JP7294109B2 - vehicle - Google Patents

Description

TECHNICAL FIELD The present disclosure relates to a vehicle, and more particularly to a vehicle capable of automatic parking exit control for automatically exiting the vehicle from a parking position.

2. Description of the Related Art In recent years, vehicles that can automatically control the operation of an accelerator, etc., by a user have begun to spread. For example, there are vehicles on the market that can perform automatic parking control for automatically parking the vehicle at a target parking position. In addition, there are also known vehicles capable of automatic parking exit control for automatically exiting the vehicle from its parking position.

For example, Japanese Patent Laying-Open No. 2012-111263 (Patent Document 1) discloses an automatic control device. This automatic control device includes an automatic control unit that performs predetermined automatic control, and a control canceling unit that cancels automatic control based on a predetermined cancellation operation being performed by an operator during automatic control. The automatic control device continues the automatic control without canceling the automatic control when it is determined that the canceling operation is an erroneous operation even when the canceling operation is performed.

JP 2012-111263 A

In a vehicle capable of automatic garage leaving control, if the user operates the accelerator pedal while automatic garage leaving control is being executed, automatic garage leaving control may be terminated. In this case, the authority to operate the vehicle is transferred to the user, and control of the driving force of the vehicle is switched to control based on the accelerator operation by the user. Therefore, in the vehicle, a required driving force is generated according to the user's accelerator operation. If the required driving force is immediately realized, the vehicle may experience a shock or feel excessively accelerated, which may cause discomfort to the user.

The present disclosure has been made to solve such a problem, and an object of the present disclosure is to reduce the user's discomfort at the end of automatic garage leaving control.

A vehicle according to an aspect of the present disclosure includes an accelerator pedal that can be operated by a user, and a control device that is configured to execute automatic parking exit control that causes the vehicle to exit a parking position without being operated by the user on the accelerator pedal. Prepare. When the accelerator pedal is operated during execution of the automatic garage exit control, the control device terminates the automatic garage exit control and generates a required driving force corresponding to the operation of the accelerator pedal. The increase speed of the required driving force is lower as the operation amount of the accelerator pedal is smaller, and as the elapsed time from the end of the automatic garage exit control is shorter.

In the above configuration, the rate of increase in the required driving force immediately after the automatic garage exit control is terminated is lower as the operation amount of the accelerator pedal is smaller, and is lower as the elapsed time after the automatic garage exit control is terminated is shorter, that is, the control device. gradually increases the required drive amount immediately after the automatic garage exit control ends. As a result, it is possible to avoid a situation in which the required driving force of the vehicle suddenly increases immediately after the automatic garage exit control ends, and to prevent the occurrence of shock or excessive acceleration. Therefore, it is possible to reduce the user's discomfort at the end of the automatic parking control.

According to the present disclosure, it is possible to reduce the user's discomfort at the end of automatic parking control.

1 is a block diagram schematically showing the overall configuration of a vehicle according to an embodiment; FIG. 7 is a time chart showing control at the end of automatic garage leaving control in a comparative example; 4 is a time chart showing control at the end of automatic garage leaving control in the present embodiment; FIG. 4 is a conceptual diagram for explaining a map for calculating an increase rate of the required driving force of the vehicle in the present embodiment; 4 is a flow chart showing an example of a processing procedure of automatic warehousing control according to the present embodiment; 4 is a flow chart showing an example of a processing procedure at the end of automatic warehousing control according to the present embodiment;

Hereinafter, this embodiment will be described in detail with reference to the drawings. The same or corresponding parts in the drawings are denoted by the same reference numerals, and the description thereof will not be repeated.

[Embodiment]
<Vehicle configuration>
FIG. 1 is a block diagram schematically showing the overall configuration of a vehicle according to this embodiment. Referring to FIG. 1, in the present embodiment, vehicle 1 is a hybrid vehicle (HV). However, the type of vehicle 1 is not limited. The vehicle 1 may be a plug-in hybrid vehicle (PHV), an electric vehicle (EV), or a fuel cell vehicle (FCV). There may be. Alternatively, the vehicle 1 may be a vehicle that is not equipped with a battery and runs on an engine (so-called conveyor vehicle).

The vehicle 1 includes an engine 10, a first motor generator (MG) 21, a second MG 22, a power split device 31, an output shaft 32, driving wheels 33, and a power control unit (PCU). ) 40, a system main relay (SMR) 50, a battery 60, a human machine interface (HMI) 70, a camera 80, an accelerator pedal 91, an accelerator position sensor 92, a vehicle speed A sensor 93 and an electronic control unit (ECU) 100 are provided.

Engine 10 burns fuel and outputs power based on a control signal from ECU 100 . Engine 10 is, for example, a gasoline engine or a diesel engine. When engine 10 is started by cranking first MG 21 , power is supplied to at least one of first MG 21 and output shaft 32 via power split device 31 .

Each of first MG21 and second MG22 is an AC rotary electric machine, such as a three-phase AC permanent magnet synchronous motor. The first MG 21 can generate power using the power of the engine 10 received via the power split device 31 . For example, when the SOC (State Of Charge) of battery 60 reaches a predetermined lower limit value, engine 10 is started and first MG 21 generates power. Electric power generated by the first MG 21 is voltage-converted by the PCU 40 and stored in the battery 60 or directly supplied to the second MG 22 .

Second MG 22 generates driving force using at least one of the power stored in battery 60 and the power generated by first MG 21 . The driving force of the second MG 22 is transmitted to the drive wheels 33 via the output shaft 32 . When the vehicle 1 is braked, the second MG 22 is driven by the drive wheels 33, so the second MG 22 operates as a regenerative brake that converts braking energy into electric power. Electric power generated by second MG 22 is stored in battery 60 .

The power split device 31 is configured to be able to split the driving force generated by the engine 10 into power for driving the drive wheels 33 and power for driving the first MG 21 . Power split device 31 is a planetary gear mechanism, for example, and includes sun gear S, planetary gear P, ring gear R, and carrier C. As shown in FIG.

Based on a control signal from ECU 100, PCU 40 converts high-voltage DC power supplied from battery 60 into AC power and outputs the AC power to first MG 21 and/or second MG 22. FIG. This drives the first MG21 and/or the second MG22. PCU 40 also converts AC power generated by first MG 21 and/or second MG 22 into DC power and outputs the DC power to battery 60 . Thereby, the battery 60 is charged. The PCU 40 can also drive the second MG 22 with electric power generated by the first MG 21 .

SMR 50 is electrically connected between PCU 40 and battery 60 . SMR 50 electrically connects battery 60 to PCU 40 or electrically disconnects battery 60 from PCU 40 based on a control signal from ECU 100 .

Battery 60 stores high-voltage DC power for driving first MG 21 and/or second MG 22 . Battery 60 includes an assembled battery. Each cell constituting the assembled battery is a secondary battery such as a nickel-metal hydride battery or a lithium-ion secondary battery.

The HMI 70 exchanges signals with the ECU 100, provides various information about the vehicle 1 to the user (typically the driver) of the vehicle 1, and receives user operations. The HMI 70 may include various operation buttons, an instrument panel, a head-up display, a display with a touch panel of a car navigation system, an AI (Artificial Intelligence) assistant, etc., although none of them are shown.

The camera 80 is imaging equipment that images the surroundings of the vehicle 1 . Camera 80 operates, for example, when automatic parking control (described later) is executed.

The accelerator pedal 91 is operated by a user (driver) to adjust the driving force of the vehicle 1 . Accelerator position sensor 92 detects the amount of depression of accelerator pedal 91 by the user as accelerator opening Acc, and outputs the detection result to ECU 100 . Vehicle speed sensor 93 detects the rotation speed of output shaft 32 as vehicle speed V, and outputs the detection result to ECU 100 .

ECU 100 incorporates a processor such as a CPU (Central Processing Unit), memories such as ROM (Read Only Memory) and RAM (Random Access Memory), input/output ports, and timers (none of which are shown). ECU 100 executes predetermined arithmetic processing based on the information stored in the memory and the data from the corresponding sensors. For example, the ECU 100 calculates the driving force (required driving force) that the user requests of the vehicle 1 based on the accelerator opening Acc, the vehicle speed, and the like. ECU 100 controls the driving force of vehicle 1 according to the calculated required driving force. More specifically, the output of the engine 10 (throttle opening, ignition timing, fuel injection amount, etc.) and the output of the first MG 21 and the second MG 22 are adjusted so that a driving force close to the required driving force is transmitted to the driving wheels 33. (energization amount, etc.).

Note that the ECU 100 may be divided into a plurality of ECUs for each function. For example, the ECU 100 may be divided into an engine ECU that controls the engine 10, a battery ECU that monitors the battery 60, and a hybrid ECU that controls the overall control of the vehicle 1 (all not shown).

Automatic parking control is one of the main controls executed by the ECU 100 in the present embodiment. Automatic parking control is control for automatically parking the vehicle 1 at a target parking position based on image information acquired by the camera 80 . The ECU 100 executes various controls (steering control, driving force control, brake control, etc.) for parking the vehicle 1 at the target position without being based on the user's vehicle operation (steering operation, accelerator pedal operation, etc.).

Automatic parking control includes automatic parking control as one of its functions. Automatic parking control automatically moves the vehicle 1 from a parking position (for example, parallel parking position) to a target position (for example, a position where the vehicle can merge into the lane) based on image information acquired by the camera 80. Control. In the automatic parking exit control as well, the ECU 100 performs various controls (steering control, driving force control, brake control, etc.) for exiting the vehicle 1 from the parking position without being based on the user's vehicle operation (steering operation, accelerator pedal operation, etc.). ).

<End of automatic warehousing control>
A user may operate the accelerator pedal 91 during execution of automatic parking control (in particular, automatic parking control) in the vehicle 1 . For example, when the vehicle 1 moves from a parallel parking position and reaches a position where it can merge into the lane, the user may depress the accelerator pedal 91 . When the ECU 100 detects that the accelerator pedal 91 has been stepped on, the ECU 100 ends the automatic garage leaving control even if the user does not operate the HMI 7 . As a result, the user's operations on the HMI 7 are reduced, so that the user's convenience can be improved.

On the other hand, at the end of the automatic garage leaving control, problems such as those described below may occur. Therefore, ECU 100 in the present embodiment executes specific control at the end of automatic garage leaving control. This control will be described in detail in comparison with a comparative example.

FIG. 2 is a time chart showing control at the end of automatic garage leaving control in the comparative example. In FIG. 2 and FIG. 3 described later, the horizontal axis represents elapsed time. The vertical axis represents, from the top, ON/OFF of an automatic parking control flag that manages automatic parking exit control, the accelerator opening Acc based on the user's accelerator pedal operation, and the required driving force of the vehicle 1 .

Referring to FIG. 2, it is assumed that the automatic parking control flag is ON at initial time t0, and automatic parking control is being executed. When the amount of depression of the accelerator pedal 91 by the user (accelerator opening Acc) exceeds a predetermined value X at time t1, it is determined that the user has depressed the accelerator pedal 91 . Then, the automatic parking control flag is switched from ON to OFF, and the automatic parking control ends. Then, the authority to operate the vehicle 1 is transferred from the vehicle side (vehicle 1) to the human side (user), and control of the required driving force of the vehicle 1 is switched to control based on the user's accelerator pedal operation.

In the comparative example, when the automatic garage leaving control ends at time t1, a required driving force corresponding to the accelerator opening Acc (a required driving force corresponding to Acc=X) is generated. Since the required driving force changes discontinuously before and after the automatic garage leaving control is terminated, if the driving force immediately before the automatic garage leaving control is terminated is relatively small, the required driving force corresponding to Acc=X at time t1 , there is a possibility that the driving force of the vehicle 1 suddenly changes (rapidly increases). As a result, there is a possibility that the vehicle 1 may experience a shock (vibration or impact) or feel excessively accelerated, making the user feel uncomfortable.

Therefore, in the present embodiment, the required driving force of the vehicle 1 is gradually increased immediately after the automatic garage leaving control ends. More specifically, the required driving force of the vehicle 1 is made smaller as the operation amount (accelerator opening Acc) of the accelerator pedal 91 is smaller, and the elapsed time from the end of the automatic garage leaving control (time t1) is shorter. make it as small as In addition, below, the elapsed time from the end time of automatic garage leaving control is also described as "(DELTA)T."

FIG. 3 is a time chart showing control at the end of automatic garage leaving control in the present embodiment. Referring to FIG. 3, also in the present embodiment, accelerator opening Acc reaches predetermined value X at time t1, and the automatic parking control flag is switched from ON to OFF. With the termination of the automatic garage leaving control, the required driving force of the vehicle 1 is controlled based on the user's operation of the accelerator pedal.

In the present embodiment, after the automatic garage leaving control is terminated, the rate of increase (increase amount per unit time) of the required driving force of the vehicle 1 is made lower than in the comparative example. Hereinafter, the rate of increase in the required driving force of the vehicle 1 is also referred to as "driving force rate". The driving force rate is determined based on at least the "first driving force rate D1". A map MP as described below, for example, is used to calculate the first driving force rate D1.

FIG. 4 is a conceptual diagram for explaining a map MP for calculating the first driving force rate D1 in this embodiment. As shown in FIG. 4, the smaller the accelerator opening Acc and the shorter the elapsed time ΔT from the end of the automatic garage leaving control, the lower the first driving force rate D1 is set. As a result, the vehicle 1 can be smoothly started, so that it is possible to prevent the occurrence of a shock and an excessive feeling of acceleration (feeling of rushing out) due to the termination of the automatic garage exit control. Therefore, the user's discomfort can be reduced (suppressed).

<Control flow>
FIG. 5 is a flow chart showing an example of the procedure of automatic parking control according to the present embodiment. A series of processes shown in this flowchart are executed by the ECU 100 and are started when the user requests automatic parking. A request for automatic delivery is generated, for example, when the user touches an automatic delivery start button displayed on the HMI 7 . It is assumed that the vehicle 1 is parked at the start of execution of this flow chart. In addition to the automatic parking control flag, the ECU 100 manages an accelerator pedal operation flag indicating that the accelerator pedal 91 has been operated by the user. Assume that the accelerator pedal operation flag is off.

Each step in the flowchart of FIG. 5 and FIG. 6 described later is implemented by software processing by the ECU 100, but may be implemented by processing by an electronic circuit fabricated in the ECU 100 (hardware processing). The step is abbreviated as "S" below.

Referring to FIG. 5, when automatic parking is requested, ECU 100 turns on an automatic parking control flag indicating that automatic parking control (including automatic parking control) is being executed (S101).

At S102, the ECU 100 acquires the information of the captured image from the camera 80 that captures the target position (S102). The target position is, as described above, a position where the vehicle can merge into the lane. Next, the ECU 100 generates a moving route of the vehicle 1 from the current parking position of the vehicle 1 to the target position (S103).

At S104, the ECU 100 calculates a target vehicle speed for moving the vehicle 1 along the movement route generated at S103. Furthermore, the ECU 100 controls the steering, driving force, brakes, etc. of the vehicle 1 so that the vehicle 1 moves along the generated moving route at the target vehicle speed (S105).

In S106, the ECU 100 determines whether the vehicle 1 has reached the target position. When the vehicle 1 reaches the target position (YES in S106), the ECU 100 switches the automatic parking control flag from ON to OFF, and ends the automatic garage exit control (S107). Note that the automatic parking control flag can be turned off even when a user's operation on the HMI 7 requests cancellation of the automatic parking control.

On the other hand, if vehicle 1 has not reached the target position (NO in S 106 ), ECU 100 advances the process to S 108 and acquires accelerator opening Acc from accelerator position sensor 92 . Then, the ECU 100 determines whether the accelerator opening Acc is equal to or greater than a predetermined value X (S109). If accelerator opening Acc is less than predetermined value X (NO in S109), ECU 100 determines that the operation of accelerator pedal 91 by the user has not been detected, and returns the process to S104. In this case, automatic warehousing control continues.

On the other hand, if accelerator opening Acc is greater than or equal to predetermined value X (YES in S109), ECU 100 determines that the user's operation of accelerator pedal 91 is detected, and turns on the accelerator pedal operation flag (S110). After that, the ECU 100 advances the process to S107 and turns off the automatic parking control flag.

FIG. 6 is a flow chart showing an example of a processing procedure at the end of automatic garage leaving control according to the present embodiment. A series of processes shown in this flowchart are executed by the ECU 100, and are started, for example, at each predetermined control cycle.

Referring to FIG. 6, in S201, ECU 100 determines whether the automatic parking control flag is off. If the automatic parking control flag is ON (NO in S201), the ECU 100 returns the process to the main routine. If the automatic parking control flag is off (YES in S201), ECU 100 determines whether the accelerator operation flag is on (S202). Also when the accelerator operation flag is OFF (NO in S202), ECU 100 returns the process to the main routine.

When the automatic parking control flag is off and the accelerator operation flag is on (YES in S201 and YES in S202), the ECU 100 calculates the elapsed time ΔT after the automatic parking control flag is switched from ON to OFF. Acquire (S203). This elapsed time can be measured by a timer (not shown) built in the ECU 100 . Further, the ECU 100 acquires the accelerator opening Acc from the accelerator position sensor 92 (S204). Also, the ECU 100 acquires the vehicle speed V from the vehicle speed sensor 93 (S205).

In S206, the ECU 100 calculates the first driving force rate D1 based on the elapsed time ΔT after the automatic parking control flag is switched from ON to OFF and the accelerator opening Acc. As described with reference to FIG. 4, the first driving force rate D1 is calculated based on the map MP so that it increases as the accelerator opening Acc increases and increases as the elapsed time ΔT increases.

In S207, the ECU 100 calculates the second driving force rate D2 based on the vehicle speed V. More specifically, the higher the vehicle speed V, the higher the second driving force rate D2 can be.

In S208, the ECU 100 calculates the driving force rate of the vehicle 1 based on the first driving force rate D1 and the second driving force rate D2. For example, when the shift position of the vehicle 1 is in the forward range (such as the D range), the higher one of the first driving force rate D1 and the second driving force rate D2 is set as the driving force rate of the vehicle 1. can be done. On the other hand, when the shift position of the vehicle 1 is in the reverse range (R range), the lower one of the first driving force rate D1 and the second driving force rate D2 can be used as the driving force rate of the vehicle 1. can.

However, the method of calculating the driving force rate of the vehicle 1 from the first driving force rate D1 and the second driving force rate D2 is not limited to this. For example, the sum (added value) of the first driving force rate D1 and the second driving force rate D2 may be used as the driving force rate of the vehicle 1 .

At S209, the ECU 100 controls the driving force of the vehicle 1 according to the required driving force determined according to the driving force rate calculated at S209.

As described above, in the present embodiment, the required drive amount is gradually increased immediately after the automatic garage leaving control ends. More specifically, the required driving force of the vehicle 1 decreases as the accelerator opening Acc decreases, and decreases as the elapsed time ΔT from the end of the automatic garage exit control decreases. As a result, it is possible to avoid a situation in which the required driving force of the vehicle 1 suddenly increases immediately after the automatic garage leaving control ends. Therefore, it is possible to prevent the occurrence of a shock or excessive acceleration immediately after the automatic leaving control ends, and suppress the discomfort of the user.

The embodiments disclosed this time should be considered as examples and not restrictive in all respects. The scope of the present disclosure is indicated by the scope of claims rather than the description of the above-described embodiments, and is intended to include all modifications within the scope and meaning equivalent to the scope of the claims.

1 vehicle, 10 engine, 21 first MG, 22 second MG, 31 power split device, 32 output shaft, 33 drive wheel, 40 PCU, 50 SMR, 60 battery, 70 HMI, 80 camera, 91 accelerator pedal, 92 accelerator position sensor , 93 vehicle speed sensor, 100 ECU, C carrier, P planetary gear, R ring gear, S sun gear.

Claims (1)

a user-operable accelerator pedal;
a control device configured to execute automatic parking exit control for exiting the vehicle from the parking position without being based on the operation of the accelerator pedal by the user;
The control device terminates the automatic garage exit control when the accelerator pedal is operated during execution of the automatic garage exit control, and generates a required driving force corresponding to the amount of operation of the accelerator pedal,
The increase rate of the required driving force is lower as the operation amount of the accelerator pedal is smaller, and is lower as the elapsed time from the end of the automatic garage exit control is shorter, and when the shift position is in the reverse range. is lower than when said shift position is in forward range , the vehicle.

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