JP6950868B2 - Vehicle speed control device - Google Patents

Description

The present invention relates to a vehicle speed control device that controls a vehicle so that the indicated speed corresponding to each of the elapsed time after the start of traveling of the vehicle and the traveling speed match.

When the vehicle speed control device controls the vehicle, it avoids a large difference between the indicated speed and the traveling speed (that is, deterioration of the vehicle speed followability) as much as possible, while when the driver drives the vehicle. It is also necessary to avoid unnatural operations that are not performed in the above.

Therefore, one of the conventional vehicle speed control devices (hereinafter, also referred to as "conventional device") is the indicated speed when the vehicle is stopped and the operation to the brake pedal (brake operation) is executed. When becomes larger than "0", the operation to the accelerator pedal (accelerator operation) is not started until a predetermined condition is satisfied. Specifically, when a predetermined time elapses from the start of the increase in the indicated speed or when the indicated speed becomes larger than the predetermined speed, the conventional device switches from the brake operation to the accelerator operation, thereby moving the vehicle. Start (see, for example, Patent Document 1). According to the conventional device, it is possible to prevent the accelerator opening of the vehicle from suddenly increasing when the vehicle starts.

Japanese Unexamined Patent Publication No. 2013-2443838

By the way, after the vehicle starts traveling (that is, while the vehicle is traveling), frequent switching between the accelerator operation and the brake operation may be required in order to match the traveling speed with the indicated speed.

Specifically, there is a possibility that a phenomenon of returning to the state in which the accelerator operation is executed may occur immediately after the transition from the state in which the accelerator operation is executed to the state in which the brake operation is executed. Alternatively, there is a possibility that a phenomenon of returning to the state in which the brake operation is executed may occur immediately after the transition from the state in which the brake operation is executed to the state in which the accelerator operation is executed. Such a phenomenon in which switching between accelerator operation and brake operation and switching back occurs in a short period of time is also hereinafter referred to as "pedal switching back phenomenon".

Generally, the driver of the vehicle avoids the occurrence of the pedal switchback phenomenon. However, in the conventional device, consideration is not given to the pedal turning back phenomenon, and as a result, there is a possibility that a driving operation that is not performed by a general driver may be executed.

Therefore, one of the objects of the present invention is to provide a vehicle speed control device capable of controlling the vehicle so that the traveling speed matches the instructed speed while avoiding the occurrence of the pedal turning back phenomenon.

The vehicle speed control device (hereinafter, also referred to as “device of the present invention”) for achieving the above object is referred to as a vehicle speed acquisition unit, an instruction speed storage unit, a target operation amount setting unit, a signal output unit, and an operation selection unit. It includes an operation amount acquisition unit and a difference operation amount acquisition unit (vehicle speed control device 50).

The vehicle speed acquisition unit
The accelerator operating amount (Ap), which is a value of "0" or more representing the operating amount of the accelerator pedal (21), and the brake operating amount (Bp), which is a value of "0" or more representing the operating amount of the brake pedal (23). The traveling speed (Vs) of the vehicle (10) that controls the driving force and the braking force accordingly is acquired.

The indicated speed storage unit
The indicated speed (Vd) corresponding to each of the elapsed time (Te) after the start of traveling of the vehicle is stored in advance.

The target operation amount setting unit is
The target accelerator operation amount (Atg) and the target brake operation amount (Btg) for matching the traveling speed with the indicated speed are set so that at least one of the target accelerator operation amount and the target brake operation amount is "0". Set to.

The signal output unit
Accelerator operation amount signal (Sap) and target brake operation amount, which are signals representing the target accelerator operation amount, so that the driving force and braking force of the vehicle are controlled according to the target accelerator operation amount and the target brake operation amount. The brake operation amount signal (Sbp), which is a signal representing the above, is output.

On the other hand, the operation selection unit is
An operation selection process for selecting which of the accelerator operation for setting the target accelerator operation amount to a positive value and the brake operation for setting the target brake operation amount to a positive value should be executed is executed. ..

The reference operation amount acquisition unit is
The accelerator pedal operation amount map (pedal operation amount map of FIG. 3), which is a pre-acquired relationship between the combination of the traveling speed and the accelerator operation amount and the acceleration of the vehicle corresponding to the combination, is shown in the above. The value obtained by applying the indicated speed and the indicated acceleration (Ad), which is the amount of change in the indicated speed per unit time, is acquired as the reference accelerator operating amount (Aff), and the traveling speed and the braking operating amount are obtained. In the brake pedal operation amount map (pedal operation amount map of FIG. 3), which is a pre-acquired relationship between the combination of the above and the acceleration of the vehicle corresponding to the combination, the indicated speed and the indicated acceleration , Is applied to obtain the value obtained as the reference brake operation amount (Bff).

The difference manipulated variable acquisition unit
The difference accelerator operation amount (Afb) that increases as the accelerator speed difference (ΔVa) obtained by subtracting the traveling speed from the indicated speed increases, and the braking speed difference (ΔVb) obtained by subtracting the indicated speed from the traveling speed. The difference brake operation amount (Bfb), which increases as the value increases, is acquired.

Further, the operation selection unit is
If the brake operation was selected when the operation selection process was last executed,
Corresponds to the first accelerator elapsed time (first accelerator recognition elapsed time Tafe1), which is the time obtained by adding a predetermined first time (first accelerator recognition advance time Taf1) to the elapsed time to the accelerator pedal operation amount map. A value obtained by dividing the indicated speed by the first hour by subtracting the indicated speed corresponding to the elapsed time from the indicated speed corresponding to the first accelerator elapsed time (first accelerator cognitive indicated acceleration). By applying Ada1) and, the first cognitive accelerator operation amount (Ade1) is acquired, and
The second accelerator elapsed time (second accelerator recognition), which is the time obtained by adding a predetermined second time (second accelerator recognition advance time Taf2) longer than the first time to the elapsed time to the accelerator pedal operation amount map. A value obtained by dividing the indicated speed corresponding to the elapsed time Tafe2) and the value obtained by subtracting the indicated speed corresponding to the elapsed time from the indicated speed corresponding to the second accelerator elapsed time by the second time. By applying (second accelerator cognitive instruction acceleration Ada2), the second cognitive accelerator operation amount (Ade2) is acquired, and
If the accelerator operation start condition that is satisfied when both the first cognitive accelerator operation amount and the second cognitive accelerator operation amount are larger than the predetermined accelerator operation amount threshold value (Apk) is satisfied, the accelerator operation is selected. On the other hand, if the accelerator operation start condition is not satisfied, the brake operation is selected and the brake operation is selected.
If the accelerator operation was selected when the operation selection process was last executed,
Corresponds to the first brake elapsed time (first brake recognition elapsed time Tbfe1), which is the time obtained by adding a predetermined third time (first brake recognition first-out time Tbf1) to the brake pedal operation amount map. A value obtained by dividing the indicated speed by the indicated speed corresponding to the elapsed time of the first brake minus the indicated speed corresponding to the elapsed time by the third time (first brake cognitive indicated acceleration). By applying Bda1), the first cognitive brake operation amount (Bde1) is acquired, and
The second brake elapsed time (second brake recognition), which is the time obtained by adding a predetermined fourth time (second brake recognition first-out time Tbf2) longer than the third time to the elapsed time to the brake pedal operation amount map. A value obtained by dividing the indicated speed corresponding to the elapsed time Tbfe2) and the indicated speed corresponding to the second brake elapsed time minus the indicated speed corresponding to the elapsed time by the fourth hour. By applying (second brake cognitive instruction acceleration Bda2), the second cognitive brake operation amount (Bde2) is acquired, and
If the brake operation start condition that is satisfied when both the first cognitive brake operation amount and the second cognitive brake operation amount are larger than the predetermined brake operation amount threshold value (Bpk) is satisfied, the brake operation is selected. On the other hand, if the brake operation start condition is not satisfied, the accelerator operation is selected.
By doing so, the operation selection process is executed.

In addition, the target operation amount setting unit is
When the accelerator operation is selected by the operation selection unit, the target accelerator operation amount is set to the sum of the reference accelerator operation amount and the difference accelerator operation amount (required accelerator operation amount Ana).
When the brake operation is selected by the operation selection unit, the target brake operation amount is set to the sum of the reference brake operation amount and the differential brake operation amount (required brake operation amount Bna).

When the brake operation is being executed, if the accelerator operation start condition is satisfied, the accelerator operation is started instead of the brake operation. The accelerator operation start condition is not satisfied even if the accelerator operation is required in the short term, unless the situation requiring the accelerator operation continues to some extent. Therefore, it is possible to avoid the transition from the state in which the brake operation is executed to the state in which the accelerator operation is executed to the state in which the brake operation is executed again.

Similarly, when the accelerator operation is being executed, if the brake operation start condition is satisfied, the brake operation is started instead of the accelerator operation. The brake operation start condition is not satisfied even if the brake operation is required in the short term unless the situation requiring the brake operation continues to some extent. Therefore, it is possible to avoid the transition from the state in which the accelerator operation is executed to the state in which the brake operation is executed to the state in which the accelerator operation is executed again.

Therefore, according to the apparatus of the present invention, while the target accelerator operation amount and the target brake operation amount are set so that the traveling speed matches the indicated speed, it is possible to avoid the occurrence of the pedal turn-back phenomenon.

In the above description, in order to help the understanding of the present invention, the names and / or symbols used in the embodiments are added in parentheses to the configurations of the invention corresponding to the embodiments described later. However, each component of the present invention is not limited to the embodiment defined by the above name and / or reference numeral. Other objects, other features and accompanying advantages of the invention will be readily understood from the description of embodiments of the invention described with reference to the drawings below.

It is a schematic diagram which showed the vehicle (the present vehicle) on which the vehicle speed control device (the present control device) which concerns on embodiment of this invention is mounted, and the chassis dynamometer in which this vehicle is installed. It is a block diagram which shows the functional block realized when this support device executes a vehicle speed control process. It is a figure which showed the pedal operation amount map which is referred for determining the reference accelerator operation amount and the reference brake operation amount based on the instruction speed and instruction acceleration. It is a time chart which showed the change of the vehicle speed, the brake operation amount and the accelerator operation amount at the time of execution of the accelerator acceleration test. It is an enlarged view of the pedal operation amount map. It is a time chart which showed the change of the vehicle speed, the brake operation amount and the accelerator operation amount at the time of execution of the accelerator deceleration test. It is a time chart which showed the change of the vehicle speed, the brake operation amount and the accelerator operation amount at the time of execution of a brake acceleration test. It is a time chart which showed the change of the vehicle speed, the brake operation amount and the accelerator operation amount at the time of execution of a brake deceleration test. It is a time chart which shows the change of the instruction speed, the brake operation amount and the accelerator operation amount which shows that the occurrence of a pedal turn-back phenomenon is avoided by this control device. It is a time chart showing the change of the brake operation amount, the accelerator operation amount, the vehicle speed, the acceleration and the jerk at the time of executing the accelerator response test.

Hereinafter, the vehicle speed control device (hereinafter, also referred to as “the control device”) according to the embodiment of the present invention will be described with reference to the drawings. FIG. 1 shows a vehicle 10, a chassis dynamometer 30, a vehicle speed control device 50, and a pedal actuator 71. This control device is applied to the vehicle speed control device 50.

The vehicle 10 includes an accelerator pedal 21, an accelerator pedal operation amount sensor 22, a brake pedal 23, a drive wheel 24, and a steering wheel 25.

The accelerator pedal operation amount sensor 22 acquires the accelerator operation amount Ap, which is the operation amount (depression amount) of the accelerator pedal 21, and uses the accelerator operation amount signal SAP, which is a voltage signal representing the accelerator operation amount Ap, as the control device of the vehicle 10. Send to (not shown). When the accelerator pedal 21 is not operated, the accelerator operation amount Ap becomes “0”. The larger the operation amount of the accelerator pedal 21, the larger the accelerator operation amount Ap becomes.

The voltage of the accelerator operation amount signal SAP is proportional to the accelerator operation amount Ap. In other words, when the accelerator operation amount Ap is constant, the accelerator operation amount signal SAP is a DC signal whose voltage does not change.

The control device of the vehicle 10 determines the torque (driving force) to be generated in the drive wheels 24 based on the accelerator operation amount Ap, the vehicle speed Vs which is the traveling speed of the vehicle 10, and the like.

When a pedaling force is applied to the brake pedal 23, that is, when the brake operation amount Bp, which is the operation amount of the brake pedal 23, becomes large, the friction braking device (not shown) of the vehicle 10 operates, and thus the drive wheels 24 and the steering wheel 24 and steering. Braking force is generated on the wheels 25. When the brake pedal 23 is not operated, the brake operation amount Bp becomes "0". The larger the operation amount of the brake pedal 23, the larger the brake operation amount Bp.

The vehicle 10 is installed on the chassis dynamometer 30. The chassis dynamometer 30 includes a road roller 41 and a control panel 42. The road roller 41 rotates according to the rotation of the drive wheels 24. The road roller 41 generates a rotational resistance corresponding to a running resistance when the vehicle 10 actually runs on the road in response to an instruction from the control panel 42.

The control panel 42 acquires the vehicle speed Vs based on the rotation speed of the road roller 41, and transmits the vehicle speed signal Svs, which is a voltage signal representing the vehicle speed Vs, to the vehicle speed control device 50. The voltage of the vehicle speed signal Svs is proportional to the vehicle speed Vs.

The vehicle speed control device 50 includes a DSP (digital signal processor) 61, an ADC (analog-to-digital converter) 62, and a DAC (digital-to-analog converter) 63. The DSP 61 of the vehicle speed control device 50 includes a program memory and a data memory (both not shown).

The vehicle speed control device 50 transmits a brake operation amount signal Sbp, which is a voltage signal representing the brake operation amount Bp, to the pedal actuator 71. The pedal actuator 71 pushes the brake pedal 23 in response to the brake operation amount signal Sbp, thereby controlling the brake operation amount Bp. The higher the voltage of the brake operation amount signal Sbp, the larger the brake operation amount Bp.

In addition, the vehicle speed control device 50 is connected to the accelerator pedal operation amount sensor 22. The vehicle speed control device 50 can transmit an accelerator operation amount signal SAP to the control device of the vehicle 10 via the accelerator pedal operation amount sensor 22.

Therefore, even if there is no driver to operate the accelerator pedal 21 and the brake pedal 23, the vehicle speed control device 50 transmits the accelerator operation amount signal Sap and the brake operation amount signal Sbp to obtain the driving force and the braking force of the vehicle 10. Can be controlled.

The vehicle speed control device 50 executes the vehicle speed control process according to the program stored in the program memory of the DSP 61. The vehicle speed control process is a process of controlling the accelerator operation amount signal SAP transmitted to the pedal actuator 71 and the vehicle 10 so that the vehicle speed Vs matches the indicated speed Vd that changes with the passage of time.

When the vehicle speed control process is executed, the vehicle speed control device 50 sets the target accelerator operation amount Atg and the target brake operation amount Btg at predetermined time intervals. The DAC 63 generates (outputs) an accelerator operation amount signal SAP and a brake operation amount signal Sbp according to the target accelerator operation amount Atg and the target brake operation amount Btg.

The indicated speed Vd is determined based on, for example, the JC08 mode fuel consumption test and the WLTP fuel consumption test. The indicated speed Vd corresponding to each of the elapsed time Te, which is the time elapsed since the vehicle speed control process was started, is stored in the data memory of the vehicle speed control device 50. The amount of change in the indicated speed Vd per unit time is also hereinafter referred to as the indicated acceleration Ad.

Hereinafter, the indicated speed Vd corresponding to the elapsed time Te is also referred to as the indicated speed Vd (Te). In addition, the indicated acceleration Ad in the elapsed time Te is also referred to as the indicated acceleration Ad (Te). That is, the elapsed time from the start of the vehicle speed control process for the indicated speed Vd and the indicated acceleration Ad may be indicated in parentheses.

FIG. 2 is a configuration diagram showing a functional block realized by the DSP 61 of the vehicle speed control device 50 when the vehicle speed control process is executed. The functional blocks at the time of executing the vehicle speed control process are the filter unit 81, the advance unit 82, the accelerator operation recognition unit 83, the brake operation recognition unit 84, the accelerator operation amount calculation unit 85, the brake operation amount calculation unit 86, the operation selection unit 87, and the operation selection unit 87. The operation amount output unit 88 is included.

The filter unit 81 operates as a low-pass filter. The filter unit 81 removes a noise component included in the vehicle speed signal Svs received from the chassis dynamometer 30. The filter unit 81 outputs the vehicle speed Vs acquired by removing the noise component from the vehicle speed signal Svs to the accelerator operation recognition unit 83, the brake operation recognition unit 84, the accelerator operation amount calculation unit 85, and the brake operation amount calculation unit 86. ..

The advance unit 82 acquires the advance time corresponding to each of the accelerator operation recognition unit 83, the brake operation recognition unit 84, the accelerator operation amount calculation unit 85, and the brake operation amount calculation unit 86. The advance time is set to correct the control delay times of the accelerator operation recognition unit 83, the brake operation recognition unit 84, the accelerator operation amount calculation unit 85, and the brake operation amount calculation unit 86, respectively.

The advance time corresponding to the accelerator operation recognition unit 83 is the first accelerator recognition advance time Taf1 and the second accelerator recognition advance time Taf2. The first-out time corresponding to the brake operation recognition unit 84 is the first brake recognition first-out time Tbf1 and the second brake recognition first-out time Tbf2.

The first accelerator cognitive advance time Taf1 is also referred to as the "first time" for convenience. The second accelerator cognitive advance time Taf2 is also referred to as the "second time" for convenience. The first brake recognition advance time Tbf1 is also referred to as a "third time" for convenience. The second brake recognition advance time Tbf2 is also referred to as the "fourth time" for convenience.

The first-out time corresponding to the accelerator operation amount calculation unit 85 is the accelerator operation first-out time Tab. The first-out time corresponding to the brake operation amount calculation unit 86 is the brake operation first-out time Tbb.

The accelerator operation cognitive unit 83 acquires the sum of the elapsed time Te and the first accelerator cognitive advance time Taf1 as the first accelerator cognitive elapsed time Tafe1 (that is, Tafe1 = Te + Taf1). In addition, the accelerator operation cognitive unit 83 acquires the sum of the elapsed time Te and the second accelerator cognitive advance time Taf2 as the second accelerator cognitive elapsed time Tafe2 (that is, Tafe2 = Te + Taf2).

Further, the accelerator operation recognition unit 83 acquires the first accelerator recognition instruction acceleration Ada1 and the second accelerator recognition instruction acceleration Ada2. Specifically, the accelerator operation recognition unit 83 sets the first accelerator recognition instruction acceleration Ada1 to "the difference between the instruction speed Vd (Tafe1) and the instruction speed Vd (Te) related to the first accelerator recognition elapsed time Tafe1". 1 Accelerator cognitive advance time Obtained by dividing by Taf1 (that is, Ada1 = (Vd (Tafe1) -Vd (Te)) / Taf1).

On the other hand, the accelerator operation recognition unit 83 recognizes the second accelerator recognition instruction acceleration Ada2 and the "difference between the instruction speed Vd (Tafe2) and the instruction speed Vd (Te) related to the second accelerator recognition elapsed time Tafe2" as the second accelerator recognition. Obtained by dividing by the advance time Taf2 (ie, Ada2 = (Vd (Tafe2) -Vd (Te)) / Taf2).

Next, the accelerator operation recognition unit 83 sets the reference accelerator operation amount Aff corresponding to the "instruction speed Vd (Tafe1) related to the first accelerator recognition elapsed time Tafe1 and the first accelerator recognition instruction acceleration Ada1" to the first cognitive accelerator operation amount. Acquired as Ade1.

The reference accelerator operation amount Af is an accelerator operation amount Ap that realizes a combination of the corresponding vehicle speed Vs and acceleration Ac. That is, when the vehicle speed Vs is equal to the indicated speed Vd (Tafe1) and the accelerator operation amount Ap is equal to the acquired reference accelerator operation amount Aff (that is, the first cognitive accelerator operation amount Ade1), the acceleration Ac is the first accelerator recognition. It becomes equal to the indicated acceleration Ada1.

When this combination of vehicle speed Vs and acceleration Ac is realized by accelerator operation, the reference accelerator operation amount Af becomes a positive value. On the other hand, when the combination of the vehicle speed Vs and the acceleration Ac is realized by the brake operation, the reference accelerator operation amount Af becomes "0". The method of acquiring the reference accelerator operation amount Aff will be described later.

Further, the accelerator operation recognition unit 83 sets the reference accelerator operation amount Aff corresponding to the “instruction speed Vd (Tafe2) related to the second accelerator recognition elapsed time Tafe2 and the second accelerator recognition instruction acceleration Ada2” to the second cognitive accelerator operation amount. Acquired as Ade2.

The accelerator operation cognitive unit 83 outputs the first cognitive accelerator operation amount Ade1 and the second cognitive accelerator operation amount Ade2 to the operation selection unit 87.

The brake operation recognition unit 84 acquires the sum of the elapsed time Te and the first brake recognition advance time Tbf1 as the first brake recognition elapsed time Tbfe1 (that is, Tbfe1 = Te + Tbf1). In addition, the brake operation recognition unit 84 acquires the sum of the elapsed time Te and the second brake recognition advance time Tbf2 as the second brake recognition elapsed time Tbfe2 (that is, Tbfe2 = Te + Tbf2).

Further, the brake operation recognition unit 84 acquires the first brake recognition instruction acceleration Bda1 and the second brake recognition instruction acceleration Bda2. Specifically, the brake operation recognition unit 84 sets the first brake recognition instruction acceleration Bda1 as "the difference between the instruction speed Vd (Tbfe1) and the instruction speed Vd (Te) related to the first brake recognition elapsed time Tbfe1". 1 Obtained by dividing by the brake recognition advance time Tbf1 (that is, Bda1 = (Vd (Tbfe1) -Vd (Te)) / Tbf1).

On the other hand, the brake operation recognition unit 84 recognizes the second brake recognition instruction acceleration Bda2 and the "difference between the instruction speed Vd (Tbfe2) and the instruction speed Vd (Te) related to the second brake recognition elapsed time Tbfe2" as the second brake. Obtained by dividing by the advance time Tbf2 (ie, Bda2 = (Vd (Tbfe2) -Vd (Te)) / Tbf2).

Next, the brake operation recognition unit 84 sets the reference brake operation amount Bff corresponding to the "instruction speed Vd (Tbfe1) and the first brake recognition instruction acceleration Bda1 related to the first brake recognition elapsed time Tbfe1" as the first cognitive brake operation amount. Obtained as Bde1.

The reference brake operation amount Bff is a brake operation amount Bp that realizes a combination of the corresponding vehicle speed Vs and acceleration Ac. That is, when the vehicle speed Vs is equal to the indicated speed Vd (Tbfe1) and the brake operation amount Bp is equal to the acquired reference brake operation amount Bff (that is, the first cognitive brake operation amount Bde1), the acceleration Ac is the first brake recognition. It becomes equal to the indicated acceleration Bda1.

When the combination of the vehicle speed Vs and the acceleration Ac is realized by the brake operation, the reference brake operation amount Bff becomes a positive value. On the other hand, when the combination of the vehicle speed Vs and the acceleration Ac is realized by the accelerator operation, the reference brake operation amount Bff is "0". Reference The method of acquiring the brake operation amount Bff will be described later.

Further, the brake operation recognition unit 84 sets the reference brake operation amount Bff corresponding to the “instruction speed Vd (Tbfe2) related to the second brake recognition elapsed time Tbfe2 and the second brake recognition instruction acceleration Bda2” to the second cognitive brake operation amount. Obtained as Bde2.

The brake operation recognition unit 84 outputs the first cognitive brake operation amount Bde1 and the second cognitive brake operation amount Bde2 to the operation selection unit 87.

The accelerator operation amount calculation unit 85 acquires the sum of the elapsed time Te and the accelerator operation first-out time Tab as the accelerator operation elapsed time Tab (that is, Tabe = Te + Tab). The accelerator operation amount calculation unit 85 acquires the reference accelerator operation amount Aff based on the combination of the instruction speed Vd (Tave) and the instruction acceleration Ad (Tave).

In addition, the accelerator operation amount calculation unit 85 calculates the difference accelerator operation amount Afb based on the accelerator speed difference ΔVa (that is, ΔVa = Vd (Tave) −Vs) which is the difference between the indicated speed Vd (Tave) and the vehicle speed Vs. get. Specifically, when the accelerator speed difference ΔVa is a positive value (that is, ΔVa> 0), the accelerator operation amount calculation unit 85 sets the difference accelerator operation amount Afb to a larger value as the accelerator speed difference ΔVa becomes larger. .. On the other hand, when the accelerator speed difference ΔVa is “0” or less (that is, ΔVa ≦ 0), the accelerator operation amount calculation unit 85 sets the difference accelerator operation amount Afb to “the difference accelerator previously set by the accelerator operation amount calculation unit 85”. Set to a value smaller than "operation amount Afb". However, if the difference accelerator operation amount Afb previously set by the accelerator operation amount calculation unit 85 is "0", the newly set difference accelerator operation amount Afb becomes "0".

The accelerator operation amount calculation unit 85 outputs the sum of the reference accelerator operation amount Af and the difference accelerator operation amount Afb acquired by the accelerator operation amount calculation unit 85 to the operation selection unit 87 as the required accelerator operation amount Ana (that is, Ana ← Aff + Afb). ).

The brake operation amount calculation unit 86 acquires the sum of the elapsed time Te and the brake operation first-out time Tbb as the brake operation elapsed time Tbb (that is, Tbbe = Te + Tbb). The brake operation amount calculation unit 86 acquires the reference brake operation amount Bff based on the combination of the indicated speed Vd (Tbbe) and the indicated acceleration Ad (Tbbe).

In addition, the brake operation amount calculation unit 86 calculates the difference brake operation amount Bfb based on the brake speed difference ΔVb (that is, ΔVb = Vs-Vd (Tbbe)) which is the difference between the vehicle speed Vs and the indicated speed Vd (Tbbe). get. Specifically, when the brake speed difference ΔVb is a positive value (that is, ΔVb> 0), the brake operation amount calculation unit 86 sets the difference brake operation amount Bfb to a larger value as the brake speed difference ΔVb is larger. .. On the other hand, when the brake speed difference ΔVb is “0” or less (that is, ΔVb ≦ 0), the brake operation amount calculation unit 86 sets the difference brake operation amount Bfb to “the difference brake previously set by the brake operation amount calculation unit 86”. Set to a value smaller than "operation amount Bfb". However, if the difference brake operation amount Bfb previously set by the brake operation amount calculation unit 86 is "0", the newly set difference brake operation amount Bfb is "0".

The brake operation amount calculation unit 86 outputs the sum of the reference brake operation amount Bff and the difference brake operation amount Bfb acquired by the brake operation amount calculation unit 86 as the required brake operation amount Bna to the operation selection unit 87 (that is, Bna ← Bff + Bfb). ).

The operation selection unit 87 selects either an operation on the accelerator pedal 21 (accelerator operation) or an operation on the brake pedal 23 (brake operation) as an operation to be executed.

More specifically, the operation selection unit 87 selects the accelerator operation when a predetermined accelerator operation start condition is satisfied while the brake operation is being executed. On the other hand, the operation selection unit 87 selects the brake operation if the predetermined accelerator operation start condition is not satisfied when the brake operation is being executed.

Similarly, the operation selection unit 87 selects the brake operation when a predetermined brake operation start condition is satisfied while the accelerator operation is being executed. On the other hand, the operation selection unit 87 selects the accelerator operation if the predetermined brake operation start condition is not satisfied when the accelerator operation is being executed.

The accelerator operation start condition is a condition that is satisfied when both the following conditions (A1) and (A2) are satisfied.
Condition (A1): The first cognitive accelerator operation amount Ade1 is larger than the predetermined accelerator operation amount threshold value APK (that is, 0 <Apk <Ade1).
Condition (A2): The second cognitive accelerator operation amount Ade2 is larger than the accelerator operation amount threshold value APK (that is, Apk <Ade2).

The brake operation start condition is a condition that is satisfied when both the following condition (B1) and condition (B2) are satisfied.
Condition (B1): The first cognitive brake operation amount Bde1 is larger than the predetermined brake operation amount threshold value Bpk (that is, 0 <Bpk <Bde1).
Condition (B2): The second cognitive brake operation amount Bde2 is larger than the brake operation amount threshold value Bpk (that is, Bpk <Bde2).

When the accelerator operation is selected, the operation selection unit 87 outputs the required accelerator operation amount Ana input from the accelerator operation amount calculation unit 85 to the operation amount output unit 88. On the other hand, when the brake operation is selected, the operation selection unit 87 outputs the required brake operation amount Bna input from the brake operation amount calculation unit 86 to the operation amount output unit 88.

The operation amount output unit 88 sets the target accelerator operation amount Atg and the target brake operation amount Btg based on the input value from the operation selection unit 87 (that is, either the required accelerator operation amount Ana or the required brake operation amount Bna). Set. The operation amount output unit 88 outputs the set target accelerator operation amount Atg and target brake operation amount Btg to the DAC 63.

When the input value from the operation selection unit 87 is the required accelerator operation amount Ana, the operation amount output unit 88 sets the target brake operation amount Btg to “0”. On the other hand, the operation amount output unit 88 sets the target accelerator operation amount Atg to "0" when the input value from the operation selection unit 87 is the required brake operation amount Bna.

In addition, the operation amount output unit 88 performs simultaneous operation prohibition processing and rate limiter processing on the input value from the operation selection unit 87. The simultaneous operation prohibition process and the rate limiter process will be described by taking the case where the input value from the operation selection unit 87 is the required accelerator operation amount Ana as an example. Since the processing when the input value from the operation selection unit 87 is the required brake operation amount Bna is the same as the case where the input value is the required accelerator operation amount Ana, the description thereof is omitted.

The simultaneous operation prohibition process is executed in order to prevent the accelerator operation and the brake operation from being switched in a short period of time. In general, when a driver drives a vehicle, a "step change" occurs in which one of the accelerator operation and the brake operation is being executed to the other of the accelerator operation and the brake operation. It takes a certain amount of time for the driver to make a step change.

Therefore, the operation amount output unit 88 sets the target accelerator operation amount Atg from the time when the input value from the operation selection unit 87 is switched from the required brake operation amount Bna to the required accelerator operation amount Ana until the predetermined switching time Ti elapses. Set to "0". The switching time Ti is set to the time required for a general driver of the vehicle 10 to step between the accelerator pedal 21 and the brake pedal 23.

The rate limiter process is executed in order to avoid sudden changes in the accelerator operation amount Ap and the brake operation amount Bp. In general, the driver of a vehicle does not abruptly change the accelerator operation amount Ap and the brake operation amount Bp in order to avoid sudden acceleration and deceleration (that is, a sudden change in vehicle speed Vs).

Therefore, the operation amount output unit 88 includes the required accelerator operation amount Ana newly input from the operation selection unit 87, the previous target accelerator operation amount Atgp which is the target accelerator operation amount Atg previously output by the operation amount output unit 88, and the operation amount output unit 88. The magnitude of the difference is set to be equal to or less than the predetermined accelerator operation change amount limit Ath. The difference between the required accelerator operation amount Ana newly input from the operation selection unit 87 and the previous target accelerator operation amount Atg is also referred to as an accelerator operation amount difference ΔAp (that is, ΔAp = Ana-Atgp).

If the accelerator operation amount difference ΔAp is larger than the accelerator operation change amount limit Ath (that is, ΔAp> Ath), the operation selection unit 87 sets the target accelerator operation amount Atg to “previous target accelerator operation amount Atgp and accelerator operation change amount limit Ath”. Is set to "value obtained by adding" (that is, Atg ← Atgp + Ath).

On the other hand, if the accelerator operation amount difference ΔAp is smaller than the “value obtained by multiplying the accelerator operation change amount limit Ath by“ -1 ”” (that is, ΔAp <−Ath), the operation selection unit 87 sets the target accelerator operation amount. Atg is set to "a value obtained by subtracting the accelerator operation change amount limit Ath from the previous target accelerator operation amount Atgp" (that is, Atg ← Atgp-Ath).

When the target accelerator operation amount Atg described above is not set by the simultaneous operation prohibition process and the rate limiter process, the operation amount output unit 88 sets the target accelerator operation amount Atg to a value equal to the required accelerator operation amount Ana. ..

(Pedal operation amount map)
Next, a method of acquiring the reference accelerator operation amount Aff and the reference brake operation amount Bff will be described. The reference accelerator operation amount Aff and the reference brake operation amount Bff are acquired by applying the instruction speed Vd and the instruction acceleration Ad to the pedal operation amount map shown in FIG.

The combination of the indicated speed Vd and the indicated acceleration Ad is also hereinafter also referred to as an "instructed operating state". For example, the accelerator operation recognition unit 83 applies the combination of the instruction speed Vd (Tafe1) and the instruction acceleration Ad (Tafe1) to the pedal operation amount map as the instruction operation state.

When the indicated operation state corresponds to the one-dot chain line Laa1 or the broken line Lad1 in FIG. 3, the reference accelerator operation amount Af becomes the first accelerator operation amount Ap1. When the indicated operation state corresponds to the alternate long and short dash line Laa2 or the broken line Lad2, the reference accelerator operation amount Af becomes the second accelerator operation amount Ap2. When the indicated operation state corresponds to the alternate long and short dash line Laa3 or the broken line Lad3, the reference accelerator operation amount Af becomes the third accelerator operation amount Ap3.

When the indicated operation state corresponds to the alternate long and short dash line Laa4 or the broken line Lad4, the reference accelerator operation amount Af becomes the fourth accelerator operation amount Ap4. When the indicated operation state corresponds to the alternate long and short dash line Laa5, the reference accelerator operation amount Af becomes the fifth accelerator operation amount Ap5. When the indicated operation state corresponds to the alternate long and short dash line Laa6, the reference accelerator operation amount Af becomes the sixth accelerator operation amount Ap6.

The first accelerator operation amount Ap1 is "0". In addition, the first accelerator operation amount Ap1, the second accelerator operation amount Ap2, the third accelerator operation amount Ap3, the fourth accelerator operation amount Ap4, the fifth accelerator operation amount Ap5, and the sixth accelerator operation amount Ap6 increase in this order. (That is, 0 = Ap1 <Ap2 <Ap3 <Ap4 <Ap5 <Ap6).

When the indicated operating state corresponds to the solid line Lba1 or the alternate long and short dash line Lbd1, the reference brake operation amount Bff becomes the first brake operation amount Bp1. When the indicated operating state corresponds to the solid line Lba2 or the alternate long and short dash line Lbd2, the reference brake operation amount Bff becomes the second brake operation amount Bp2.

When the indicated operation state corresponds to the alternate long and short dash line Lbd3, the reference brake operation amount Bff becomes the third brake operation amount Bp3. When the indicated operation state corresponds to the alternate long and short dash line Lbd4, the reference brake operation amount Bff becomes the fourth brake operation amount Bp4. When the indicated operation state corresponds to the alternate long and short dash line Lbd5, the reference brake operation amount Bff becomes the fifth brake operation amount Bp5.

The first brake operation amount Bp1 is a positive value. In addition, the first brake operation amount Bp1, the second brake operation amount Bp2, the third brake operation amount Bp3, the fourth brake operation amount Bp4, and the fifth brake operation amount Bp5 increase in this order (that is, 0 <Bp1 < Bp2 <Bp3 <Bp4 <Bp5).

When the reference accelerator operation amount Aff acquired by applying the indicated operation state to the pedal operation amount map is a positive value, the reference brake operation amount Bff becomes “0”. On the other hand, when the reference brake operation amount Bff acquired by applying the indicated operation state to the pedal operation amount map is a positive value, the reference accelerator operation amount Aff becomes “0”.

When the indicated acceleration Ad is a positive value and the reference accelerator operation amount Aff is a positive value, the indicated operating state is realized by the accelerator operation. That is, when the vehicle speed Vs is equal to the indicated speed Vd and the accelerator operation amount Ap is equal to the reference accelerator operation amount Aff, the acceleration Ac (in this case, the acceleration Ac is a positive value) which is the amount of change in the vehicle speed Vs per unit time. ) Is equal to the indicated acceleration Ad. The driving operation that increases the vehicle speed Vs by the accelerator operation (that is, makes the acceleration Ac a positive value) is also hereinafter referred to as "accelerator acceleration".

On the other hand, even if the indicated acceleration Ad is a negative value, if the reference accelerator operating amount Aff is a positive value, the indicated operating state is realized by the accelerator operation (that is, accelerator deceleration). When executing accelerator deceleration, so-called engine braking is used.

When the indicated acceleration Ad is a positive value and the reference brake operation amount Bff is a positive value, the indicated operating state is realized by the brake operation. The driving operation that increases the vehicle speed Vs by the brake operation is also hereinafter referred to as "brake acceleration". On the other hand, when the indicated acceleration Ad is a negative value and the reference brake operation amount Bff is a positive value, the indicated operating state is realized by the brake operation (that is, brake deceleration).

Next, a method of generating a pedal operation amount map will be described. The pedal operation amount map of FIG. 3 shows the vehicle characteristics of the vehicle 10 (specifically, the acceleration Ac corresponding to each combination of the vehicle speed Vs and the accelerator operation amount Ap, and the combination of the vehicle speed Vs and the brake operation amount Bp, respectively. Acceleration Ac) corresponding to. The vehicle characteristics of the vehicle 10 are acquired (learned) by experiments.

(1) Accelerator Acceleration The accelerator acceleration test performed to acquire the vehicle characteristics (accelerator acceleration characteristics) related to the accelerator acceleration of the vehicle 10 will be described.

An example of changes in the accelerator operation amount Ap, the brake operation amount Bp, and the vehicle speed Vs with respect to the time t during the execution of the accelerator acceleration test is shown in the time chart of FIG. In this example, the accelerator acceleration characteristic in the vehicle 10 when the accelerator operation amount Ap is the third accelerator operation amount Ap3 is acquired.

The curve Lv1 in FIG. 4 represents a change in vehicle speed Vs. The polygonal line Lb1 represents a change in the brake operation amount Bp. The polygonal line La1 represents a change in the accelerator operation amount Ap.

As can be understood from the curve Lv1, the vehicle speed Vs is "0" during the period until the time t0 (that is, the vehicle 10 is stopped). At this time, the accelerator operation amount Ap is "0", and the brake operation amount Bp is equal to the predetermined stop brake operation amount Bpp. The stop brake operation amount Bpp is set to a brake operation amount Bp sufficient to keep the vehicle 10 in the stopped state.

When the brake operation amount Bp changes from the stop brake operation amount Bpp to "0" at time t0, the vehicle speed Vs starts to increase. That is, the vehicle 10 starts running due to the creep phenomenon. After that, at the time t1 when the switching time Ti has elapsed from the time t0 (that is, t1 = t0 + Ti), the accelerator operation amount Ap changes from "0" to the third accelerator operation amount Ap3.

As a result of the increase in the accelerator operation amount Ap, the acceleration Ac increases as compared with the state in which the accelerator operation amount Ap is “0”. After that, the acceleration Ac gradually decreases. At the time t2a, the vehicle speed Vs reaches the speed Vs1 and the acceleration Ac becomes approximately "0".

As a result of this accelerator acceleration test, the relationship between the vehicle speed Vs and the acceleration Ac in the accelerator acceleration when the accelerator operation amount Ap is the third accelerator operation amount Ap3 is acquired based on the curve Lv1. That is, various combinations of the vehicle speed Vs represented by the "certain point" on the curve Lv1 and the acceleration Ac represented by the slope of the curve Lv1 at the "point" are acquired.

FIG. 5 is an enlarged view of the left half of the pedal operation amount map shown in FIG. The combination of the vehicle speed Vs and the acceleration Ac obtained as a result of the accelerator acceleration test when the accelerator operation amount Ap is the third accelerator operation amount Ap3 is represented by the solid line Laa3a and the broken line Laa3b in FIG. The curve representing the accelerator acceleration characteristic acquired by the accelerator acceleration test (in this case, the curve represented by the solid line Laa3a and the broken line Laa3b) is also hereinafter referred to as an "accelerator acceleration characteristic curve".

On the other hand, the one-dot chain line Laa3 in FIG. 3 is the same as the curve obtained by connecting the solid line Laa3a and the broken line Laa3c in FIG. By correcting a part of the accelerator acceleration characteristic curve (in this case, by acquiring the dashed line Laa3c instead of the dashed line Laa3b), the curve applied to the pedal operation amount map (in this case, the alternate long and short dash line Laa3) is acquired. The process is also hereinafter referred to as "accelerator acceleration characteristic correction process".

The accelerator acceleration characteristic correction process will be described. As can be understood from the solid line Laa3a and the broken line Laa3b, if the accelerator operation amount Ap is constant, the acceleration Ac increases as the vehicle speed Vs decreases, and then decreases. The broken line Laa3c is acquired so that the acceleration Ac does not decrease and continues to increase even when the vehicle speed Vs decreases.

Accelerator acceleration characteristics are acquired by the same accelerator acceleration test for the accelerator operation amount Ap that is different from the third accelerator operation amount Ap3.

The accelerator acceleration characteristic curve corresponding to the first accelerator operation amount Ap1 is represented by the solid line Laa1a and the broken line Laa1b, as in the case where the accelerator operation amount Ap is the third accelerator operation amount Ap3. A broken line Laa1c is obtained by the accelerator acceleration characteristic correction process for the accelerator acceleration characteristic curve. The alternate long and short dash line Laa1 is equal to the curve obtained by connecting the solid line Laa1a and the broken line Laa1c.

The accelerator acceleration characteristic curve corresponding to the second accelerator operation amount Ap2 is represented by a solid line Laa2a and a broken line Laa2b. A broken line Laa2c is obtained by the accelerator acceleration characteristic correction process for the accelerator acceleration characteristic curve. The alternate long and short dash line Laa2 is equal to the curve obtained by connecting the solid line Laa2a and the broken line Laa2c.

The accelerator acceleration characteristic curve corresponding to the fourth accelerator operation amount Ap4 is represented by the solid line Laa4a and the broken line Laa4b. A broken line Laa4c is obtained by the accelerator acceleration characteristic correction process for the accelerator acceleration characteristic curve. The alternate long and short dash line Laa4 is equal to the curve obtained by connecting the solid line Laa4a and the broken line Laa4c.

The accelerator acceleration characteristic curve corresponding to the fifth accelerator operation amount Ap5 is represented by a solid line Laa5a and a broken line Laa5b. A broken line Laa5c is obtained by the accelerator acceleration characteristic correction process for the accelerator acceleration characteristic curve. The alternate long and short dash line Laa5 is equal to the curve obtained by connecting the solid line Laa5a and the broken line Laa5c.

The accelerator acceleration characteristic curve corresponding to the sixth accelerator operation amount Ap6 is represented by a solid line Laa6a and a broken line Laa6b. A broken line Laa6c is obtained by the accelerator acceleration characteristic correction process for the accelerator acceleration characteristic curve. The alternate long and short dash line Laa6 is equal to the curve obtained by connecting the solid line Laa6a and the broken line Laa6c.

The reason why the accelerator acceleration characteristic correction process is executed will be described. In general, the driver of a vehicle does not perform abrupt acceleration when the vehicle speed Vs is relatively low (for example, when the vehicle is started). Therefore, when the instruction speed Vd is relatively small, the reference accelerator operation amount Aff is set to a value smaller than the accelerator operation amount Ap corresponding to the instruction acceleration Ad.

For example, as understood from the broken line Laa3c, when the vehicle speed Vs is the speed Vs2, if the accelerator operation amount Ap is the fourth accelerator operation amount Ap4, the acceleration Ac is the acceleration Ac1 as understood from the broken line Laa4b. Become. On the other hand, when the indicated speed Vd is the speed Vs2 and the indicated acceleration Ad is the acceleration Ac1, the reference accelerator operating amount Aff is set to the third accelerator operating amount Ap3, as can be understood from the broken line Laa3c. As a result, sudden acceleration of the vehicle 10 is avoided.

(2) Accelerator deceleration Next, an accelerator deceleration test performed to acquire vehicle characteristics (accelerator deceleration characteristics) related to accelerator deceleration of the vehicle 10 will be described.

An example of changes in the accelerator operation amount Ap, the brake operation amount Bp, and the vehicle speed Vs with respect to the time t when the accelerator deceleration test is executed is shown in the time chart of FIG. In this example, the accelerator deceleration characteristic in the vehicle 10 when the accelerator operation amount Ap is the third accelerator operation amount Ap3 is acquired.

The curve Lv2 in FIG. 6 represents a change in vehicle speed Vs. The polygonal line Lb2 represents a change in the brake operation amount Bp. The polygonal line La2 represents a change in the accelerator operation amount Ap.

The vehicle speed Vs is "0" until the time t0. At this time, the accelerator operation amount Ap is "0", and the brake operation amount Bp is the stop brake operation amount Bpp. At time t0, the brake operation amount Bp changes from the stop brake operation amount Bpp to "0", and the vehicle speed Vs starts to increase.

After that, at time t1, the accelerator operation amount Ap changes from "0" to a predetermined reference accelerator operation amount Apr, and as a result, the acceleration Ac increases. The reference accelerator operation amount Apr is set to an accelerator operation amount Ap that can increase the vehicle speed Vs from "0" to a predetermined reference speed Vsr in a relatively short time.

The reference accelerator operation amount Apr is larger than the third accelerator operation amount Ap3 (that is, Appr> Ap3). On the other hand, the reference speed Vsr is set to a value larger than the maximum value of the indicated speed Vd.

After that, when the vehicle speed Vs reaches the reference speed Vsr at time t2b, the accelerator operation amount Ap decreases from the reference accelerator operation amount Apr to the third accelerator operation amount Ap3. As a result, the vehicle speed Vs decreases. That is, accelerator deceleration is executed. After that, at time t3b, the vehicle speed Vs reaches the speed Vs1 and the acceleration Ac becomes approximately "0".

As a result of this accelerator deceleration test, as in the case of the accelerator acceleration test, the relationship between the vehicle speed Vs and the acceleration Ac in the accelerator deceleration when the accelerator operation amount Ap is the third accelerator operation amount Ap3 is based on the curve Lv2. To be acquired. The combination of the acquired vehicle speed Vs and acceleration Ac is represented by the broken line Lad 3 in FIG. Accelerator deceleration characteristics are acquired by the same accelerator deceleration test for the accelerator operation amount Ap that is different from the third accelerator operation amount Ap3.

(3) Brake Acceleration A brake acceleration test performed to acquire vehicle characteristics (brake acceleration characteristics) related to brake acceleration of the vehicle 10 will be described.

FIG. 7 shows an example of changes in the brake operation amount Bp, the accelerator operation amount Ap, and the vehicle speed Vs with respect to the time t when the brake acceleration test is executed. In this example, the brake acceleration characteristic in the vehicle 10 when the brake operation amount Bp is the second brake operation amount Bp2 is acquired.

The curve Lv3 in FIG. 7 represents the change in vehicle speed Vs. The polygonal line Lb3 represents a change in the brake operation amount Bp. The polygonal line La3 represents a change in the accelerator operation amount Ap. In this example, the accelerator operation amount Ap is maintained at "0".

During the period up to time t0, the brake operation amount Bp is the stop brake operation amount Bpp, and the vehicle speed Vs is "0". At time t0, the brake operation amount Bp changes from the stop brake operation amount Bpp to the second brake operation amount Bp2, and as a result, the vehicle speed Vs starts to increase due to the creep phenomenon. After that, at time t2c, the vehicle speed Vs reaches the speed Vs3, and the acceleration Ac becomes approximately "0".

As a result of this brake acceleration experiment, the relationship between the vehicle speed Vs and the acceleration Ac in the brake acceleration when the brake operation amount Bp is the second brake operation amount Bp2 is acquired based on the curve Lv3. The combination of the acquired vehicle speed Vs and acceleration Ac is represented by the solid line Lba2 in FIG. In addition to the second brake operation amount Bp2, the same brake acceleration test is performed on the first brake operation amount Bp1.

(4) Brake deceleration A brake deceleration test performed to acquire vehicle characteristics (brake deceleration characteristics) related to brake deceleration of the vehicle 10 will be described.

FIG. 8 shows an example of changes in the brake operation amount Bp, the accelerator operation amount Ap, and the vehicle speed Vs with respect to the time t when the brake deceleration test is executed. In this example, the brake deceleration characteristic in the vehicle 10 when the brake operation amount Bp is the third brake operation amount Bp3 is acquired.

The curve Lv4 in FIG. 8 represents the change in vehicle speed Vs. The polygonal line Lb4 represents a change in the brake operation amount Bp. The polygonal line La4 represents a change in the accelerator operation amount Ap.

During the period up to time t0, the brake operation amount Bp is the stop brake operation amount Bpp, and the vehicle speed Vs is "0". At time t0, the brake operation amount Bp changes from the stop brake operation amount Bpp to "0". Then, at time t1, the accelerator operation amount Ap changes from "0" to the reference accelerator operation amount Apr.

After that, when the vehicle speed Vs reaches the reference speed Vsr at time t2d, the accelerator operation amount Ap changes from the reference accelerator operation amount Apr to “0”. As a result, the vehicle speed Vs starts to decrease. Then, at the time t3d when the switching time Ti has elapsed from the time t2d (that is, t3d = t2d + Ti), the brake operation amount Bp changes from "0" to the third brake operation amount Bp3. As a result, the magnitude of the acceleration Ac (in this case, the acceleration Ac is a negative value) increases. That is, brake deceleration is executed.

After the magnitude of the acceleration Ac increases due to the brake deceleration, the magnitude of the acceleration Ac decreases as the vehicle speed Vs decreases. That is, the acceleration Ac increases. When the acceleration Ac reaches a predetermined negative damping acceleration Acw before the vehicle 10 stops due to the brake deceleration (in this example, when the vehicle speed Vs becomes the speed Vs4 at the time t4d), the brake operation amount Bp becomes the third. The brake operation amount Bp3 changes to a predetermined damping brake operation amount Bpw. Since the damping brake operation amount Bpw is smaller than the third brake operation amount Bp3 (that is, Bpw <Bp3), the magnitude of the acceleration Ac decreases after the time t4d. Then, at time t6d, the vehicle speed Vs becomes "0". That is, the vehicle 10 stops.

As shown by the broken line Lb4q in FIG. 8, if the state in which the brake operation amount Bp is the third brake operation amount Bp3 until the vehicle 10 stops, the magnitude of the acceleration Ac increases until the vehicle 10 stops. The relatively large state continues. The change in vehicle speed Vs in this case is represented by the broken line Lv4q. In this case, the vehicle 10 stops at a time t5d earlier than the time t6d. That is, the vehicle 10 suddenly stops.

It is not preferable that the vehicle 10 and the chassis dynamometer 30 are impacted as a result of the vehicle 10 suddenly stopping. Therefore, when the acceleration Ac becomes larger than the damping acceleration Acw (that is, when Acw <Ac <0) when the brake deceleration test is executed, the brake operation amount Bp is reduced to the damping brake operation amount Bpw. The damping brake operation amount Bpw is set to the brake operation amount Bp at which the vehicle 10 does not stop suddenly.

The process of reducing the brake operation amount Bp to the damping brake operation amount Bpw before the vehicle 10 stops is also hereinafter referred to as "braking force damping process". When the vehicle 10 does not stop because the brake operation amount Bp in the brake deceleration test is small (specifically, when the brake operation amount Bp is the first brake operation amount Bp1 and the second brake operation amount Bp2), the braking force is attenuated. No processing is performed.

As a result of this brake deceleration experiment, the relationship between the vehicle speed Vs and the acceleration Ac in the brake deceleration when the brake operation amount Bp is the third brake operation amount Bp3 is acquired based on the curve Lv4. The relationship between the vehicle speed Vs and the acceleration Ac acquired as a result of the brake deceleration test when the brake operation amount Bp is the third brake operation amount Bp3 is represented by the solid line Lbd3a and the broken line Lbd3b in FIG.

On the other hand, the two-dot chain line Lbd3 in FIG. 3 is the same as the curve obtained by connecting the solid line Lbd3a and the broken line Lbd3c in FIG. The broken line Lbd3b represents the relationship between the vehicle speed Vs and the acceleration Ac when the braking force damping process is executed. On the other hand, the broken line Lbd3c is obtained by estimating the relationship between the vehicle speed Vs and the acceleration Ac when the braking force damping process is not executed. The process of estimating the relationship between the vehicle speed Vs and the acceleration Ac when the braking force damping process is not executed is also hereinafter referred to as "brake deceleration characteristic correction process".

For a brake operation amount Bp different from the third brake operation amount Bp3, the brake deceleration characteristics are acquired by the same brake deceleration test.

The relationship between the vehicle speed Vs and the acceleration Ac acquired by the brake deceleration test when the brake operation amount Bp is the fourth brake operation amount Bp4 is represented by the solid line Lbd4a and the broken line Lbd4b. The broken line Lbd4c is acquired by performing the brake deceleration characteristic correction processing on the broken line Lbd4b. The two-dot chain line Lbd4 in FIG. 3 is the same as the curve obtained by connecting the solid line Lbd4a and the broken line Lbd4c in FIG.

The relationship between the vehicle speed Vs and the acceleration Ac acquired by the brake deceleration test when the brake operation amount Bp is the fifth brake operation amount Bp5 is represented by the solid line Lbd5a and the broken line Lbd5b. The broken line Lbd5c is acquired by performing the brake deceleration characteristic correction processing on the broken line Lbd5b. The two-dot chain line Lbd5 is the same as the curve obtained by connecting the solid line Lbd5a and the broken line Lbd5c.

(Significance of accelerator operation start condition and brake operation start condition)
Here, the operation selection unit 87 performs the accelerator operation and the brake based on the accelerator operation start condition (that is, the condition (A1) and the condition (A2)) and the brake operation start condition (that is, the condition (B1) and the condition (B2)). The significance of determining which of the operations should be performed will be described.

FIG. 9 is a time chart showing an example of switching between the change in the indicated speed Vd and the accelerator operation and the brake operation due to the change in the indicated speed Vd. The polygonal line Ld in FIG. 9 represents a change in the indicated speed Vd. The polygonal line Lb5 represents a change in the brake operation amount Bp. The polygonal line La5 represents a change in the accelerator operation amount Ap.

At time t0, the indicated speed Vd is the speed Vs5, the brake operation amount Bp is "0", and the accelerator operation is being executed. The indicated speed Vd increases during the period from time t0 to time t3e. At time t3e, the indicated speed Vd reaches the speed Vs7, and then starts to decrease. At time t6e, the indicated speed Vd reaches the speed Vs6, and then starts increasing. At time t10e, the indicated speed Vd reaches the speed Vs7 again, and then starts to decrease.

The acceleration Ac in the period from time t0 to time t3e is equal to the acceleration Ac in the period from time t6e to time t10e, and is a positive value (constant value). On the other hand, the acceleration Ac in the period from the time t3e to the time t6e is equal to the acceleration Ac in the period after the time t10e and is a negative value (constant value).

Focus on the processing of the operation selection unit 87 at the time t1e. When the first brake recognition advance time Tbf1 elapses from the time t1e (time represented by the point P1 on the polygonal line Ld), the time t4e (time represented by the point P1a) is reached. On the other hand, when the second brake recognition advance time Tbf2 elapses from the time t1e, the time t6e (time represented by the point P1b) is reached.

Therefore, the first brake recognition instruction acceleration Bda1 is represented by the slope θ1a of the straight line (broken line Li1a) connecting the point P1 and the point P1a. The first brake cognitive instruction acceleration Bda1 is a positive value of "0". Therefore, the first cognitive brake operation amount Bde1 acquired at time t1e is "0", which is smaller than the brake operation amount threshold value Bpk (that is, Bde1 = 0 <Bpk). Therefore, the condition (B1) is not satisfied.

On the other hand, the second brake recognition instruction acceleration Bda2 is represented by the slope θ1b of a straight line (broken line Li1b) connecting the point P1 and the point P1b. The second brake cognitive instruction acceleration Bda2 is a positive value. Therefore, the second cognitive brake operation amount Bde2 acquired at time t1e is a positive value, but is smaller than the brake operation amount threshold value Bpk (that is, 0 <Bde2 <Bpk). Therefore, the condition (B2) is not satisfied.

Therefore, the brake operation start condition is not satisfied, and therefore, the operation selection unit 87 does not select the brake operation at the time t1e. That is, the operation selection unit 87 continues to select the accelerator operation.

Next, pay attention to the time t2e. When the first brake recognition advance time Tbf1 elapses from the time t2e (time represented by the point P2), the time t5e (time represented by the point P2a) is reached. On the other hand, when the second brake recognition advance time Tbf2 elapses from the time t2e, the time t7e (time represented by the point P2b) is reached.

Therefore, the first brake cognitive acceleration Bda1 is represented by the slope θ2a of the straight line (dotted chain line Li2a) connecting the points P2 and P2a. The first brake cognitive instruction acceleration Bda1 is a negative value. The first cognitive brake operation amount Bde1 acquired at time t2e is larger than the brake operation amount threshold value Bpk (that is, Bpk <Bde1). Therefore, the condition (B1) is satisfied.

On the other hand, the second brake recognition instruction acceleration Bda2 is represented by the slope θ2b of the straight line (dotted chain line Li2b) connecting the points P2 and the points P2b. The second brake cognitive instruction acceleration Bda2 is a negative value. The second cognitive brake operation amount Bde2 acquired at time t2e is a positive value, but is smaller than the brake operation amount threshold value Bpk (that is, 0 <Bde2 <Bpk). Therefore, the condition (B2) is not satisfied.

Therefore, at time t2e, the operation selection unit 87 does not select the brake operation. That is, the operation selection unit 87 continues to select the accelerator operation. In other words, the indicated speed Vd decreases in the period from the time t3e to the time t6e, but the brake operation is not executed.

If the brake operation is executed, immediately after the transition from the state in which the accelerator operation is executed to the state in which the brake operation is executed occurs, the transition from the state in which the brake operation is executed to the state in which the accelerator operation is executed occurs. do. That is, the pedal switchback phenomenon occurs. However, in the vehicle speed control device 50, the state in which the accelerator operation is executed is maintained during this period, and the occurrence of the pedal return phenomenon is avoided.

Next, pay attention to the time t8e. When the first brake recognition advance time Tbf1 elapses from the time t8e (time represented by the point P3), the time t11e (time represented by the point P3a) is reached. On the other hand, when the second brake recognition advance time Tbf2 elapses from the time t8e, the time t12e (time represented by the point P3b) is reached.

Therefore, the first brake recognition instruction acceleration Bda1 is represented by the slope θ3a of the straight line (two-dot chain line Li3a) connecting the point P3 and the point P3a. The first brake cognitive instruction acceleration Bda1 is a negative value. The first cognitive brake operation amount Bde1 acquired at time t8e is equal to the brake operation amount threshold value Bpk (that is, Bde1 = Bpk). Therefore, the condition (B1) is satisfied. More specifically, at time t8e, the state transitions from the state in which the condition (B1) is not satisfied to the state in which the condition (B1) is satisfied.

On the other hand, the second brake recognition instruction acceleration Bda2 is represented by the slope θ3b of the straight line (two-dot chain line Li3b) connecting the points P3 and the points P3b. The second brake cognitive instruction acceleration Bda2 is a negative value. The second cognitive brake operation amount Bde2 acquired at time t8e is larger than the brake operation amount threshold value Bpk (that is, Bde2> Bpk). Therefore, the condition (B2) is satisfied.

Therefore, at time t8e, the operation selection unit 87 selects the brake operation. As a result, the accelerator operation amount Ap becomes "0" at the time t8e. Then, as a result, when the time T9e is reached when the switching time Ti has elapsed from the time t8e (that is, t9e = t8e + Ti), the braking operation is started.

In the example of FIG. 9, it was shown that when the time for the indicated speed Vd to decrease is short (specifically, the period from the time t3e to the time e6e), the occurrence of the pedal switchback phenomenon is avoided. Similarly, even when the time for which the indicated speed Vd increases is short, the occurrence of the pedal switchback phenomenon (in this case, the phenomenon in which the accelerator operation is executed only for a short period of time) is avoided. From the above, it is understood that in the vehicle speed control device 50, the deterioration of the vehicle speed followability is avoided from becoming excessive, while the occurrence of the pedal turn-back phenomenon is avoided.

(How to determine the first-out time)
Next, a method for determining the first accelerator cognitive advance time Taf1 and the second accelerator cognitive advance time Taf2 will be described. An accelerator response test is executed in advance in order to acquire the first accelerator cognitive advance time Taf1 and the second accelerator cognitive advance time Taf2. The accelerator response time Tar related to the vehicle 10 is acquired by the accelerator response test.

An example of changes in the brake operation amount Bp, the accelerator operation amount Ap, the vehicle speed Vs, the acceleration Ac, and the jerk Jk during the execution of the accelerator response test is shown in FIG. Jerk Jk is the amount of change in acceleration Ac per unit time.

The polygonal line Lb6 in FIG. 10 represents a change in the brake operation amount Bp. The polygonal line La6 represents a change in the accelerator operation amount Ap. The curve Lv6 represents a change in vehicle speed Vs. The curve Lac represents the change in acceleration Ac. The curve Ljk represents the change in jerk Jk.

During the period up to time t0, the brake operation amount Bp is the stop brake operation amount Bpp, and the accelerator operation amount Ap is "0". At this time, the vehicle speed Vs, the acceleration Ac, and the jerk Jk are all "0".

At time t0, the brake operation amount Bp begins to decrease. After that, at time t1f, the vehicle speed Vs begins to increase. That is, the vehicle 10 starts traveling. At the time t2f, the brake operation amount Bp becomes “0”. Further, at the time t3f, the accelerator operation amount Ap changes from "0" to a predetermined test accelerator operation amount Att. After that, at time t4f, the jerk Jk becomes the maximum value Jkm. That is, at time t4e, jerk Jk starts to decrease.

The difference between the time t4f (jerk maximum point time) and the time t3f (accelerator start point time) is acquired as the accelerator response time Tar (that is, Tar = T4f-T3f). In addition, the time obtained by adding the predetermined control delay time Tcd to the accelerator response time Tar is acquired as the first accelerator recognition advance time Taf1 (that is, Taf1 = Tar + Tcd). On the other hand, the time obtained by adding the predetermined shortest pedal operation time Tsp to the first accelerator recognition advance time Taf1 is acquired as the second accelerator recognition advance time Taf2 (that is, Taf2 = Taf1 + Tsp).

The shortest pedal operation time Tsp is set to a time during which a general driver avoids a shorter pedal operation. In other words, when the operation executed by the driver switches from the brake operation to the accelerator operation and then switches back to the brake operation, the time during which the accelerator operation is executed is shorter than the shortest pedal operation time Tsp. When expected, the driver does not perform this accelerator operation.

In general, the accelerator response time Tar differs depending on the vehicle, but the difference in the brake response time Tbr (that is, the time from the start of the brake operation until the jerk Jk reaches the minimum value) is small for each vehicle. Therefore, the first brake recognition advance time Tbf1 and the second brake recognition advance time Tbf2 have common values in consideration of the brake response time Tbr, the control delay time Tcd, and the shortest pedal operation time Tsp, regardless of the vehicle. Used.

(Execution procedure of vehicle speed control process)
Next, the procedure required to execute the vehicle control process will be described.

(1) Installation of Vehicle 10 and Vehicle Speed Control Device 50 First, the vehicle 10 is installed on the chassis dynamometer 30. Next, the vehicle speed control device 50 is installed in the vehicle 10. Specifically, the vehicle speed control device 50 and the accelerator pedal operation amount sensor 22 are connected. In addition, the pedal actuator 71 is arranged in the vehicle interior of the vehicle 10 so that the pedal actuator 71 connected to the vehicle speed control device 50 pushes in the brake pedal 23. Further, the control panel 42 and the vehicle speed control device 50 are connected.

(2) Condition setting The control panel 42 is set so that the rotational resistance generated by the road roller 41 when the vehicle 10 is running matches the running resistance when the vehicle 10 is running.

(3) Channel Setting Regarding the relationship between the voltage of the vehicle speed signal Svs and the vehicle speed Vs represented by the vehicle speed signal Svs, the settings of the control panel 42 and the vehicle speed control device 50 are matched with each other.

(4) Calibration Regarding the relationship between the voltage of the accelerator operation amount signal SAP and the accelerator operation amount Ap represented by the accelerator operation amount signal SAP, the setting of the vehicle speed control device 50 is made to match the setting of the control device provided in the vehicle 10. In addition, regarding the relationship between the voltage of the brake operation amount signal Sbp and the operation amount of the pedal actuator 71 corresponding to the brake operation amount signal Sbp (the amount of pushing against the brake pedal 23, that is, the brake operation amount Bp), the vehicle speed control device. The settings of 50 and the pedal actuator 71 are matched with each other.

(5) Learning of vehicle characteristics By executing the accelerator acceleration test, accelerator deceleration test, brake acceleration test, and brake deceleration test described above, the running characteristics of the vehicle 10 are acquired (learned), and thus the pedal operation amount map is acquired. Will be done. In addition, by executing the accelerator response test, the first accelerator cognitive advance time Taf1 and the second accelerator cognitive advance time Taf2 are determined.

(6) Registration of driving pattern The indicated speed Vd corresponding to each of the elapsed time Te is registered in the vehicle speed control device 50.

(7) Execution of vehicle speed control processing Vehicle speed control processing is executed.

As described above, according to this control device, the target accelerator operation amount Atg and the target brake operation amount Btg are set so that the vehicle speed Vs matches the indicated speed Vd, while the occurrence of the pedal switchback phenomenon is avoided. It becomes possible to do.

Although the embodiment of the vehicle speed control device according to the present invention has been described above, the present invention is not limited to the above embodiment, and various modifications can be made without departing from the object of the present invention. For example, the vehicle speed control device 50 according to the present embodiment transmits an accelerator operation amount signal SAP to the accelerator pedal operation amount sensor 22. However, the vehicle speed control device 50 may be connected to a pedal actuator that operates (pushes) the accelerator pedal 21, and may control the pedal actuator so that the accelerator operation amount Ap becomes equal to the target accelerator operation amount Atg.

In addition, the vehicle speed control device 50 according to the present embodiment was connected to the pedal actuator 71. However, when the vehicle 10 is provided with a brake pedal operation amount sensor that detects the brake operation amount Bp and the control device of the vehicle 10 controls the braking force according to the detected brake operation amount Bp, the vehicle speed control device 50 The brake operation amount signal Sbp may be transmitted to the control device of the vehicle 10 via the brake pedal operation amount sensor connected to the brake pedal operation amount sensor.

In addition, the vehicle speed control device 50 according to the present embodiment has been used together with the vehicle 10 and the chassis dynamometer 30. However, the vehicle speed control device 50 may be used together with a VRS (Virtual Real Simulator) including a vehicle driving engine and a simulator that behaves as a component device of the vehicle other than the engine.

10 ... Vehicle, 21 ... Accelerator pedal, 22 ... Accelerator pedal operation amount sensor, 23 ... Brake pedal, 24 ... Drive wheel, 25 ... Steering wheel, 30 ... Chassis dynamometer, 41 ... Road roller, 42 ... Control panel, 50 ... Vehicle speed control device, 71 ... Pedal actuator.

Claims (1)

Acquires the running speed of a vehicle that controls the driving force and braking force according to the accelerator operating amount, which is a value of 0 or more representing the operating amount of the accelerator pedal, and the braking operating amount, which is a value of 0 or more representing the operating amount of the brake pedal. Vehicle speed acquisition department and
An instruction speed storage unit that stores in advance the instruction speed corresponding to each of the elapsed times after the vehicle starts running, and
Target operation amount setting unit that sets the target accelerator operation amount and the target brake operation amount for matching the traveling speed with the indicated speed so that at least one of the target accelerator operation amount and the target brake operation amount becomes 0. When,
An accelerator operation amount signal which is a signal representing the target accelerator operation amount and a signal representing the target brake operation amount so that the driving force and the braking force of the vehicle are controlled according to the target accelerator operation amount and the target brake operation amount. The signal output unit that outputs the brake operation amount signal, which is
It is a vehicle speed control device equipped with
An operation selection process for selecting which of the accelerator operation for setting the target accelerator operation amount to a positive value and the brake operation for setting the target brake operation amount to a positive value should be executed is executed. Operation selection part and
The unit of the indicated speed and the indicated speed is shown on the accelerator pedal operated amount map, which is a pre-acquired relationship between the combination of the traveling speed and the accelerator operating amount and the acceleration of the vehicle corresponding to the combination. The value obtained by applying the indicated acceleration, which is the amount of change per hour, is acquired as the reference accelerator operation amount, and the combination of the traveling speed and the brake operation amount, the acceleration of the vehicle corresponding to the combination, and the acceleration of the vehicle corresponding to the combination. A reference operation amount acquisition unit that acquires a value obtained by applying the indicated speed and the indicated acceleration to the brake pedal operation amount map, which is a pre-acquired relationship between the two, as a reference brake operation amount.
The difference accelerator operation amount that increases as the accelerator speed difference obtained by subtracting the traveling speed from the indicated speed increases, and the differential brake operating amount that increases as the braking speed difference obtained by subtracting the indicated speed from the traveling speed increases. And, the difference operation amount acquisition unit to acquire, and
With
The operation selection unit is
When the brake operation is selected when the operation selection process is executed last time, the first accelerator elapsed time, which is the time obtained by adding a predetermined first time to the elapsed time to the accelerator pedal operation amount map, is set. The corresponding indicated speed and the value obtained by subtracting the indicated speed corresponding to the elapsed time from the indicated speed corresponding to the first accelerator elapsed time divided by the first time are applied. By doing so, the first cognitive accelerator operation amount is acquired, and corresponds to the second accelerator elapsed time, which is the time obtained by adding a predetermined second time longer than the first time to the elapsed time to the accelerator pedal operation amount map. By applying the indicated speed and a value obtained by dividing the indicated speed corresponding to the second accelerator elapsed time by subtracting the indicated speed corresponding to the elapsed time by the second time. If the second cognitive accelerator operation amount is acquired and the accelerator operation start condition that is satisfied when both the first cognitive accelerator operation amount and the second cognitive accelerator operation amount are larger than a predetermined accelerator operation amount threshold is satisfied. , The accelerator operation is selected, while the brake operation is selected if the accelerator operation start condition is not satisfied.
When the accelerator operation is selected when the operation selection process is executed last time, the first brake elapsed time, which is the time obtained by adding a predetermined third time to the elapsed time to the brake pedal operation amount map, is set. The corresponding indicated speed and the value obtained by subtracting the indicated speed corresponding to the elapsed time from the indicated speed corresponding to the first brake elapsed time and dividing by the third time are applied. By doing so, the first cognitive brake operation amount is acquired, and the second brake elapsed time, which is the time obtained by adding a predetermined fourth time longer than the third time to the elapsed time, corresponds to the brake pedal operation amount map. By applying the indicated speed and a value obtained by dividing the indicated speed corresponding to the second brake elapsed time by subtracting the indicated speed corresponding to the elapsed time by the fourth hour. If the second cognitive brake operation amount is acquired and the brake operation start condition that is satisfied when both the first cognitive brake operation amount and the second cognitive brake operation amount are larger than the predetermined brake operation amount threshold is satisfied. , The brake operation is selected, while the accelerator operation is selected if the brake operation start condition is not satisfied.
By executing the operation selection process,
The target operation amount setting unit is
When the accelerator operation is selected by the operation selection unit, the target accelerator operation amount is set to the sum of the reference accelerator operation amount and the difference accelerator operation amount, and the brake operation is selected by the operation selection unit. When, the target brake operation amount is set to the sum of the reference brake operation amount and the difference brake operation amount.
Vehicle speed control device configured to.

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