JP7329355B2 - vehicle - Google Patents

Description

The present invention relates to vehicles.

There is a technique (so-called one-pedal function) that enables a vehicle to be accelerated and decelerated with one pedal (for example, Patent Document 1).

JP 2016-141223 A

Such a pedal having a one-pedal function (hereinafter sometimes referred to as a common pedal) has a shorter stroke corresponding to an acceleration operation than a normal accelerator pedal that allows only an acceleration operation. As a result, the common pedal expresses the drive force from zero to the maximum drive force in a short stroke, and the amount of change in drive force with respect to the amount of change in the amount of depression is greater than with a normal accelerator pedal. As described above, the common pedal is highly sensitive to acceleration, making it difficult to perform an acceleration operation. For this reason, a driver who is not accustomed to the acceleration operation may not be able to drive the vehicle properly with the common pedal.

SUMMARY OF THE INVENTION Accordingly, it is an object of the present invention to provide a vehicle that can be properly driven using the one-pedal function.

In order to solve the above problems, the vehicle of the present invention uses a common pedal that accepts an acceleration operation and a deceleration operation according to the amount of depression, and the driving force of the own vehicle when the amount of depression reaches the maximum amount of depression. When it is assumed that a certain first driving force becomes lower than the maximum value of the driving force of the own vehicle, and the maximum value of the driving force of the own vehicle is reached by depressing the accelerator pedal, which only accepts acceleration operation, with the maximum depression amount. The amount of depression and the driving force of the own vehicle are related so as to be equivalent to the maximum value of the driving force of , and based on the duration of the maximum depression amount of the common pedal , the driving force of the own vehicle is set to the first and a driving force control unit for increasing the driving force.

Further, when the depression amount is reduced after the driving force of the own vehicle is made higher than the first driving force, the driving force control unit sets the original driving force corresponding to the reduced depression amount as the target driving force to the own vehicle. Follow-up decrease control may be performed to follow and decrease the driving force of .

Further, when the amount of change in the amount of depression with time during the follow-up decrease control falls within a predetermined range including zero, the driving force control unit temporarily stops the follow-up decrease control, and maintains the driving force at the point of stop. may

Further, when the depression amount during the follow-up decrease control is less than the predetermined depression amount, the driving force control section may continue the follow-up decrease control regardless of the time change amount of the depression amount.

Further, the driving force control section may vary the time constant in the follow-up decrease control based on the amount of time change in the depression amount during the follow-up decrease control.

According to the present invention, it is possible to appropriately run the vehicle using the one-pedal function.

1 is a schematic diagram showing the configuration of a vehicle according to this embodiment; FIG. It is a figure explaining a common pedal. It is a figure which shows the relationship between depression amount and driving force. FIG. 5 is a diagram showing the relationship between the duration of the maximum depression amount and the driving force; It is a figure which shows an example of time transition of depression amount, and time transition of driving force. FIG. 10 is a diagram illustrating a case where the depression amount is reduced after the driving force of the host vehicle becomes higher than the first driving force; It is a figure explaining the relationship between the reduction speed of depression amount, and driving force. FIG. 10 is a diagram illustrating a case where the amount of depression is returned slightly from the maximum amount of depression to be constant, and then the amount of depression is returned slightly to be constant. FIG. 10 is a diagram illustrating a case where the amount of depression is slightly returned from the maximum amount of depression to be constant and then increased. FIG. 11 is a diagram for explaining a case where the depression amount is greatly decreased during follow-up decrease control; 4 is a flowchart for explaining the operation flow of a driving force control unit;

Embodiments of the present invention will be described in detail below with reference to the accompanying drawings. The dimensions, materials, and other specific numerical values shown in these embodiments are merely examples for facilitating understanding of the invention, and do not limit the invention unless otherwise specified. In the present specification and drawings, elements having substantially the same function and configuration are given the same reference numerals to omit redundant description, and elements that are not directly related to the present invention are omitted from the drawings. do.

FIG. 1 is a schematic diagram showing the configuration of a vehicle 1 according to this embodiment. In FIG. 1, the flow of control signals is indicated by dashed arrows. In the following, configurations and processes related to this embodiment will be described in detail, and descriptions of configurations and processes unrelated to this embodiment will be omitted.

The vehicle 1 is, for example, an electric vehicle using a motor as a drive source. The vehicle 1 may be an automobile using an engine as a drive source, or may be a hybrid electric automobile in which an engine and a motor are provided in parallel. Henceforth, the vehicle 1 may be called an own vehicle.

Vehicle 1 includes a common pedal 10 , a depression amount sensor 12 , a drive mechanism 14 , a braking mechanism 16 and a controller 18 . The common pedal 10 accepts an acceleration operation and a deceleration operation according to the amount of depression. That is, the vehicle 1 has a one-pedal function that enables acceleration and deceleration operations with one pedal (common pedal 10). A depression amount sensor 12 detects the amount of depression of the common pedal 10 .

FIG. 2 is a diagram illustrating the common pedal 10. As shown in FIG. In FIG. 2, the direction in which the common pedal 10 is stepped on is indicated by a solid arrow. Moreover, in FIG. 2, the posture of the vehicle 1 is horizontal. Also, the driver is positioned on the right side of the common pedal 10 in FIG. The common pedal 10 is provided, for example, vertically downward in front of the driver's seat and connected to the vehicle body 20 .

When the common pedal 10 is not depressed, the inclination angle of the common pedal 10 with respect to the vehicle body 20 (vehicle 1) is the largest, and the depression amount is the minimum (minimum depression amount). Further, when the common pedal 10 is fully depressed, the inclination angle of the common pedal 10 with respect to the vehicle body 20 (vehicle 1) is the smallest, and the amount of depression becomes maximum (maximum amount of depression). Further, the stroke of the common pedal 10 is from the minimum depression amount to the maximum depression amount.

The depression amount (stepping angle) of the common pedal 10 is divided into an acceleration region and a deceleration region. The acceleration region is a region for receiving an acceleration operation, and the deceleration region is a region for receiving a deceleration operation.

In the common pedal 10, a predetermined boundary value is set between the minimum depression amount and the maximum depression amount. A predetermined boundary value separates the acceleration region and the deceleration region. Specifically, the deceleration region is set between the minimum depression amount and a predetermined boundary value. Also, the acceleration region is set between a predetermined boundary value and the maximum depression amount. The predetermined boundary value is set, for example, such that the acceleration region is larger than the deceleration region, but is not limited to this example.

In the acceleration region, the greater the depression amount (the smaller the inclination angle of the common pedal 10), the greater the acceleration operation amount of the vehicle 1.

In the deceleration region, the deceleration operation amount of the vehicle 1 increases as the depression amount decreases (the inclination angle of the common pedal 10 increases). Also, in the deceleration region, regenerative braking is performed by causing the drive motor to function as a generator to regenerate electric power to the battery. Further, in the deceleration region, if the deceleration according to the amount of depression cannot be achieved by regeneration alone, a mechanical brake is also used.

Further, when the amount of depression is maintained at the minimum amount of depression, the vehicle 1 is maintained in a mechanically braked state. Therefore, the vehicle 1 can continue to stop even on a sloped road without the driver continuing to depress a brake pedal different from the common pedal 10 by maintaining the common pedal 10 at the minimum depression amount. .

Returning to FIG. 1, the drive mechanism 14 includes a drive motor (not shown) that rotates the wheels. The driving motor is driven based on the acceleration operation of the common pedal 10 . That is, the drive mechanism 14 accelerates the vehicle 1 based on the acceleration operation of the common pedal 10 .

Braking mechanism 16 includes mechanical braking and regenerative braking. The braking mechanism 16 decelerates and stops the vehicle 1 based on the deceleration operation of the common pedal 10 .

The control unit 18 is composed of a semiconductor integrated circuit including a central processing unit (CPU), a ROM storing programs and the like, a RAM as a work area, and the like. The control unit 18 functions as a driving force control unit 30 and a braking control unit 32 by executing programs.

The driving force control unit 30 derives the driving force of the own vehicle based on the depression amount of the common pedal 10 acquired from the depression amount sensor 12, and instructs the drive mechanism 14 to drive the own vehicle with the derived driving force. instruct. That is, the driving force control section 30 controls the driving mechanism 14 . The driving force control section 30 will be described in detail later.

The braking control unit 32 derives the deceleration of the own vehicle based on the amount of depression of the common pedal 10 acquired from the depression amount sensor 12, and instructs the braking mechanism 16 to decelerate the own vehicle with the derived deceleration. do. That is, the braking control section 32 controls the braking mechanism 16 . In addition, the control unit 18 controls each unit of the vehicle 1 such as the driving mechanism 14 and the braking mechanism 16, as well as a steering mechanism (not shown).

As described above, in the common pedal 10, the stroke is proportionally divided between the acceleration region and the deceleration region. Also, the stroke of the common pedal 10 is equal to the stroke of a normal accelerator pedal that only accepts an acceleration operation. As a result, the common pedal 10 has a shorter stroke in the acceleration region than the normal accelerator pedal stroke. For this reason, the common pedal 10 expresses the drive force from zero to the maximum drive force with a short stroke in the acceleration region. amount of change increases.

FIG. 3 is a diagram showing the relationship between the depression amount and the driving force. In FIG. 3, the normal accelerator pedal without the one-pedal function is indicated by a dashed line 40, the conventional common pedal is indicated by a two-dot chain line 42, and the common pedal 10 of the vehicle 1 of this embodiment is indicated by a solid line 44. there is Further, in FIG. 3, a depression amount of 0% indicates the minimum depression amount, and a depression amount of 100% indicates the maximum depression amount.

As indicated by the dashed line 40 in FIG. 3, with a normal accelerator pedal, the driving force gradually increases from zero to the maximum value as the depression amount increases. On the other hand, as indicated by the chain double-dashed line in FIG. 3, with the conventional common pedal, the driving force gradually increases from a minimum value lower than zero to a maximum value as the amount of depression increases. In other words, the amount of change in driving force with respect to the amount of depression of the conventional common pedal is larger than the amount of change in driving force with respect to the amount of depression of the normal accelerator pedal.

For this reason, with the conventional common pedal, when the amount of depression in the acceleration region is increased in the same way as with a normal accelerator pedal, the driving force increases significantly compared to a normal accelerator pedal, and the amount of increase in the acceleration of the vehicle increases. become more. As described above, the acceleration operation is difficult with the conventional common pedal because the acceleration sensitivity is high in the acceleration operation. Therefore, with the conventional common pedal, a driver who is not accustomed to the acceleration operation may not be able to drive the vehicle appropriately.

Therefore, in the vehicle 1 of the present embodiment, as shown by the solid line 44 in FIG. is equal to the amount of change in In other words, in the vehicle 1 of this embodiment, the slope of the solid line 44 for the common pedal 10 is made equal to the slope of the chain line 40 for the normal accelerator pedal. Note that the amount of change in driving force with respect to the amount of depression of the common pedal 10 is not limited to being completely equal to the amount of change in driving force with respect to the amount of depression of a normal accelerator pedal. It may be similar to the amount of change in driving force with respect to the amount of change in drive force.

Specifically, as indicated by the solid line 44 in FIG. 3, in the common pedal 10 of the present embodiment, as the amount of depression increases, the driving force gradually increases from the minimum value lower than zero to the first driving force. . The first driving force is the driving force of the own vehicle when the maximum depression amount (100% depression amount) is reached, and is higher than zero and lower than the maximum value (between zero and the maximum value). set. Also, the difference between the maximum driving force and the first driving force is equal to the difference between the minimum driving force and zero driving force.

That is, in the present embodiment, the depression amount and the driving force of the host vehicle are related so that the first driving force corresponding to the maximum depression amount is lower than the maximum value.

As a result, with the common pedal 10 of the present embodiment, when the amount of depression in the acceleration region is increased in the same manner as with a normal accelerator pedal, the acceleration of the host vehicle increases to the same extent as with a normal accelerator pedal. Therefore, in the vehicle 1 of the present embodiment, even if the driver is not accustomed to operating the common pedal 10 for acceleration, it is possible to prevent the common pedal 10 from being depressed more than necessary.

However, in this aspect, since the first driving force is lower than the maximum value, even if the depression amount reaches the maximum depression amount, the driving force does not reach the maximum value.

Therefore, the driving force control unit 30 of the present embodiment associates the amount of depression with the driving force of the host vehicle so that the first driving force corresponding to the maximum amount of depression is lower than the maximum value. In addition, the driving force of the host vehicle is made higher than the first driving force based on the duration of the maximum depression amount.

FIG. 4 is a diagram showing the relationship between the duration of the maximum depression amount and the driving force. In FIG. 4, zero duration indicates the point in time when the amount of depression reaches the maximum amount of depression.

As shown in FIG. 4, the driving force gradually increases from the first driving force to the maximum value as the maximum depression amount continues. In other words, the driving force approaches the maximum value as the maximum depression amount is maintained for a longer period of time. The duration of the maximum depression amount and the driving force are, for example, in a proportional relationship, and are related such that the driving force reaches the maximum value when the depression amount is maintained at the maximum depression amount for 3 seconds. Note that the duration for which the driving force reaches the maximum value is not limited to 3 seconds.

FIG. 5 is a diagram showing an example of the temporal transition of the depression amount and the temporal transition of the driving force. FIG. 5(a) shows the time transition of the depression amount, and FIG. 5(b) shows the time transition of the driving force.

As shown in FIG. 5A, it is assumed that the common pedal 10 is depressed at time T10, the depression amount reaches 90% at time T11, and the depression amount reaches 100% (maximum depression amount) at time T12. At this time, as shown in FIG. 5B, the driving force gradually increases as the amount of depression increases, and reaches the first driving force at time T12.

Then, as shown in FIG. 5A, it is assumed that the depression amount is maintained at 100% from time T12 to time T13. In this case, as shown in FIG. 5B, the driving force gradually increases from the first driving force. The driving force in the region higher than the first driving force gradually increases with an amount of change over time that is approximately the same as the amount of change over time in the driving force below the first driving force.

Thus, in the vehicle 1 of this embodiment, the driving force of the own vehicle becomes higher than the first driving force based on the duration of the maximum depression amount. As a result, in the vehicle 1 of the present embodiment, the driving force of the own vehicle can be increased to a maximum value equivalent to the maximum driving force of a normal accelerator pedal. As a result, the vehicle 1 of the present embodiment can be properly driven using the one-pedal function.

FIG. 6 is a diagram illustrating a case where the depression amount is reduced after the driving force of the own vehicle becomes higher than the first driving force. In FIG. 6, the solid line arrows show how the driving force changes with respect to the depression amount over time.

When the common pedal 10 is depressed, the driving force increases toward the first driving force as indicated by solid line 44 . When the common pedal 10 is depressed to the maximum depression amount and maintained, the driving force increases toward the maximum value as indicated by the solid line 46 . Here, it is assumed that the maximum depression amount is maintained until the driving force reaches the maximum value. After that, it is assumed that the common pedal 10 is returned from the maximum depression amount. Then, the driving force decreases toward the original driving force corresponding to the current depression amount as indicated by the solid line 48 . At this time, the driving force follows the change in the depression amount with a delay.

That is, when the depression amount is reduced after the driving force of the own vehicle becomes higher than the first driving force, the driving force control unit 30 sets the original driving force corresponding to the reduced depression amount as the target driving force. , and lowers the driving force of the own vehicle. Hereinafter, this control may be referred to as follow-up decrease control. Further, the original driving force corresponding to the amount of depression based on the relationship between the amount of depression and the driving force (solid line 44) may be referred to as standard driving force.

Specifically, the driving force control unit 30 controls the difference between the standard driving force (for example, driving force P90) corresponding to the current depression amount (for example, depression amount 90%) and the current driving force (hereinafter referred to as the driving force (sometimes called the difference). The driving force control unit 30 derives a new driving force by calculating a transfer function configured by a first-order or multi-order low-pass filter or the like on the driving force difference. Thereby, the driving force control section 30 can reduce the driving force so as to follow the target driving force.

Therefore, in the vehicle 1 of the present embodiment, the driving force can be smoothly changed from the driving force increased to the first driving force or more to the standard driving force corresponding to the depression amount, and the speed of the vehicle 1 can be rapidly increased. It is possible to prevent it from changing. As a result, the vehicle 1 of the present embodiment can be properly driven using the one-pedal function.

It is also assumed that after the amount of depression is returned from 100% (maximum amount of depression) to 90%, the amount of depression is maintained at 90%. Then, the driving force is maintained at the driving force P90A when the depression amount is maintained at 90%. In FIG. 6, black dots 50 indicate the relationship between the amount of depression and the driving force when the amount of depression is returned and maintained at 90%.

The driving force P90A when the depression amount is maintained at 90% is higher than the standard driving force (driving force P90) corresponding to the depression amount of 90%. Further, the driving force P90A when the depression amount is maintained at 90% is equal to or greater than the first driving force. That is, in the vehicle 1 of this embodiment, it is possible to maintain the driving force equal to or greater than the first driving force.

In the example of FIG. 5, at time T13, the driving force is between the maximum value and the first driving force, as shown in FIG. 5(b). As shown in FIG. 5(a), it is assumed that the depression amount, which was 100% at time T13, decreases to 90% at time T14. Then, as shown in FIG. 5(b), the driving force smoothly decreases from the value at time T13 in accordance with the reduced depression amount, and becomes the driving force P90A. The driving force P90A is greater than or equal to the standard driving force (driving force P90) corresponding to the depression amount of 90%. Then, as shown in FIG. 5(a), when the depression amount is maintained at 90% after time T14, the driving force is maintained at the depression amount of 90% as shown in FIG. 5(b). is maintained at the driving force P90A.

In order to achieve this, the driving force control unit 30 temporarily stops the follow-up decrease control when the time change amount of the depression amount at the time of the follow-up decrease falls within a predetermined range including zero, and maintain power. The case where the amount of change over time in the amount of depression is within a predetermined range including zero corresponds to the case where the amount of depression is maintained constant. The predetermined range including zero here is set to a range in which the depression amount can be considered to be maintained constant, taking into consideration the variation in the depression amount due to the actual acceleration operation of the common pedal 10 .

As described above, in the vehicle 1 of the present embodiment, when the depression amount is maintained constant, the driving force is maintained by temporarily stopping the follow-up decrease control to maintain the driving force equal to or greater than the first driving force. can be made As a result, the driver can adjust the amount of depression slightly back from the maximum amount of depression to make it constant, so that, for example, high-speed driving can be performed in the same manner as with a normal accelerator pedal. Therefore, the vehicle 1 of the present embodiment can be properly driven using the one-pedal function.

FIG. 7 is a diagram for explaining the relationship between the rate of decrease of the amount of depression and the driving force. FIG. 7(a) shows an example of the time transition of the depression amount, and FIG. 7(b) shows an example of the time transition of the driving force.

In the follow-up reduction control, the speed at which the driving force returns to the standard driving force is varied based on the speed at which the depression amount is reduced (the speed at which the common pedal 10 is returned). Specifically, in the follow-up reduction control, as indicated by a solid line 52 in FIG. is high so that the driving force quickly returns to the standard driving force. Further, in the follow-up reduction control, as indicated by the solid line 56 in FIG. The driving force is made to return to the standard driving force slowly.

In order to achieve this, the driving force control section 30 varies the time constant in the follow-up decrease control based on the amount of time change in the depression amount during the follow-up decrease control. Specifically, the driving force control unit 30 derives the time constant of the transfer function based on the amount of change over time of the depression amount. Then, the driving force control section 30 applies the derived time constant to the transfer function, and derives a new driving force using the transfer function. Thus, the driving force control section 30 can vary the speed at which the driving force returns to the standard driving force based on the speed at which the depression amount is reduced.

As indicated by the solid line 52 in FIG. 7(a), when the depression amount is quickly returned from 100% to 90% and maintained at 90% at time T15, as indicated by the solid line 54 in FIG. The force drops off quickly and is maintained at driving force P90B at time T15. 7(a), the depression amount is slowly returned from 100% to 90%, and maintained at 90% at time T16 after time T15, the solid line 58 in FIG. 7(b) , the driving force slowly decreases and is maintained at a driving force P90C that is equal to or greater than the driving force P90B at time T16.

In other words, when the amount of depression is returned slightly from the maximum amount of depression to be constant, even if the amount of depression to be constant is the same, the magnitude of the driving force to be maintained differs depending on the speed at which the amount of depression is returned. Therefore, the driver can adjust the driving force according to the speed at which the depression amount is returned. For example, the driver can continue high-speed driving by slowly returning the depression amount to make it constant, and can quickly suppress an excessively high speed by quickly returning the depression amount to make it constant. .

FIG. 8 is a diagram for explaining the case where the amount of depression is returned slightly from the maximum amount of depression to be constant, and then the amount of depression is returned slightly to be constant. FIG. 8(a) shows an example of the time transition of the depression amount, and FIG. 8(b) shows an example of the time transition of the driving force.

As shown in FIG. 8A, after the depression amount is maintained at 90%, it is assumed that the depression amount, which was 90% at time T17, decreases to 80% at time T18. Then, as shown in FIG. 8(b), the driving force smoothly decreases from the value at time T17 in accordance with the reduced depression amount, and becomes the driving force P80A. The driving force P80A is greater than or equal to the standard driving force (driving force P80) corresponding to the depression amount of 80%. Then, as shown in FIG. 8(a), when the depression amount is maintained at 80% after time T18, the driving force is maintained at the depression amount of 80% as shown in FIG. 8(b). is maintained at the driving force P80A.

In this manner, the driving force control unit 30 resumes the following reduction control when the depression amount is reduced again after the following reduction control is temporarily stopped to maintain the driving force. When the depression amount is maintained constant again after the follow-up decrease control is resumed, the driving force control unit temporarily stops the follow-up decrease control again to maintain the drive force. . That is, the driving force control unit 30 repeats the follow-up reduction control and the temporary stop of the follow-up reduction control until the driving force returns to the standard driving force corresponding to the depression amount.

Therefore, in the vehicle 1 of the present embodiment, the driving force can be smoothly changed from the driving force increased to the first driving force or more to the standard driving force corresponding to the depression amount, and the speed of the vehicle 1 can be rapidly increased. can be prevented from changing to

FIG. 9 is a diagram for explaining the case where the amount of depression is slightly returned from the maximum amount of depression to be constant, and then the amount of depression is increased. FIG. 9(a) shows an example of the time transition of the depression amount, and FIG. 9(b) shows an example of the time transition of the driving force.

As shown in FIG. 9A, after the depression amount is maintained at 90%, it is assumed that the depression amount, which was 90% at time T19, increases to 100% at time T20. Then, as shown in FIG. 9B, the driving force increases from the value at time T19 in accordance with the increased depression amount. In this case, the driving force increases with an amount of time change equal to the amount of change over time of the standard driving force corresponding to the amount of depression (for example, the amount of increase in the standard driving force when the amount of depression increases from 90% to 100%). .

Also, as shown in FIG. 9A, it is assumed that the depression amount is maintained at 100% again after time T20. Then, as shown in FIG. 9B, the driving force continuously increases from the driving force at time T20 toward the maximum value.

In this manner, when the depression amount increases after the follow-up decrease control is temporarily stopped and the driving force is maintained, the driving force control unit 30 ends the follow-up decrease control and And according to the duration of the maximum depression amount, the driving force is increased until it reaches the maximum value.

As a result, in the vehicle 1 of the present embodiment, the driving force can be changed smoothly, and it is possible to prevent the speed of the vehicle 1 from suddenly changing.

Note that the driving force control section 30 may perform the follow-up decrease control again when the depression amount decreases again after the driving force increases after the follow-up decrease control.

Further, when the depression amount during the follow-up decrease control is less than the predetermined depression amount, the driving force control unit 30 continues the follow-up decrease control without stopping the follow-up decrease control regardless of the time change amount of the depression amount. may The predetermined amount of depression is intermediate between the frequently used low speed area in the acceleration area (relatively less depression amount in the acceleration area) and the less frequently used high speed area (relatively large amount of depression in the acceleration area). It is set in the vicinity (for example, the depression amount is 60%).

10A and 10B are diagrams for explaining a case where the depression amount is greatly decreased during the follow-up decrease control. FIG. 10(a) shows an example of the depression amount over time, and FIG. 10(b) shows an example of the driving force over time. Further, in FIG. 10(a), the predetermined depression amount is set to 60%.

As shown in FIG. 10(a), after time T13, the depression amount decreases from 100%, and the depression amount is not maintained constant on the way, and at time T21, the depression amount reaches the predetermined depression amount. Suppose it is 60%. In this case, as shown in FIG. 10(b), the driving force decreases according to the depression amount, and at time T21, the driving force P60A, which is equal to or greater than the standard driving force (driving force P60) corresponding to the depression amount of 60%. became.

After that, as shown in FIG. 10(a), it is assumed that the depression amount falls below the predetermined depression amount of 60% and further decreases, and after time T22, the depression amount becomes constant at 55%. In this case, as shown in FIG. 10B, at time T22, the driving force becomes a driving force P55A that is equal to or greater than the standard driving force (driving force P55) corresponding to the depression amount of 55%, and after time T22, the driving force P55 continue to decline towards At time T23, the driving force became equal to the standard driving force (driving force P55) corresponding to the current depression amount of 55%.

That is, the driving force control unit 30 does not temporarily stop the follow-up decrease control (continues the follow-up decrease control) when the depression amount is kept constant at a depression amount below the predetermined depression amount.

As a result, in the vehicle 1 of the present embodiment, it is possible to prevent the driving force from being maintained in an excessively high state even when the depression amount is in the low speed region in the acceleration region. That is, in the vehicle 1 of this embodiment, it is possible to prevent the speed of the vehicle 1 from increasing against the intention of the driver.

FIG. 11 is a flowchart for explaining the operation flow of the driving force control section 30. As shown in FIG. The driving force control unit 30 repeats the series of processes in FIG. 11 as interrupt control at a predetermined control cycle.

When it is time to start interrupt control, the driving force control unit 30 first acquires the amount of depression from the amount of depression sensor 12, and determines whether the obtained amount of depression is the maximum amount of depression (S100). If the depression amount is the maximum depression amount (YES in S100), the driving force control unit 30 derives the driving force to be added based on the duration of the maximum depression amount, and adds it to the driving force at that time (S110). ). The driving force control unit 30 counts the duration of the maximum depression amount from the time when the depression amount reaches the maximum depression amount.

Next, the driving force control section 30 determines whether or not the driving force derived based on the duration is greater than or equal to the maximum value (S120). If the driving force is not equal to or greater than the maximum value (NO in S130), the driving force control section 30 performs driving force control using the driving force derived based on the duration (S200).

If the driving force is greater than or equal to the maximum value (YES in S130), driving force control unit 30 rewrites the driving force to the maximum value (S130). Then, the driving force control section 30 performs driving force control using the driving force rewritten to the maximum value (S200).

If the depression amount is not the maximum depression amount (NO in S100), driving force control unit 30 determines whether or not the current driving force is the standard driving force (S140).

If the current driving force is the standard driving force (YES in S140), the driving force control unit 30 derives the driving force based on the depression amount (S150). Then, the driving force control section 30 performs driving force control using the driving force derived based on the depression amount (S200).

If the current driving force is not the standard driving force (NO in S140), the driving force control unit 30 determines whether the depression amount is constant (S160). Specifically, when the amount of change over time in the amount of depression in the current control cycle with respect to the amount of depression in the previous control cycle falls within a predetermined range, the driving force control unit 30 determines that the amount of depression is constant. to decide.

If the depression amount is not constant (NO in S160), the driving force control unit 30 derives the driving force based on the driving force difference between the standard driving force corresponding to the current depression amount and the current driving force. (S170). Specifically, the driving force control unit 30 derives the time constant of the transfer function based on the driving force difference, calculates the transfer function of the derived time constant and the driving force difference, and derives the driving force. Then, the driving force control section 30 performs driving force control (that is, follow-up reduction control) using the driving force derived based on the driving force difference (S200).

When the depression amount becomes constant (YES in S160), driving force control unit 30 determines whether the current depression amount is equal to or greater than a predetermined depression amount (S180).

If the current depression amount is greater than or equal to the predetermined depression amount (YES in S180), driving force control unit 30 maintains the current driving force (S190). Then, the driving force control unit 30 performs driving force control using the maintained driving force (S200). That is, in this case, the follow-up decrease control is temporarily stopped.

If the current depression amount is not equal to or greater than the predetermined depression amount (NO in S180), the driving force control unit 30 determines the driving force based on the driving force difference between the standard driving force corresponding to the current depression amount and the current driving force. is derived (S170). Then, the driving force control section 30 performs driving force control (that is, follow-up reduction control) using the driving force derived based on the driving force difference. That is, in this case, the follow-up decrease control is continued without being stopped.

As described above, in the vehicle 1 of the present embodiment, the amount of depression and the driving force of the own vehicle are related so that the driving force of the own vehicle is lower than the maximum value. , the driving force of the own vehicle becomes higher than the first driving force. As a result, in the vehicle 1 of the present embodiment, the amount of change in the driving force with respect to the amount of change in the amount of depression can be made approximately the same as that of a normal accelerator pedal, and the maximum value of the driving force of a normal accelerator pedal can be obtained. The driving force can be increased up to the maximum value.

Therefore, according to the vehicle 1 of the present embodiment, it is possible to appropriately travel using the one-pedal function.

Further, when the amount of depression is reduced after the driving force of the vehicle 1 is made higher than the first driving force, the driving force control unit 30 of the vehicle 1 according to the present embodiment controls the original driving force corresponding to the reduced amount of depression. is set as a target driving force, follow-up reduction control is performed to follow and reduce the driving force of the own vehicle. Therefore, in the vehicle 1 of this embodiment, the driving force can be changed smoothly, and it is possible to prevent the speed of the vehicle 1 from suddenly changing.

Further, the driving force control unit 30 of the vehicle 1 according to the present embodiment temporarily stops the follow-up decrease control and stops the follow-up decrease control when the time change amount of the depression amount during the follow-up decrease control falls within a predetermined range including zero. Maintain the driving force at the time of Therefore, in the vehicle 1 of the present embodiment, it is possible to maintain a high driving force equal to or greater than the first driving force, so that high-speed driving can be performed in the same manner as a normal accelerator pedal.

Further, the driving force control unit 30 of the vehicle 1 of the present embodiment continues the follow-up reduction control regardless of the time change amount of the depression amount when the depression amount during the follow-up reduction control is less than the predetermined depression amount. Therefore, in the vehicle 1 of the present embodiment, it is possible to prevent the high driving force from being maintained even though the depression amount is reduced.

Further, the driving force control unit 30 of the vehicle 1 according to the present embodiment varies the time constant in the follow-up reduction control based on the time change amount of the depression amount during the follow-up reduction control. Therefore, in the vehicle 1 of this embodiment, the driving force can be adjusted by the speed at which the driver returns the depression amount.

Although the embodiments of the present invention have been described above with reference to the accompanying drawings, it goes without saying that the present invention is not limited to such embodiments. It is obvious that a person skilled in the art can conceive of various modifications or modifications within the scope of the claims, and it should be understood that these also belong to the technical scope of the present invention. be done.

INDUSTRIAL APPLICABILITY The present invention can be used in vehicles.

1 vehicle 10 common pedal 30 driving force control unit

Claims (5)

a common pedal that accepts an acceleration operation and a deceleration operation according to the amount of depression;
A first driving force, which is the driving force of the own vehicle when the depression amount reaches the maximum depression amount , becomes lower than the maximum value of the driving force of the own vehicle, and the driving force of the own vehicle. is equal to the maximum value of the driving force when it is assumed that the accelerator pedal, which accepts only the acceleration operation, is depressed with the maximum amount of depression. a driving force control unit configured to increase the driving force of the own vehicle above the first driving force based on the duration of the maximum depression amount of the common pedal ;
vehicle equipped with When the depression amount is reduced after the driving force of the own vehicle is made higher than the first driving force, the driving force control unit sets the original driving force corresponding to the reduced depression amount as a target driving force. 2. The vehicle according to claim 1, wherein follow-up reduction control is performed to follow and reduce the driving force of the own vehicle. The driving force control unit temporarily stops the follow-up decrease control when the amount of change in the depression amount with time during the follow-up decrease control falls within a predetermined range including zero, and reduces the driving force at the time of stop. 3. A vehicle as claimed in claim 2 to maintain. 4. The driving force control unit according to claim 2 or 3, wherein when the depression amount during the follow-up reduction control is less than a predetermined depression amount, the driving force control unit continues the follow-up reduction control regardless of the time change amount of the depression amount. vehicle. 5. The vehicle according to any one of claims 2 to 4, wherein the driving force control section varies the time constant in the follow-up decrease control based on the amount of time change in the depression amount during the follow-up decrease control.

Images