the brake pedal after recognizing the mistake and releasing the accelerator pedal. In the present invention, the braking force is limited by assuming the next action to be taken by the driver who notices that the accelerator pedal has been depressed, that is, until the depression of the brake pedal, while limiting the driving force when an erroneous depression of the accelerator pedal is detected. Pre-fill control or brake assist is executed, so that when the driver depresses the brake pedal, it is possible to decelerate quickly and reliably, and it is possible to prevent an inconvenient driving state of the vehicle due to wrong depression of the accelerator pedal. Become.

  In the embodiment of the present invention, both brake prefill control and brake pressure increase correction (= brake assist) by the driver are performed as brake assist processing. However, either one is performed. There may be.

  Further, in the embodiment of the present invention, the brake assist is ended when the brake pedal is released, but may be ended when a predetermined time elapses after the accelerator pedal is released. .

  Further, the present invention can be applied to the case where the traveling direction of the vehicle is either forward or reverse. In particular, when the vehicle is traveling while confirming the backward direction, the reverse operation is likely to cause the driver to have a complicated operation and to make a mistake in stepping on the accelerator pedal. Sometimes suitable. In this case, the present invention is applied when the shift position from the inhibitor switch 32 indicates the “R” range or when the gear position signal from the transmission control unit indicates the “R” range instead of the inhibitor switch 32. Will be applied.

DESCRIPTION OF SYMBOLS 1 Vehicle 2 Engine 3 Automatic transmission 12fl, 12fr, 12rl, 12rr Wheel 13 Brake drive part 16fl, 16fr, 16rl, 16rr Wheel cylinder 20 Starting control unit 20a Accelerator pedal sudden depression determination part (accelerator pedal misoperation detection means)
20b Driving force limit control unit (driving force limiting means)
20c Brake assist control unit (brake control means)
21 Engine control device 22 Brake control device 31 Vehicle speed sensor 32 Inhibitor switch 33 Road surface gradient sensor 34 Accelerator pedal opening sensor 35 Brake stroke sensor

Claims (2)

An accelerator pedal erroneous operation detecting means for detecting an erroneous operation of the accelerator pedal based on an operation amount of the accelerator pedal of the driver;
When an erroneous operation of the accelerator pedal is detected, the driving force generated by the driving source is smaller than the driver's required driving torque according to the operation amount of the accelerator pedal , and the vehicle slides down when starting on a road having a road surface gradient. Driving force limiting means for limiting to a driving force that does not cause
Brake that performs at least one of brake prefill control that pushes the brake pad toward the surface to be braked of the disc rotor or brake assist that assists the brake pressure by the driver after the driver depresses the accelerator pedal. Control means;
A driving support control device comprising:   2. The driving support control according to claim 1, wherein the brake control means releases the prefill control or the brake assist when a preset time has elapsed since the operation of the accelerator pedal was released. apparatus.

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