JPH08216737A - Vehicle operating device for physically handicapped person - Google Patents

Abstract

PURPOSE: To improve reliability to a failure. CONSTITUTION: In a vehicle operating device 10 for a physically handicapped person, the driving force of a step motor 100 is transmitted to an accelerator pedal 106 through a clutch 102 (typically indicated by a coil), a pulley 104 and a wire 108 to operate the pedal 106, and the driving force of a brake motor 118 is transmitted to a brake pedal 122 through a pulley 120 and a wire 124 to operate the pedal 122. As to the brake motor 118, electric power is supplied if at least one of main relays 56, 58 is normal. During the operation of the brake pedal 122, the clutch 102 is turned off by an accelerator clutch relay 162, and also at the time of the failure of a brake system being detected, the supply of electric power to the clutch 102 is stopped so as to prevent the driving force of the step motor 100 from being needlessly transmitted to the accelerator pedal 106.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a vehicle driving device for a physically handicapped person, and more particularly to a vehicle driving device for a physically handicapped person that operates a brake pedal and an accelerator pedal of a vehicle by a driving force of a driving force source.

[0002]

2. Description of the Related Art As a device for assisting the driving of a vehicle by a physically handicapped person, there are various structures conventionally known. For example, Japanese Utility Model Laid-Open No. 55-53628 discloses a link in the vicinity of a steering wheel. An operating lever mechanically connected to the accelerator pedal and the brake pedal via the mechanism is provided, and the operating lever is manually operated, so that the accelerator pedal and the brake pedal can be indirectly operated in conjunction with this. Vehicle driving devices for persons with disabilities have been proposed.

As described above, the vehicle driving device for the physically handicapped, which is configured to indirectly operate the accelerator pedal and the brake pedal of the vehicle, can be easily driven by the physically handicapped person by mounting the vehicle on an existing general vehicle. Since it can be used as a vehicle for a physically handicapped person, there is an advantage that a vehicle that can be easily driven by a physically handicapped person can be realized at low cost.

[0004]

However, since the pedals of the accelerator, brake, etc. of the vehicle are designed on the assumption that they are operated by the foot, the link provided between the operation lever and the pedal in the above-mentioned device. Even if the link ratio of the mechanism is changed, there is a problem that it is difficult to make the operating force for operating the operating lever and the stroke of the operating lever appropriate for the driver.

Further, in the above-mentioned device, the operation of the operation lever is transmitted to the pedal through the link mechanism provided in only one system. Therefore, if a failure occurs in this link mechanism, the operation lever is operated. However, this operation is not transmitted to the pedals, and the disabled person cannot drive the vehicle, so there is a problem of low reliability.

The present invention has been made in consideration of the above facts, and an object of the present invention is to obtain a vehicle driving apparatus for a physically handicapped person, which can improve reliability in case of failure.

[0007]

In order to achieve the above object, the invention according to claim 1 is a brake accelerator operating portion which is manually operated by a driver to instruct an operation amount of a brake pedal and an accelerator pedal of a vehicle. An operating device including at least a drive force source, a brake actuator that includes a drive force source and operates a brake pedal by a drive force of the drive force source, and an accelerator actuator that includes a drive force source and operates an accelerator pedal by a drive force of the drive force source And drive control means for controlling the operation amount of the brake pedal by the brake actuator and the operation amount of the accelerator pedal by the accelerator actuator according to an instruction from the brake accelerator operation unit, and for an abnormality of the operation device or the actuator. At least maintain a state where the brake pedal can be operated normally. It is configured to include a safety maintaining means, the preventing or broadcast before, or the occurrence of abnormality in a state to or not be operated normally the brake pedal is.

According to a second aspect of the present invention, in the first aspect of the invention, the operating device maintains the state when the brake actuator is operating the brake pedal and the braking force is being applied to the brake of the vehicle. An input unit for inputting an instruction to perform is provided, and the drive control unit controls the brake actuator so that the current operation amount of the brake pedal is maintained when the instruction is input via the input unit. However, the safety maintaining means against the abnormality of the operating device drives the control for maintaining the operation amount of the brake pedal at a constant state when the number of operations and the operating time of the brake accelerator operating unit satisfy predetermined conditions. The feature is that it is performed by means.

According to a third aspect of the invention, in the invention of the first aspect, the driving force source of the brake actuator is a motor, and a first power supply system for supplying electric power to the brake actuator is provided, and the actuator is abnormal. The safety maintaining means is a second power supply system that is provided separately from the first power supply system and supplies power to at least the brake actuator.

According to a fourth aspect of the present invention, in the first aspect of the present invention, the operating device maintains the state where the brake actuator operates the brake pedal to generate a braking force on the brake of the vehicle. An input unit for inputting an instruction is provided, and the drive control means controls the brake actuator so that the current operation amount of the brake pedal is maintained when the instruction is input via the input unit. The safety maintenance means for preventing the occurrence of an abnormality in the brake actuator continues to control the drive control means so that the current operation amount of the brake pedal is maintained for a predetermined time or longer and the vehicle is stopped. If so, the operation amount of the brake pedal by the brake actuator is reduced.

According to a fifth aspect of the present invention, in the fourth aspect of the invention, the safety maintaining means controls the operation amount in the control for reducing the operation amount of the brake pedal when the parking brake of the vehicle is operating. It is characterized by increasing the reduction amount.

According to a sixth aspect of the present invention, in the first aspect of the invention, there is provided abnormality determination means for determining an abnormality of the booster device for increasing the operating force applied to the brake pedal and transmitting the increased operating force to the braking force generating portion of the brake of the vehicle. Driving force increase control means for increasing the driving force of the driving force source of the brake actuator that is used to operate the brake pedal when it is determined by the abnormality determination means that an abnormality has occurred in the booster, It is characterized by further equipped with.

According to a seventh aspect of the present invention, in the first aspect of the invention, the operating device includes a first mode in which each actuator operates each pedal, and a second mode in which each actuator stops operating each pedal. An instruction unit for instructing execution of any one of the modes is provided, and execution of the second mode is instructed via the instructing means while the vehicle is traveling and the first mode is being executed. In this case, a control means for prohibiting the transition to the second mode is further provided.

According to an eighth aspect of the present invention, in addition to the seventh aspect, a nonvolatile storage means is further provided, and the control means is
When the power supply by the power supply means is normally stopped, information indicating a normal end is stored in the storage means, and when the power supply by the power supply means is started, the information indicating the normal end is stored. The feature is that the first mode is executed when there is no such change.

According to a ninth aspect of the present invention, in the first aspect of the present invention, a detecting means for directly or indirectly detecting the positions of the brake pedal and the accelerator pedal is provided, and the safety maintaining means for the abnormality of the actuator is: An estimated value of each pedal position estimated from the control amount of the drive control means for the brake actuator and the accelerator actuator,
It is characterized in that the position of each pedal detected by the detecting means is compared to determine the occurrence of an abnormality in the actuator, and when it is determined that an abnormality has occurred, an alarm is issued.

According to a tenth aspect of the present invention, the operating device is provided with at least a brake accelerator operating section that is manually operated by the driver to instruct the operation amount of the brake pedal and the accelerator pedal of the vehicle, and a driving force source. A braking actuator that operates the brake pedal by the driving force of the driving force source, an accelerator actuator that includes the driving force source and operates the accelerator pedal by the driving force of the driving force source, and a braking force is generated in the vehicle brake. Brake offset amount detecting means for detecting a boundary position of the brake pedal to be started and periodically obtaining a brake control offset amount for the brake actuator for positioning the brake pedal at the boundary position, and a boundary of the accelerator pedal where the throttle of the vehicle starts to open The position is detected and the accelerator pedal is moved to the boundary position. Accelerator offset amount detecting means for periodically obtaining the accelerator control offset amount for the accelerator actuator to position, and the brake control offset amount to the control amount corresponding to the operation amount of the brake pedal instructed by the brake accelerator operating section. The amount of control of the brake pedal by the brake actuator is controlled by the added control amount, and the amount of operation of the accelerator pedal by the accelerator actuator is controlled by the control amount that corresponds to the amount of operation of the accelerator pedal plus the accelerator control offset amount. Drive control means for

According to an eleventh aspect of the present invention, in the tenth aspect of the present invention, the accelerator offset amount detecting means sets the first boundary position of the accelerator pedal when the throttle of the vehicle in the fully closed state starts to open. The first accelerator control offset amount with respect to the accelerator actuator for detecting and locating the accelerator pedal at the first boundary position is obtained, and the first position of the accelerator pedal when the open throttle is fully closed is obtained. The second control position is detected, the second accelerator control offset amount with respect to the accelerator actuator for positioning the accelerator pedal at the second boundary position is obtained, and the drive control means
Controlling the operation amount of the accelerator pedal by the accelerator actuator using the first accelerator control offset amount or the second accelerator control offset amount according to the state of the instruction of the operation amount of each pedal by the brake accelerator operation unit. Is characterized by.

According to a twelfth aspect of the present invention, in the tenth or eleventh aspect of the present invention, the brake control offset amount obtained by the brake offset amount detecting means and the accelerator control offset amount obtained by the accelerator offset amount detecting means. Is further provided with a failure determination means for determining the occurrence of a failure of each actuator and the degree of the failure that has occurred.

According to a thirteenth aspect of the present invention, according to the first or tenth aspect of the invention, a clutch provided in the middle of a transmission mechanism for transmitting the driving force of the driving force source of the accelerator actuator to the accelerator pedal, and a brake actuator. First clutch control means for bringing the clutch into a state in which the driving force is not transmitted when the brake pedal is operated, failure detection means for detecting a failure occurrence of the brake actuator, and failure occurrence by the failure detection means Second clutch control means for bringing the clutch into a driving force non-transmission state when is detected.

[0020]

[Operation] In the technology disclosed in Japanese Utility Model Laid-Open No. 55-53628, it is difficult to set the operating force for operating the operating lever and the stroke of the operating lever to an appropriate size for the driver. As described in Item 1, a brake accelerator operating portion that is manually operated by the driver to instruct the operation amount of the brake pedal and the accelerator pedal of the vehicle, and a brake actuator that operates the brake pedal by the driving force of the driving force source. , And an accelerator actuator that operates the accelerator pedal by the driving force of the driving force source, and controls the operation amount of the brake pedal by the brake actuator and the operation amount of the accelerator pedal by the accelerator actuator according to an instruction from the brake accelerator operation unit. It can be solved by configuring.

However, even in the above configuration, there is a possibility that an abnormality occurs in the operating device or the actuator, and the occurrence of such an abnormality may cause a situation in which each pedal cannot be operated. For this reason, in the invention according to claim 1, at least a state in which the brake pedal can be normally operated is maintained with respect to an abnormality in the operating device or the actuator, or a notification is given before the brake pedal cannot be normally operated, Or, safety maintenance measures are provided to prevent the occurrence of abnormalities.

From the above, for example, with respect to the driving force source, the occurrence of abnormality of the operating device or the actuator is prevented or the abnormality is prevented by controlling so as not to apply a load to the driving force source continuously for a long time. Even if occurs, at least the operation of the brake pedal is maintained in a state where it can be operated normally, or the safety is ensured by being notified before it becomes a state where the brake pedal cannot be operated normally. It is possible to prevent a situation in which the brake pedal cannot be operated while the vehicle is running, and it is possible to improve reliability and safety with respect to a failure of the vehicle driving device for the physically handicapped person.

By the way, the control for maintaining the operation amount of the brake pedal at a constant state in response to an instruction from the driver is performed by the driver in particular when the vehicle is getting on and off while the vehicle is stopped. Convenience is high because it is released from the operation of the department. However, for example, if the input unit for inputting an instruction for the driver to perform the control for maintaining the constant state fails, the control for maintaining the constant state is not performed, which may interfere with getting on and off the vehicle. It is possible to come.

Therefore, according to the second aspect of the invention, when the number of operations and the operating time of the brake accelerator operating portion satisfy predetermined conditions, the control means is controlled to maintain the operation amount of the brake pedal at a constant state. There is a safety maintenance means to make it. The input unit can be composed of, for example, a switch and the like, and the predetermined condition is an operation that cannot be a normal operation, for example, when the brake accelerator operation unit is repeatedly and quickly operated a predetermined number of times or more within a predetermined time. Is mentioned. As a result, even if an abnormality occurs in the input unit of the operating device and it becomes impossible to input an instruction for performing the control for maintaining the constant state through the input unit, the brake accelerator operation unit is operated to satisfy the predetermined condition. Then, the control for maintaining the constant state is performed, so that the reliability against the failure of the operating device can be improved.

Further, in the case where the driving force source of the brake actuator is constituted by a motor, if the first power supply system for supplying electric power to the brake actuator fails, the electric power is not supplied to the motor and the brake accelerator operating unit is operated. Even if the brake pedal is operated, the brake pedal may not be operated. Therefore, as described in claim 3, as a safety maintaining means against a failure of the power feeding system, a second power feeding system which is provided separately from the first power feeding system and supplies power to at least the brake actuator is provided. Is preferred.
As a result, even if the first power supply system fails, the power supply to the motor as the driving force source of the brake actuator is reliably maintained, and the reliability against the failure of the power supply system can be improved.

Further, as described above, the control for maintaining the operation amount of the brake pedal in a constant state in accordance with the instruction from the driver is highly convenient, but the driving force of the brake actuator is maintained during the control. Since the source is constantly loaded, if this state continues, the driving force source may be damaged. In particular, when the driving force source is composed of a motor, a current flows through the motor during driving, so that there is a high possibility that a failure will occur due to a rise in the temperature of the coil of the motor.

Therefore, as described in claim 4,
When the drive control means continues to control the operation amount of the brake pedal so as to maintain a constant state for a predetermined time or more, and when the vehicle is stopped, the load applied to the drive force source of the brake actuator is reduced. It is preferable to provide safety maintaining means for reducing (that is, reducing the operation amount of the brake pedal). As a result, a large load is not applied to the driving force source of the brake actuator for a long time, so that failure of the brake actuator can be prevented.

The operation of the brake pedal when the vehicle is stopped is intended to maintain the vehicle stopped state, and the objective can be achieved if the operation amount is equal to or more than the minimum value capable of maintaining the vehicle stopped state. However, in general, the operation amount is often much larger than the minimum value. Therefore, even if the load applied to the driving force source of the brake actuator is reduced while the vehicle is stopped as described above, the stopped state of the vehicle is maintained.

When the parking brake of the vehicle is operating in the vehicle stopped state, the braking force generated by the operation of the parking brake contributes to the maintenance of the vehicle stopped state. Therefore, as described in claim 5, when the safety maintaining means increases the amount of decrease in the operation amount in the control for decreasing the operation amount of the brake pedal when the parking brake of the vehicle is operating, the brake can be increased. It is possible to prevent the failure of the actuator in advance, and at the same time, reliably maintain the stopped state of the vehicle.

By the way, in the vehicle brake device, an operating force (pedal force) is applied to the brake pedal by engine negative pressure or the like.
A booster (brake booster) that assists (increases) the brake pedal is provided, and the operating force increased by the booster is transmitted to the braking force generator, such as the master cylinder, to operate the brake pedal. In general, the configuration is such that a higher braking force can be obtained, but if, for example, the engine stops, the negative pressure pipe is damaged, or the booster itself fails, the booster will Since the brake pedal does not operate normally, the brake pedal is not assisted with the operating force, and a very large operating force is required to obtain a desired braking force.

In the present invention, the brake pedal is operated by the brake actuator in response to an instruction from the brake accelerator operation unit. Therefore, even if the above-described abnormality of the booster occurs, the driver operates the brake accelerator operation unit. However, if an abnormality of the booster occurs, the braking force actually generated will be insufficient for the operation amount of the brake pedal instructed via the brake accelerator operation unit. , There is a high possibility that the driver will feel uncomfortable. In addition, when an abnormality occurs in the booster, it is necessary to continue to indicate a very large operation amount as the operation amount of the brake pedal in order to obtain a desired braking force, so a large operation force is required as described above. Although not performed, the driver may be burdened with the operation of the brake accelerator operation unit.

Therefore, as described in claim 6, when the abnormality determining means for determining the abnormality of the booster and the abnormality determining means determines that an abnormality has occurred in the booster,
It is preferable to further provide a driving force increase control means for increasing the driving force of the driving force source of the brake actuator used for operating the brake pedal. As a result, even when an abnormality occurs in the booster, a larger driving force than the normal time when the abnormality in the booster does not occur with respect to the operation amount of the brake pedal instructed via the brake accelerator operation section is generated. The brake pedal is operated to generate a braking force that is equal to or closer to the desired braking force, so it is possible to prevent the driver from feeling uncomfortable, and the safety and reliability of the booster against abnormality The property is improved. Further, it is not necessary to continue to instruct a very large operation amount as the operation amount of the brake pedal through the brake accelerator operation unit in order to obtain a desired braking force, so that the driver's burden for operating the brake accelerator operation unit is reduced. Can be reduced.

Further, in a device such as the vehicle driving device for the physically handicapped person according to the present invention in which the actuator operates the brake pedal and the accelerator pedal, if the actuator is stopped, a healthy person can pedal each pedal with his / her foot. It is also possible to accept a normal vehicle driving operation for driving by operating. This is because the operating device is provided with an instruction section for instructing execution of either a first mode in which the drive control means controls the drive of the actuator or a second mode in which the drive control means stops the control. This can be realized by adopting a configuration in which each mode is switched according to an instruction from the instruction unit.

However, in the above configuration, it is possible that the mode is switched due to, for example, a failure of the instruction unit or an erroneous operation of the instruction unit while the vehicle is traveling. Therefore, as described in claim 7, when the vehicle is traveling and the execution of the second mode is instructed through the instructing means during execution of the first mode, the second mode
It is preferable to provide a control means for prohibiting execution of the mode. As a result, even if the instruction unit is erroneously operated while the vehicle is traveling, the first mode is not switched to the second mode, and the reliability with respect to abnormality (erroneous operation) of the operating device including the instruction unit is improved.

Further, various electric components mounted on a vehicle, including the vehicle driving apparatus for the physically handicapped person according to the present invention, are generally operated by electric power supplied from the battery of the vehicle, but a power supply system including the battery of the vehicle. May cause abnormalities such as temporary interruption of power supply due to contact failure of the connector or the like due to vibration applied when the vehicle is running. When the power supply is temporarily stopped, the microprocessor is restarted after the power supply is restarted in the electrical equipment including the microprocessor, etc. By this restart, the data is stored in the RAM, etc. of the microprocessor. Information is lost, it is not possible to know what the device was in before the power outage occurred.

Therefore, if the vehicle driving apparatus for the physically handicapped person according to the present invention is configured to include a microprocessor, an abnormality occurs in the power feeding system while the first mode is being executed and the vehicle is running. If the power supply is temporarily stopped, the second mode may be executed after the microprocessor is restarted. Therefore, as described in claim 8, the nonvolatile storage means is provided, and when the power is turned off normally, the information indicating the normal end is stored in the storage means. It is preferable to provide safety maintaining means for executing the first mode when the information indicating the end is not stored.

As a result, even if an abnormality occurs in the power supply system and the power supply is temporarily stopped while the first mode is being executed and the vehicle is traveling, the second mode is set after the microprocessor is restarted. It is possible to improve the reliability with respect to the abnormality of the power feeding system because the execution of the mode is prevented.

By the way, a failure such as a failure of the actuator or a malfunction of the pedal of the vehicle may occur even while the vehicle is running. If such a failure occurs while the vehicle is running, the driving There may be a case where the brake pedal or the accelerator pedal of the vehicle is not operated according to the driver's intention with respect to the operation of the brake accelerator operation unit by the person. Therefore, as described in claim 9, a detection means for directly or indirectly detecting the positions of the brake pedal and the accelerator pedal is provided, and the estimated value of the pedal position and the position of the pedal detected by the detection means are provided. It is preferable to provide a safety maintaining unit for the abnormality of the actuator, which makes a comparison to determine the abnormality of the actuator and informs when the abnormality is determined to occur.

When the driving force source of each actuator is composed of a motor, the detection means can be composed of a rotation angle sensor for detecting the rotation angle of the drive shaft of each motor. The position of each pedal can be indirectly estimated based on the rotation angle of the drive shaft. Instead of this, a sensor that directly detects the position of each pedal based on the rotation angle of each pedal may be provided.

The above-mentioned control by the safety maintaining means can be performed even when the brake actuator or the accelerator actuator is operating the brake pedal or the accelerator pedal.
Alternatively, even if the pedal malfunction occurs, it can be detected and notified before the pedal cannot be normally operated. Therefore, it is possible to improve reliability against failure of the actuator and the like.

Further, in order to operate the pedal by the driving force of the driving force source, it is conceivable to provide a driving force transmission mechanism such as a wire as an example. With such a structure, the elongation of the wire or the like with time elapses. It is conceivable that due to the change, the amount of pedal operation by the drive control means and the amount of actual pedal operation may gradually deviate.

Therefore, in the invention described in claim 10, the brake control offset for the brake actuator for detecting the boundary position of the brake pedal at which the braking force of the vehicle brake starts to be generated and positioning the brake pedal at the boundary position. Brake offset amount detection means for periodically determining the amount, and detects the boundary position of the accelerator pedal where the throttle of the vehicle starts to open, and regularly determines the accelerator control offset amount for the accelerator actuator to position the accelerator pedal at the boundary position. And a desired accelerator offset amount detecting means.

The drive control means controls the operation amount of the brake pedal by the brake actuator by the control amount obtained by adding the brake control offset amount to the control amount corresponding to the operation amount of the brake pedal designated by the brake accelerator operation unit. At the same time, the operation amount of the accelerator pedal by the accelerator actuator is controlled by the control amount obtained by adding the accelerator control offset amount to the control amount corresponding to the operation amount of the accelerator pedal.

According to the above, the deviation between the operation amount of each pedal by the drive control means and the actual operation amount of each pedal is detected as the control offset amount, and the control of each pedal is performed in consideration of the control offset amount. Since this is performed, the error in the pedal operation amount due to the deviation is eliminated, and the pedal can be operated so as to accurately correspond to the operation of the brake accelerator operation unit by the driver. Further, the pedal in the standby state, which is not instructed to be operated via the brake accelerator operation unit, can be controlled so as to be located at the boundary position, so that the pedal is actually operated after the brake accelerator operation unit is operated. It is also possible to improve the responsiveness until it is done.

Further, in the structure in which the pedal is operated by the driving force transmission mechanism such as the wire described above, the change in the tension applied to the wire or the backlash of the driving force transmission mechanism causes
When the amount of deviation between the pedal operation amount and the actual pedal operation amount by the drive control means is operating the pedal in the direction in which the operation amount increases and in the direction in which the operation amount decreases, the pedal operation is performed. A so-called hysteresis, which changes slightly with, occurs.

Particularly in the control of the accelerator pedal, the accelerator control offset amount is obtained by detecting the boundary position of the accelerator pedal where the throttle of the vehicle starts to open as in the above-mentioned claim 10, and the accelerator offset is taken into consideration in consideration of this control offset amount. Even if the pedal is controlled, due to the hysteresis of the deviation amount between the pedal operation amount by the drive control means and the actual pedal operation amount, when the accelerator pedal operation amount instructed by the brake accelerator operation unit is zero. However, the accelerator pedal is actually operated by a predetermined amount, which may cause an increase in engine speed (increase in idle speed) and the like, which is not preferable.

Therefore, as described in claim 11,
The accelerator offset amount detecting means detects a first boundary position of the accelerator pedal when the throttle of the vehicle that is in the fully closed state starts to open, and positions the accelerator pedal at the first boundary position. A first position for determining the accelerator control offset amount, detecting the second boundary position of the accelerator pedal when the throttle that has been in the open state is in the fully closed state, and positioning the accelerator pedal at the second boundary position. Calculate the accelerator control offset amount of 2,
The drive control means may control the operation amount of the accelerator pedal by using the first accelerator control offset amount or the second accelerator control offset amount according to the state of the instruction of the operation amount of each pedal by the brake accelerator operation unit. preferable.

As a result, regardless of the hysteresis of the deviation amount between the pedal operation amount by the drive control means and the actual pedal operation amount, when the accelerator pedal operation amount instructed by the brake accelerator operation portion is 0, the accelerator pedal is released. The actual manipulated variable can be set to 0, and an increase in idle speed can be prevented.

In the detection of the control offset amount described above, if the driving force is transmitted by a wire or the like as described above, the control offset amount increases with the extension of the wire. An abnormality such as exceeding the value can be detected based on the detected control offset amount. Therefore, as described in claim 12, a failure that determines the occurrence of failure and the degree of failure of each actuator according to the obtained control offset amount of the brake actuator and the magnitude of the control offset amount of the accelerator actuator. It is preferable to further provide determination means.

As a result, it is possible to take safety measures in stages, such as warning and control suspension, depending on the detected control offset amount, that is, the degree of failure, and it is possible to prevent serious failure of the actuator. It can be prevented.
Therefore, it is possible to improve the reliability with respect to the failure of the actuator.

In order to prevent the accelerator pedal from being held at a predetermined operation amount or more irrespective of the operation of the brake accelerator operation portion due to a malfunction of the accelerator actuator, the third aspect of the present invention is also provided. , A clutch is provided in the middle of the transmission mechanism that transmits the driving force of the driving force source of the accelerator actuator, and the first clutch control means causes the clutch to be in the driving force non-transmitting state when the brake pedal is operated by the brake actuator. Preferably.

However, even if the clutch and the first clutch control means are provided as described above, if further failure of the first clutch control means or failure of the brake actuator occurs, the clutch does not transmit the driving force. It becomes difficult to set the state. For this reason, failure detection means for detecting the occurrence of a failure of the brake actuator or the brake of the vehicle is provided, and when the failure detection means detects the occurrence of a failure by the second clutch control means, the clutch is in the driving force non-transmission state. It is preferable to configure so that

As described above, even if the accelerator actuator fails, the clutch is surely brought into the non-transmitted driving force state, so that the accelerator pedal is prevented from being held at a predetermined operation amount or more, and the accelerator actuator fails. Reliability can be improved.

[0054]

Embodiments of the present invention will be described below in detail with reference to the drawings.

[First Embodiment] FIG. 1 shows the entire configuration of a vehicle driving device for a physically handicapped person 10 (hereinafter referred to as FM device 10) according to the present embodiment, and FIG. 2 shows a control circuit of the FM device 10. The internal configurations of 10A are each shown.

As shown in FIG. 1, the positive terminal of the battery 12 whose negative terminal is grounded is connected to one end of the exciting coil of the first main relay 16 via the ignition switch 14, and The edges are installed. As a result, when the ignition switch 14 is turned on, the switch of the first main relay 16 is turned on. One end of the switch of the first main relay 16 is connected to the plus terminal of the battery 12 via the fuse 18, and the other end is connected to the anode of the diode 20 of the control circuit 10A (see FIG. 2).

The positive terminal of the battery 12 is connected to one end of the exciting coil of the second main relay 26 via the FM switch 22 and the pilot lamp 24 provided on the vehicle console or the like. The edges are installed. As a result, when the FM switch 22 is turned on, the switch of the second main relay 26 is turned on and the pilot lamp 24 is turned on. One end of the switch of the second main relay 26 is connected to the plus terminal of the battery 12 via the fuse 28, and the other end is connected to the anode of the diode 30 of the control circuit 10A.

The FM switch 22 is in a mode for a physically handicapped person who operates a brake pedal and an accelerator pedal in accordance with the operation of an operation lever described later (corresponding to the first mode of the present invention, hereinafter referred to as FM mode). A switch for instructing execution, and corresponds to the instructing unit of the present invention.
In addition, when the FM mode is not executed, a mode for a general driver who does not operate the brake pedal and the accelerator pedal according to the operation of the operation lever (corresponding to the second mode of the present invention, hereinafter referred to as a normal person mode). (Referred to) is executed.

As shown in FIG. 2, the diodes 20, 30 are
The cathodes of are connected to each other, and are respectively connected to the power supply circuit 36, the relay drive circuit 38, and the power supply switching circuit 40 via the diode 32 and the power supply line 34A. Therefore, when at least one switch of the first main relay 16 and the second main relay 26 is turned on, electric power is supplied to the circuit via the turned-on main relay. The anodes of the diodes 20 and 30 are respectively connected to the CPU 44 via the interface circuit 42, and the CPU 44 detects whether the ignition switch 14 and the FM switch 22 are on or off.

The power supply circuit 36 is connected to the plus terminal of the battery 12 via the diode 46 and the fuse 48, and the CP of the control circuit 10A is connected via the power supply line 34B.
It is connected to U44 and the backup circuit 50. Therefore, the CPU 44 and the backup circuit 50 are constantly supplied with power via the power supply circuit 36.

The positive terminal of the battery 12 is connected to one end of the switch of the accelerator main relay 56 and one end of the switch of the brake main relay 58 via fuses 52 and 54. The excitation coils of the accelerator main relay 56 and the brake main relay 58 have one end connected to the CPU 44 via the relay drive circuit 38 and the other end grounded via the ground wire 60A. The relay drive circuit 38 and the CPU 4 are connected to the ground line 60A.
4, the ground terminal of each backup circuit 50 is also connected.

The other end of the switch of the accelerator main relay 56 is connected to the accelerator clutch drive circuit 62 and the step motor drive circuit 64, and is also connected to the brake motor drive circuit 68 via the diode 66. Further, it is connected to the power supply line 34A via the diode 70. Accelerator clutch drive circuit 62, step motor drive circuit 64, and brake motor drive circuit 6
Each control signal input terminal 8 is connected to the CPU 44, and each ground terminal is grounded via the ground line 60B.

The other end of the switch of the brake main relay 58 is connected to the brake motor drive circuit 68 via the diode 72, and further connected to the power feed line 34A via the diode 74. The accelerator main relay 56 and the brake main relay 58 are turned on when the excitation coil is excited by the relay drive circuit 38 according to the signal from the CPU 44.

As a result, as shown schematically in FIG. 3, even if the fuse 48 is blown, the power supply circuit 36 still has the first main relay 16, the second main relay 26, the brake main relay 58 and the accelerator main relay 56. If at least any one of these turns on, power is supplied. Similarly, the relay drive circuit 38 is supplied with power when at least one of the four main relays is turned on. Therefore, even if any of the main relays fails, the power supply to the CPU 44 and the like continues.

The circuit from the battery 12 to the brake motor drive circuit 68 through the brake main relay 58 is the first power supply system of the invention of claim 3, and the brake motor drive is from the battery 12 through the accelerator main relay 56. The circuits up to the circuit 68 correspond to the second power feeding system of the invention of claim 3, respectively. Even if one of the brake main relay 58 and the accelerator main relay 56 fails, electric power is supplied to the brake motor drive circuit 68 if the other turns on, and the brake pedal can be operated as described later. The accelerator clutch drive circuit 6
Electric power is supplied to the 2 and step motor drive circuits 64 when the accelerator main relay 56 is turned on.

The positive terminal of the battery 12 is connected to the power supply line 34C via the diode 76. The power supply line 34C is connected to the positive terminal of the emergency battery 80 via the overcharge protection circuit 78, and the emergency battery 8
Negative terminal of 0 is overcharge protection circuit 78, ground wire 60B
Grounded through. When power is supplied from the battery 12 to the power supply line 34C via the diode 76, the emergency battery 80 is charged via the overcharge protection circuit 78, and when the power supply from the battery 12 is stopped, the power supply line is stopped. Powers 34C.

The power supply line 34C is connected to the state storage circuit 82 composed of RAM and the like and the power source switching circuit 40. As shown in FIG. 3, the battery 1 is connected to these circuits.
The electric power is always supplied from either the 2 or the emergency battery 80. Since the state storage circuit 82 is constantly supplied with electric power via the power supply line 34C, it functions as a backup RAM. The state storage circuit 82 is connected to the CPU 44 and holds information indicating various states of the FM apparatus 10.

The power supply line 34C is also connected to one of the terminals provided in the FM lamp 84, the set lamp 86, and the speaker 88, which are provided in the console of the vehicle. The other of the two terminals of the FM lamp 84 is connected to the power supply switching circuit 40 via the FM lamp drive circuit 90. Similarly, the other terminals of the set lamp 86 and the speaker 88 are also connected to the power supply switching circuit 40 via the set lamp drive circuit 92 or the alarm buzzer drive circuit 94. In addition, each drive circuit 90, 9
The ground ends of each of 2, 2 and 94 are grounded via a ground wire 60B.

The power supply switching circuit 40 has a function of controlling the drive of each of the FM lamp 84, the set lamp 86 and the speaker 88, and the lamps 84, 86 and the speaker 88 are provided.
A control signal for controlling the operation of the lamp 8 is input from the CPU 44 or the backup circuit 50, and the lamp 8 is driven via the respective drive circuits 90, 92, 94 in accordance with the input control signal.
4, 86 and the operation of the speaker 88 are controlled.

Further, as shown in FIG. 1, the FM apparatus 10 has a step motor 100. Step motor 10
The 0 excitation coils 100A and 100B are connected to the step motor drive circuit 64 (see FIG. 2) of the control circuit 10A, and the drive is controlled by the step motor drive circuit 64. The drive shaft of the step motor 100 is connected to a pulley 104 via an accelerator clutch 102 (schematically shown as a coil in FIG. 1). On the outer circumference of the pulley 104, the other end of a wire 108, one end of which is connected to an accelerator pedal 106 of the vehicle, is wound.

As a result, the stepping motor 100 is driven and the driving force is transmitted to the pulley 104 via the accelerator clutch 102. When the pulley 104 is rotated in the winding direction of the wire 108, the accelerator pedal 106 is depressed. Similarly to the case, the accelerator pedal 106 is rotated (operated) in the direction of pulling the accelerator wire 110 by an amount proportional to the rotation amount of the pulley 104 (that is, the rotation amount of the drive shaft of the step motor 100). The throttle body (not shown) has a throttle valve that is rotated when the accelerator wire 110 connected to the accelerator wire 110 is pulled, and a throttle valve that is in an idle position (fully closed position).
Idle switch 112 that is turned on when it is located at
Is provided. The idle switch 112 is connected to the control circuit 10A, and whether or not the throttle valve is in the idle position is determined by the CPU 4 of the control circuit 10A.
Detected at 4.

A motor rotation angle sensor 114 is attached to the step motor 100. The motor rotation angle sensor 114 includes a fixedly arranged resistance pattern and a movable contact that slides on the resistance pattern according to the rotation of the drive shaft of the step motor 100. Both ends of the resistance pattern and the movable contact are control circuits. 10A, respectively.
A constant voltage is applied to the resistance pattern by the control circuit 10A, and the potential of the movable contact input to the control circuit 10A as a sensor output voltage changes in proportion to the magnitude of the rotation angle of the drive shaft. .

The FM device 10 has a brake motor 118.
It has. Excitation coil 11 of the brake motor 118
8A is a brake motor drive circuit 68 of the control circuit 10A
(See FIG. 2), and the drive is controlled by the brake motor drive circuit 68. Brake motor 11
The drive shaft of 8 is connected to the pulley 120.
The other end of a wire 124, one end of which is connected to the brake pedal 122 of the vehicle, is wound around the outer periphery of 20. As a result, the brake motor 118 is driven, the driving force is transmitted to the pulley 120, and the pulley 120 is connected to the wire 124.
When the brake pedal 122 is rotated in the winding direction, the brake pedal 122 is rotated (operated) similarly to when the brake pedal 122 is depressed.

A stop lamp switch 126 is attached to the brake pedal 122. The stop lamp switch 126 is turned on when the brake pedal 122 is rotated by a predetermined amount. One end of the stop lamp switch 126 is connected to the plus terminal of the battery 12, and the other end is connected to the other end of the stop lamp 128 whose one end is grounded and the control circuit 10A. When the stop lamp switch 126 is turned on, the stop lamp 128 is turned on and the control circuit 10A detects that the stop lamp switch 126 is turned on.

The brake pedal 122 is connected to a master cylinder (both not shown) via a brake booster. When the brake pedal 122 is rotated, the brake pedal 122 is provided corresponding to each wheel of the master cylinder and the vehicle. The hydraulic pressure of the brake fluid stored inside the wheel cylinder (not shown) and the pipe line connecting the master cylinder and the wheel cylinder increases, and the vehicle is braked. The hydraulic pressure of the brake fluid is detected by the hydraulic pressure sensor 130. The oil pressure sensor 130 is connected to the control circuit 10A, and the change in the oil pressure of the brake fluid is detected by the control circuit 10A.
Is detected by the CPU 44.

A motor rotation angle sensor 132 is also attached to the brake motor 118. The motor rotation angle sensor 132 is composed of a fixedly arranged resistance pattern and a movable contact that slides on the resistance pattern according to the rotation of the drive shaft of the brake motor 118. Both ends of the resistance pattern and the movable contact are control circuits. 10A, respectively.
A constant voltage is applied to both ends of the resistance pattern by the control circuit 10A, and the potential of the movable contact output as the sensor output voltage to the control circuit 10A changes in proportion to the magnitude of the rotation angle of the drive shaft.

The brake pedal 122 has a wire 1
One end of the wire 36 is also connected, and the other end of the wire 136 is connected to the backup brake actuator 138. The backup brake actuator 138 is connected to an emergency stop switch 140 provided on the console of the vehicle or the like. The backup brake actuator 138 has a built-in inflator, and when the emergency stop switch 140 is turned on, the wire 136 is taken up by the explosive force of the inflator, and the brake pedal 12 is released.
2 is rotated.

The vehicle is also provided with a parking brake (not shown) which is operated when the vehicle is parked. The parking brake is provided with a parking brake switch 142 that is turned on when the parking brake is operated. One end of the parking brake switch 142 is grounded, the other end is connected to the control circuit 10A, and is further connected to a power supply circuit (not shown) via the indicator lamp 144.

Further, the transmission of the vehicle in which the FM apparatus 10 is mounted is composed of an automatic matching transmission (hereinafter referred to as "A / T"), and the A / T range ("P"" An operation lever (not shown) for switching between "N", "R", "D", etc.) is provided. The position of the operation lever is detected by the neutral start switch 146, and the range is switched to each range according to the detected lever position. One end of the neutral start switch 146 is connected to the power supply, and the other end is connected to the control circuit 10A and is grounded via the indicator lamp 146A.
The control circuit 10A has a neutral start switch 146.
The current A / T range is detected by the signal from.

On the other hand, as shown in FIG. 4, inside the vehicle in which the FM device 10 is mounted, the front console 150 is disposed in the vehicle front-rear direction at the center of the vehicle compartment floor in the vehicle width direction.
A vehicle operation lever 152 is provided above. In addition,
In FIG. 4, the arrow FR indicates the front side of the vehicle, and the arrow UP
Indicates the upper side of the vehicle. The operation lever 152 includes a metal shaft 152A arranged substantially along the vehicle vertical direction,
The center portion in the longitudinal direction is arranged along the vehicle width direction and is configured by a grip portion 152B attached to the upper end portion of the shaft 152A.

A set switch 154 is provided at one end of the grip portion 152B in the longitudinal direction (on the front side of the paper surface of FIG. 4). The set switch 154 is configured by a so-called on / off switch that is repeatedly turned on and off each time the button is pressed toward the central portion in the longitudinal direction of the grip portion 152B. The set switch 154 is connected to the control circuit 10A (see FIG. 1), and the on / off state of the set switch 154 is detected by the CPU 44 of the control circuit 10A. The set switch 154 is a switch for inputting an instruction to execute a mode (hereinafter referred to as a set mode) for locking the brake pedal 122 or the accelerator pedal 106 in a state where the FM mode is being executed and the brake pedal 122 or the accelerator pedal 106 is operated by a predetermined amount. Yes, and corresponds to the input unit of the present invention.

The lower end of the shaft 152A extends inward of the console box 156, and is pivotally supported by a pin (not shown) so as to be tiltable in the vehicle front-rear direction. Inside the console box 156, an accelerator-side lever switch 158 for detecting the position of the operation lever 152, a brake-side lever switch 160, and a pair of lever sensors 164, 166 are provided (see FIG. 1).

As shown in FIG. 5, the accelerator-side lever switch 158 is turned on when the operating lever 152 is tilted rearward of the vehicle by a predetermined amount α ₁ or more from the state in which the operating lever 152 is upright, and is turned off at other positions. It is installed in. Both ends of the accelerator side lever switch 158 are connected to the control circuit 10A (see FIG. 1), and the on / off state of the accelerator side lever switch 158 is the CPU 44 of the control circuit 10A.
To be detected.

Further, the brake side lever switch 160 is
The operation lever 152 is arranged so that it is turned on when the operation lever 152 is tilted forward by a predetermined amount α ₂ or more from the upright state, and turned off at other positions. As shown in FIG. 1, one end of the brake side lever switch 160 is connected to the positive terminal of the battery 12, and the other end is connected to the control circuit 10A.
And exciting coil 162 of accelerator clutch relay 162
It is connected to one end of A. Accelerator clutch relay 1
The other end of the exciting coil 162A of 62 is grounded.

The switch 162B of the accelerator clutch relay 162 has one end connected to the accelerator clutch drive circuit 62 of the control circuit 10A and the other end connected to the control circuit 10A via the accelerator clutch 102. The switch 162B is of a normally closed type in which the movable contact is in the ON position by the biasing force of the spring when the exciting coil 162 is not excited, and when the exciting coil 162A is excited, the movable contact becomes a spring. By moving to the off position against the biasing force, the switch 16
2B turns off.

As described above, the brake side lever switch 1
The on / off state of 60 is also detected by the CPU 44 of the control circuit 10A. When the brake side lever switch 160 is turned on, the exciting coil of the accelerator clutch relay 162 is excited, the switch of the accelerator clutch relay 162 is turned on, and power is supplied from the accelerator clutch drive circuit 62 to the accelerator clutch 102. 102 operates, and the step motor 100 and the pulley 104 are disconnected. Note that, hereinafter, the range of the position of the operation lever 152 where neither the lever switch 158 or 160 is turned on is called a neutral region, the range where the lever switch 158 is turned on is called an accelerator region, and the range where the lever switch 160 is turned on is called a braking region.

The lever sensors 164 and 166 have a resistance pattern fixedly arranged with respect to the operation lever 152,
Each of the variable resistors comprises a movable contact that slides on the resistance pattern as the operation lever 152 tilts. Both ends of the resistance patterns of the lever sensors 164 and 166 are connected to the control circuit 10A, and a constant voltage is applied by the control circuit 10A. The movable contacts of the lever sensors 164 and 166 are also connected to the control circuit 10A, and the potential of the movable contact is input to the control circuit 10A as the lever sensor output voltage. As shown in FIG. 5, the direction of change is determined by lever sensor 164 and lever sensor 166.
And it is the opposite.

That is, the output voltage of the lever sensor 164 becomes 0 when the operating lever 152 is tilted to the brake region side most, and the output voltage increases as the operating lever 152 is tilted to the accelerator region side. Further, the lever sensor 166 has an output voltage of 0 when the operation lever 152 is most tilted to the accelerator region side, and the operation lever 15
The output voltage increases as 2 is tilted toward the braking area.

Next, the operation of this embodiment will be described with reference to the flowcharts of FIG. First, when the ignition switch 14 is turned on, the CPU 44 of the control circuit 10A
The main routine executed in step S1 will be described with reference to FIG.

In step 300, the system initial check includes a hardware check inside and around the CPU 44, a check of the accelerator main relay 56 and the brake main relay 58, and a warning display system (specifically, a buzzer such as a warning buzzer drive circuit 94 and a speaker 88). System, a lamp system such as the FM lamp drive circuit 90 and the FM lamp 84), a RAM including various flag areas, and a port state and an interrupt state are initialized. The FM lamp 84 is turned on at the same time when the ignition switch 14 is turned on.
Is turned on and a buzzer sound is generated from the speaker 88, the driver can also check these alarm display systems.

In step 302, it is judged whether or not a failure is found by the system initial check. If the determination in step 302 is affirmative, step 304
The failure process 1 is executed at step 336, and the system operation is stopped at step 336 to stop the operation of the system. In this case, F
Execution of M mode is prohibited. On the other hand, if the determination in step 302 is affirmative, then in step 306 the last end state check process is performed. The contents of this step 306 will be described later.

At the next step 308, it is determined whether or not the previous system termination was normal based on the result of the previous termination status check process. When the determination in step 308 is negative, it is determined in step 309 whether the vehicle is currently traveling. If the determination in step 309 is negative, the process proceeds to step 312, but if the determination is affirmative, the power supply from the battery 12 is temporarily stopped during the FM mode execution, or the voltage of the battery 12 is reduced. Since there is a possibility that the system has been restarted due to an abnormality, such as a temporary significant decrease, the process proceeds to step 324 and unconditionally transits to the FM mode.

When the determination in step 308 is affirmative, the accelerator main relay 56 and the brake main relay 58 are turned on via the relay drive circuit 38 in step 310. As a result, the system for supplying power to the CPU 44, the relay drive circuit 38, etc. is duplicated, and power is also supplied to the accelerator clutch drive circuit 62, the step motor drive circuit 64, and the brake motor drive circuit 68. In step 312, it is determined whether or not the ignition switch 14 has been turned off. If the determination in step 312 is affirmative, then in step 336 system termination processing is performed and processing is terminated.

When the determination is negative, the FM mode request for determining whether or not there is a request for transition from the healthy subject mode to the FM mode and whether or not the transition to the current FM mode is possible A determination process is performed (details will be described later). In the next step 316, it is determined whether or not to transit to the FM mode based on the determination result of the FM mode request determination processing. If the determination in step 316 is negative, step 31
The brake main relay 58 is turned off at step 8, and step 31
Return to 2. As a result, while the normal person mode is continued, such as during normal running in the normal person mode, the ignition switch 14 is turned off, or steps 312 to 312 are determined until it is determined that the mode should be changed to the FM mode. 318 is repeated.

When the determination at step 316 is affirmative, the routine proceeds to step 319, where the zero point and operation of the actuator are checked (details will be described later). In the next step 320, it is determined whether or not a failure of the actuator is found in the processing of step 319. If the determination of step 320 is affirmative, the failure processing 2 is performed in step 322, and then the system termination of step 336 is completed. Execute the process. Details of the processing in steps 320 and 322 will be described later.

On the other hand, when the determination in step 320 is negative, the mode is changed to the FM mode, FM control processing is performed in step 324 (details will be described later), and actuator operation check processing is performed in step 326 (details will be described later). . Further, in the next step 328, it is determined whether or not a failure is found by the check processing in step 326. If the determination in step 328 is affirmative, the failure processing 3 is performed in step 330 and then the system end in step 336. Execute the process. On the other hand, if the determination in step 328 is negative, it is determined in step 332 whether or not to continue the FM mode (details will be described later), and if the determination is positive, the process returns to step 324.

Therefore, as long as the actuator has not failed (the determination in step 328 is negative) and the determination in step 332 is affirmative, step 324 is performed.
~ 332 is repeated and the FM mode is continued. If the determination in step 332 is negative, the FM mode ending process is performed in step 334 and step 3 is performed.
Returning to step 10, steps 312 to 318 are repeated again. Here, when the ignition switch 14 is turned off, a system termination process is performed in step 336 to terminate the process. The contents of these end processes will be described later.

The FM control executed in step 324 of the main routine shown in FIG. 6 will be described in detail with reference to FIG. In step 350, the state of the brake system is checked to determine whether or not a failure has occurred in the brake system. If the determination in step 350 is affirmative, in step 352, the motor current target value TBI (t) of the brake motor 118 and the actual target step number TTSTEP of the step motor 100 are set to 0, and the brake motor 118 and the step motor 100 are set. While driving, the power supply to the accelerator clutch 102 by the accelerator clutch drive circuit 62 is stopped (this allows the accelerator clutch relay 162 to operate).
Regardless of the state of the switch, the accelerator clutch 102 is turned off), the accelerator main relay 56 and the brake main relay 58 are turned off, and the process ends.

The actual target step number TTSTEP of the step motor 100 corresponds to the position of the drive shaft of the step motor 100, and as described above, the actual target step number TTSTEP.
Step motor 1 is driven by setting EP to 0.
The drive shaft of 00 and the pulley 104 are rotated to the origin position where the wire 108 is not pulled (that is, the operation amount for the accelerator pedal 106 is 0). Brake motor 1
In No. 18, when the motor current target value TBI (t) is set to 0, no current flows, so that torque is not generated. Therefore, the drive shaft of the brake motor 118 and the pulley 120 are rotated by the urging force of the return spring of the brake pedal 122 to the vicinity of the origin position where the operation amount on the brake pedal 122 is zero.

If the determination in step 350 is negative, the lever state determination processing is performed in step 354. This lever state determination processing will be described with reference to the flowchart in FIG.

At step 370, the lever sensor 164,
The output values VL1 and VL2 of 166 are read, and the accelerator side lever switch 158 and the brake side lever switch 1
The state of 60 is read. In step 372, it is checked whether or not the read output value of the lever sensor and the on / off state of the lever switch are consistent. In step 374, it is determined whether a failure has been detected according to the check result of step 372. If the determination in step 374 is affirmative, the process proceeds to step 376, and an accelerator side flag XLACC indicating that the operating lever 152 is located in the accelerator region, and that the operating lever 152 is located in the braking region. The brake side flag XLBRK and the neutral flag XLN indicating that the operating lever 152 is located in the neutral region are set to 0, respectively, and
Set the failure flag XLFAIL, which indicates that a failure has occurred, to 1,
Further, 0 is set as the zero point position ZSTEP indicating the number of steps at the zero point position of the drive shaft of the step motor 100, and the process is ended.

If the determination in step 374 is negative, the process proceeds to step 378 and the lever sensor 164
Output value VL1 is less than threshold value KVL1A and threshold value KV1
Judge whether it is within the range of L1B or more. The threshold value KVL1A corresponds to the output value VL1 at the boundary between the accelerator region and the neutral region, and the threshold value KVL1B
Corresponds to the output value VL1 at the boundary between the accelerator region and the neutral region.

If it is determined that the output value VL1 is larger than the threshold value KVL1A, it is determined that the operating lever 152 is located in the accelerator region, and in step 380 the accelerator side lever switch 158 is turned on and the brake is applied. It is determined whether the side lever switch 160 is off. If the determination in step 380 is negative, it is determined that a failure has occurred, and the process proceeds to step 376 described above. If the determination is positive, the counter CL is determined in step 382.
It is determined whether the ACC value has exceeded the specified value KTL. If the determination in step 382 is negative, step 3
At 84, the counter CLACC is incremented by 1, and at step 410, the failure flag XLFAIL is reset (0) and the processing is terminated.

As described above, the FM control process (and the lever state determination process which is a part thereof) is repeatedly executed while the FM mode is continued, so that the operation lever 152 continues for a predetermined time or longer and the accelerator region continues. If it is located at, the value of the counter CLACC is gradually increased during this period and the determination at step 382 is affirmed. Step 382
If the determination is YES, the process proceeds to step 386, the counter CLACC is reset, and in the next step 388, the accelerator side flag XLACC is set to 1 and the brake side flag XL is set.
Set BRK and neutral flag XLN to 0, and set the zero point position ZSTEP to the open side zero point motor step number ZSTEP.
After setting O (described later), the process of step 410 is performed and the lever state determination process ends.

In step 378, the output value VL1
Is determined to be smaller than the threshold value KVL1B,
It is determined that the operation lever 152 is located in the brake area, and the accelerator side lever switch 158 is determined in step 390.
Is off and the brake side lever switch 160 is on. If the determination in step 390 is negative, the process proceeds to step 376, and if the determination is affirmative, the value of the counter CLBRK is determined to be the predetermined value KT in step 392.
It is determined whether or not it is L or more. If the determination in step 392 is negative, the counter CLBR is determined in step 394.
1 is added to K, the failure flag XLFAIL is set to 0 in step 410, and the processing ends.

Similarly to the above, if the operating lever 152 continues to be located in the brake area for a predetermined time or more, the value of the counter CLBRK is gradually increased during this period and step 39
If the determination at step 2 is affirmative, the routine proceeds to step 396 to reset the counter CLBRK, and at the next step 398, the brake side flag XLBRK is set to 1 and the accelerator side flag XLAC is set.
After each of C, the neutral flag XLN and the zero point position ZSTEP is set to 0, the process of step 410 is performed to end the lever state determination process.

In step 378, the output value VL1
When it is determined that is within the threshold value KVL1A or less and the threshold value KVL1B or more, the operation lever 152
Is determined to be in the neutral region, and it is determined in step 400 whether the accelerator side lever switch 158 and the brake side lever switch 160 are off. If the determination in step 400 is negative, the process proceeds to step 376, and if the determination is affirmative, step 40
In step 2, it is determined whether or not the value of the counter CLN has exceeded the predetermined value KTL. When the determination in step 402 is negative, 1 is added to the counter CLN in step 404, the failure flag XLFAIL is set to 0 in step 410, and the process is terminated.

Similarly to the above, if the operating lever 152 continues to be located in the neutral region for a predetermined time or more, the value of the counter CLN is gradually increased during this period and the step 4
If the determination of 02 is affirmative, the routine proceeds to step 406, where the counter CLN is reset, and at the next step 408, the neutral flag XLN is set to 1 and the accelerator side flag XLAC.
C and the brake side flag XLBRK are both set to 0, and the zero point position ZSTEP is set as the closed side zero point motor step number ZSTEPC.
After setting (described later), the process of step 410 is performed and the lever state determination process ends.

As described above, in the lever state determination processing,
The accelerator-side flag XLACC, the brake-side flag XLBRK, and the neutral flag XLN are set according to the determined position of the operation lever 152 with hysteresis so that the operation lever 152 continues for a predetermined time or longer corresponding to the predetermined value KTL. The value of each flag is changed according to the position of the operation lever 152 only when the flag is located in a certain area. As a result, the position of the operation lever determined in the lever state determination process is prevented from hunting due to the chattering of the lever switches 158 and 160 and the damping of the operation lever 152. While controlling the braking of the vehicle by rotating the brake pedal 122, the operation lever 152
The control will not be accidentally canceled by the damping of the.

Further, by this lever state determination processing, when no failure has occurred and the operation lever 152 is located in the accelerator region, the open side zero point motor step number ZSTEPO is set as the zero point position ZSTEP. , If no failure has occurred and the operating lever 152 is located in the neutral area, the closing side zero point motor step number ZSTEPC is set as the zero point position ZSTEP, and no failure has occurred and the operating lever Zero position ZS when 152 is in the brake area and when a failure occurs
0 is set as TEP.

When the above-mentioned lever state determination processing is completed, the routine proceeds to step 356 in FIG. 7 and set mode determination processing is performed. This set mode determination processing will be described with reference to the flowchart of FIG. 9. In step 420, it is determined whether or not the value of the set switch flag XSETSW indicating the on / off state of the set switch 154 is zero. If the determination in step 420 is affirmative, step 422
Then, it is determined whether or not the state of the set switch 154 is "1" (either one of the on state and the off state). Step 422
If the determination is negative (set switch flag XSETSW
(Step 424)), the step 424
Then, the counter is set to 0 and the process proceeds to step 442.

If the determination in step 422 is affirmative, it is determined that the state of the set switch 154 has changed, and in step 426 it is determined whether the counter value has exceeded the predetermined value KTDLY1. When the determination in step 426 is negative, 1 is added to the counter value in step 428, and the process proceeds to step 442. FM as above
The control process and the set mode determination process that is a part thereof are F
Since it is repeatedly executed while the M mode continues, if the set switch 154 continues to be in the state of "1" for the predetermined time or more corresponding to the predetermined value KTDLY1, the determination at step 426 is affirmative. If the determination in step 426 is affirmative,
In step 430, the set switch flag XSETSW is set to 1, and the process proceeds to step 442.

Also, when the determination in step 420 is negative, the process proceeds to step 432 and the same processing is performed. That is, in step 432, the set switch 1
It is determined whether or not the state of 54 is "0", and when the determination is negative (when it coincides with the state represented by the set switch flag XSETSW), the counter is set to 0 in step 434 and the process proceeds to step 442. . When the determination in step 432 is affirmative, it is determined in step 436 whether the counter value has become equal to or greater than the predetermined value KTDLY2. Step 4
When the determination of 36 is denied, 1 is added to the value of the counter in step 438, and the process proceeds to step 442. If the set switch 154 continues to be in the state of "0" for a predetermined time or longer corresponding to the predetermined value KTDLY2, the determination at step 436 is affirmative, the set switch flag XSETSW is set to 0 at step 440, and the routine proceeds to step 442.

In the above processing, the setting of the value of the set switch flag XSETSW according to the state of the set switch 154 has a hysteresis property, the state of the set switch 154 is switched, and the state is set to the predetermined value KTDLY1 or the predetermined value KTDLY2. The value of the set switch flag XSETSW is changed only when it continues for a predetermined time or longer corresponding to. As a result, the influence of chattering of the set switch 154 is removed.

At step 442, the first set mode determination processing is performed. This process will be described with reference to the flowchart of FIG. In step 450, it is determined whether or not the set switch flag BXSETSW (the value of the set switch flag XSETSW in the previous cycle) is equal to the value of the set switch flag XSETSW in the current cycle.
If the determination in step 450 is negative, it is determined in step 452 whether the value of the set switch flag BXSETSW is 1. If the determination in step 452 is also affirmative, it means that the value of the set switch flag XSETSW has changed from 1 to 0. In step 454, the set mode request flag XSETREQ indicating that there is a set mode request is set to 1. , And proceeds to step 456.

If step 450 is positive,
If the determination in step 452 is negative, the process proceeds to step 456 without executing step 454. In step 456, the set switch flag BXSETSW
The value of the set switch flag XSETSW in this cycle is substituted into, and the process proceeds to step 444 of FIG.

As an example, when it is determined that the set mode is requested when the set switch flag XSETSW is 0, and the set mode request flag XSETREQ is set to 1, the set switch 154 operates regardless of the occupant's operation. When a failure such as a change from the state corresponding to the value “0” of the set switch flag XSETSW occurs, it is possible that the set mode request flag XSETREQ is set to 1 every time and the set mode cannot be released. On the other hand, in the first set mode determination process, the set mode request flag XSETREQ is set to 1 only when the value of the set switch flag XSETSW changes from 1 to 0. Therefore, even if the above-mentioned failure occurs, the set mode request flag XSETREQ is set. Mode request flag XS
ETREQ is never set to 1 each time.

In the above-described first set mode determination process, if the set switch 154 is not defective, the set switch 154 is operated to shift to the set mode.
It is difficult to shift to the set mode when a failure occurs such that 4 does not switch to the state corresponding to the value "0" of the set switch flag XSETSW.

The set mode is a mode for locking the current state, and is often used especially for holding the braked state when the driver gets on and off the vehicle or temporarily stops. For this reason, if the set switch 154 were to fail, it may be very difficult to get on and off the vehicle. Therefore, in this embodiment, the second set mode determination process is performed in step 444 of FIG.

The second set mode determination process will be described with reference to the flowchart of FIG. The second set mode determination process corresponds to the second aspect of the invention. In step 460, it is determined whether the set mode request flag XSETREQ is 1 or not. If the determination in step 460 is affirmative, the request to switch to the set mode has already been received, so in step 462 the timer TIME
Stops B and clears the timer value, and the counter CSBP
The value of FL is set to 0 and the processing ends.

When the determination in step 460 is affirmative, the process proceeds to step 464, the operation lever 152 is located in the brake area, and the lever sensor 16
4, the brake motor 11 according to the position of the operation lever 152 judged from the lever position detected by 166.
It is determined whether the target motor rotation angle TBALV (t) of No. 8 is equal to or greater than a predetermined value KSBPFL1, that is, whether the operation lever 152 is tilted toward the brake area by a predetermined angle or more. Step 4
When the determination of 64 is denied, it is determined that the transition to the set mode is not required, and the above step 462 is performed.
Move to.

On the other hand, when the determination in step 464 is affirmative, it is determined in step 466 whether the timer TIMEB is currently stopped. If the determination in step 466 is negative, the process proceeds to step 470, but if the determination is affirmative, the timer TIMEB is started in step 468 and then the process proceeds to step 470. At step 470, the previous target motor rotation angle TBALV (t) is the predetermined value KSBPFL2.
It is determined whether or not (however, KSBPFL2> KSBPFL1) and the target motor rotation angle TBALV (t) of this time is equal to or larger than a predetermined value KSBPFL2. If the determination in step 470 is negative, the process proceeds to step 474. If the determination is affirmative, the counter CSBPFL is incremented by 1 in step 472 and then the process proceeds to step 474.

At step 474, it is determined whether the elapsed time TIMEB from the start of the timer TIMEB is within the predetermined time KTSBPFL1. If the determination in step 474 is affirmative, the value of the counter CSBPFL is the predetermined value in step 476.
Judge whether it has become KCSBPFL1 or more. Step 476
If the determination is negative, the process proceeds to step 478, and it is determined whether the elapsed time TIMEB after starting the timer TIMEB has exceeded a predetermined time KTSBPFL3 (however, KTSBPFL3> KTSBPFL1). If the determination in step 478 is negative, the value of the counter CSBPFL is determined to be the predetermined value KC in step 480.
It is determined whether or not SBPFL2 (however, KSBPFL2 <KCSBPFL1) or more. If the determination in step 480 is also denied, the second set mode determination processing is once ended.

From the above, as shown in FIG. 12, the timer
When the operating lever 152 is repeatedly moved a predetermined number of times KCSBPFL1 or more in the vehicle longitudinal direction with the position corresponding to the predetermined value KSBPFL2 within a range corresponding to the predetermined value KSBPFL1 or more as a boundary within a predetermined time KTSBPFL1 after TIMEB starts ( (Corresponding to the set request area A in FIG. 12), step 476
Is affirmative. When the determination in step 476 is affirmative, it is determined that the set mode is requested, the set mode request flag XSETREQ is set to 1 in step 484, and the process proceeds to step 462.

Even after the predetermined time KTSBPFL1 has elapsed since the timer TIMEB started, the operation lever 1
When 52 is repeatedly moved in the vehicle front-rear direction for a predetermined number of times KCSBPFL2 or more, the determination in step 480 is affirmative and the process proceeds to step 482. In step 482, the timer TIME
The elapsed time since the start of B TIMEB is the specified time KTSB
Judge whether PFL2 (KTSBPFL3>KTSBPFL2> KTSBPFL1) is exceeded. If the determination in step 482 is negative, the process ends, but if the determination is affirmative, the set mode request flag XSETREQ is determined in step 484.
To 1.

As described above, despite the driver's intention to request the set mode, the operating lever 152 is operated a predetermined number of times within the relatively short predetermined time KTSBPFL1.
Even if the condition for quick and repeated movement cannot be satisfied, the operating lever 15 is operated within the predetermined time KTSBPFL3.
2 is repeatedly moved over KCSBPFL2 a predetermined number of times (Fig. 12
(Corresponding to the set request area B shown in 1), the set mode request is accepted. When the set mode determination process described above ends, the process moves to step 358 of FIG. 7.

By the way, in the present embodiment, for example, even if the accelerator system fails, the step motor 100 is maintained in the fully open state even if the operation lever 152 is tilted to the brake area side, the safety is ensured. In order to ensure the above, an accelerator clutch 102 is provided between the step motor 100 and the pulley 104, and when the operating lever 152 is located in the brake area, the accelerator clutch relay 162 is turned off and the accelerator clutch 102 is turned off. It is configured to be in a state. However, if the on / off control of the accelerator clutch 102 depends only on the accelerator clutch relay 162, a problem occurs when the accelerator clutch relay 162 does not operate normally due to welding of the relay, disconnection of the connector, or the like.

As will be described later, in this embodiment, the step motor 100 is controlled on the premise that the rotation angle of the step motor 100 and the opening degree of the throttle valve correspond to each other. When the operation lever 152 located at the position corresponding to full opening is abruptly tilted to the brake area side, the accelerator clutch 102 is turned off before the drive shaft of the step motor 100 rotates to the home position. With step motor 1
The drive of 00 may be stopped. In this case, only the pulley 104 connected to the accelerator pedal 106 via the wire 108 returns to the original position by the return spring of the accelerator pedal 106, and the position of the pulley 104 and the position of the drive shaft of the step motor 100 do not correspond. Inconvenience occurs.

In order to eliminate such inconvenience, clutch control processing is performed in step 358 of FIG. This clutch control process will be described with reference to the flowchart of FIG.
It is determined whether or not the fully closed control for returning the drive shaft of 00 to the origin position is being performed. This determination is performed by determining whether or not the motor full-close control request flag XRQACZ, which will be described later, is 1. In the normal state, the motor full-close control request flag XRQACZ is set to 0, so the determination is negative, and it is determined in step 492 whether the brake side flag XLBRK is 1 or not.

If the determination at step 492 is affirmative, the routine proceeds to step 496, where the throttle fully closed flag MIDL
Is 1 or not. This throttle fully open flag
MIDL uses idle routine 1
If 12 is off, it is set to 0, and if it is on, it is set to 1. If the determination in step 496 is affirmative, it is determined whether or not the current number of steps of the step motor 100 (drive shaft position) is a value corresponding to the fully closed position (origin position). When the operation lever 152 is located in the brake area, the throttle valve is in the fully closed position and the drive shaft of the step motor 100 should be located in the origin position.
If at least one of the determinations 6 and 498 is negative, it can be determined that some abnormality has occurred.

Therefore, step 496 or step 4
When the determination of 98 is negative, the routine proceeds to step 500, where the supply of electric power from the accelerator clutch drive circuit 62 to the accelerator clutch 102 is stopped. As a result, even when a failure such as the accelerator clutch relay 162 not switching to the off state occurs, the accelerator clutch 10
Even when the throttle valve 2 is in the off state and the throttle valve is not in the fully closed position, the throttle valve returns to the fully closed position by the return spring of the accelerator pedal 106, and the idle switch 112 is turned off.
In the next step 502, the motor full-close control request flag XRQACZ for requesting the full-close control for returning the drive shaft of the step motor 100 to the home position is set to 1, and the initial value (> 1) is set as the motor control permission counter CCLOND. Set and end the process.

In the accelerator control process, which will be described later, when the motor full-close control request flag XRQACZ is 1, control for returning the drive shaft of the step motor 100 to the home position is performed. When the motor full-close control request flag XRQACZ is set to 1, the determination in step 490 is affirmed in the next clutch control, and the process proceeds to step 494. In step 494, it is determined whether the accelerator side flag XLACC is 1 or not. To do. If the determination in step 494 is affirmative, the clutch control process is terminated, but if the determination is negative, the process proceeds to step 496, and in steps 496 and 498, the throttle valve is set to the fully closed position in the same manner as described above. And the drive shaft of the step motor 100 is located at the origin position.

If the determination in step 496 or step 498 is negative, the process proceeds to step 500. However, when the motor full-close control request flag XRQACZ is set to 1, the drive shaft of the step motor 100 is located at the origin position. Even if not, the drive shaft of the step motor 100 returns to the original position by the above-described accelerator control after a predetermined time.
As a result, the determinations in steps 496 and 498 are affirmed, and the process proceeds to step 504. Note that step 492
Even if the determination is negative, the process proceeds to step 504. When the determination in step 490 is negative, that is, the control is normally performed, and when the determination in step 492 is negative, that is, the operation lever 152 is not located in the brake region, it is considered that normal accelerator control is performed, and thus step 504 is performed. Then, the electric power is supplied to the accelerator clutch 102, and the accelerator clutch 102 is turned on.

In step 506, it is determined whether the motor full-close control request flag XRQACZ is 1 or not. If the determination in step 506 is negative, the process ends, but if the determination is affirmative, a predetermined value (for example, 1) is subtracted from the motor control permission counter CCLOND in step 508, and in the next step 510. It is determined whether or not the motor control permission counter CCLOND has become 0. If the determination in step 510 is negative, the process is ended, and if the determination is affirmative, the motor full-close control request flag XRQACZ is set to 0 in step 512 to end the motor full-close control.

As described above, the motor full-close control request flag XR
After the QACZ is once set, when the operation lever 152 is in the brake area, the throttle valve is in the fully closed position and the drive shaft of the step motor 100 is in the home position for a predetermined time. (More specifically, the time corresponding to the initial value of the counter CCLOND)
The motor fully closed control request flag XRQACZ is not reset.
As a result, it is possible to prevent the motor fully closed control from being erroneously ended due to chattering of the idle switch 112 or the motor rotation angle sensor 114. Further, the start of the accelerator control is permitted in consideration of the engagement time of the accelerator clutch 102.

When the above-mentioned clutch control processing is completed, the routine proceeds to step 360 in FIG. 7 and accelerator control is performed. This accelerator control will be described with reference to the flowchart of FIG. In step 520, it is determined whether or not a failure has occurred in any part of the accelerator system. If the determination in step 520 is affirmative, step 5
22 actual target number of accelerator motor 100 steps TTSTEP
Is set to 0, the supply of electric power to the accelerator clutch 102 is stopped, the accelerator clutch 102 is turned off, the accelerator main relay 56 is further turned off, and the process ends.

On the other hand, if the determination in step 520 is negative, the output value VL1 of the lever sensor 164 is read in step 524, and in the next step 526, the target accelerator corresponding to the lever position is based on the read output value VL1. Calculate the position TACCLV. In step 528, A /
The T range is read, and in step 530, the read A
/ T range is "P" range or "N" range,
That is, it is determined whether or not the vehicle is in a non-running state. If the determination in step 530 is negative, step 534
However, if the determination is affirmative, in order to prevent the control to open the throttle unnecessarily when setting is affirmed, the target accelerator pedal opening TACCLV is set to a predetermined value TACCPN by the sop 532 to limit the accelerator opening. After performing step 53
Move to 4.

At step 534, the target accelerator opening degree TACC
Based on LV, the lever target step number TSTLV as the step number of the step motor 100 corresponding to the position of the operation lever 152 is calculated. In the next step 536, the accelerator side flag XLACC is 1 and the brake side flag XLBRK.
Also, it is determined whether the neutral flag XLN is 0, that is, whether the operating lever 152 is located in the accelerator region. If the determination in step 536 is negative, the process proceeds to step 542. When the determination is affirmative, it is determined in step 538 whether the A / T range is the "P" or "N" or "R" range.
If the determination in step 538 is affirmative, step 5
Go to 44.

When the determination is negative, it is determined in step 540 whether the set mode request flag XSETREQ is 1 or not. When the determination in step 540 is negative, the routine proceeds to step 542, where the constant accelerator control in-progress flag XSETTH
It is determined whether or not the set mode is currently set based on whether or not 1 is set. The constant accelerator control in-progress flag XSETTH is set to 1 in the process described later. When the determination in step 542 is negative, in step 544, the set mode target step number TSTSET and the constant accelerator control in-progress flag XSETTH are set.
Is set to 0, and the lever target step number TSTLV is substituted into the control target step number TSTEP of the step motor 100.

At the next step 546, it is determined whether or not the motor full-close control request flag XRQACZ whose value is changed by the clutch control processing described above. Step 546
If the determination is negative, the actual target step number TTSTEP of the step motor 100 is set to the control target step number TSTEP set in advance in step 548.
Set the value that is obtained by adding the zero point position ZSTEP, which is the number of steps at the zero point position of the drive axis of 00, and step 560
Move to.

The zero point position ZSTEP corresponds to the position of the drive shaft of the step motor 100 (rotation amount from the origin position) for keeping the wire 108 wound around the pulley 104 by the play of the accelerator pedal 106. The number of steps to be performed, and the calculation in step 548 corresponds to the control of the drive control means described in claim 10. According to the above, since the zero point position ZSTEP is added, the accelerator pedal 106 is operated so as to accurately correspond to the operation amount of the operation lever 152 by the driver. Further, more specifically, the zero point position ZSTEP is the open side zero point motor step number ZSTEPO when the operation lever 152 is located in the accelerator region by the lever state determination process described above.
However, the closed side zero point motor step number ZSTEPC is set when the vehicle is located in the neutral area, and 0 is set when the vehicle is located in the braking area.

The open side zero point motor step number ZSTEPO and the close side zero point motor step number ZSTEPC are the wire 108
Considering the hysteresis property of the amount of deviation between the position of the drive shaft of the step motor 100 and the position of the accelerator pedal 106, which is caused by the change in the tension applied to the step motor 100 and the play of the mechanism that transmits the driving force of the step motor 100 to the accelerator pedal 106. Is set by the accelerator actuator check process described later, and the open side zero point motor step number ZSTEPO
The number of steps when the throttle that was in the fully closed state starts to open (corresponding to the first boundary position in claim 11)
However, the number of steps when the throttle that is in the open state becomes the fully closed state (corresponding to the second boundary position in claim 11) is set in the closing side zero point motor step number ZSTEPC.

Therefore, the actual target step number TTSTEP calculated in step 548 changes as shown in FIG. 15 according to the position of the operating lever 152. That is, since the control target step number TSTEP is 0 when the operation lever 152 is located in a region other than the accelerator region, the actual target step number TTSTEP is 0 when the operation lever 152 is located in the brake region, When located in the neutral region, the actual target step number TTSTEP is set to the closed side zero point motor step number ZSTEPC. When the operation lever 152 is located in the accelerator region, the actual target step number TT
As the STEP, the result of adding the control target step number TSTEP and the open side zero point motor step number ZSTEPO is set. Note that this step 548 is a process of setting the zero point position ZSTEP in the lever state determination process (step 388,
408 etc.) corresponds to the drive control means of claim 11.

As a result, even when the operating lever 152 is located in the neutral region and the accelerator clutch 102 is in the on state, the throttle is reliably maintained in the fully closed state, so that the idle speed is increased. Does not occur. Further, when the operation lever 152 is located in the accelerator region, as described above, the accelerator pedal 106 is operated so as to accurately correspond to the operation amount of the operation lever 152 by the driver. Furthermore, the operating lever 15
Since the actual target step number TTSTEP is set to 0 when 2 is located in the brake area, even when the operation lever 152 is tilted from the brake area to the neutral area side and the accelerator clutch 102 is turned on, the pulley 1
It is prevented that the position 04 and the position of the drive shaft of the step motor 100 do not correspond.

If the determination in step 546 is affirmative, it means that the motor fully-closed control is in progress, so the actual target number of steps TT
Set STEP to 0 and proceed to step 560. Step 5
At 60, the actual target step number TTSTEP calculated above is output to the step motor drive circuit 64, and the step motor 10
The 0 drive shaft is rotated to the position corresponding to the actual target step number TTSTEP.

As described above, when the set mode is not set and the motor fully-closed control is not performed, A
If the / T range is other than "P" and "N", as described above, the step motor corresponding to the value obtained by adding the zero point position ZSTEP to the step number corresponding to the tilt angle of the operation lever 152 toward the accelerator region side. The drive shaft of 100 is controlled to rotate, but if the A / T range is "P" and "N", the rotation angle of the drive shaft of the step motor 100 is controlled to be a certain value or less, During the motor fully-closed control, the drive shaft of the step motor 100 is controlled to rotate to the origin position.

On the other hand, when the set mode request flag XSETREQ is 1, the determination in step 540 is affirmed, and in step 562 the set mode request flag XSETREQ is set to 0 and the constant accelerator control flag XSETTH is set to 1. In the next step 564, the set mode target number of steps TSTS
Lever target step number TS set by ET in step 534
Determine if it is less than TLV. If the determination in step 564 is negative, the process proceeds to step 568,
If the determination in step 564 is affirmative, the set mode target step number TSTSET is set to the lever target step number TSTL.
Substitute the value of V. As a result, the number of steps corresponding to the position of the operation lever 152 at the time when the set mode is requested (when it is detected that the set mode request flag XSETREQ is 1) is stored as the set mode target step number TSTSET. To be done.

At step 568, the control target step number TS
Substituting the value of the target number of set mode TSTSET into TEP, the brake side flag XLBRK is 1 in step 570,
And accelerator side flag XLACC and neutral flag XL
Whether N is 0, that is, the operating lever 152
Determines whether is located in the brake area. If the determination in step 570 is negative, step 546
Move to.

Therefore, the step motor 100 is controlled with the number of steps corresponding to the position of the operation lever 152 at the time when the set mode is requested as the control target number of steps. Further, once the set mode is entered, the determination in step 542 is affirmative instead of step 540, and step 57
In 2 as in step 568 above, the target number of control steps TS
After substituting the value of the set mode target step number TSTSET into TEP, the process proceeds to step 570 and the same control as above is performed.

When the operation lever 152 is tilted toward the brake area in the set mode, the determination in step 570 is affirmed and the constant accelerator control flag XSETTH is set to 0 in step 544. Will be canceled. If the A / T range is the "P" or "N" or "R" range, the determination at step 538 is affirmative, so the set mode request is not accepted and the constant accelerator control is not performed. . this is,
If the constant accelerator control in the "P" or "N" range is accepted, it may result in an unfavorable state for the engine, such as unnecessary racing, and in the "R" range, the driver may move to the rear of the vehicle. Since it is operated facing, the operation when releasing the control after once accepting the set mode and starting the constant accelerator control is relatively difficult,
This is because a collision with another vehicle may occur.

When the above-mentioned accelerator control processing is completed, the routine proceeds to step 362 in FIG. 7 and brake control is performed. This brake control will be described with reference to the flowcharts of FIGS. 16 and 17. In step 580, it is determined whether or not a failure has occurred in any part of the brake system. If the determination in step 580 is affirmative,
In step 582, the motor current target value TBI (t) of the brake motor 118 is set to 0 and the brake main relay 58
Is turned off and the process ends.

On the other hand, when the determination in step 580 is negative, the process proceeds to step 584, and the lever sensor 164
Output value VL1, battery 12 voltage VB, engine negative pressure (intake pipe negative pressure) VBT, brake motor 118 temperature VTB
M and the detection value VBRK of the motor rotation angle sensor 132 are read. In step 586, the motor current target value TBI is set according to the battery voltage VB, the engine negative pressure VBT, and the motor temperature VTBM.
A battery voltage correction gain GB, an engine negative pressure correction gain GBT, and a motor temperature correction gain GTM for correcting (t) are calculated.

The engine negative pressure correction gain GBT is set so that the motor current target value TBI (t) increases as the battery voltage VB decreases, so that the engine negative pressure correction gain GBT decreases as the engine negative pressure VBT decreases. Brake pedal 12 required due to reduced assist force
The motor temperature correction gain GTM is set so that the decrease amount of the motor current due to the increase of the motor temperature VTBM is corrected so that the target value TBI (t) of the motor current increases according to the increase amount of the pedaling force of 2. It is preferable that FIG.
It can be obtained using the maps shown in (A) to (C).

In the next step 588, the target motor rotation angle TBALV (t) corresponding to the position of the operation lever 152 is calculated based on the motor rotation angle detection value VBRK previously read. In step 590, the brake side flag XLBRK is 1 and the accelerator side flag XLACC and the neutral flag XLN are 0.
That is, it is determined whether the operation lever 152 is located in the brake area. If the determination in step 590 is negative, the process proceeds to step 594, but if the determination is affirmative, it is determined in step 592 whether the set mode request flag XSETREQ is 1, and if this determination is negative. Go to step 594.

In step 594, it is determined whether or not the brake lock flag XSETBLK (set in the process described later) is 1, and if the determination is negative, the target motor rotation angle TBA (t) is set in step 596. The value of the target motor rotation angle TBALV (t) corresponding to the lever position obtained previously is substituted. At the next step 598, the counter CSETBLK, the set mode motor rotation angle target value TBRKSET, the brake lock flag XSETBL
K and the set mode request flag XSETREQ are both set to 0, and when a buzzer sound as an alarm is output from the speaker 88, this is stopped and the process proceeds to step 600 of the flowchart of FIG.

In step 600, the actual motor rotation angle RBA (t) as the current position of the drive shaft of the brake motor 118 is calculated based on the motor rotation angle sensor detection value VBRK, and in the next step 602, the target motor rotation angle TBA is calculated. The deviation DBA (t) is calculated by subtracting the actual motor rotation angle RBA (t) from (t). In step 606, the feedforward term FF is calculated based on the target motor rotation angle TBA (t) according to a map as shown in FIG. This feedforward term FF is used to improve the response of the brake motor 118, and the map shown in FIG. 19A corresponds to the torque-current characteristics of the brake motor.

In the next step 608, the deviation calculated previously is calculated.
It is determined whether the sign of DBA (t) is positive, and if the determination is negative, based on the target motor rotation angle TBA (t) in step 610, as shown by the broken line in FIG. 19 (B) as an example. The brake pressure control proportional gain GH is calculated using the map, and if the determination is affirmative, the target motor rotation angle is determined in step 612.
Based on TBA (t), the brake pressure control proportional gain GH is calculated using a map as shown by the solid line in FIG. 19 (B) as an example.

In the next step 614, it is judged whether the sign of the deviation differential value DDBA (t) which is the differential value of the deviation DBA (t) (correctly, the difference from the previously obtained deviation DBA (t)) is positive. If the determination is negative, the brake pressure control differential gain GDD is used in step 616 based on the target motor rotation angle TBA (t) using a map as shown by the broken line in FIG. 19C as an example.
Is calculated, and if the determination is affirmative, based on the target motor rotation angle TBA (t) in step 612, as an example, FIG.
The brake pressure control differential gain GDD is calculated using the map shown by the solid line in (C).

At step 620, the product of the brake pressure control proportional gain GH and the deviation DBA (t) is calculated as the proportional term P, and at step 622, the brake pressure control differential gain GDD and the deviation differential value DDBA (t) are calculated as the differential term D. Calculate the product of. Then, in step 624, the motor current target value TBI (t) is calculated according to the following equation (1).

TBI (t) = GB × GTM × GBT × (P + D + FF) + ZTBI (1) However, in ZTBI, the drive shaft of the brake motor 118 is the wire 1
24 is the pulley 120 by the amount of play of the brake pedal 122.
It is an offset current value (zero-point motor current value) necessary to maintain the rotation angle corresponding to the state (zero-point position) wound up on the sheet, and is set by the process described later. In step 626, the motor current target value TBI calculated above is calculated.
(t) is instructed to the brake motor drive circuit 68. As a result, the brake motor 118 causes the motor current target value TBI (t)
Will be supplied and driven.

The above equation (1) corresponds to the control of the drive control means described in claim 10, and since the offset current value is added as is apparent from the equation (1),
The brake pedal 122 is operated so as to accurately correspond to the operation amount of the operation lever 152 by the driver, and even when the operation lever 152 is not located in the brake area, the zero-point motor current is supplied to the brake motor 118. When supplied, the drive shaft of the brake motor 118 is positioned at the zero point position. Therefore, even when the operation lever 152 is suddenly tilted to the brake area side, the brake pedal 12 is instantaneously moved.
The operation of 2 will be performed.

Next, the processing when the set mode is requested in the brake control will be described. Set mode is requested and set mode request flag XSETREQ is 1
If YES, the determination at step 592 is affirmative and the process proceeds to step 628. In step 628, it is determined whether or not the brake lock flag XSETBLK is 0. Only when the determination is affirmative, the counter CSETBRK is set to 0 in step 630, and the set mode request flag XSET is set in step 632.
Set REQ to 0 and brake lock flag XSETBLK
To 1.

In step 634, it is determined whether the set mode motor rotation angle target value TBRKSET is smaller than the target motor rotation angle TBALV (t) corresponding to the lever position, and the operation corresponding to the further depression of the brake pedal 122 is performed. It is determined whether or not the lever 152 has been operated, and only when the determination is affirmative, the value of the target motor rotation angle TBALV (t) corresponding to the lever position is set in the set mode motor rotation angle target value TBRKSET in step 636. substitute. In the next step 638, the value of the set mode motor rotation angle target value TBRKSET is substituted for the target motor rotation angle TBA (t), and in step 640, the accelerator side flag XLACC is 1 and the brake side flag XLBRK.
Also, it is determined whether the neutral flag XLN is 0, that is, whether the operation lever 152 is located in the accelerator region.

If the determination at step 640 is affirmative, the routine proceeds to step 596, where the set mode is released, but if the determination is negative, then step 600
Then, according to the value of the target motor rotation angle TBA (t), the motor current target value TBI (t) is calculated in the same manner as described above.

Once the set mode is entered, the determination in step 594 is affirmative instead of step 592, and the set mode state monitoring process is performed in step 642. This set mode state monitoring process will be described with reference to the flowchart in FIG. In step 650, it is determined whether or not the counter CSETBRK has become larger than the predetermined value TSETBRK. While the determination is negative, 1 is added to the counter CSETBRK in step 652. If the determination is positive, the alarm buzzer drive circuit 94 causes the speaker 88
Generates a buzzer sound.

At step 656, it is determined whether or not a tilt switch (not shown) for detecting whether or not the vehicle is on a slope (so-called slope) is turned on. When the determination in step 656 is affirmative, the routine proceeds to step 658, where the set mode motor rotation angle target value TBRKSET is greater than the predetermined value KBRK corresponding to the minimum hydraulic pressure of the brake fluid for stopping the vehicle on the slope. Is also large. Step 6
If the determination in step 58 is affirmative, the target hydraulic pressure corresponding to the set mode motor rotation angle target value TBRKSET is large enough to stop the vehicle on the slope.
However, if the determination is negative, it is determined that the target hydraulic pressure corresponding to the set mode motor rotation angle target value TBRKSET is insufficient to stop the vehicle on the slope, and in step 670 the set mode is set. Motor rotation angle target value TBRKSE
The predetermined value KBRK is substituted for T and the process proceeds to step 672.

At step 672, it is judged if the motor temperature VTBM has exceeded a predetermined value VTMAX. While the brake motor 118 is in the set mode and the brake lock control is being performed, a current constantly flows through the brake motor 118. Therefore, if the brake lock control is continued, the motor temperature VTBM gradually rises. Therefore, if the determination in step 672 is negative, the process proceeds to step 690, but if the determination is positive,
In step 674, set mode motor rotation angle target value TBRK
It is determined again whether SET is larger than the predetermined value KBRK.
When the determination is affirmative, in step 676, a value obtained by subtracting the predetermined value KBP from the set mode motor rotation angle target value TBRKSET is substituted for the set mode motor rotation angle target value TBRKSET, and the process proceeds to step 690.

As a result, the motor current target value TBI (t) calculated in step 624 of FIG. 17 described above is reduced, and the rise in motor temperature VTBM is suppressed. It should be noted that this process corresponds to the safety maintaining means of claim 4. This set mode monitoring process is repeatedly executed during the set mode, so the motor temperature VTBM
If the value continues to exceed the predetermined value VTMAX, step 67
6 is repeated and set mode motor rotation angle target value TBRK
SET and motor current target value TBI (t) will be gradually reduced, but set mode motor rotation angle target value TBRKSE
When T becomes equal to or less than the predetermined value KBRK, the determination at step 674 is denied, and at step 678, the alarm buzzer drive circuit 94 causes the speaker 88 to generate a buzzer sound.

On the other hand, if the determination in step 656 is negative, the set mode motor rotation angle target value TBRKSET in step 680 corresponds to the minimum value of the hydraulic pressure of the brake fluid for stopping the vehicle on a flat road. It is determined whether it is larger than the value BKMN. If the determination in step 658 is affirmative, the process proceeds to step 684, but if the determination is negative, the set mode motor rotation angle target value TB
It is determined that the target hydraulic pressure corresponding to RKSET is insufficient to stop the vehicle on a flat road, and in step 682, the predetermined value BKMN is substituted for the set mode motor rotation angle target value TBRKSET. At step 684, the motor temperature VTBM is set to a predetermined value VTMAX.
It is determined whether or not If the determination in step 684 is negative, the process proceeds to step 690, but if the determination is affirmative, it is again determined in step 686 whether the set mode motor rotation angle target value TBRKSET is larger than the predetermined value BKMN. judge.

If the determination is positive, step 68.
In 8, the set mode motor rotation angle target value TBRKSET is subtracted from the predetermined value KBP to obtain the set mode motor rotation angle target value.
Substitute in TBRKSET and move to step 690. This processing also corresponds to the safety maintenance means of claim 4. As a result, the motor current target value TBI (t) is reduced in the same manner as described above, and the increase in the motor temperature VTBM is suppressed. If the determination in step 686 is negative, an alarm is issued in step 678.

At step 690, the A / T range is "P".
It is determined whether or not the parking brake is operating in the range. If the determination in step 690 is affirmative, it means that the vehicle has already been braked to a certain degree. Set the value obtained by subtracting the value KDSBP. The determination of step 690 and the processing of step 692 correspond to claim 5, and thereby heat generation of the brake motor 118 is suppressed, and failure of the brake motor 118 is prevented in advance.
If the determination in step 690 is negative, the set mode motor rotation angle target value TBRKSET is set as the target motor rotation angle TBA (t) in step 694.

When the set mode monitoring process described above is completed, the process proceeds to step 640 in FIG. Therefore, in the state of the set mode, the determination in step 640 is repeated, and when the operation lever 152 is tilted to the accelerator region side in the above state, the determination in step 640 is affirmative and the brake lock flag XSETBRK is determined in step 598.
Is set to 0, the set mode is released.

Details of the actuator operation check performed in step 362 following the FM control in step 324 in the main routine of FIG. 6 will be described with reference to the flowchart of FIG. Note that this processing corresponds to the invention of claim 9. In step 700, it is determined whether or not a failure has occurred in the brake system. If the determination in step 700 is affirmative, the process proceeds to step 704, but if the determination is negative, a brake actuator check process is performed in step 702.

This processing will be described with reference to the flowchart of FIG. 22. In step 710, it is determined whether the brake failure flag XFBRK is 1 or not. If the determination in step 710 is affirmative, the brake system failure has already been detected, and the process ends without any processing.
On the other hand, if the determination is negative, the current motor rotation angle SR is determined based on the motor current target value TBI (t) in step 712.
Estimate BA (t). In step 714, the actual motor rotation angle
The value of RBA (t) is the upper limit value KS to the estimated motor rotation angle SRBA (t).
Less than or equal to the value obtained by adding UPB, and the estimated motor rotation angle
Determine whether it is greater than or equal to the value obtained by subtracting the lower limit value KSDB from SRBA (t).

If the determination in step 714 is affirmative, it is determined that no failure has occurred in the braking system, and in step 716 the counter CSB and the braking failure flag XFBR.
K is set to 0, and the process ends. On the other hand, if the determination is positive, the counter CSB is incremented by 1 in step 718, and the counter CSB is set to the predetermined value KTSB in step 720.
It is determined whether it has become larger than. If the determination is negative, the process ends, but if the determination is affirmative, it is determined that a failure has occurred in the brake system, and step 72
At 2, set the brake failure flag XFBRK to 1. In the above,
Only when the determination in step 714 is continuously denied while the time corresponding to the predetermined value KTSB has elapsed, it is determined that the brake system has failed, so the determination in step 714 is temporarily affirmed due to an error or the like. Even if it is done, it is prevented to erroneously judge this as a failure of the brake system. When the above-mentioned brake actuator check process ends,
The process proceeds to step 740 in FIG. In step 704, it is determined whether or not a failure has occurred in the accelerator system. If the determination in step 704 is affirmative, the process ends, but if the determination is negative, the accelerator actuator check process is performed in step 706 and then the process ends. This accelerator actuator check process will be described with reference to the flowchart in FIG.

At step 730, accelerator failure flag XF
Judge whether ACC is 1 or not. If the determination in step 730 is affirmative, the accelerator system failure has already been detected, and the process ends without any processing. On the other hand, if the determination is negative, the current motor step number SRSTEP (t) is estimated in step 732 based on the motor rotation angle sensor detection value VACC (t). In step 734, the estimated motor step number SRSTEP (t) is equal to the control target step number TSTE.
It is determined whether P (t) is less than or equal to the upper limit value KSUPA added, and is greater than or equal to the value obtained by subtracting the lower limit value KSDA from the control target step number TSTEP (t). If the determination in step 734 is affirmative, it is determined that the accelerator system has not failed, and in step 736, the counters CSA1 and CSA2 are counted.
Also, the accelerator failure flag XFACC is set to 0, and the processing ends.

On the other hand, if the determination is affirmative, then in step 738 the deviation DSTEP (t) between the motor step number estimated value SRSTEP (t) and the control target step number TSTEP (t) is calculated,
In step 740, the step number deviation DSTEP (t) is the predetermined value KDST
Determine if it is greater than EP. If the determination in step 740 is negative, the counter CSA1 is determined in step 742.
Is incremented by 1 and the counter CSA1 is set to a predetermined value in step 744.
It is determined whether or not it has exceeded KTSA1. If the determination is negative, the process proceeds to step 748, but if the determination is affirmative, it is determined that a failure has occurred in the accelerator system,
Step 74 after setting the accelerator fault flag XFACC to 1
8, the counter CSA2 is set to 0, and the processing ends.

As described above, if the determination in step 734 is denied while the time corresponding to the predetermined value KTSA1 continues, it is determined that the accelerator system has failed. By the way, even when there is no failure in the accelerator system, as shown in FIG. Changes after a predetermined time (T1 in the figure). In such a case as well, in order not to erroneously determine that a failure has occurred in the accelerator system, it is necessary to make the above-mentioned predetermined value KTSA1 sufficiently larger than the predetermined time T1. Along with this, a relatively long time corresponding to the predetermined value KTSA1 is required to detect a failure, but considering safety, it is desirable to be able to detect the occurrence of a failure in a short time especially when the throttle opening is large. .

Therefore, if the determination in step 740 is affirmative, the value of the counter CSA2 is set to 0 in step 750.
Is determined. If the determination is affirmative, the current step number deviation DSTEP (t) is set in the first step number deviation DSTEP1 in step 752, 1 is added to the counter CSA2, and the process is temporarily terminated. If the step number deviation DSTEP (t) continues to be larger than the predetermined value KDSTEP, the determination in step 750 is denied in the next cycle, and the step 7
At 60, the value of the counter CSA2 is a predetermined value KTSA2 (however, KTSA2 <
Determine if it is greater than 1). If the determination is positive, the value of the step number deviation DSTEP (t) is substituted into the second step number deviation DSTEP2 in step 762, and the next step 76
In step 4, it is determined whether the absolute value of the difference between the first step number deviation and the second step number deviation is smaller than the predetermined value KFDDTH. When the determination is negative, the counter CSA2 is set to 0 and the processing is ended. When the determination is positive, the accelerator failure flag XFACC is set to 1 in step 768 and the processing is ended.

From the above, when the step number deviation DSTEP (t) is not less than the predetermined value KDSTEP, if the absolute value of the difference between the first step number deviation and the second step number deviation is small, a failure occurs in the accelerator system. Therefore, if the accelerator system does not have a failure and the step number deviation changes as shown by the solid line in FIG. 24 (B), it is not determined as a failure, and a failure occurs in the accelerator system and When the number deviation changes as shown by an imaginary line in FIG. 24 (B) (FIG. 24 (B) shows an example in which the step motor 100 does not move).
Therefore, when the step number deviation DSTEP (t) becomes constant, it is determined that the failure occurs. In this way, by judging the failure also from the deviation of the number of steps, as is apparent by comparing the predetermined value KTSA1 shown in FIG. 24 (A) and the time T2 shown in FIG. 24 (B), it is possible to accelerate in a shorter time. System failures can be determined.

Next, step 3 of the main routine shown in FIG.
Details of the failure determination processing performed in 20, 328 and the failure processing 2 and the failure processing 3 performed in steps 322 and 330 when these determinations are affirmed will be described with reference to the flowchart of FIG. 25. In step 780, it is determined whether or not the brake failure flag XFBRK is 1, and if the determination is negative, then in step 782 the accelerator failure flag is determined.
Judge whether XFACC is 1 or not. The negative determination also corresponds to the negative determination in steps 320 and 328 of the main routine, and the process proceeds to the next step in the main routine without performing any processing.

On the other hand, if the determination in step 780 is positive, the motor current target value TBI (t) is set to 0 in step 784 to control the drive of the brake motor 118, and in step 786 the actual target step number TTSTEP is set. The value is set to 0 to control the drive of the step motor 100. As a result, the brake motor 118 and the step motor 100 are returned to their original positions, and the driving is stopped. In the next step 788, it is determined whether the brake failure flag XFBRK3 is 1 or not. The brake failure flag XFBRK3 is set in the process described later,
If this flag is set, it means that a minor failure has occurred in the brake system, and if the determination in step 788 is affirmative, the process proceeds to step 792. When the determination is negative, the accelerator main relay 56 and the brake main relay 58 are turned off in step 790, the power supply to the accelerator clutch 102 is stopped to turn off the accelerator clutch 102, and then the process proceeds to step 792.

At step 792, the FM lamp drive circuit 90 blinks the FM lamp 84 in order to warn the driver that a failure has occurred. If the process currently being executed is the failure process 3 in step 330 of the main routine, the alarm buzzer drive circuit 94 further causes the speaker 88 to generate a buzzer sound. Next Step 794
Then, the FM mode execution flag XENFM is set to 0, the FM mode end request flag XREQEND is set to 1, and the process is ended.

If the determination in step 782 is affirmative, the actual target step number TTSTEP is set to 0 in step 796 to control the drive of the step motor 100 and stop the drive of the step motor 100. In step 798, it is determined whether or not the open side accelerator failure flag XFACC03 is 1. The open side accelerator failure flag XFACCO3 is also set in a process described later when a minor failure occurs in the accelerator system, so that the process proceeds to step 802 if the determination in step 798 is affirmative.

If the determination is negative, the accelerator main relay 56 is turned off in step 800, and
After the power supply to the accelerator clutch 102 is stopped and the accelerator clutch 102 is turned off, the process proceeds to step 802. In step 792, the FM lamp drive circuit 90 blinks the FM lamp 84 to warn the driver that a failure has occurred, and the process ends.

Details of the FM mode continuation check processing performed in step 332 of the main routine will be described below with reference to the flowchart of FIG. Step 8
At 10, vehicle state check processing is performed. This process will be described with reference to the flowchart of FIG. 27. In step 830, it is determined whether the A / T range is the “P” or “N” range. If the determination is affirmative, the parking is performed in step 834. Determine if the brakes are working. If any of these determinations is denied, it is highly possible that the vehicle is traveling, so in step 832 the stop state flag XVSTOP is set to 0 and the traveling state flag XV is set.
Set RUN to 1 to end the process. On the other hand, step 834
If the determination is affirmative, it can be determined that the vehicle is stopped, and therefore the stop state flag XVSTOP is determined in step 836.
Is set to 1 and the traveling state flag XVRUN is set to 0, and the processing is ended.

When the vehicle state check process is completed, the routine proceeds to step 812, where it is determined whether the stop state flag XVSTOP is 1 and the traveling state flag XVRUN is 0, that is, whether the vehicle is stopped. If the determination is negative, the vehicle is traveling, so in step 814 FM mode execution flag XE
Set NFM to 1 and set OFF duration counter CENDFM to 0
Then, the process ends. This processing corresponds to claim 7, and the transition from the FM mode to the healthy person mode is prohibited when the vehicle is traveling. When the determination is affirmative, it is determined whether the FM switch 22 is turned off. If the determination is negative, the process proceeds to step 814. If the determination is positive, 1 is added to the off duration counter CENDFM in step 818, and the alarm buzzer drive circuit 94 outputs a buzzer sound from the speaker 88 in step 820. generate.

At the next step 822, it is determined whether or not the value of the off duration time counter CENDFM has become larger than the predetermined value KTENDFM. If the determination is negative, step 8
If the determination is affirmative, the generation of the buzzer sound from the speaker 88 is stopped in step 824, and the FM mode execution flag XENFM and the off duration time counter CENDFM are set to 0 in step 826. To finish.

As described above, the vehicle is in a stopped state (the A / T range is in the "P" or "N" range and the parking brake is operating), and the FM switch 22 sets the predetermined value KTEN.
The FM mode in-execution flag XENFM is set to 0 when it has been turned off for the time corresponding to DFM or longer. Also,
When the FM switch 22 is turned off while the vehicle is stopped, a buzzer sound is generated until the time corresponding to the predetermined value KTENDFM elapses, so the driver mistakenly tries to operate another switch by mistake. I operated the FM
It is prevented that the mode is released.

Next, in step 334 of the main routine,
The termination process performed in 336 will be described with reference to the flowchart in FIG. It should be noted that this termination process is also executed when the driver turns off the ignition switch 14. In step 840, the motor current target value TBI (t) is set to 0 to control the drive of the brake motor 118, and in the next step 842, the actual target step number TTSTEP
Is set to 0 to control the drive of the step motor 100. Accordingly, the brake motor 118 and the step motor 10
0 returns to the origin position, and the driving is stopped.

In the next step 844, the system normal end flag XBSYSEND is set to "0" indicating that the system has ended normally, and the system normal end flag XBSYSE is set.
Write ND to the state storage circuit 82. In step 846, the accelerator main relay 56, the brake main relay 58
Is turned off, the power supply to the accelerator clutch 102 is stopped, and the accelerator clutch 102 is turned off. With the above, the end processing is completed.

Next, the content of step 306 of the main routine will be described with reference to the flowchart of FIG. In step 850, the system normal end flag XBSYSEND stored in the state storage circuit 82 is read.
The system normal termination flag read in step 852
Determine whether XBSYSEND is 0 or not. If the determination is positive, the system abnormal end flag XFSY is determined in step 854.
The SEND is set to "0" indicating that the system has not ended abnormally, and the processing ends. Also, step 85
If the determination of No. 2 is denied, it can be determined that the previous system termination was not normal, for example, when the power supply to the FM device 10 was suddenly stopped. Is set to "1" indicating that the process has ended abnormally, and the process ends.

In step 308 of the main routine that follows the above process, it is determined whether or not the previous system termination was normal based on the value of the system abnormal termination flag XFSYSEND set above. If the system abnormal termination flag XFSYSEND is 0, it is determined that the previous system termination was normal. System abnormal termination flag
If XFSYSEND is 1, the determination in step 308 is denied, and if the vehicle is running, the determination in step 309 of the main routine is affirmed and the process proceeds to step 324 to execute the FM mode.

This processing corresponds to the control means of claim 8, and the FM mode is unconditionally executed if the previous system termination is not normal and the vehicle is running.
Even when the power supply is temporarily stopped during the mode execution and the system is initialized, the mode does not shift to the healthy subject mode.

Details of step 314 of the main routine will be described below with reference to the flowchart in FIG. In step 860, it is determined whether the stop state flag XVSTOP is 1 and the traveling state flag XVRUN is 0, that is, whether the vehicle is stopped. If the determination is negative, the FM mode request acceptance flag XREQFM and the counter CREQFM are set to 0 in step 862, and the process is terminated. If the determination in step 860 is affirmative, step 864
Determines whether the initial check error flag XFSYS is 0. If the determination is negative, it means that an abnormality is found as a result of the initial check in step 300 of the main routine, so the routine proceeds to step 862.

When the determination in step 864 is affirmative, it is determined in step 866 whether the FM switch 22 is turned on. If the determination is negative, the routine proceeds to step 862, but if the determination is affirmative, 1 is added to the counter CREQFM at step 868, and at the next step 870, it is determined whether or not the counter CREQFM exceeds the predetermined value KTREQFM. Determine whether. If the determination is negative, the process ends, but if the determination is positive, step 8
At 72, the FM mode request acceptance flag XREQFM is set to 1, and the counter CREQFM is set to 0, thus ending the processing.

At step 316 of the main routine that follows the above processing, it is determined whether or not the FM mode should be entered, and the FM mode request acceptance flag set above is determined.
Performed based on the value of XREQFM, FM mode request acceptance flag
If XREQFM is 1, the determination is affirmative, and if XREQFM is 0, the determination is negative. As a result, if the determinations at steps 860, 864, and 866 are affirmative for the duration corresponding to the predetermined value KTREQFM, the FM mode is entered.

Next, the actuator zero point and operation check processing executed in step 319 of the main routine will be described with reference to the flowchart in FIG. In step 880, it is determined whether or not the stop state flag XVSTOP is 1. If the determination in step 880 is negative, the FM mode execution flag XENFM is set to 0 in step 882, the FM lamp 84 is turned off, and the process ends. On the other hand, if the determination is positive, step 8
At 84, brake actuator check processing is performed. Note that this processing corresponds to the brake offset amount detecting means of claim 10, and will be described below with reference to the flowchart of FIG. 32.

In step 900, the brake failure flag XF
Determine if BRK is 1 or not. If the brake failure flag XFBRK has already become 1, the determination is affirmative and the process ends. On the other hand, when the determination is negative, it is determined in step 902 whether the stop state flag XVSTOP is 1.
If the determination is negative, the process ends, but if the determination is positive, the brake main relay 58 is turned on in step 904, and the motor current target value TBI is set in step 906.
The zero-point motor current value ZTBI (n-1) obtained when the brake actuator check process was previously executed is set in (t), and the drive control of the brake motor 118 is performed in step 908.

At the next step 910, it is determined whether the stop lamp switch 126 is on. If the determination is affirmative, the predetermined value KTBI with a positive sign is substituted for the change DTBI in step 912 to perform the brake pressure increase control, and if the determination is negative, the brake pressure reduction control is performed in step 914. Change value DTBI with negative sign KT
BI is substituted and it transfers to step 916. Step 91
In step 6, it is determined whether or not the hydraulic pressure of the brake fluid output from the hydraulic sensor 130 is 0. If the determination is positive, the level of the signal output from the stop lamp switch 126 is inverted in step 918. It is determined whether or not.

If the determination in step 916 or step 918 is negative, in step 920 the change amount DTBI is added to the motor current target value TBI (t). Next step 92
In 2, it is determined whether or not the motor current target value TBI (t) exceeds the upper limit value KMAXTBI. If the determination is negative, step 9
At 24, it is determined whether the motor current target value TBI (t) has become smaller than the lower limit value KMINTBI. Steps 922, 924
If the determinations of No. are negative, the process returns to step 908. As described above, in steps 908 to 914, the stop lamp switch 126 is turned on, and the current supplied to the brake motor 118 is repeatedly increased or decreased so that the brake pedal 122 is located at a position where the hydraulic pressure of the brake fluid becomes zero. .

If the motor current target value TBI (t) exceeds the upper limit value KMAXTBI and the determination in step 922 is affirmative, this corresponds to the area 5A in FIG. 33 (A), which is the disconnection of the wire 124 or the brake motor. A serious failure, such as 118 failure, may have occurred. If the motor current target value TBI (t) becomes smaller than the lower limit value KMINTBI and the determination in step 924 is affirmative, FIG.
This corresponds to the area 5B in FIG. 5A, and in this case as well, there is a possibility that a major failure such as the hydraulic pressure of the brake fluid not returning to 0 has occurred. Therefore, when the determination in step 922 or step 924 is affirmative, the process proceeds to step 926, and the brake failure flag XFBRK1 is set to 1. Next, in step 928, the motor current target value TBI (t) is set to 0, the drive control of the brake motor 118 is performed, and in step 930, the brake main relay 58 is turned off, the brake failure flag XFBRK is set to 1, and the processing is executed. finish.

On the other hand, when the determination in step 918 is affirmative, the process proceeds to step 912, and the motor current target value TB
It is determined whether I (t) is greater than or equal to a value obtained by subtracting a predetermined value KBM1 from the previous zero-point motor current value ZTBI (n-1). If this determination is negative, it corresponds to area 1 in FIG.
The cause is a shift in the synchronous relationship between the brake pedal 122 and the stop lamp switch 126, and the brake pedal 1
The settling of the return spring 22 may be considered. Therefore, the brake failure flag XFBRK2 is set to 1 in step 934, and the process proceeds to step 928.

If the determination in step 932 is affirmative, in step 936 the motor current target value TBI (t) is less than or equal to the value obtained by adding the predetermined value KBP1 to the previous zero-point motor current value ZTBI (n-1). It is determined whether or not. When this determination is affirmative, it corresponds to the area 2 in FIG. 33 (A), and even if the motor current target value TBI (t) is slightly different from the previous zero-point motor current value ZTBI (n-1), there is a difference. Is small and can be judged to be within the allowable range. Therefore, in step 938, the motor current target value TBI (t) is set as the current zero-point motor current value ZTBI (n), and in step 940, the brake failure flag XFBRK,
Brake failure flag XFBRK1, Brake failure flag XFBRK
2, brake failure flag XFBRK3, brake failure flag XFB
Set RK4 to 0. Then, in step 942, the motor current target value TBI (t) is set to 0 and the brake motor 11
The drive control of No. 8 is performed, and the process ends.

On the other hand, if the determination in step 936 is negative, then in step 944 the motor current target value TBI
(t) is equal to the previous zero-point motor current value ZTBI (n-1) by the specified value K
Determine whether it is less than or equal to the value obtained by adding BP2 (however, KBP2> KBP1). When this determination is affirmed, the area 3 in FIG.
If the determination is negative, it corresponds to area 4.
In any case, the difference between the motor current target value TBI (t) and the previous zero-point motor current value ZTBI (n-1) exceeds the allowable range. The failure flag XFBRK3 is set to 1, and if the determination is negative, the brake failure flag XFBRK4 is set to 1 in step 948, and the process proceeds to step 918. As described above, the brake failure flags XFBRK1 to XFBR are determined according to the degree of failure.
The process of setting any one of K4 to 1 corresponds to the failure determination means of claim 12.

With the above, the brake actuator check process is completed, and the routine goes to step 886 in FIG. In step 886, accelerator actuator check processing is performed. This processing corresponds to the accelerator offset amount detecting means of claims 10 and 11, and will be described below with reference to the flowcharts of FIGS. 34 and 35.

In step 950, the brake failure flag XF
Determine if BRK is 1 or not. If the brake failure flag XFBRK has already become 1, the determination is affirmative and the process ends. On the other hand, if the determination is negative, it is determined in step 952 whether the stop state flag XVSTOP is 1.
If the determination is negative, the process ends, but if the determination is affirmative, the motor current target value TBI is determined in step 954.
Set the upper limit value KMAXTBI to (t) and set the brake motor 118
Is performed. This prevents the vehicle from traveling even if the step motor 100 described later is driven.

At the next step 956, the accelerator main relay 56 is turned on, power is supplied to the accelerator clutch 102, and the accelerator clutch 102 is turned on. In step 958, the actual target step number TTSTEP (t) is set to 0, and in step 960, drive control of the step motor 100 is performed. As a result, the drive shaft of the step motor 100 is rotated to the origin position and the throttle valve is fully closed. In step 962, it is determined whether or not the level of the signal output from the idle switch 112 has been inverted.
If the determination in step 962 is negative, 1 is added to the actual target step number TTSTEP (t) in step 964, and the actual target step number TTSTEP (t) is set to the predetermined value KM in step 968.
Judge whether the AXTS is exceeded. If the determination in step 968 is negative, the process returns to step 960.

Therefore, in steps 960 to 968, it is determined whether or not the output of the idle switch 112 is reversed while the drive shaft of the step motor 100 is rotated step by step from the origin position, that is, the throttle valve which is in the fully closed state. Monitor whether it has started to open.

The actual target step number TTSTEP (t) is a predetermined value KMAX
When the output of the idle switch 112 is not inverted despite exceeding TS, the determination at step 968 is affirmative and the process proceeds to step 970. In this case,
Corresponding to region 5 in (B), cutting the wire 108,
Alternatively, since there is a possibility that a serious failure such as a failure of the step motor 100 has occurred, the open side accelerator failure flag XFACCO1 is set to 1 in step 970. Next, the routine proceeds to step 972 in FIG. 35, the accelerator main relay 56 and the accelerator clutch 102 are turned off, the accelerator failure flag XFACC is set to 1, and the motor current target value TBI (t) is set.
Is set to 0 to control the drive of the brake motor 118, and the process ends.

On the other hand, if the determination at step 962 is affirmative, the routine proceeds to step 976, where the actual target step number TT
STEP (t) is the open side zero point motor step number ZSTE obtained when the accelerator actuator check process was executed last time.
It is determined whether or not it is equal to or larger than the value obtained by subtracting the predetermined value KAM1 from PO (n-1). If this determination is negative, it corresponds to region 1 in FIG. 33B, the open side accelerator failure flag XFACCO2 is set to 1 in step 978, and the routine proceeds to step 972 in FIG.

If the determination in step 976 is affirmative, then in step 980 the actual target step number TTSTEP (t) is
It is determined whether it is less than or equal to the value obtained by adding the predetermined value KAP1 to the previous open side zero point motor step number ZSTEPO (n-1). If this determination is affirmative, it corresponds to area 2 in FIG.
Even if the actual target step number TTSTEP (t) is slightly different from the previous open side zero point motor step number ZSTEPO (n-1), the difference is small and it can be judged that it is within the allowable range. For this reason,
In step 982, the number of open side zero point motor steps ZS
Set the actual target step number TTSTEP (t) as TEPO (n),
In step 984, the open side accelerator failure flag XFACCO1, the open side accelerator failure flag XFACCO2, the open side accelerator failure flag XFACCO3, and the open side accelerator failure flag XFACCO4 are each set to 0.
And shifts to step 1960 in FIG.

On the other hand, if the determination in step 980 is negative, then in step 988 the actual target step number TTST
EP (t) is the number of open side zero point motor step ZSTEPO (n
It is determined whether it is less than or equal to a value obtained by adding a predetermined value KAP2 (where KAP2> KAP1) to (-1). When this determination is affirmed, FIG.
It corresponds to the area 3 in (B), and corresponds to the area 4 when the determination is negative. In any case, the actual target number of steps TTSTEP
(t) and previous open side zero point motor step number ZSTEPO (n-1)
If the above determination is affirmative, the opening side accelerator failure flag XF is determined in step 990.
If ACCO3 is set to 1 and the judgment is denied, step 9
At 92, the open side accelerator failure flag XFACCO4 is set to 1, and the routine proceeds to step 972. The process of setting any one of the open-side accelerator failure flags XFACC1 to XFACC4 to 1 according to the degree of failure as described above also corresponds to the failure determination means of claim 12.

In step 1960 of FIG. 35, the drive control of the step motor 100 is performed based on the currently set actual target step number TTSTEP (t), and step 1
At 962, it is determined whether the level of the signal output from the idle switch 112 is inverted. Step 1962
If the determination is negative, step 1964 subtracts 1 from the actual target step number TTSTEP (t), and step 19
At 68, it is determined whether the actual target step number TTSTEP (t) has become smaller than a predetermined value KMINTS. If the determination in step 1968 is negative, the process returns to step 1960. Therefore, in steps 1960 to 1968, the step motor 1
It is monitored whether the output of the idle switch 112 is reversed while rotating the drive shaft of 00 in the direction of returning to the origin position step by step, that is, whether the throttle valve that has been in the open state is fully closed. To do.

The actual target number of steps TTSTEP (t) is a predetermined value KMIN
Idle switch 1 despite being smaller than TS
When the output of 12 is not inverted, the determination at step 1968 is affirmative, and the routine proceeds to step 1970. This case corresponds to the area 4 in FIG.
Since there is a possibility of serious failure such as disconnection of 8 or failure of the step motor 100, step 19
At 70, the closing side accelerator failure flag XFACCC1 is set to 1, and the routine proceeds to step 972.

On the other hand, if the determination at step 1962 is affirmative, the routine proceeds to step 1976, where the actual target number of steps TTSTEP (t) is the closing-side zero-point motor step obtained when the accelerator actuator check processing was executed last time. number
It is determined whether or not it is equal to or greater than the value obtained by subtracting the predetermined value KAM1 from ZSTEPC (n-1). If this determination is negative, it corresponds to area 1 in FIG. 33C, the closing side accelerator failure flag XFACCC2 is set to 1 in step 1978, and the routine proceeds to step 972.

If the determination in step 1976 is affirmative, in step 1980 the actual target step number TTSTEP (t)
Is less than or equal to a value obtained by adding a predetermined value KAP1 to the previous closing side zero point motor step number ZSTEPC (n-1). If this determination is affirmative, it corresponds to area 2 in FIG. 33C, and the actual target step number TTSTEP (t) is slightly different from the previous closed side zero-point motor step number ZSTEPC (n-1). The difference is small and it can be judged that the difference is within the allowable range. Therefore, in step 1982, the actual target step number TTSTEP (t) is set as the closed side zero point motor step number ZSTEPC (n), and in step 1984, the accelerator failure flag XFACC,
The closing-side accelerator failure flag XFACCC1, the closing-side accelerator failure flag XFACCC2, and the closing-side accelerator failure flag XFACCC3 are set to 0, respectively. Then, in step 986, the actual target number of steps
TTSTEP (t) is set to 0 to control the drive of the step motor 100, and the process ends.

On the other hand, when the determination in step 1980 is negative, it corresponds to the area 3 in FIG. 33C, the actual target step number TTSTEP (t) and the previous zero point motor step number.
Since the difference from ZSTEP (n-1) exceeds the allowable range, the closing side accelerator failure flag XFACCC3 is set to 1 in step 1990, and the routine proceeds to step 972. As described above, the closing side accelerator failure flag XFACCC1 ~
The process of setting any one of XFACCC3 to 1 also corresponds to the failure determination means of claim 12.

If no abnormality is detected by the accelerator actuator check process described above, the actual target step number TTSTEP is sequentially changed as shown in FIG. As is clear from FIG. 36, the actual target step number TTSTEP when the output of the idle switch 112 is reversed is the change in the tension applied to the wire 108 or the step motor 1
00 due to rattling of the mechanism that transmits the driving force of 00 to the accelerator pedal 106, or when the throttle valve that is in the fully closed state starts to open, and when the throttle valve that is in the open state becomes the fully closed state. Although different (hysteresis), in the above processing, the actual target step number TTSTEP in each of the above cases is the open side zero point motor step number ZS.
TEPO and closed side zero point motor step number ZSTEPC are set and stored respectively.

[Second Embodiment] Next, a second embodiment of the present invention will be described. Since the second embodiment has the same configuration as the first embodiment, the same reference numerals are given to the respective parts and the description thereof will be omitted. The second embodiment will be described below with reference to FIGS. 37 and 38. Regarding the brake control processing according to FIG.
Only parts different from the brake control processing of the first embodiment shown in will be described.

In the second embodiment, if the determination in step 580 is denied, the routine proceeds to step 584, where only the output value VL1 of the lever sensor 164 and the detection value VBRK of the motor rotation angle sensor 132 are read and the voltage of the battery 12 is read. VB, engine negative pressure (intake pipe negative pressure) VBT is not read. Further, in the second embodiment, step 5 described in the first embodiment is used.
The routine proceeds to step 588 without calculating the battery voltage correction gain GB, the engine negative pressure correction gain GBT, and the motor temperature correction gain GTM in 86. Note that step 5
88-598 and steps 628-640 are the first
The description is omitted because it is the same as the embodiment.

When the processing of step 598 is performed or the determination of step 640 is negative, step 2000
, And based on the motor rotation angle sensor detection value VBRK,
The actual motor rotation angle RBA (t) as the current position of the drive shaft of the brake motor 118 is calculated, and in the next step 2002, the deviation DBA obtained by subtracting the actual motor rotation angle RBA (t) from the target motor rotation angle TBA (t). Calculate (t). In step 2004, based on the deviation DBA (t) calculated in step 2002 and the deviations DBA (t-3), DBA (t-2), and DBA (t-1) calculated respectively in the past three cycles, the following ( The differential value DDBA (t) of the deviation is calculated according to the equation 2).

DDBA (t) = {DBA (t) + 3 × DBA (t-1) -3 × DBA (t-2) -DBA (t-3)} ÷ (6 · ΔT) (2) Note that ΔT is an execution cycle of the brake control process. In step 2006, the integrated value of the deviation is calculated according to the following equation (3).
Calculates IDBA (t).

IDBA (t) = IDBA (t-1) + DBA (t) (3) In the next step 2008 shown in FIG. 28, the integrated value IDBA (t) of the deviation calculated above is the predetermined value KIDBA. It is determined whether or not the above. If the determination is negative, the value of the counter TC is set to 0 in step 2010 and the process proceeds to step 2018. On the other hand, when the determination in step 2008 is affirmative, the value of the counter TC is determined to be the predetermined value KT in step 2012.
Determine if it is C or higher. If the determination is negative, the counter TC is incremented by 1 in step 2014 and then step 2
Move to 018. This gives the integrated value of the deviation IDBA (t)
The value of the counter TC will be incremented while the value of is more than the predetermined value KIDBA.

If the determination in step 2012 is negative, the value of the integrated value IDBA (t) of the deviation is the predetermined value KIDBA.
Since the above condition continues for a predetermined time or longer corresponding to the predetermined value KTC, it is determined that some abnormality has occurred in the brake booster (for example, engine stop, negative pressure pipe damage, or brake booster itself failure). Then step 2
In step 016, the feedforward map flag XFMAP (this flag is cleared to 0 by the system initial check of the main routine of FIG. 6) is set to 1 and step 201
Move to 8. The above steps 2008 to 2016 correspond to the abnormality determining means of claim 6.

Note that, for example, the value of the integrated value IDBA (t) of the deviation becomes a certain large value even when the operation lever 152 is largely and rapidly tilted to the brake area side for performing sudden braking or the like. Therefore, in order to prevent the sudden braking state from being erroneously determined to be an abnormality of the brake booster, the predetermined value KIDBA is the integrated value IDBA (t) of the deviation when an operation such as sudden braking is performed.
Is sufficiently larger than the value of
Is the integrated value IDBA of the deviation when an operation such as sudden braking is performed.
It is set to a value corresponding to a predetermined time (eg, 1 second) that is sufficiently longer than the time (t) is increasing (eg, about 0.6 seconds).

At the next step 2018, it is determined whether the feedforward map flag XFMAP is 0 or not. If the determination is affirmative, in step 2020, the feedforward term FF is calculated based on the target motor rotation angle TBA (t) according to the map MAP1 shown by the solid line in FIG. 39 as an example, and then the process proceeds to step 2024. Step 20
If the determination in step 18 is negative, it is determined that the brake booster is abnormal, so step 2
In 022, the feedforward term FF is calculated based on the target motor rotation angle TBA (t) according to the map MAP2 shown by an imaginary line in FIG. 39 as an example, and then the process proceeds to step 2024.

As is apparent from FIG. 39, the map MAP2 used when it is determined that the brake booster is abnormal is compared with the map MAP1 used when the brake booster is normal, and the target motor rotation angle is The target motor rotation angle TBA (t) and the feedforward term are adjusted so that the value of the feedforward term FF increases steeply as the TBA (t) increases.
The relationship with FF is defined, and if an abnormality occurs in the brake booster accordingly, the motor current target value TBI (t) will be greatly increased, as will be described later. In step 2024, it is determined whether the sign of the deviation DBA (t) calculated in the previous step 2002 is positive. If the determination is affirmative, the actual motor rotation angle RBA (t) has not reached the target motor rotation angle TBA (t).
At 2030, a predetermined value for increasing the hydraulic pressure of the brake fluid is set as the brake pressure control proportional gain GP.
That is, in step 2026, it is determined whether or not the feedforward map flag XFMAP is 0, and if the determination is positive, in step 2028 the brake pressure control proportional gain
A predetermined value Kpu1 is set as GP, and when the determination is negative, a predetermined value Kpu2 is set as the brake pressure control proportional gain GP in step 2030, and the process proceeds to step 2038.
Since the predetermined value Kpu1 is less than the predetermined value Kpu2, when the brake booster is abnormal, the value of the brake pressure control proportional gain GP is increased and the motor current target value is increased.
TBI (t) will be greatly increased.

On the other hand, if the determination in step 2024 is negative, the actual motor rotation angle RBA (t) is equal to the target motor rotation angle.
This is the case where TBA (t) is reached or exceeded, so in steps 2032 to 2036 the brake pressure control proportional gain GP.
As a predetermined value, a predetermined value for reducing the hydraulic pressure of the brake fluid is set. That is, in step 2032, it is determined whether or not the feedforward map flag XFMAP is 0. If the determination is affirmative, a predetermined value Kpd1 is set as the brake pressure control proportional gain GP in step 2034, and if the determination is negative. Sets a predetermined value Kpd2 as the brake pressure control proportional gain GP in step 2036, and then in step 203
Move to 8.

Regarding the predetermined values Kpd1 and Kpd2, the magnitude relationship is such that predetermined value Kpd1> predetermined value Kpd2, and when a failure occurs in the brake booster, a low value is set as the brake pressure control proportional gain GP. It This is because the reaction force to the operation of the brake pedal 122 is larger when the brake booster is out of order and the engine negative pressure is not assisted in the operation of the brake pedal 122, and when the hydraulic pressure of the brake fluid is reduced. Deviation DBA (t)
This is because the brake pedal 122 largely returns even if the gain for is small.

In step 2038, the deviation differential value DDBA (t)
It is determined whether the sign of is positive. If the decision is positive,
Feedforward map flag XF in step 2040
It is determined whether MAP is 0 or not. When the determination is affirmative, a predetermined value Kdd1 is set as the brake pressure control differential gain GD in step 2042, and when the determination is negative, the predetermined value Kd is set as the brake pressure control differential gain GD in step 2030.
After setting d2, the process proceeds to step 2052. Derivative gain
The differential term D calculated using GD is mainly the target motor rotation angle.
The target motor rotation angle TBA (t) is to prevent the actual motor rotation angle RBA (t) from overshooting TBA (t).
<When the actual motor rotation angle RBA (t) and the absolute value of the deviation DBA (t) are decreasing, the sign of the deviation differential value DDBA (t) becomes positive and the determination in step 2038 is affirmed. The proportional gain GP at this time is the feedforward map flag XFMA.
Since a larger value is set when P is 0, the magnitude relationship between the predetermined values Kdd1 and Kdd2 is predetermined value Kdd1> predetermined value Kdd2.

If the determination in step 2038 is negative, it is determined in step 2046 whether the feedforward map flag XFMAP is 0 or not. If the determination is positive, in step 2048 the brake pressure control differential gain
A predetermined value Kdu1 is set as GD, and when the determination is negative, a predetermined value Kdu2 is set as the brake pressure control differential gain GD in step 2050, and the routine proceeds to step 2052.
When the target motor rotation angle TBA (t)> the actual motor rotation angle RBA (t) and the absolute value of the deviation DBA (t) tends to decrease, the sign of the deviation differential value DDBA (t) becomes negative and the determination in step 2038 is made. Is denied. Since the proportional gain GP at this time is set to a larger value when the feedforward map flag XFMAP is 1, the magnitude relationship between the predetermined values Kdu1 and Kdu2 is given as Kdu1 <predetermined value Kdu2.

In step 2052, it is determined whether or not the feedforward map flag XFMAP is 0. If the determination is affirmative, a predetermined value Ki1 is set as the brake pressure control integral gain GI in step 2054, and the determination is negative. In step 2056, a predetermined value Ki2 is set as the brake pressure control integral gain GI, and the process proceeds to step 2058. The predetermined value Ki1 is smaller than the predetermined value Ki2. In step 2058, the product of the brake pressure control proportional gain GP and the deviation DBA (t) is calculated as the proportional term P, and in step 2060, the product of the brake pressure control differential gain GD and the deviation differential value DDBA (t) is calculated as the differential term D. Then, in step 2062, the brake pressure control integral gain GI and the deviation integral value ID are set as the integral term I.
Calculate the product with BA (t).

Then, in step 2064, the following (4)
The motor current target value TBI (t) is calculated according to the formula.

TBI (t) = FF + P + D + I + ZTBI (4) In step 2066, the motor current target value calculated above
Instruct TBI (t) to the brake motor drive circuit 68. As a result, the brake motor 118 causes the motor current target value TBI
A current equal to (t) will be supplied and driven.

In the brake control process described in the first embodiment, a map as shown in FIG. 18C is used, and the braking force required by the assist force of the brake booster is reduced as the engine negative pressure VBT is reduced. The engine negative pressure correction gain GBT was calculated so that the motor current target value TBI (t) would increase according to the increase in the pedaling force of the pedal 122. Is not performed, and a very large operating force is required to obtain a desired braking force. Therefore, changing only the engine negative pressure correction gain GBT will cause the operation amount of the brake pedal 122 to be instructed. As a result, the braking force is insufficient, and the driver is likely to feel uncomfortable.

On the other hand, a schematic block diagram of the brake control processing according to the second embodiment is as shown in FIG. As is apparent from FIG. 40, in the second embodiment, PID control based on the deviation DBA (t) and the target motor rotation angle TB
Although the brake motor 118 is controlled in combination with the feedforward control based on A (t), when it is determined that an abnormality has occurred in the brake booster, the control value of the feedforward control (feedforward control is performed as described above). FF) is the map MA for the brake booster abnormality
P2 is used to obtain the brake pressure control proportional gain G
Since the values for the brake booster abnormality are set as the values of P, the brake pressure control differential gain GD, and the brake pressure control integral gain GI, the control content itself changes significantly,
The target value TBI (t) of the motor current is significantly larger than that when the brake booster is normal.

As a result, the driving force generated by the brake motor 118 is greatly increased, and the brake pedal 122 is operated with this high driving force. Therefore, the driver desires to operate the operation lever 152. Since a braking force that is equal to or closer to the braking force is actually generated, it is possible to prevent the driver from feeling uncomfortable. Further, in order to obtain a desired braking force, the operation lever 152 is
Since it is not necessary to perform a complicated operation such as continuously tilting the vehicle toward the braking area side, it is possible to reduce the burden on the driver for operating the operation lever 152. Also, the first
It is not necessary to detect the engine negative pressure as in the embodiment.

Although the power supply system to the brake system is duplicated in the above, the power supply system to the accelerator system may be duplicated.

Also, in the above, the integrated value IDBA (t) of the deviation DBA (t) between the target motor rotation angle TBA (t) and the actual motor rotation angle RBA (t).
Although the abnormality of the brake booster is determined based on the above, the invention is not limited to this. Instead of the motor rotation angle, the hydraulic pressure of the brake fluid or the vehicle deceleration is detected, and the detected value and the target value are compared. The abnormality of the brake booster may be determined using the integrated value of the deviation of. Further, the abnormality of the brake booster may be directly determined from the hydraulic pressure of the brake fluid or the detected value of the vehicle deceleration without using the integrated value of the deviation.

Although the embodiments of the present invention have been described above, the embodiments include embodiments of the technical matters described below in addition to the embodiments of the technical matters described in the claims.

(1) In the brake accelerator operation section, a part of the movement range is a first area for instructing a brake operation, and the other part is a second area for instructing an accelerator operation. It is a lever defined as an area, and a lever position detecting means for detecting in which area the lever is located is provided, and the lever position detecting means determines that the lever is located in a predetermined area for a predetermined time. The vehicle driving device for the physically handicapped person according to claim 1 or 10, wherein the lever is determined to be located in the predetermined area when continuously detected.

(2) When the instruction is continuously input for a predetermined time or longer through the input unit, the drive control means receives an instruction to maintain the braking force of the vehicle brake. The vehicle driving apparatus for the physically handicapped person according to claim 2 or 4, wherein it is determined that the input has been made.

(3) The driving force source of the accelerator actuator is a motor, and the drive control means sets the operation amount of the accelerator pedal instructed by the brake accelerator operating portion to 0.
And when the drive shaft of the motor is not located at the reference position corresponding to the position of the accelerator pedal at the operation amount 0, the motor is driven so that the drive shaft of the motor is located at the reference position. 13. The vehicle driving device for the physically handicapped person according to 13.

(4) The vehicle driving apparatus for a physically handicapped person according to claim 1 or 10, wherein the drive control means limits the operation amount of the accelerator pedal to a predetermined amount or less when the vehicle is in a non-running state.

(5) In the brake accelerator operation section, a part of the movement range is a first area for instructing the operation of the brake pedal, and another part is a first area for instructing the operation of the accelerator pedal. It is an operation lever defined as the area of 2,
Lever position state detection means for detecting the position state of the operation lever is provided, and the drive control means is detected by the lever position state detection means as a state of instructing the operation amount of each pedal by the brake accelerator operation portion. The vehicle driving device for the physically handicapped person according to claim 11, wherein the first accelerator control offset amount or the second accelerator control offset amount is used according to the position state of the operation lever.

[0247]

As described above, the invention of claim 1 is
The excellent effect that the reliability of the vehicle driving device for physically handicapped persons can be improved is obtained.

According to the second aspect of the invention, it is possible to improve the reliability of the operating device including the input section against a failure.

According to the invention of claim 3, even if the first power feeding system fails, the reliability against the failure of the power feeding system can be improved.

The invention of claim 4 has an effect that it is possible to prevent a failure of the brake actuator.

According to the fifth aspect of the present invention, it is possible to prevent the failure of the brake actuator in advance, and it is possible to reliably maintain the stopped state of the vehicle.
The effect is obtained.

According to the invention of claim 6, the safety and the reliability against the abnormality of the booster are improved, and the burden on the driver for operating the brake accelerator operating portion can be reduced. To be

According to the invention of claim 7, it is possible to obtain the effect that the reliability of the operating device including the instructing unit against erroneous operation can be improved.

The eighth aspect of the invention has the effect of improving the reliability of the power feeding system against abnormality.

According to the ninth aspect of the present invention, it is possible to detect the abnormality of the actuator even while the vehicle is traveling, and it is possible to improve the reliability of the failure of the actuator and the like.

According to the tenth aspect of the invention, the pedal can be operated so as to correspond accurately to the operation of the brake accelerator operating section, and the responsiveness from the operation of the brake accelerator operating section to the actual operation of the pedal is also provided. The effect of improving is obtained.

According to the eleventh aspect of the present invention, it is possible to prevent the idle rotation speed from rising due to the hysteresis of the deviation amount between the pedal operation amount and the actual pedal operation amount by the drive control means. The effect is obtained.

According to the twelfth aspect of the present invention, it is possible to prevent a serious failure of the actuator from occurring, and it is possible to improve the reliability against the failure of the actuator.

According to the thirteenth aspect of the present invention, the reliability of the accelerator actuator against failure can be improved.
The effect is obtained.

[Brief description of drawings]

FIG. 1 is a block diagram showing a schematic configuration of an FM apparatus according to this embodiment.

FIG. 2 is a block diagram showing a schematic configuration of a control circuit of the FM apparatus.

FIG. 3 is a conceptual diagram for explaining a power supply system of an FM device.

FIG. 4 is a perspective view showing an operation lever.

FIG. 5 is a diagram showing changes in the on / off state of the lever switch and changes in the output voltage of the lever sensor with respect to tilting of the operation lever.

FIG. 6 is a flowchart illustrating a main routine executed by a control circuit of the FM apparatus.

FIG. 7 is a flowchart illustrating an FM control process.

FIG. 8 is a flowchart illustrating a lever state determination process.

FIG. 9 is a flowchart illustrating a set mode determination process.

FIG. 10 is a flowchart illustrating a first set mode determination process.

FIG. 11 is a flowchart illustrating a second set mode determination process.

FIG. 12 is a diagram showing the conditions for acceptance of a set mode request in the second set mode determination processing.

FIG. 13 is a flowchart illustrating a clutch control process.

FIG. 14 is a flowchart illustrating an accelerator control process.

FIG. 15 is a diagram showing a change in the target step number (actual target step number) of the step motor with respect to the position of the operation lever in the accelerator control.

FIG. 16 is a flowchart illustrating a brake control process (a part).

FIG. 17 is a flowchart illustrating a brake control process (a part).

FIG. 18 (A) is a relationship between a battery voltage VB and a battery voltage correction gain GB, (B) is a relationship between a motor temperature VTBM and a motor temperature correction gain GTM, and (C) is an engine negative pressure VBT.
FIG. 6 is a diagram showing a map showing the relationship between the engine negative pressure correction gain GBT and the engine negative pressure correction gain GBT.

FIG. 19 (A) is a relationship between a target motor rotation angle TBA (t) and a feedforward term FF, and FIG. 19 (B) is a target motor rotation angle TBA (t) and a brake when reducing pressure and increasing pressure. The relationship with the pressure control proportional gain GH, (C) is the target motor rotation angle TBA (t) when the pressure is reduced and the pressure is increased.
FIG. 7 is a diagram showing a map showing the relationship between the brake pressure control differential gain GDD and the brake pressure control differential gain GDD.

FIG. 20 is a flowchart illustrating a set mode state monitoring process.

FIG. 21 is a flowchart illustrating an actuator operation check process.

FIG. 22 is a flowchart illustrating a brake actuator check process.

FIG. 23 is a flowchart illustrating an accelerator actuator check process.

FIG. 24 is a view for explaining the determination of the accelerator system failure;
(A) is a diagram showing an example of transition of the control target step number and motor step number estimated value, and (B) is a diagram showing an example of transition of step number deviation.

FIG. 25 is a flowchart illustrating failure processing 2 and failure processing 3;

FIG. 26 is a flowchart illustrating an FM mode continuation check process.

FIG. 27 is a flowchart illustrating a vehicle state check process.

FIG. 28 is a flowchart illustrating an end process.

FIG. 29 is a flowchart illustrating a previous end state check process.

FIG. 30 is a flowchart illustrating an FM mode request determination process.

FIG. 31 is a flowchart illustrating an actuator zero point and operation check process.

FIG. 32 is a flowchart illustrating a brake actuator check process.

FIG. 33 (A) is a conceptual diagram schematically showing a judgment area in the brake actuator check processing, FIG. 33 (B) is a judgment area with respect to the open-side zero point position in the accelerator actuator check processing, and FIG. It is a conceptual diagram which respectively shows the determination area with respect to.

FIG. 34 is a flowchart illustrating an accelerator actuator check process (a part).

FIG. 35 is a flowchart illustrating an accelerator actuator check process (a part).

FIG. 36 is a diagram showing changes in the target number of steps of the step motor and changes in the output of the idle switch in the accelerator actuator check process.

FIG. 37 is a flowchart illustrating a brake control process (a part) of the second embodiment.

FIG. 38 is a flowchart illustrating a brake control process (a part) of the second embodiment.

FIG. 39 is a target motor rotation angle TBA (t) in the second embodiment.
FIG. 6 is a diagram showing a map showing the relationship between the feedforward term FF and

FIG. 40 is a block diagram conceptually showing the content of control on the brake motor by the brake control processing according to the second example.

[Explanation of symbols]

 10 Vehicle Driving Device for Physically Handicapped Person 10A Control Circuit 22 FM Switch 56 Accelerator Main Relay 58 Brake Main Relay 82 State Memory Circuit 100 Step Motor 102 Accelerator Clutch 106 Accelerator Pedal 112 Idle Switch 114 Motor Rotation Angle Sensor 118 Brake Motor 122 Brake Pedal 126 Stop lamp switch 132 Motor rotation angle sensor 142 Parking brake switch 152 Operation lever 154 Set switch 158 Lever switch 160 Lever switch 162 Accelerator clutch relay

Claims (13)

[Claims] 1. An operating device comprising at least a brake accelerator operating section which is manually operated by a driver to instruct an operation amount of a brake pedal and an accelerator pedal of a vehicle, and a driving force source for driving the driving force source. A brake actuator that operates a brake pedal by force; an accelerator actuator that includes a driving force source and that operates the accelerator pedal by the driving force of the driving force source; and a brake pedal that operates by the brake actuator according to an instruction from the brake accelerator operating unit. Drive control means for controlling the operation amount and the operation amount of the accelerator pedal by the accelerator actuator, and maintaining at least a state where the brake pedal can be normally operated with respect to the abnormality of the operating device or the actuator, or the brake pedal is normally operated. Cannot be operated. Or broadcast before, or Disabled vehicle driving apparatus comprising: a safety maintaining means for preventing the occurrence of the abnormality. 2. The operation device is provided with an input unit for inputting an instruction to maintain a state where a brake actuator is operating a brake pedal and a braking force is being generated in a brake of a vehicle. The drive control means controls the brake actuator so that the current operation amount of the brake pedal is maintained when the instruction is input via the input unit, and The safety maintaining means causes the drive control means to perform control for maintaining the operation amount of the brake pedal at a constant state when the number of operations and the operation time of the brake accelerator operation unit satisfy predetermined conditions. Item 1. A vehicle driving apparatus for a physically handicapped person according to Item 1. 3. A driving force source of the brake actuator is a motor, a first power supply system for supplying electric power to the brake actuator is provided, and a safety maintaining unit against abnormality of the actuator is
The vehicle driving apparatus for the physically handicapped person according to claim 1, which is a second power feeding system which is provided separately from the first power feeding system and supplies power to at least a brake actuator. 4. The operation device is provided with an input unit for inputting an instruction to maintain a state where a brake actuator operates a brake pedal to generate a braking force on a vehicle brake. The drive control unit controls the brake actuator so that the current operation amount of the brake pedal is maintained when the instruction is input via the input unit, and prevents the occurrence of abnormality of the brake actuator. The safety maintenance means, when the drive control means continues to control the current operation amount of the brake pedal for a predetermined time or more and the vehicle is stopped, brakes by the brake actuator. The vehicle driving apparatus for a physically handicapped person according to claim 1, wherein an operation amount of a pedal is reduced. 5. The safety maintaining means increases the amount of decrease in the operation amount in the control for reducing the operation amount of the brake pedal when the parking brake of the vehicle is operating. 4. The vehicle driving device for the physically handicapped person according to 4. 6. An abnormality determination means for determining an abnormality of a booster device for increasing an operation force applied to a brake pedal and transmitting the operation force to a braking force generation portion of a brake of a vehicle; and the abnormality determination means for determining an abnormality of the booster device. The drive force increase control means for increasing the drive force of the drive force source of the brake actuator, which is used for operating the brake pedal when it is determined that the brake pedal has been operated, further comprising: Vehicle driving system for people with disabilities. 7. The operating device is instructed to execute any one of a first mode in which each actuator operates each pedal and a second mode in which each actuator stops operating each pedal. An instruction unit for operating the second mode when the vehicle is traveling and the execution of the second mode is instructed via the instructing means during execution of the first mode.
2. The vehicle driving apparatus for the physically handicapped person according to claim 1, further comprising a control means for prohibiting the shift to the mode. 8. A non-volatile storage means is further provided, and the control means stores information indicating normal termination in the storage means when the power supply by the power supply means is normally stopped, and the power supply by the power supply means is performed. 8. The vehicle driving apparatus for the physically handicapped person according to claim 7, wherein when the information indicating the normal termination is not stored in the storage means when the vehicle is started, the first mode is executed. 9. A safety maintaining means for abnormality of the actuator is provided with a detecting means for directly or indirectly detecting the positions of the brake pedal and the accelerator pedal.
Comparing the estimated value of each pedal position estimated from the control amount of the drive control means with respect to the brake actuator and the accelerator actuator with the position of each pedal detected by the detection means, the occurrence of an abnormality in the actuator is checked. The vehicle driving apparatus for the physically handicapped person according to claim 1, wherein the determination is made and a notification is given when it is determined that an abnormality has occurred. 10. An operating device comprising at least a brake accelerator operating portion which is manually operated by a driver to instruct an operation amount of a brake pedal and an accelerator pedal of a vehicle, and a driving force source for driving the driving force source. Brake actuator that operates the brake pedal by force, an accelerator actuator that includes a drive force source and operates the accelerator pedal by the drive force of the drive force source, and a boundary position of the brake pedal at which braking force starts to be generated in the vehicle brake To detect the brake control offset amount with respect to the brake actuator to position the brake pedal at the boundary position, and to detect the boundary position of the accelerator pedal where the vehicle throttle starts to open, To position the pedal at the boundary position An accelerator offset amount detecting means for periodically obtaining an accelerator control offset amount for the accelerator actuator, and a control amount obtained by adding the brake control offset amount to a control amount corresponding to the operation amount of the brake pedal instructed by the brake accelerator operation unit. While controlling the operation amount of the brake pedal by the brake actuator,
A vehicle driving device for a physically handicapped person, comprising: drive control means for controlling the accelerator pedal operation amount by the accelerator actuator by a control amount obtained by adding an accelerator control offset amount to a control amount corresponding to the accelerator pedal operation amount. 11. The accelerator offset amount detecting means detects a first boundary position of an accelerator pedal when a throttle of a vehicle in a fully closed state starts to open, and brings the accelerator pedal to the first boundary position. The first accelerator control offset amount with respect to the accelerator actuator for positioning is obtained, and the second boundary position of the accelerator pedal when the throttle, which has been in the open state, is fully closed is detected, and the accelerator pedal is moved to the first position. The second accelerator control offset amount with respect to the accelerator actuator for locating at the boundary position of 2 is obtained, and the drive control means is responsive to the state of the instruction of the operation amount of each pedal by the brake accelerator operating section to determine the first accelerator control offset amount. Accelerator actuation is performed using the accelerator control offset amount or the second accelerator control offset amount. Eta Disabled vehicle driving apparatus according to claim 10, wherein the controlling the operation amount of the accelerator pedal by. 12. Occurrence and occurrence of a failure of each actuator according to the brake control offset amount obtained by the brake offset amount detecting means and the magnitude of the accelerator control offset amount obtained by the accelerator offset amount detecting means. The vehicle driving apparatus for the physically handicapped person according to claim 10 or 11, further comprising a failure determination means for determining a degree of the failure. 13. A clutch provided in the middle of a transmission mechanism that transmits a driving force of a driving force source of the accelerator actuator to an accelerator pedal, and a driving force for the clutch when the brake pedal is operated by the brake actuator. A first clutch control means for making a non-transmission state; a failure detection means for detecting a failure occurrence of the brake actuator; and a driving force non-transmission status for the clutch when the failure detection means detects a failure occurrence. And a second clutch control means for controlling the position of the second clutch control means.
The vehicle driving device for the physically handicapped person described.