JP7456369B2 - Travel control device - Google Patents

Description

The present invention relates to a driving control device that controls driving of a vehicle.

BACKGROUND ART In recent years, as disclosed in, for example, Patent Document 1, a vehicle travel control device including an automatic clutch device that connects and disconnects between a prime mover and a transmission has been researched and developed. This type of automatic clutch device can save energy by canceling the transmission of driving force between the prime mover such as the engine and the drive wheels while the vehicle is running, and allowing the prime mover to stop or idle and coast (inertia running). , which is advantageous in terms of improving fuel efficiency.

JP 2019-89372 Publication

When starting the prime mover, it is necessary to release the engagement between the prime mover and the transmission so that the driving force is not transmitted to the drive wheels. In a normal clutch device other than the automatic clutch device, the clutch pedal is mechanically connected to the clutch device, for example, by a wire or hydraulic pressure, so the occupant can easily feel the release of the engagement by feeling the resistance caused by the reaction force generated by the operation of the clutch pedal from the clutch pedal to his/her leg. On the other hand, in the automatic clutch device, the resistance caused by the reaction force generated by the operation of the clutch pedal can be appropriately set by the design of the clutch pedal, so there may be cases where the occupant has difficulty feeling the release of the engagement, as in the case of the normal clutch device.

The present invention has been made in view of the above-mentioned circumstances, and its purpose is to provide a travel control device that can more reliably release the connection between the prime mover and the transmission when starting the prime mover. That's true.

After much consideration, the inventor has found that the above object can be achieved by the present invention described below. That is, a driving control device according to one aspect of the present invention is a driving control device for a vehicle equipped with a clutch-by-wire system, which includes a clutch device, a clutch pedal, a depression amount detection unit that detects the depression amount of the clutch pedal, and a control unit that is electrically connected to the depression amount detection unit and controls the clutch device based on the detection result of the depression amount detection unit, and further includes a getting-in action detection unit that detects an occupant getting into the vehicle, and when the getting-in action detection unit detects the getting-in action while the prime mover is stopped, the control unit controls the clutch device to release the engagement between the prime mover and the transmission.

In many cases, a passenger will get into a parked vehicle and then start the prime mover. When the driving control device detects the passenger getting into the vehicle while the prime mover is stopped, the driving control device controls the clutch device to release the engagement between the prime mover and the transmission. This allows the driving control device to more reliably release the engagement between the prime mover and the transmission when the prime mover is started.

In the above-mentioned traveling control device, the control unit controls the transmission between the prime mover and the transmission when a predetermined period of time has elapsed after the coupling between the prime mover and the transmission is released by controlling the clutch device. The clutch device is controlled so as to connect the clutch device to the machine.

Since such a travel control device restarts the engagement after a predetermined period of time has elapsed after the engagement is released, it is possible to avoid a continuation of a state in which the engagement remains unlocked and the prime mover does not start.

In another aspect, the above-described traveling control device further includes an operation detection unit that detects an operation on equipment installed in the vehicle, and the control unit controls the drive control unit by controlling the clutch device. The clutch device is controlled to engage between the prime mover and the transmission when the operation detection unit detects an operation on the equipment after the engagement with the transmission is released.

When an equipment is operated by a passenger, the prime mover may not be started for a while due to the use of the equipment. When the travel control device detects an operation on the equipment after the engagement is released, it restarts the engagement, so it is possible to avoid a situation in which the engagement remains unlocked and the prime mover does not start.

In another aspect, these above-described travel control devices further include a second depression amount detection unit that detects a depression amount of the brake pedal, and the control unit controls the driving force and the speed change by controlling the clutch device. At least one of the following cases: when the depression of the clutch pedal is detected by the depression amount detection section after the connection with the machine is established, and when the depression of the brake pedal is detected by the second depression amount detection section. In this case, the clutch device is controlled to release the engagement between the prime mover and the transmission.

Such a travel control device controls the clutch device to release the engagement when it detects depression of the clutch pedal or depression of the brake pedal after re-engagement after automatic release. Therefore, it is possible to return to normal control and release the above-mentioned fastening at the time of starting the prime mover.

In another aspect, in the above-mentioned driving control device, the getting-in action is an action of opening a door. Preferably, in the above-mentioned driving control device, the getting-in action is an action of opening a door (door-opening action), and the getting-in action detection unit is a door sensor that detects the opening and closing of the door. Preferably, the door sensor is a switch that turns on and off (or off-on) depending on the opening and closing of the door. Preferably, the door sensor is a photosensor (light-receiving element) that detects the light and dark caused by the opening and closing of the door.

In such a travel control device, since the getting-in operation is an action of opening the door, the engagement can be released relatively early in the series of getting-in operations.

In another aspect, in these above-described travel control devices, the getting-in operation is an operation of sitting on a seat. Preferably, in the above-described travel control device, the getting-in operation is an operation of sitting on a seat (seating operation), and the getting-in operation detecting section is a seating sensor that detects seating of the occupant. Preferably, the seating sensor is a weight sensor that detects weight.

In such a travel control device, since the getting-in operation is the operation of sitting on the seat, the engagement can be released in consideration of the fact that the occupant is ready to drive.

In another aspect, these above-mentioned travel control devices further include a usage detection unit that detects whether the parking brake is used, and the control unit detects whether the parking brake is used by the usage detection unit. The clutch device is controlled so as to release the engagement between the prime mover and the transmission only when the engine and the transmission are engaged.

Such a travel control device controls the clutch device to release the engagement only when it detects the use of the parking brake, so that the vehicle slides down due to the release of the engagement, for example when stopped on a slope. can be prevented.

A driving control method according to another aspect of the present invention includes a depression amount detection step of detecting a depression amount of a clutch pedal, and a control step of controlling a clutch device based on the detection result of the depression amount detection step. A driving control method for a vehicle equipped with a clutch-by-wire system, further comprising a step of detecting a step in which an occupant gets into the vehicle; The clutch device is controlled to release the engagement between the prime mover and the transmission when the boarding motion is detected in the motion detection step.

In such a traveling control method, when a passenger gets into the vehicle while the prime mover is stopped, the clutch device is controlled to release the connection between the prime mover and the transmission. Therefore, the traveling control method described above can more reliably release the connection between the prime mover and the transmission when starting the prime mover.

The travel control device and the travel control method according to the present invention can more reliably release the connection between the prime mover and the transmission when starting the prime mover.

FIG. 1 is a block diagram showing the configuration of a travel control device in an embodiment. 2 is a flowchart (Part 1) showing the operation of the travel control device regarding starting of the prime mover. FIG. 2 is a flowchart (part 2) showing the operation of the travel control device regarding starting of the prime mover. FIG. FIG. 3 is a flowchart (Part 3) showing the operation of the travel control device regarding starting of the prime mover. FIG.

Hereinafter, one or more embodiments of the present invention will be described with reference to the drawings. However, the scope of the invention is not limited to the disclosed embodiments. It should be noted that structures with the same reference numerals in each figure indicate the same structure, and the description thereof will be omitted as appropriate. In this specification, when referring to a general term, a reference numeral without a subscript is used, and when referring to an individual configuration, a reference numeral with a suffix is used.

The driving control device in the embodiment includes a clutch device, a clutch pedal, a depression amount detection section that detects the depression amount of the clutch pedal, and an electrically connected to the depression amount detection section, and the detection of the depression amount detection section. The present invention is a driving control device for a vehicle equipped with a clutch-by-wire system (by-wire clutch system, e-clutch system), which has a control section that controls the clutch device based on the results. The travel control device further includes a boarding motion detection section that detects a boarding motion of an occupant getting into the vehicle while the prime mover is stopped, and the control section detects the boarding motion of the passenger by the boarding motion detection section. When detected, the clutch device is controlled to release the engagement between the prime mover and the transmission. Such a travel control device will be described in more detail below.

FIG. 1 is a block diagram showing the configuration of a travel control device in an embodiment. For example, as shown in FIG. 1, the driving control device D in the embodiment includes an accelerator depression amount detection section 11, a brake depression amount detection section 12, a clutch depression amount detection section 13, a clutch cut detection section 14, and a shift detection section 11. It includes a position input section 15, a vehicle speed measurement section 16, a boarding operation detection section 17, a usage detection section 18, a control processing section 21, a prime mover 31, a clutch device 32, and an output section 33.

The accelerator depression amount detection unit 11 is a device that is connected to the control processing unit 21 and detects the depression amount of the accelerator pedal (accelerator pedal depression amount, accelerator pedal stroke amount) under the control of the control processing unit 21. The accelerator depression amount detection unit 11 is attached to an accelerator pedal (not shown) for inputting an instruction of the magnitude of the driving force from the prime mover 31, and detects the pedal movable angle of the accelerator pedal using, for example, a potentiometer or a Hall element. The pedal stroke sensor is configured to detect the amount of depression of the pedal by doing so. The accelerator depression amount detection section 11 outputs its output (accelerator pedal depression amount) to the control processing section 21 .

The brake depression amount detection unit 12 is a device that is connected to the control processing unit 21 and detects the depression amount of the brake pedal (brake pedal depression amount, brake pedal stroke amount) under the control of the control processing unit 21. The brake depression amount detection unit 12 is attached to a brake pedal (not shown) for inputting an instruction for the magnitude of braking force by a brake device (not shown), and detects the pedal movement angle of the brake pedal, for example. The pedal stroke sensor is configured to detect the amount of depression of the pedal. Alternatively, for example, the brake depression amount detection unit 12 may include a hydraulic pressure sensor or the like that is provided in the hydraulic system of the brake device and detects hydraulic pressure (for example, hydraulic pressure of a master cylinder that converts the depression force of the brake pedal into hydraulic pressure). , the amount of pedal depression is detected based on the oil pressure detected by the oil pressure sensor. The brake depression amount detection section 12 outputs its output (brake pedal depression amount) to the control processing section 21 .

The clutch depression amount detection section 13 is a device that is connected to the control processing section 21 and detects the depression amount of the clutch pedal (clutch pedal depression amount, clutch pedal stroke amount) under the control of the control processing section 21 . The clutch depression amount detection unit 13 is attached to a clutch pedal (not shown) for inputting an instruction for connecting/disconnecting between the prime mover 31 and a transmission (not shown) by the clutch device 32, and is attached to a clutch pedal (not shown) for inputting an instruction for connecting/disconnecting between the prime mover 31 and a transmission (not shown) by the clutch device 32. It is configured to include a pedal stroke sensor and the like that detect the amount of pedal depression by detecting the angle. Clutch depression amount detection section 13 outputs its output (clutch pedal depression amount) to control processing section 21 . Note that, in order to realize a so-called fail safe regarding the clutch depression operation, the driving control device D may further include a second clutch depression amount detection section similar to the clutch depression amount detection section 13.

The clutch cut detection section 14 is a device that is connected to the control processing section 21 and detects whether or not the clutch pedal is depressed under the control of the control processing section 21. The clutch cut detection section 14 is attached to the clutch pedal and includes, for example, a switch that is turned on when the clutch pedal is depressed and turned off when the clutch pedal is released. The clutch cut detection section 14 outputs its output (whether or not the clutch pedal is depressed) to the control processing section 21 .

The shift position input section 15 is connected to the control processing section 21 and is a device for inputting a shift position. The shift position input section 15 includes, for example, a shift lever. Alternatively, for example, the shift position input section 15 is configured to include a plurality of button-type shift switches and the like. The shift position input section 15 outputs the input shift position to the control processing section 21.

The vehicle speed measurement unit 16 is a device that is connected to the control processing unit 21 and measures the speed of the vehicle (vehicle speed) under the control of the control processing unit 21. The vehicle speed measurement unit 16 is, for example, a wheel speed sensor that includes a rotary encoder or the like and measures the wheel speed (rotational speed of the wheel) from the amount of rotational displacement of the wheel (axle) per unit time. Vehicle speed measuring section 16 outputs its output (vehicle speed) to control processing section 21 .

The getting-in motion detection section 17 is a device that is connected to the control processing section 21 and detects the getting-in motion of an occupant getting into the vehicle under the control of the control processing section 21 . The getting-in operation is, for example, an operation of opening a door of the vehicle (door opening operation), and the getting-in operation detecting section 17 is a door sensor that detects opening/closing of the door. The door sensor is, for example, a switch that turns on and off (or turns off and on) in response to opening and closing of the door. In this case, when the switch is on (or off), the open/close status of the door is determined to be open, and when the switch is off (or on), the open/close status of the door is determined to be open. It is determined that this is not the case. Alternatively, for example, the door sensor is a photo sensor (light receiving element) that detects brightness and darkness due to opening and closing of the door. In this case, when the output of the photosensor is greater than or equal to a predetermined determination threshold, the open/closed state of the door is determined to be open, and when the output of the photosensor is less than the determination threshold, the open/closed state of the door is determined to be open. It is determined that it is not open. Further, for example, the getting-in operation is an operation of sitting on the seat (seating operation), and the getting-in operation detecting section 17 is a seating sensor that detects the seating of the occupant. The seating sensor is, for example, a weight sensor provided within the seat that detects weight. In this case, if the output of the weight sensor is equal to or higher than the second determination threshold, the seating state (seating situation) is determined to be occupied, and if the output of the reception sensor is less than the second determination threshold. In some cases, the seating state is determined to be non-seating. In this embodiment, the getting-in operation includes the door-opening operation and the seating operation, and the getting-in operation detection section 17 includes the door sensor and the seating sensor. The getting-in motion detection section 17 outputs the detection result (presence or absence of a getting-in motion) to the control processing section 21 .

The usage detection unit 18 is a device that is connected to the control processing unit 21 and detects whether or not the parking brake is used under the control of the control processing unit 21. The usage detection unit 18 includes a parking brake operating unit 181 that detects the operating state of a parking brake (not shown), and a usage detection unit that determines whether or not the parking brake is used based on the operating state detected by the parking brake operating unit 181. The determination unit 182 (213) is provided. The use/non-use determining unit 182 (213) is functionally configured in the control processing unit 21, as described later. The parking brake operating section 181 and the use/non-use determining section 182 are configured as appropriate depending on the parking brake system. For example, in the case where the parking brake is a so-called handbrake, the parking brake operating section 181 includes a lever and a lever sensor that detects whether or not the lever is pulled up. It is determined whether the parking brake is used or not according to the output (detection result) of the lever sensor. The lever sensor is, for example, a switch that is turned on and off in response to pulling up and down of the lever, and the use/non-use determination unit 182 determines whether the parking brake is being used (the parking brake is activated) when the lever sensor is on. If the lever sensor is off, it is determined that the parking brake is not in use (the parking brake is not in operation). Alternatively, for example, in the case where the parking brake is a so-called foot-depressable parking brake, the parking brake operation unit 181 controls the parking brake pedal and the amount of depression of the parking brake pedal (the amount of depression of the parking brake pedal, the parking brake pedal stroke). The use determination unit 182 determines whether or not the parking brake is used in accordance with the output of the pedal stroke sensor (the amount of depression of the parking brake pedal). The usage determination unit 182 determines that the parking brake is being used (the parking brake is in operation) when the amount of depression of the parking brake pedal is greater than or equal to a predetermined threshold (parking brake usage determination threshold) that is appropriately set in advance. However, when the amount of depression of the parking brake pedal is less than the parking brake use determination threshold value, it is determined that the parking brake is not used (the parking brake is not in operation). Alternatively, for example, in the case where the parking brake is a so-called electronic parking brake, the parking brake operating section 181 is configured with a parking brake switch etc. that turns on and off the operation of the parking brake, and the use/non-use determination section 182 is configured to It is determined whether the parking brake is used or not depending on whether the brake switch is turned on or off. The usage determination unit 182 determines that the parking brake is being used (the parking brake is in operation) when the parking brake switch is on, and determines that the parking brake is not being used when the parking brake switch is off. (The parking brake is not activated). In addition, although this embodiment will be described as a case where the parking brake is an electronic parking brake, other systems can be similarly described.

The prime mover 31 is a device that is connected to the control processing section 21 and generates a driving force for driving the vehicle under the control of the control processing section 21. The prime mover 31 includes, for example, at least one of an engine and an electric motor, and transmits its driving force to drive wheels via a clutch device 32, a transmission, and the like.

The clutch device 32 is a device that is connected to the control processing section 21 and connects and disconnects between the prime mover 31 and the transmission according to the control of the control processing section 21. The clutch device 32 includes, for example, a clutch mechanism including a clutch plate and a flywheel configured to be able to connect and disconnect, and a clutch mechanism that disconnects the clutch plate and flywheel by moving the clutch plate relative to the flywheel. It is composed of a contacting drive unit (actuator), etc.

The output unit 33 is connected to the control processing unit 21 and outputs, for example, whether the parking brake is in operation or not, whether the clutch device 32 is engaged or released, etc., according to the control of the control processing unit 21. The output unit 33 is configured, for example, with a display device arranged on an instrument panel, and displays on the display surface of the display device a predetermined mark (parking brake mark) indicating that the parking brake is in operation, and displays that the parking brake is not in operation by not displaying the parking brake mark, and displays on the display surface of the display device a predetermined mark (clutch engagement mark) indicating that the clutch device 32 is engaged, and displays that the clutch device 32 is released by not displaying the clutch engagement mark. The output unit 33 is not limited to a display device, and may be an indicator lamp for the parking brake mark or an indicator lamp for the clutch engagement mark.

The control processing unit 21 controls the respective units 11 to 18 and 31 to 33 of the driving control device D according to the functions of the respective units, and when it detects the movement of an occupant getting into the vehicle, the control processing unit 21 controls the prime mover 31 and the speed change. This is a circuit for controlling the clutch device 32 to release the connection with the machine. The control processing unit 21 is, for example, a microcomputer configured with a CPU (Central Processing Unit), a storage element, its peripheral circuits, and the like. The storage elements include, for example, ROM (Read Only Memory) which is a non-volatile storage element, EEPROM (Electrically Erasable Programmable Read Only Memory) which is a rewritable non-volatile storage element, and R which is the so-called working memory of the CPU. A.M. (Random Access Memory), etc. The storage element stores, for example, a control processing program. The control processing program includes, for example, a control program that controls each section 11 to 18 and 31 to 33 of the travel control device D according to the function of each section, a clutch control program that controls the clutch device 32, and a parking brake program. It includes a program for determining whether or not the parking brake is used, which determines whether or not the parking brake is used in accordance with the output of the operation unit 181. The control processing section 21 is functionally configured with a control section 211, a clutch control section 212, and a use/non-use determination section 213 (182) by executing the control processing program.

The control unit 211 controls the respective parts 11 to 18 and 31 to 33 of the driving control device D according to the functions of the respective parts, and controls the driving control device D as a whole.

The clutch control unit 212 controls the clutch device 32. More specifically, when the getting-on motion detection unit 17 detects a getting-on motion while the prime mover 31 is stopped, the clutch control unit 212 controls the clutch device 32 to release the engagement between the prime mover 31 and the transmission. After the clutch control unit 212 releases the engagement between the prime mover 31 and the transmission by controlling the clutch device 32, the clutch control unit 212 controls the clutch device 32 to reconnect the prime mover 31 and the transmission when a predetermined time has elapsed. The predetermined time is appropriately set in advance, for example, 20 seconds, 45 seconds, 60 seconds, etc., in order to stop the continuation of the automatic release described above. As described above, after the clutch device 32 is automatically released, the clutch control unit 212 controls the clutch device 32 to connect the prime mover 31 and the transmission, and then controls the clutch device 32 to release the connection between the prime mover 31 and the transmission when at least one of the following cases is detected: when the clutch depression amount detection unit 13 detects depression of the clutch pedal, and when the brake depression amount detection unit 12 detects depression of the brake pedal. The clutch control unit 212 controls the clutch device 32 to release the connection between the prime mover 31 and the transmission only when the use/non-use detection unit 18 detects use of the parking brake.

The travel control device D is configured to release the connection between the prime mover 31 and the transmission when the brake pedal is depressed by more than a predetermined amount or fully due to stopping or stopping. .

As described above, the usage determination unit 213 (182) determines whether or not the parking brake is used based on the operating state detected by the parking brake operating unit 181.

Regarding travel control, the control processing unit 21 controls the prime mover 31 according to the amount of accelerator depression detected by the accelerator depression amount detection unit 11, and controls the brake system according to the amount of brake depression detected by the brake depression amount detection unit 12. (not shown), controls the clutch device 32 according to the amount of clutch depression detected by the clutch depression amount detection section 13, and engages and releases the clutch device 32 according to the detection result detected by the clutch cut detection section 14. The shift position of the transmission is controlled according to the shift position input to the shift position input section 15, and the parking brake is controlled according to the detection result of the use detection section 18. For example, in the case of drive assist, the control processing section 21 operates the prime mover 31 and the brake device so that the own vehicle runs at a constant speed of a predetermined speed based on the vehicle speed measured by the vehicle speed measuring section 16. Control.

Such a control processing section 21 can be configured by a computer called a so-called ECU (Electronic Control Unit).

Note that the clutch control section 212 corresponds to an example of a control section that controls the clutch device based on the detection result of the depression amount detection section. The clutch depression amount detection section 13 corresponds to an example of a depression amount detection section that detects the depression amount of the clutch pedal. The brake depression amount detection section 12 corresponds to an example of a second depression amount detection section that detects the depression amount of the brake pedal.

Next, the operation of this embodiment will be explained. 2 to 4 are flowcharts showing the operation of the travel control device regarding starting of the prime mover.

When the vehicle starts to operate, the driving control device D initializes the necessary parts and starts its operation. By executing the control processing program, the control processing unit 21 is functionally configured with a control unit 211, a clutch control unit 212, and a use/non-use determination unit 213 (182). The driving control device D controls the clutch device 32 in relation to starting the prime mover by executing the following processes shown in Figures 2 to 4 as follows:

In FIGS. 2 to 4, in order to determine whether or not the driving control device D is stopped, first, the output (vehicle speed) of the vehicle speed measurement unit 16 is measured by the clutch control unit 212 of the control processing unit 21. It is read and acquired from the vehicle speed measurement unit 16 (S1).

Next, in the driving control device D, the clutch control unit 212 determines whether the output (vehicle speed) of the vehicle speed measurement unit 16 acquired in process S1 is 0 (S2). As a result of this determination, if the vehicle speed is not 0 (No), the travel control device D returns the process to process S1. On the other hand, if the result of the determination is that the vehicle speed is 0 (Yes), the travel control device D next executes processing S3.

In this process S3, the driving control device D uses the use detection unit 18 to read and obtain the output of the parking brake operating unit 181 (operating state of the parking brake) from the parking brake operating unit 181.

Next, the driving control device D uses the use detection unit 18 to determine whether the output of the parking brake operation unit 181 (operation state of the parking brake) acquired in process S3 is in use (in operation). (S4). As a result of this determination, if the operating state of the parking brake is not in use (actuating) (No), the travel control device D returns the process to process S1. On the other hand, if the result of the determination is that the parking brake is in use (actuated) (Yes), the travel control device D next executes process S5.

In this process S5, the travel control device D uses the clutch control unit 212 to read and acquire the output of the door sensor (the open/closed state of the door) from the door sensor.

Next, the traveling control device D uses the clutch control unit 212 to determine whether the output of the door sensor (open/closed state of the door) obtained in step S5 is open (open or not) (S6). . As a result of this determination, if the open/closed state of the door is not open (not open) (No), the travel control device D next executes processing S7. On the other hand, if the result of the determination is that the door is open (Yes), the travel control device D next executes processing S21.

In this process S7, the traveling control device D uses the clutch control unit 212 to read and acquire the output (seating state) of the seating sensor from the seating sensor.

Next, in the driving control device D, the clutch control unit 212 determines whether the output (seating state) of the seating sensor obtained in step S5 indicates that the vehicle is seated (S8). As a result of this determination, if the seating state is not seated (No), the travel control device D next executes processing S9. On the other hand, if the result of the determination is that the seating state is seated (Yes), the travel control device D next executes processing S21.

In this process S9, the traveling control device D uses the clutch control unit 212 to determine whether or not the seating sensor is malfunctioning. For example, in addition to the seating sensor, the vehicle travel control device D may further include an event sensor that detects a predetermined event associated with the seating of the occupant, and each of the seating sensor and the sensor may be determined to be malfunctioning. Can be implemented based on output. As such an event sensor, for example, a seat belt sensor that detects the wearing of a seat belt is provided, and if the seating sensor does not detect seating but the seat belt sensor detects wearing, the clutch control The unit 212 determines that the seating sensor is malfunctioning. The seatbelt sensor is, for example, a switch that is provided on the tongue of the seatbelt and is turned on and off in response to the attachment and detachment of the seatbelt buckle. Alternatively, the event sensor may be a separately provided seating sensor. That is, when two seating sensors are provided and the respective outputs of these seating sensors differ by a predetermined value or more, the clutch control unit 212 determines that the seating sensor is malfunctioning.

If the result of the determination is that the seating sensor is not malfunctioning (No), the travel control device D next executes processing S16. On the other hand, if the result of the determination is that the seating sensor is out of order (Yes), the travel control device D next executes processing S10.

In this process S10, the driving control device D reads and acquires the output of the clutch depression amount detection unit 13 (clutch pedal depression amount) from the clutch depression amount detection unit 13 by the clutch control unit 212, and judges whether or not the clutch pedal is being operated based on the output of the clutch depression amount detection unit 13 (clutch pedal depression amount). If the result of this judgment indicates that there is no clutch pedal depression and therefore that the clutch pedal is not being operated (No), the driving control device D then executes process S16. On the other hand, if the result of the judgment indicates that there is a clutch pedal depression amount and therefore that the clutch pedal is being operated (Yes), the driving control device D then executes process S11.

In this process S11, the driving control device D uses the clutch control unit 212 to read and acquire the output (brake pedal depression amount) of the brake depression amount detection unit 12 from the brake depression amount detection unit 12, and acquires the output from the brake depression amount detection unit 12. Based on the output No. 12 (brake pedal depression amount), it is determined whether or not the brake pedal is operated. As a result of this determination, since there is no amount of depression of the brake pedal, if it is determined that there is no operation of the brake pedal (No), the traveling control device D next executes processing S16. On the other hand, as a result of the determination, since the brake pedal depression amount is present, if it is determined that the brake pedal has been operated (Yes), the travel control device D next executes processing S12.

In this process S12, the traveling control device D controls the clutch device 32 by the clutch control unit 212 so as to release the engagement between the prime mover 31 and the transmission.

Next, the driving control device D determines whether an ignition instruction has been received by the control processing unit 21 (S13). This determination is performed, for example, based on whether the ignition button is turned on. As a result of this determination, if the ignition instruction has not been received (No), the travel control device D next executes processing S16. On the other hand, if the result of the determination is that the ignition instruction has been accepted (Yes), the travel control device D next executes processing S14.

In this process S14, the travel control device D starts the prime mover 31 using the control processing section 21.

Next, the traveling control device D uses the clutch control unit 212 to set the clutch engagement flag to "0" (clutch engagement FLG=0), and then executes processing S16. The clutch engagement flag (clutch engagement FLG) is a flag indicating a state of engagement between the prime mover and the transmission, and "1" indicates engagement, and "0" indicates release of the engagement. In the above-mentioned initialization, the clutch release flag is initialized (set) to "0".

In the process S16, the driving control device D uses the clutch control unit 212 to reset the timer t (t=0), and returns the process to the process S1 (return). The timer t is a variable for measuring the predetermined time after the clutch device 32 is controlled to automatically release the engagement between the prime mover 31 and the transmission.

On the other hand, in the process S21, the driving control device D uses the clutch control unit 212 to determine whether the clutch release flag is "1". As a result of this determination, if the clutch release flag is not "1", that is, if it is "0" (No), the travel control device D next executes process S22. On the other hand, if the clutch release flag is "1" as a result of the above determination (Yes), the travel control device D next executes processing S41.

In this process S22, the traveling control device D controls the clutch device 32 using the clutch control unit 212 to release the engagement between the prime mover 31 and the transmission (S23).

Next, the driving control device D sets the timer t to a predetermined value, for example 100 (t=100), in order to measure the predetermined time using the clutch control unit 212.

Next, the driving control device D uses the clutch control unit 212 to read and acquire the output of the clutch depression amount detection unit 13 (clutch pedal depression amount) from the clutch depression amount detection unit 13, and obtains the output from the clutch depression amount detection unit 13. Based on the output (clutch pedal depression amount), it is determined whether or not the clutch pedal is operated (S24). As a result of this determination, since there is no clutch pedal depression amount, if it is determined that there is no operation of the clutch pedal (No), the traveling control device D next executes processing S27. On the other hand, as a result of the determination, since the clutch pedal depression amount is present, if it is determined that the clutch pedal is operated (Yes), the travel control device D next executes processing S25.

In this process S25, the driving control device D uses the clutch control unit 212 to read and acquire the output (brake pedal depression amount) of the brake depression amount detection unit 12 from the brake depression amount detection unit 12, and acquires the output from the brake depression amount detection unit 12. Based on the output No. 12 (brake pedal depression amount), it is determined whether or not the brake pedal is operated. As a result of this determination, since there is no amount of depression of the brake pedal, if it is determined that there is no operation of the brake pedal (No), the traveling control device D next executes processing S27. On the other hand, as a result of the determination, since the amount of depression of the brake pedal is present, if it is determined that there is an operation of the brake pedal (Yes), the travel control device D next executes processing S26.

In this process S26, the driving control device D determines whether or not an ignition command has been received by the control processing unit 21. If the result of this determination is that an ignition command has not been received (No), the driving control device D then executes process S27. On the other hand, if the result of the above determination is that an ignition command has been received (Yes), the driving control device D then starts the prime mover 31 by the control processing unit 21 (S31), then sets the clutch engagement flag to "0" (clutch engagement FLG = 0) (S32) by the clutch control unit 212, and then executes process S16.

In the process S27, the driving control device D uses the clutch control unit 212 to determine whether the predetermined time has elapsed based on the timer t. If the timer t is not 0 (in the above example, the timer t is a number between 100 and 1), the clutch control unit 212 controls the timer t to not time up and the predetermined time has elapsed. On the other hand, if the timer t is determined to be 0, the clutch control unit 212 determines that the timer t has timed up and the predetermined time has elapsed. As a result of this determination, if the predetermined time has not elapsed (No), the travel control device D decrements (subtracts) the timer t by 1 (t=t-1) (S28), and executes the process. The process returns to step S24. On the other hand, if the result of the determination is that the predetermined time has elapsed (Yes), then the cruise control device D causes the clutch control unit 212 to control the connection between the prime mover 31 and the transmission. , the clutch device 32 is controlled (S29), the clutch control unit 212 sets the clutch engagement flag to "1" (clutch engagement FLG=1) (S30), and then the process S16 Execute.

On the other hand, in the process S41, the driving control device D uses the clutch control unit 212 to read and acquire the output of the clutch depression amount detection unit 13 (clutch pedal depression amount) from the clutch depression amount detection unit 13, and obtains the clutch depression amount. Based on the output of the detection unit 13 (clutch pedal depression amount), it is determined whether or not the clutch pedal is operated. As a result of this determination, since there is no clutch pedal depression amount, if it is determined that there is no operation of the clutch pedal (No), the traveling control device D next executes processing S16. On the other hand, as a result of the determination, since the clutch pedal depression amount is present, if it is determined that the clutch pedal is operated (Yes), the traveling control device D next executes processing S42.

In this process S42, the driving control device D reads and acquires the output of the brake depression amount detection unit 12 (brake pedal depression amount) from the brake depression amount detection unit 12 by the clutch control unit 212, and judges whether or not the brake pedal is being operated based on the output of the brake depression amount detection unit 12 (brake pedal depression amount). If the result of this judgment indicates that there is no brake pedal depression and therefore that the brake pedal is not being operated (No), the driving control device D then executes process S16. On the other hand, if the result of the judgment indicates that there is a brake pedal depression amount and therefore that the brake pedal is being operated (Yes), the driving control device D then executes process S43.

In this process S43, the traveling control device D controls the clutch device 32 by the clutch control unit 212 so as to release the engagement between the prime mover 31 and the transmission.

Next, the driving control device D determines whether an ignition instruction has been received by the control processing unit 21 (S44). As a result of this determination, if the ignition instruction has not been received (No), the travel control device D next executes processing S16. On the other hand, if the result of the determination is that the ignition instruction has been accepted (Yes), then the driving control device D causes the control processing unit 21 to start the prime mover 31 (S45), and then starts the clutch control The clutch engagement flag is set to "0" by the unit 212 (clutch engagement FLG=0) (S46), and then processing S16 is executed.

The travel control device D operates in this manner regarding starting of the prime mover.

For example, when the door of a parked vehicle is opened and a passenger gets into the vehicle, the travel control device D executes processes S1 to S6, and in this process S4, the use of the parking brake is detected. , In this process S6, it is determined that the door is opened, and each process from process S21 to process S23 is executed. This automatically releases the connection between the prime mover 31 and the transmission. When the occupant gets on board but is operating a mobile phone or the like, for example, the processes S24 to S27 are executed following the process S23, and in this process S27, the predetermined time has not elapsed. It is determined that, after execution of process S28, the process returns to process S24. In the above example, when the occupant continues to operate the mobile phone, each of the processes S24 to S28 is repeatedly executed, and as a result of the repeated execution of each process, the predetermined period of time is determined in process S27. If it is determined that the period has elapsed, each process of process S29, process S30, and process S16 is executed, and the process returns to process S1. The motor 31 and the transmission, which have been automatically released by this, are automatically engaged after the predetermined time has elapsed. When the occupant depresses the brake pedal, depresses the clutch pedal, and turns on the ignition button in order to start the vehicle, the travel control device D executes processes S1 to S8, and in this process S4, It is detected that the parking brake is being used, and in this process S8, it is determined that the vehicle is seated, and process S21 is executed. In this process S21, the clutch release flag is determined to be "1", and each process of processes S41 to S46 and process S16 is executed. In this example, when the clutch pedal is detected to be depressed after the clutch pedal is automatically re-engaged, or when the brake pedal is detected to be depressed by the occupant, the clutch pedal is detected to be depressed by the occupant. When the depression of the brake pedal is detected, the connection between the prime mover 31 and the transmission is released, and the prime mover 31 is started.

Note that in the flowcharts shown in FIGS. 2 to 4, the cruise control device D determines whether the clutch pedal is operated or not and determines whether the brake pedal is operated. Either one of the determinations of whether or not the brake pedal is operated may be used.

In many cases, an occupant starts the prime mover 31 after getting into a parked vehicle. The driving control device D and the driving control method implemented therein in the embodiment include, when the driving motion of an occupant is detected while the engine 31 is stopped, the connection between the engine 31 and the transmission is released. Controls the clutch device 32. Therefore, the traveling control device D and the traveling control method described above can more reliably release the connection between the prime mover 31 and the transmission when starting the prime mover 31, and therefore the prime mover 31 is started in the engaged state. The situation can be more definitely avoided.

The traveling control device D and the traveling control method restart the engagement after a predetermined period of time has elapsed after the engagement is released, so that it is possible to avoid a continuation of a state in which the prime mover 31 is not started while the engagement remains unlocked. .

The driving control device D and the driving control method described above control the clutch so as to release the engagement when the depression of the clutch pedal is detected after re-engagement after automatic release, or when the depression of the brake pedal is detected. Since the device 32 is controlled, it is possible to return to normal control and release the above-mentioned fastening at the time of starting the prime mover 31.

In the traveling control device D and the traveling control method described above, since the getting-in operation is an action of opening the door, the engagement can be released relatively early in the series of getting-in operations.

In the travel control device D and the travel control method described above, since the getting-in action is the action of sitting on the seat, the engagement can be released in consideration of the fact that the occupant is ready to drive.

The driving control device D and driving control method control the clutch device to release the engagement only when it is detected that the parking brake is being used, so that the vehicle can be prevented from rolling down due to the release of the engagement, for example, when stopping on a slope.

In the above-described embodiment, the getting-in operation is a door-opening operation or a sitting-down operation, but it is not limited to this. This may be any one of a series of movements up to sitting. For example, the getting-in operation may be an operation of unlocking a door with a vehicle key (door unlocking operation). In this case, the boarding operation detection section is a locking/unlocking sensor that detects locking/unlocking of the door, and the locking/unlocking sensor is, for example, a switch that is turned on/off in response to locking/unlocking of the lock.

Furthermore, in the above-described embodiment, after the clutch device 32 is automatically released, the clutch control section 212 controls the clutch device 32 to connect the prime mover 31 and the transmission, and then the clutch depression amount detection section When the depression of the clutch pedal is detected by 13 or the depression of the brake pedal is detected by the brake depression amount detection unit 12, the connection between the prime mover 31 and the transmission is released. Although the clutch device 32 is controlled, the clutch cut detection section 14 may be used instead of the clutch depression amount detection section 13.

Furthermore, in the above-described embodiment, the clutch control unit controls the connection between the prime mover and the transmission when a predetermined period of time has elapsed after the clutch device is controlled to release the connection between the prime mover and the transmission. Although the clutch device is controlled so as to connect the clutch device, the driving control device D further includes an operation detection unit that detects an operation on equipment installed in the vehicle, and the clutch control unit controls the clutch device to The clutch is configured to engage between the prime mover and the transmission when the operation detection unit detects an operation on the equipment after the coupling between the prime mover and the transmission is released by controlling the clutch. The device may also be controlled. When an equipment is operated by a passenger, the prime mover 31 may not be started for a while due to the use of the equipment. In the traveling control device D and the traveling control method in this modified form, when an operation on the equipment is detected after the engagement is released, the engagement is restarted, so that the engagement remains unlocked and the prime mover 31 is not started. continuation can be avoided.

The equipment is a predetermined device that is used by a passenger and installed in a vehicle, such as a car audio system, a car air conditioner, a car navigation system, and a door mirror adjustment device that adjusts the mirror angle of a door mirror. The operation detection unit detects the presence or absence of an input (on/off) and the amount of operation (input amount) at an input unit, such as an on/off switch or a rotary switch, for inputting an operation on the equipment.

In order to express the present invention, the present invention has been adequately and fully described through embodiments with reference to the drawings in the above description, but those skilled in the art will easily be able to modify and/or improve the embodiments described above. It should be recognized that this is possible. Therefore, unless the modification or improvement made by a person skilled in the art does not depart from the scope of the claims stated in the claims, such modifications or improvements do not fall outside the scope of the claims. It is interpreted as encompassing.

D Travel control device 11 Accelerator depression amount detection unit 12 Brake depression amount detection unit 13 Clutch depression amount detection unit 16 Vehicle speed measurement unit 17 Boarding operation detection unit 18 Use detection unit 21 Control processing unit 181 Parking brake operation unit 182 (213) Use/non-use determination unit 211 Control unit 212 Clutch control unit 31 Prime mover 32 Clutch device

Claims (6)

A clutch device, a clutch pedal, a depression amount detection unit that detects the depression amount of the clutch pedal, and a depression amount detection unit that is electrically connected to the depression amount detection unit, and operates the clutch device based on the detection result of the depression amount detection unit. A driving control device for a vehicle equipped with a clutch-by-wire system, which has a control unit that controls,
further comprising a getting-in motion detection unit that detects a getting-in motion of an occupant getting into the vehicle;
The control unit controls the clutch device to release the engagement between the prime mover and the transmission when the boarding motion detection unit detects the boarding motion while the prime mover is stopped. ,
The control unit is configured to connect the prime mover and the transmission when a predetermined time has elapsed after the clutch device is controlled to release the connection between the prime mover and the transmission. , controlling the clutch device ;
Travel control device. An operation detection unit that detects an operation on an accessory installed in the vehicle is further provided,
The control unit controls the clutch device to release engagement between the prime mover and the transmission, and then, when the operation detection unit detects an operation on the accessory, controls the clutch device to engage between the prime mover and the transmission.
The cruise control device according to claim 1 . further comprising a second depression amount detection section that detects the depression amount of the brake pedal,
When the control unit detects depression of the clutch pedal by the depression amount detection unit after coupling the prime mover and the transmission by controlling the clutch device, and detects the second depression amount. controlling the clutch device to release the engagement between the prime mover and the transmission in at least one of the following cases:
The travel control device according to claim 1 or claim 2 . The boarding operation is an operation of opening a door.
The travel control device according to any one of claims 1 to 3 . The getting-in operation is an operation of sitting on a seat.
The travel control device according to any one of claims 1 to 3 . The vehicle further includes a use detection section that detects whether or not the parking brake is used.
The control unit controls the clutch device so as to release the engagement between the prime mover and the transmission only when the use detection unit detects that the parking brake is used.
The travel control device according to any one of claims 1 to 5 .

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