JP7382221B2 - vehicle - Google Patents

Description

The present invention relates to a vehicle that includes a motor as a drive source.

There is a technology that enables acceleration and deceleration operations of a vehicle with one pedal (hereinafter sometimes referred to as a common pedal) (for example, Patent Document 1).

JP2019-64468A

The vehicle has a common pedal mode that allows acceleration and deceleration operations using the common pedal, and a creep mode that generates a predetermined creep driving force in the acceleration direction even if the common pedal operation amount is the minimum value (zero). , some have a configuration that can be switched with a mode changeover switch.

Here, when the vehicle is stopped by setting the operation amount of the common pedal to the minimum value in the common pedal mode, a passenger including the driver carelessly operates the mode changeover switch, and the vehicle enters the creep mode. Suppose it has been switched. In this case, since the creep driving force is generated when the operation amount of the common pedal is at the minimum value, the vehicle may start unintentionally. In this case, the driver may be surprised by the unintentional start and press his foot down on the common pedal, which may further encourage the driver to start the vehicle unintentionally.

SUMMARY OF THE INVENTION Therefore, an object of the present invention is to provide a vehicle that can prevent a driver from starting the vehicle unintentionally.

In order to solve the above problems, the vehicle of the present invention includes a common pedal that accepts an acceleration operation and a deceleration operation, a common pedal sensor that detects the amount of operation of the common pedal, a brake pedal that accepts a deceleration operation, and an operation of the brake pedal. A brake pedal sensor that detects the amount, a common pedal mode that allows acceleration and deceleration operations with the common pedal, and a creep mode that generates a predetermined creep driving force in the acceleration direction even if the common pedal operation amount is the minimum value. a mode control unit that controls switching between the brake pedal and the brake pedal, and the mode control unit is configured to control switching between the brake pedal and the brake pedal such that the amount of operation of the brake pedal is such that the amount of operation of the brake pedal is such that the vehicle can be maintained stopped against the creep driving force. If the amount of brake pedal operation is greater than or equal to a predetermined amount, switching to creep mode is permitted, and if the amount of operation of the brake pedal is less than a predetermined amount, switching to creep mode is restricted.

The mode control unit also includes a speed sensor that detects the speed of the own vehicle, and the mode control unit switches to creep mode if the speed of the own vehicle is equal to or higher than a predetermined speed when the amount of operation of the brake pedal is less than a predetermined amount. If the speed of the own vehicle is less than a predetermined speed, switching to creep mode may be restricted.
In order to solve the above problems, the vehicle of the present invention includes a common pedal that accepts an acceleration operation and a deceleration operation, a common pedal sensor that detects the amount of operation of the common pedal, a brake pedal that accepts a deceleration operation, and an operation of the brake pedal. A brake pedal sensor that detects the amount of movement, a speed sensor that detects the speed of the own vehicle, a common pedal mode that allows acceleration and deceleration operations with the common pedal, and a common pedal mode that allows acceleration and deceleration operations to be performed even if the operation amount of the common pedal is the minimum value. a mode control unit that controls switching to a creep mode that generates a predetermined creep driving force, and the mode control unit controls switching to the creep mode if the amount of operation of the brake pedal is equal to or greater than a predetermined amount. If the operating amount of the brake pedal is less than a predetermined amount and the speed of the own vehicle is above the predetermined speed, the switch to creep mode is permitted, and if the speed of the own vehicle is less than the predetermined speed, Limit switching to creep mode.

In order to solve the above problems, the vehicle of the present invention includes a common pedal that accepts acceleration and deceleration operations, a common pedal sensor that detects the amount of operation of the common pedal, a speed sensor that detects the speed of the own vehicle, and a common pedal that receives acceleration and deceleration operations. a mode control unit that controls switching between a common pedal mode in which acceleration and deceleration operations can be performed with the pedal, and a creep mode in which a predetermined creep driving force in the acceleration direction is generated even if the operation amount of the common pedal is a minimum value; , the mode control unit allows switching to creep mode if the speed of the own vehicle is a predetermined speed or higher, and restricts switching to creep mode if the speed of the own vehicle is less than the predetermined speed. do.

The mode control unit also includes a mode changeover switch that accepts a changeover operation between the common pedal mode and the creep mode, and the mode control unit allows the changeover operation through the mode changeover switch to be performed for a predetermined time when the speed of the host vehicle is less than a predetermined speed. If this continues, switching to creep mode may be permitted.

The vehicle is also equipped with an obstacle detection section that detects obstacles around the own vehicle, and the mode control section detects when an obstacle is detected by the obstacle detection section when switching from common pedal mode to creep mode is permitted. In this case, the time constant for the rise of the creep driving force may be set to a value larger than the time constant when no obstacle is detected.
In order to solve the above problems, the vehicle of the present invention includes a common pedal that accepts an acceleration operation and a deceleration operation, a common pedal sensor that detects the amount of operation of the common pedal, a brake pedal that accepts a deceleration operation, and an operation of the brake pedal. A brake pedal sensor that detects the amount of movement, an obstacle detection section that detects obstacles around the own vehicle, a common pedal mode that allows acceleration and deceleration operations with a common pedal, and a common pedal operation amount that is set to a minimum value. a mode control unit that controls switching to a creep mode that generates a predetermined creep driving force in the acceleration direction even if the brake pedal is operated, and the mode control unit controls whether the creep mode, and if the amount of brake pedal operation is less than a predetermined amount, the switch to creep mode is restricted, and when switching from common pedal mode to creep mode is permitted, the obstacle detection unit detects When an obstacle is detected, the time constant for the rise of the creep driving force is set to a larger value than the time constant when no obstacle is detected.

The mode control unit also determines the time constant of the rise of the creep driving force when an obstacle is detected by the obstacle detection unit, based on the separation distance between the obstacle detected by the obstacle detection unit and the own vehicle. May be derived.

According to the present invention, it is possible to prevent the driver from starting the vehicle unintentionally.

FIG. 1 is a schematic diagram showing the configuration of a vehicle according to this embodiment. FIG. 2 is a diagram illustrating the common pedal. FIG. 2A is a diagram illustrating a case where the common pedal functions as an accelerator pedal. FIG. 2B is a diagram illustrating a case where an acceleration operation and a deceleration operation are enabled using a common pedal. FIG. 3 is a diagram illustrating permission and disapproval of switching to creep mode. FIG. 4 is a diagram illustrating the rise of the creep driving force when the creep mode is switched. FIG. 4A shows a case where no obstacle is detected. FIG. 4B shows a case where an obstacle is detected. FIG. 5 is a flowchart illustrating the operation of the mode control section.

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 illustrative to facilitate understanding of the invention, and do not limit the invention unless otherwise specified. In this specification and the drawings, elements with substantially the same functions and configurations are given the same reference numerals to omit redundant explanation, and elements not directly related to the present invention are omitted from illustration. do.

FIG. 1 is a schematic diagram showing the configuration of a vehicle 1 according to this embodiment. The vehicle 1 is, for example, an electric vehicle using a motor as a drive source. Note that the vehicle 1 may be a hybrid electric vehicle in which an engine and a motor are provided in parallel. Hereinafter, the vehicle 1 may be referred to as the own vehicle.

The vehicle 1 includes a common pedal 10, a common pedal sensor 12, a brake pedal 14, a brake pedal sensor 16, a speed sensor 18, a mode changeover switch 20, a drive mechanism 22, a braking mechanism 24, a vehicle control section 26, a notification section 28, and an obstacle. It includes a detection section 30.

The common pedal 10 accepts an acceleration operation and a deceleration operation according to its operation amount (depression amount). That is, the vehicle 1 has a common pedal function that enables acceleration and deceleration operations with one pedal (common pedal 10). Further, in the vehicle 1, the common pedal 10 can also function as an accelerator pedal that accepts only an acceleration operation according to the amount of operation (depression amount) of the common pedal 10. The common pedal sensor 12 detects the amount of operation of the common pedal 10 (hereinafter sometimes referred to as the amount of common pedal operation).

FIG. 2 is a diagram illustrating the common pedal 10. FIG. 2A is a diagram illustrating a case where the common pedal 10 is made to function as an accelerator pedal. FIG. 2B is a diagram illustrating a case where the common pedal 10 enables acceleration and deceleration operations. In FIGS. 2A and 2B, the direction in which the common pedal 10 is depressed is shown by a solid arrow. Moreover, in FIGS. 2A and 2B, the attitude of the vehicle 1 is horizontal. Further, the driver is located on the right side of the common pedal 10 in FIGS. 2A and 2B. The common pedal 10 is, for example, disposed vertically below the driver's seat and connected to the vehicle body 40.

When the common pedal 10 is not depressed, the inclination angle of the common pedal 10 with respect to the vehicle body 40 becomes the largest, and the operation amount (depression amount) becomes the minimum value. Further, when the common pedal 10 is depressed to the maximum, the inclination angle of the common pedal 10 with respect to the vehicle body 40 becomes the smallest, and the operation amount (depression amount) becomes the maximum value. Further, the stroke of the common pedal 10 is from the minimum value to the maximum value of the operation amount.

As shown in FIG. 2A, when the common pedal 10 functions as an accelerator pedal, the entire range from the minimum value to the maximum value of the operation amount is the acceleration range. The acceleration area is an area that accepts acceleration operations. In the acceleration region, the driving force for accelerating the vehicle 1 increases as the amount of operation increases (as the inclination angle of the common pedal 10 with respect to the vehicle body 40 decreases).

On the other hand, as shown in FIG. 2B, the common pedal 10 that enables acceleration and deceleration operations has an acceleration region and a deceleration region between the maximum operation amount and the minimum operation amount. A predetermined boundary value for classification is set. The acceleration area is an area that accepts an acceleration operation, and is set between the maximum value of the operation amount and a predetermined boundary value. The deceleration area is an area that accepts a deceleration operation, and is set between a predetermined boundary value and the minimum value of the operation amount. The predetermined boundary value is set, for example, so that the acceleration region is larger than the deceleration region, but is not limited to this example.

In FIG. 2B, in the acceleration region, the driving force for accelerating the vehicle 1 increases as the amount of operation increases (as the inclination angle of the common pedal 10 with respect to the vehicle body 40 decreases). Further, in the deceleration region, as the operation amount decreases (as the inclination angle of the common pedal 10 with respect to the vehicle body 40 increases), the braking force for decelerating the vehicle 1 increases. In the deceleration region, regenerative braking is performed in which the drive motor functions as a generator to regenerate power to the battery. In the deceleration region, if the deceleration according to the operation amount of the common pedal 10 cannot be achieved only by regeneration, a mechanical brake may be used in combination.

When the common pedal 10 enables acceleration and deceleration operations, when the operation amount of the common pedal 10 is maintained at the minimum value (zero), the vehicle 1 is maintained in a mechanically braked state. . Therefore, the vehicle 1 can continue to stop without the driver continuing to press the brake pedal 14 different from the common pedal 10 by maintaining the operation amount of the common pedal 10 at the minimum value.

On the other hand, when the common pedal 10 is made to function as an accelerator pedal, the vehicle 1 generates a creep driving force that is a predetermined driving force in the acceleration direction even if the operation amount of the common pedal 10 is the minimum value (zero). . Therefore, even if the operation amount of the common pedal 10 is the minimum value, the vehicle 1 will start and run unless the brake pedal 14 is depressed.

Hereinafter, the state in which the common pedal 10 is operated to accept acceleration and deceleration operations may be referred to as a common pedal mode. In addition, a state in which the common pedal 10 functions to accept only acceleration operations and generates a creep driving force in the acceleration direction even if the operation amount of the common pedal 10 is the minimum value (zero) is called a creep mode. There is.

In the vehicle 1, the common pedal mode and the creep mode are switched exclusively, and both modes cannot be operated at the same time.

Returning to FIG. 1, the brake pedal 14 is provided independently of the common pedal 10. The brake pedal 14 accepts a deceleration operation according to the amount of operation thereof. As the amount of operation of the brake pedal 14 increases, the braking force for decelerating the vehicle 1 increases. The brake pedal sensor 16 detects the amount of operation of the brake pedal 14 (hereinafter sometimes referred to as the amount of brake operation). The speed sensor 18 detects the speed of the vehicle 1 (so-called vehicle speed).

The mode changeover switch 20 accepts a mode changeover operation between the common pedal mode and the creep mode. The mode changeover switch 20 is arranged on the console of the vehicle 1, for example. The mode changeover switch 20 is formed of, for example, a push button, and each time it is pressed, the mode changeover switch 20 is accepted as a changeover operation from the current mode to the other mode. Note that the mode changeover switch 20 is not limited to a push button, and may be, for example, a lever switch.

The drive mechanism 22 includes a drive motor that rotates the wheels of the vehicle 1. The drive motor is driven based on the acceleration operation of the common pedal 10. That is, the drive mechanism 22 accelerates the vehicle 1 based on the acceleration operation of the common pedal 10.

Braking mechanism 24 includes a mechanical brake and a regenerative brake. The braking mechanism 24 decelerates and stops the vehicle 1 based on the deceleration operation of the common pedal 10 and the deceleration operation of the brake pedal 14.

The vehicle control unit 26 is composed of a semiconductor integrated circuit including a central processing unit (CPU), a ROM in which programs and the like are stored, and a RAM as a work area. The vehicle control unit 26 functions as a drive control unit 50, a brake control unit 52, and a mode control unit 54 by executing a program.

The drive control unit 50 controls the drive mechanism 22 based on the common pedal operation amount obtained from the common pedal sensor 12. Specifically, the drive control unit 50 derives a target value (target driving force) of the driving force of the vehicle 1 based on the common pedal operation amount, and drives the vehicle 1 with the derived target driving force. Instruct the mechanism 22.

The brake control unit 52 controls the brake mechanism 24 based on the common pedal operation amount obtained from the common pedal sensor 12 and the brake operation amount obtained from the brake pedal sensor 16. Specifically, the brake control unit 52 derives a target deceleration value (target deceleration) of the vehicle 1 based on the common pedal operation amount and the brake operation amount, and decelerates the vehicle 1 at the derived target deceleration. The brake mechanism 24 is instructed to do so. Although the description will be omitted, the vehicle control unit 26 controls various parts of the vehicle 1, such as the drive mechanism 22 and the braking mechanism 24, as well as a steering mechanism (not shown).

The mode control unit 54 controls which of the common pedal mode and the creep mode is set as the current mode, based on a switching operation through the mode changeover switch 20.

Here, for example, when the vehicle 1 is stopped by setting the operation amount of the common pedal 10 to the minimum value (zero) in the common pedal mode, a passenger including the driver carelessly presses the mode changeover switch 20. Suppose you manipulate it. If the common pedal mode is switched to the creep mode, the vehicle 1 may start unintentionally because a creep driving force is generated when the operation amount of the common pedal 10 is at the minimum value (zero). . In this case, the driver may be surprised by the unintentional start and press his foot down on the common pedal 10, which may further encourage the driver to start the vehicle unintentionally. Furthermore, since the driver moves his foot on the common pedal 10 to the brake pedal 14 and then depresses the brake pedal 14 to apply braking, it may take some time before braking actually starts.

Therefore, the mode control unit 54 permits switching to the creep mode only when a switching operation from the common pedal mode to the creep mode is performed through the mode changeover switch 20 in a state that satisfies a predetermined condition described below. In other words, if the predetermined conditions described below are not met, the mode control unit 54 limits switching to the creep mode even if a switching operation from the common pedal mode to the creep mode is performed through the mode changeover switch 20, Maintain common pedal mode.

Here, restricting switching to creep mode corresponds to not permitting switching to creep mode. Specifically, the mode control unit 54 effectively receives a signal from the mode changeover switch 20, but does not execute the switch to the creep mode and maintains the common pedal mode. Further, the mode control unit 54 may be restricted so that it does not effectively accept the signal from the mode changeover switch 20.

FIG. 3 is a diagram illustrating permission and disapproval of switching to creep mode. The mode control unit 54 permits switching to the creep mode when the switching operation to the creep mode is performed in a state where the amount of brake operation acquired by the brake pedal sensor 16 is equal to or greater than a predetermined amount. The predetermined amount is set, for example, to the minimum amount of brake operation that can maintain the vehicle 1 stopped (stopped) against the creep driving force. If the amount of brake operation is equal to or greater than the predetermined amount, even if creep driving force is generated unintentionally, the braking force from the brake pedal 14 will overcome the creep driving force, and it is possible to prevent the vehicle from starting unintentionally by the driver.

Further, if the switching operation to the creep mode is performed in a state where the speed of the host vehicle acquired by the speed sensor 18 is equal to or higher than the predetermined speed, the mode control unit 54 allows the switching to the creep mode. The predetermined speed is, for example, about 15 km/h, but is not limited to this example and can be set to any speed.

If the speed of the host vehicle is equal to or higher than the predetermined speed, the vehicle 1 is running, so even if a creep driving force occurs unintentionally, there is no need to switch to the brake pedal 14 to perform braking. Additionally, if the vehicle's speed is above a predetermined speed, it can be assumed that the driver has the intention of driving, so even if creep driving force occurs unintentionally, there is a possibility that the vehicle will start moving against the driver's intention. is low.

Furthermore, if switching to the creep mode is restricted when the speed of the own vehicle exceeds a predetermined speed, there is a possibility that driving operability will be adversely affected. Therefore, in the vehicle 1, when the speed of the host vehicle is equal to or higher than the predetermined speed, switching to the creep mode is permitted in response to a switching operation to the creep mode through the mode changeover switch 20.

Furthermore, if the switching operation to the creep mode is performed in a state where the amount of brake operation is less than a predetermined amount and the speed of the own vehicle is less than the predetermined speed, the mode control unit 54 switches to the creep mode. be restricted (disallowed). In this case, common pedal mode is maintained.

If the amount of brake operation is less than a predetermined amount, sufficient braking force to resist the creep driving force is not working, so acceleration due to the creep driving force occurs, and the driver may feel a shock as if the vehicle 1 jumps forward. Highly sexual. Therefore, if the amount of brake operation is less than a predetermined amount, switching to creep mode is not permitted. As a result, even if the braking force from the brake pedal 14 is not sufficiently applied, creep driving force will not be generated, so it is possible to prevent the driver from starting the vehicle unintentionally, and to avoid a shock that would cause the vehicle 1 to jump forward. It becomes possible to prevent the driver from feeling it.

Furthermore, if the speed of the host vehicle is less than the predetermined speed, the acceleration due to the creep driving force becomes significant, and there is a high possibility that the driver will feel a shock as if the vehicle 1 jumps forward. Therefore, if the speed of the own vehicle is less than a predetermined speed, switching to creep mode is not permitted. As a result, even when the vehicle 1 is stopped, acceleration due to the creep driving force does not occur, so it is possible to prevent the driver from starting the vehicle unintentionally, and the shock that causes the vehicle 1 to jump forward can be prevented. This makes it possible to prevent the driver from feeling this.

In this way, in vehicle 1, when the amount of brake operation is less than a predetermined amount and the speed of the own vehicle is less than a predetermined speed, switching to creep mode is restricted, thereby preventing the driver from starting unintentionally. can be prevented. As a result, in the vehicle 1, it is possible to prevent a situation in which the driver is surprised by an unintended start and accidentally depresses the common pedal 10.

In addition, here, the conditions that the amount of brake operation is less than a predetermined amount, and the speed of the own vehicle are less than a predetermined speed were mentioned as an example. However, the mode control unit 54 may restrict switching to the creep mode, regardless of the speed of the own vehicle, at least as long as the amount of brake operation is less than a predetermined amount. Moreover, the mode control unit 54 may limit switching to the creep mode, regardless of the amount of brake operation, at least if the speed of the host vehicle is less than a predetermined speed. In these aspects as well, it is possible to prevent the driver from starting the vehicle unintentionally, as described above.

Furthermore, even if the speed of the own vehicle is less than a predetermined speed, if the switching operation through the mode changeover switch 20 continues for a predetermined time or more, the mode control unit 54 causes creep from the common pedal mode regardless of the amount of brake operation. mode may be permitted. For example, the mode control unit 54 allows switching to the creep mode when the mode changeover switch 20 configured with a push button is pressed continuously for a predetermined period of time or more. On the other hand, even if the mode changeover switch 20 is pressed, the mode control unit 54 limits switching to the creep mode if the press is released before the predetermined time elapses. Note that the switching operation is not limited to a pressing operation, and can be arbitrarily set depending on the specific configuration of the mode changeover switch 20.

If the switching operation through the mode selector switch 20 continues for a predetermined time or longer, it is presumed that the driver's request for switching to the creep mode is strong. In such a case, the driver can anticipate that switching to creep mode may cause a shock that causes the vehicle 1 to jump forward, and even if a shock occurs, the driver may not be able to adequately deal with it. can. Further, in a situation where there is a strong request for switching to creep mode, switching to creep mode is not restricted, so that it is possible to avoid impediment to driving operability. Note that the predetermined time serving as a criterion for determining the duration of the switching operation is, for example, about 5 seconds, but can be set to any time that allows it to be determined that the switching request by the driver is strong.

In addition, when a switching operation from the creep mode to the common pedal mode is performed, the mode control unit 54 switches the mode from the creep mode to the common pedal mode in accordance with the switching operation, regardless of the brake operation amount and the vehicle speed conditions. Switch to pedal mode.

Returning to FIG. 1 again, the notification unit 28 is, for example, a warning lamp provided on the console. When the mode control unit 54 restricts (disallows) switching to the creep mode when a switching operation is performed through the mode changeover switch 20, the mode control unit 54 causes the notification unit 28 to notify that effect. Note that the notification unit 28 is not limited to a warning lamp, and may be, for example, a buzzer that emits a warning sound.

Obstacle detection section 30 detects obstacles around vehicle 1 . Obstacles include, for example, preceding vehicles and people, which obstruct the progress of the host vehicle. Note that the obstacles are not limited to preceding vehicles or people, but may also be bicycles, buildings, etc., for example.

The obstacle detection unit 30 includes, for example, an imaging device and an external environment recognition device. The imaging device, for example, images an object present in a detection area in the traveling direction of the vehicle 1, and continuously generates brightness images including brightness information. Note that the target object may be, for example, another vehicle, a bicycle, a person, a guardrail, a white line on a road, etc., but is not limited to this example. The vehicle exterior environment recognition device derives parallax information based on the brightness image generated by the imaging device, and generates a distance image that includes the parallax information. The vehicle exterior environment recognition device identifies the type of object in the detection area based on the brightness image and the distance image.

When an object of a type preset as an obstacle is identified in the traveling direction of the own vehicle, the obstacle detection section transmits a signal indicating that the obstacle has been detected to the mode control section 54. Although an example has been given here in which an obstacle is detected using an image captured by an imaging device, the obstacle detection unit 30 emits, for example, infrared rays or radio waves in the direction of travel of the own vehicle, and detects the reflected waves. Obstacles may also be detected using infrared rays or radio waves.

When switching to the creep mode is permitted in response to the switching operation, the mode control unit 54 changes the time constant of the rise of the creep driving force depending on whether an obstacle is detected by the obstacle detection unit 30.

FIG. 4 is a diagram illustrating the rise of the creep driving force when the creep mode is switched. FIG. 4A shows a case where no obstacle is detected. FIG. 4B shows a case where an obstacle is detected. In FIGS. 4A and 4B, the creep driving force that has reached a steady state after rising is assumed to be 100%.

As shown in FIG. 4A, when no obstacle is detected, the mode control unit 54 sets the time constant of the rise of the creep driving force to the first time constant τ1. The first time constant τ1 indicates the time from time T0 when the creep driving force starts rising to when the creep driving force reaches about 63% of the steady state when no obstacle is detected. Furthermore, when a time period approximately five times the first time constant τ1 has elapsed from the start time T0 of the rise of the creep driving force, the creep driving force reaches a steady state of 100%. The first time constant τ1 is set to a relatively small value. Therefore, in this case, the creep driving force reaches a steady state relatively early.

Further, as shown in FIG. 4B, when an obstacle is detected, the mode control unit 54 sets the time constant of the rise of the creep driving force to the second time constant τ2. The second time constant τ2 indicates the time from time T0 when the creep driving force starts rising to when the creep driving force reaches about 63% of the steady state when an obstacle is detected. Further, when a time period approximately five times the second time constant τ2 has elapsed from the start time T0 of the rise of the creep driving force, the creep driving force reaches a steady state of 100%. The second time constant is set to a larger value than the first time constant. Although FIG. 4B shows an example in which the second time constant is twice the first time constant, the second time constant may be at least larger than the first time constant, and is not limited to this example.

Since the second time constant is larger than the first time constant, when an obstacle is detected, the time from the start of the rise of the creep driving force to the steady state (hereinafter referred to as variable (sometimes called time) becomes longer. In other words, when an obstacle is detected, it takes time for the creep driving force to be fully generated.

Therefore, even if the vehicle 1 is switched to the creep mode, the time until it contacts an obstacle can be delayed. As a result, the vehicle 1 can reliably avoid contact with obstacles.

Furthermore, in the vehicle 1, since the first time constant is set to a relatively small value, it is possible to prevent the fluctuation time of the creep driving force from becoming unnecessarily long even though no obstacle has been detected. can.

FIG. 5 is a flowchart illustrating the operation of the mode control section 54. The mode control unit 54 repeats the series of processes shown in FIG. 5 at every predetermined interrupt control timing.

When a predetermined interrupt control timing arrives, the mode control unit 54 determines whether there is a switching operation to the common pedal mode (S100). Specifically, the mode control unit 54 determines whether the signal transmitted from the mode changeover switch 20 has been switched from a signal indicating the creep mode to a signal indicating the common pedal mode.

If there is a switching operation to the common pedal mode (YES in S100), the mode control unit 54 switches the mode to the common pedal mode (S110), and ends the series of processing.

If there is no switching operation to the common pedal mode (NO in S100), the mode control unit 54 acquires the speed of the own vehicle from the speed sensor 18, and determines whether the speed of the own vehicle is equal to or higher than a predetermined speed. (S120).

If the speed of the host vehicle is less than the predetermined speed (NO in S120), the mode control unit 54 acquires the brake operation amount from the brake pedal sensor 16, and determines whether the brake operation amount is equal to or higher than the predetermined amount ( S130).

If the brake operation amount is less than the predetermined amount (NO in S130), the mode control unit 54 determines whether there is a switching operation to creep mode (S140). Specifically, the mode control unit 54 determines whether the signal transmitted from the mode changeover switch 20 has been switched from a signal indicating the common pedal mode to a signal indicating the creep mode. If there is no switching operation to the creep mode (NO in S140), the mode control unit 54 ends the series of processing. In this case, the common pedal mode continues.

When there is a switching operation to the creep mode (YES in S140), the mode control unit 54 determines whether the switching operation through the mode changeover switch 20 has been continued for a predetermined time or more (S150). For example, while the mode changeover switch 20 is being pressed down, it transmits a signal indicating that it is being pressed down to the mode control unit 54 . The mode control unit 54 measures the duration of the signal indicating that the button has been pressed, and if the duration exceeds a predetermined time, determines that the switching operation has been continued for a predetermined time or more.

If the switching operation is not continued for a predetermined period of time or more (NO in S150), the mode control unit 54 causes the notification unit 28 to notify that switching to creep mode is to be restricted (S160), and a series of operations are performed. Terminates the process. In this case as well, the common pedal mode continues. For example, the mode control unit 54 causes the console to display that the common pedal mode is being continued.

If the switching operation continues for a predetermined period of time or more (YES in S150), the mode control unit 54 allows switching to creep mode, and proceeds to step S180, which will be described later.

Further, if the speed of the own vehicle is equal to or higher than the predetermined speed (YES in S120), the mode control unit 54 proceeds to the process of step S170. Also, if the speed of the own vehicle is less than the predetermined speed (NO in S120) and the brake operation amount is equal to or greater than the predetermined amount (YES in S130), the mode control unit 54 proceeds to the process in step S170.

In step S170, the mode control unit 54 determines whether there is a switching operation to creep mode (S170). If there is no switching operation to the creep mode (NO in S170), the mode control unit 54 ends the series of processing. In this case, the common pedal mode continues.

If there is a switching operation to the creep mode (YES in S170), the mode control unit 54 performs the processing from step S180 to permit switching from the common pedal mode to the creep mode.

In step S180, the mode control unit 54 determines whether there are any obstacles around the host vehicle (S180). Specifically, when the mode control unit 54 receives a signal indicating that an obstacle has been detected from the obstacle detection unit 30, the mode control unit 54 determines that there is an obstacle around the host vehicle.

If there are no obstacles around the host vehicle (NO in S180), the mode control unit 54 sets the time constant for the rise of the creep driving force to the first time constant (S190), and proceeds to the process of step S210.

If there are obstacles around the host vehicle (YES in S180), the mode control unit 54 sets the time constant for the rise of the creep driving force to the second time constant (S200), and proceeds to the process of step S210.

After setting the time constant (S190 or S200), the mode control unit 54 switches the mode from the common pedal mode to the creep mode (S210), and ends the series of processes. As a result, a creep driving force is generated in the vehicle 1 with a set time constant.

As described above, in the vehicle 1 of the present embodiment, if the amount of brake operation is less than a predetermined amount, switching to the creep mode is restricted regardless of the switching operation through the mode changeover switch 20. Furthermore, in the vehicle 1 of the present embodiment, if the speed of the own vehicle is less than a predetermined speed, switching to the creep mode is restricted regardless of the switching operation through the mode changeover switch 20. Therefore, in the vehicle 1 of the present embodiment, when the amount of brake operation is less than a predetermined amount or when the speed of the host vehicle is less than a predetermined speed, the switching operation to creep mode is performed unintentionally. Even so, no creep driving force is generated because there is no switching to creep mode.

Therefore, according to the vehicle of this embodiment, it is possible to prevent the driver from starting the vehicle unintentionally.

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 these embodiments. It is clear that those skilled in the art can come up with various changes and modifications within the scope of the claims, and it is understood that these naturally fall within the technical scope of the present invention. be done.

For example, in the embodiment described above, the value of the second time constant was set in advance. However, when switching to the creep mode is permitted and an obstacle is detected, the mode control unit 54 controls the distance between the own vehicle and the obstacle in the traveling direction of the own vehicle (hereinafter referred to as the separation distance). The second time constant may be derived based on the following.

Specifically, the obstacle detection unit 30 derives the separation distance when an obstacle is detected. The separation distance can be derived based on a distance image, for example. The mode control unit 54 derives a second time constant such that it takes a predetermined grace period or more (for example, three seconds or more) for the own vehicle to start by the creep driving force and contact an obstacle. For example, the mode control unit 54 derives the transition of acceleration when the host vehicle moves a distance over a predetermined grace period. Next, the mode control unit 54 derives the transition of the driving force corresponding to the transition of the acceleration, and derives a driving force integrated value obtained by integrating the driving forces when moving the separation distance. Next, the mode control unit 54 controls the transition of the creep driving force such that the integrated creep driving force value obtained by integrating the creep driving force for the grace period from the rise start time of the creep driving force becomes equal to the above-mentioned integrated driving force value. Derive. The transition of the creep driving force may be derived, for example, by pattern matching based on the grace period, the cumulative driving force, the steady state creep driving force, the cumulative creep driving force, and the like. Next, the mode control unit 54 derives the fluctuation time of the creep driving force based on the transition of the creep driving force. Then, the mode control unit derives a second time constant from the derived fluctuation time.

Thereby, the second time constant gradually increases as the separation distance becomes shorter. In other words, as the separation distance becomes shorter, the time required for the creep driving force to fully rise is delayed, and even if the separation distance becomes shorter, a predetermined grace period is ensured before contact with the obstacle. According to this aspect, even if the separation distance from the detected obstacle is short, there is time to perform appropriate driving operations before contacting the obstacle, so contact with the obstacle can be more reliably avoided. I can do it.

Further, in the above embodiment, when an obstacle is detected when switching to the creep mode is permitted, the time constant for the rise of the creep driving force is set to the second time constant. That is, in the embodiment described above, even if an obstacle is detected, switching to creep mode is performed. However, if an obstacle is detected when switching to creep mode is permitted, mode control unit 54 cancels permission to switch to creep mode, limits switching to creep mode, and sets common pedal mode. You may maintain it.

INDUSTRIAL APPLICATION This invention can be utilized for the vehicle which includes a motor as a drive source.

1 Vehicle 10 Common pedal 12 Common pedal sensor 14 Brake pedal 16 Brake pedal sensor 18 Speed sensor 20 Mode changeover switch 30 Obstacle detection section 54 Mode control section

Claims (8)

A common pedal that accepts acceleration and deceleration operations,
a common pedal sensor that detects an operation amount of the common pedal;
A brake pedal that accepts deceleration operations,
a brake pedal sensor that detects the amount of operation of the brake pedal;
A mode for controlling switching between a common pedal mode in which acceleration and deceleration operations can be performed using the common pedal, and a creep mode in which a predetermined creep driving force in the acceleration direction is generated even if the operation amount of the common pedal is a minimum value. a control unit;
Equipped with
The mode control section includes:
If the amount of operation of the brake pedal is equal to or greater than a predetermined amount of operation of the brake pedal that can maintain the stop of the own vehicle against the creep driving force, switching to the creep mode is permitted. death,
The vehicle limits switching to the creep mode if the amount of operation of the brake pedal is less than the predetermined amount. Equipped with a speed sensor that detects the speed of the own vehicle,
The mode control section includes:
When the operation amount of the brake pedal is less than the predetermined amount,
If the speed of the host vehicle is equal to or higher than a predetermined speed, the switch to the creep mode is permitted;
The vehicle according to claim 1, wherein switching to the creep mode is restricted if the speed of the own vehicle is less than a predetermined speed. A common pedal that accepts acceleration and deceleration operations,
a common pedal sensor that detects an operation amount of the common pedal;
A brake pedal that accepts deceleration operations,
a brake pedal sensor that detects the amount of operation of the brake pedal;
A speed sensor that detects the speed of the own vehicle,
A mode for controlling switching between a common pedal mode in which acceleration and deceleration operations can be performed using the common pedal, and a creep mode in which a predetermined creep driving force in the acceleration direction is generated even if the operation amount of the common pedal is a minimum value. a control unit;
Equipped with
The mode control section includes:
If the amount of operation of the brake pedal is equal to or greater than a predetermined amount, permitting switching to the creep mode;
When the operation amount of the brake pedal is less than a predetermined amount,
If the speed of the host vehicle is equal to or higher than a predetermined speed, the switch to the creep mode is permitted;
A vehicle that limits switching to the creep mode if the speed of the own vehicle is less than a predetermined speed . A common pedal that accepts acceleration and deceleration operations,
a common pedal sensor that detects an operation amount of the common pedal;
A speed sensor that detects the speed of the own vehicle,
A mode for controlling switching between a common pedal mode in which acceleration and deceleration operations can be performed using the common pedal, and a creep mode in which a predetermined creep driving force in the acceleration direction is generated even if the operation amount of the common pedal is a minimum value. a control unit;
Equipped with
The mode control section includes:
If the speed of the host vehicle is equal to or higher than a predetermined speed, the switch to the creep mode is permitted;
A vehicle that limits switching to the creep mode if the speed of the own vehicle is less than a predetermined speed. comprising a mode changeover switch that accepts a switching operation between the common pedal mode and the creep mode;
The mode control section includes:
5. According to any one of claims 2 to 4 , when the speed of the own vehicle is less than a predetermined speed, switching to the creep mode is permitted if the switching operation through the mode changeover switch continues for a predetermined time or more. Vehicle mentioned. Equipped with an obstacle detection unit that detects obstacles around the vehicle,
When switching from the common pedal mode to the creep mode is permitted, when an obstacle is detected by the obstacle detection section, the mode control section sets the time constant of the rise of the creep driving force to the time constant of the rise of the creep driving force. The vehicle according to any one of claims 1 to 5 , wherein the time constant is set to a value larger than that when the time constant is not detected. A common pedal that accepts acceleration and deceleration operations,
a common pedal sensor that detects an operation amount of the common pedal;
A brake pedal that accepts deceleration operations,
a brake pedal sensor that detects the amount of operation of the brake pedal;
an obstacle detection unit that detects obstacles around the vehicle;
A mode for controlling switching between a common pedal mode in which acceleration and deceleration operations can be performed using the common pedal, and a creep mode in which a predetermined creep driving force in the acceleration direction is generated even if the operation amount of the common pedal is a minimum value. a control unit;
Equipped with
The mode control section includes:
If the amount of operation of the brake pedal is equal to or greater than a predetermined amount, permitting switching to the creep mode;
If the amount of operation of the brake pedal is less than a predetermined amount, restricting switching to the creep mode ;
When switching from the common pedal mode to the creep mode is permitted, when an obstacle is detected by the obstacle detection section, the time constant of the rise of the creep driving force is set to the time constant when no obstacle is detected. The time constant of the vehicle. The mode control unit is configured to set a time constant of a rise of the creep driving force when an obstacle is detected by the obstacle detection unit to a separation distance between the obstacle detected by the obstacle detection unit and the host vehicle. The vehicle according to claim 6 or 7, which is derived based on.

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