WO2009136512A1 - Dispositif de contrôle de déplacement d’un véhicule et procédé de contrôle de déplacement d’un véhicule - Google Patents

Dispositif de contrôle de déplacement d’un véhicule et procédé de contrôle de déplacement d’un véhicule Download PDF

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Publication number
WO2009136512A1
WO2009136512A1 PCT/JP2009/052832 JP2009052832W WO2009136512A1 WO 2009136512 A1 WO2009136512 A1 WO 2009136512A1 JP 2009052832 W JP2009052832 W JP 2009052832W WO 2009136512 A1 WO2009136512 A1 WO 2009136512A1
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WIPO (PCT)
Prior art keywords
speed
reaction force
vehicle
accelerator pedal
target
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PCT/JP2009/052832
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English (en)
Japanese (ja)
Inventor
瀧口裕崇
杉本洋一
平塚英樹
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本田技研工業株式会社
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Priority to JP2010511030A priority Critical patent/JP5193290B2/ja
Publication of WO2009136512A1 publication Critical patent/WO2009136512A1/fr

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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K31/00—Vehicle fittings, acting on a single sub-unit only, for automatically controlling vehicle speed, i.e. preventing speed from exceeding an arbitrarily established velocity or maintaining speed at a particular velocity, as selected by the vehicle operator
    • B60K31/18—Vehicle fittings, acting on a single sub-unit only, for automatically controlling vehicle speed, i.e. preventing speed from exceeding an arbitrarily established velocity or maintaining speed at a particular velocity, as selected by the vehicle operator including a device to audibly, visibly, or otherwise signal the existence of unusual or unintended speed to the driver of the vehicle
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K26/00—Arrangements or mounting of propulsion unit control devices in vehicles
    • B60K26/02—Arrangements or mounting of propulsion unit control devices in vehicles of initiating means or elements
    • B60K26/021—Arrangements or mounting of propulsion unit control devices in vehicles of initiating means or elements with means for providing feel, e.g. by changing pedal force characteristics
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W50/00—Details of control systems for road vehicle drive control not related to the control of a particular sub-unit, e.g. process diagnostic or vehicle driver interfaces
    • B60W50/08—Interaction between the driver and the control system
    • B60W50/14—Means for informing the driver, warning the driver or prompting a driver intervention
    • B60W50/16—Tactile feedback to the driver, e.g. vibration or force feedback to the driver on the steering wheel or the accelerator pedal

Definitions

  • the present invention relates to a vehicle travel control device including a reaction force application unit that applies a reaction force to an accelerator pedal, and a vehicle travel control method using the vehicle travel control device. More specifically, the present invention relates to a vehicle travel control device and a vehicle travel control method capable of suitably controlling the operation amount of the accelerator pedal that increases the reaction force.
  • a cruise travel technology which automatically controls the throttle opening separately from the operation of the accelerator pedal by the driver and keeps the vehicle speed or the distance to the preceding vehicle constant.
  • vehicles using this cruise travel technology there are vehicles that control the reaction force of the accelerator pedal (Japanese Patent Laid-Open No. 2006-143120).
  • Japanese Patent Laid-Open No. 2006-143120 it is possible to adjust the set speed (hereinafter also referred to as "cruise speed") when performing cruise travel by operating the accelerator pedal.
  • the reaction force to the accelerator pedal is rapidly increased, and the area where the driver can naturally place the right foot on the accelerator pedal ("footrest area”) and the area for detecting the driver's intention to accelerate (“Acceleration detection area”) is provided, and the vehicle speed is increased when the accelerator pedal is depressed beyond the footrest area to the acceleration detection area. Then, when the accelerator pedal comes out of the acceleration detection area, the vehicle speed at that time is set as a new cruise speed. After setting of the new cruise speed, the accelerator pedal is returned to the footrest area (see paragraphs [0026] to [0033] in FIG. 2 and FIG. 3 of JP-A-2006-143120).
  • JP-A-2003-260951 Japanese Patent Laid-Open No. 2003-260951
  • the vehicle speed threshold is set according to the information of the vehicle speed and the road condition detected using the vehicle speed sensor, the steering angle sensor, the slope sensor, and the vibration sensor.
  • the position of the accelerator pedal is designed to be returned to the footrest area after setting of a new cruise speed. That is, even if the cruise speed is changed, the footrest area is not changed and remains as it is. However, except during cruise travel, it is usual to adjust the operation amount of the accelerator pedal in order to change the vehicle speed. For this reason, although the actual vehicle speed is changed along with the change of the cruise speed, the footrest forming area is not changed, which may cause the driver to feel uncomfortable.
  • the throttle opening can not be directly controlled by the operation of the accelerator pedal, and the throttle is opened without the operation of the accelerator pedal. Because the degree is adjusted, the driver may feel uncomfortable.
  • Japanese Patent Laid-Open No. 2003-260951 does not disclose a configuration in which the driver can adjust the operation amount of the accelerator pedal that increases the reaction force.
  • the present invention has been made in consideration of such problems, and it is an object of the present invention to provide a vehicle travel control device and a vehicle travel control method capable of suitably controlling the application of a reaction force to an accelerator pedal. .
  • the vehicle travel control device sets a reaction force application unit that applies reaction force to the accelerator pedal, a vehicle speed detection unit that detects the vehicle speed, and a target speed of the vehicle, and the vehicle speed exceeds the target speed.
  • a reaction force control unit that increases a reaction force applied by the reaction force applying unit; and a target speed change instruction input unit that inputs a change instruction of the target speed to the reaction force control unit by an operation of a driver.
  • the reaction force control unit changes the operation amount of the accelerator pedal to increase the reaction force by changing the target speed according to the change command input from the target speed change command input unit. It is characterized by
  • the operation amount of the accelerator pedal for increasing the reaction force is changed.
  • the operation amount of the accelerator pedal to which the reaction force is applied also changes. Therefore, the driver does not feel discomfort in the operation amount of the accelerator pedal that the reaction force increases, and can appropriately control the application of the reaction force to the accelerator pedal.
  • the vehicle travel control device includes an operation amount detection unit that detects an operation amount of the accelerator pedal, the target speed change instruction input unit is the accelerator pedal, and the reaction force control unit is an operation of the accelerator pedal It is preferable to change the target speed according to the amount. Thereby, the target speed is changed according to the operation of the accelerator pedal by the driver. Since the operation of the accelerator pedal faithfully reflects the driver's intention to accelerate or decelerate, it is possible to prevent the driver from feeling discomfort between the change of the target speed and the movement of the accelerator pedal.
  • the reaction force control unit is configured to release the vehicle speed when the accelerator pedal is held at the same operation amount for a predetermined time, the vehicle speed when the depression speed or return speed of the accelerator pedal decreases, and the accelerator pedal is released from the depression state.
  • the new vehicle speed can be used as a new target speed, or the vehicle speed when the accelerator pedal is depressed from the return state.
  • the vehicle travel control device further includes a traveling environment determination unit that determines a traveling environment of a vehicle equipped with the vehicle traveling control device and a traveling environment response speed according to the traveling environment, and the reaction force control unit
  • the target speed may be set according to the traveling environment response speed and the change command.
  • the target speed is updated both when the driving environment response speed changes and when there is a change command, so even if the target speed changes due to the driver's intention, the driving environment changes.
  • by setting the target speed according to the new traveling environment response speed it is possible to apply a reaction force according to the traveling environment.
  • it is also possible to update the target speed again according to the driver's intention it is possible to set the target speed according to the driver's intention after recognizing the change in the traveling environment.
  • the reaction force control unit compares the traveling environment corresponding speed before the updating with the traveling environment corresponding speed after the updating when the traveling environment corresponding speed is updated, and the driving environment corresponding speed after the updating Is determined to be small, it is preferable to use the updated traveling environment response speed as the target speed. If the updated driving environment response speed is smaller than the previous traveling environment response speed, it can be said that the vehicle has changed to a traveling environment in which the vehicle should be decelerated. In this case, regardless of the driver's intention, the updated traveling environment response speed is set as the target speed, and when the vehicle speed exceeds this new target speed, the driver is decelerated by increasing the reaction force. be able to.
  • the vehicle travel control device further includes a reduction mechanism for reducing the speed of the vehicle, and after the traveling environment response speed is updated, a predetermined deceleration operation from the driver for the reduction mechanism, a predetermined amount of the accelerator pedal or more
  • the reaction force control unit may set the updated traveling environment response speed as the target speed. If there is a driver's decelerating operation or return of the accelerator pedal, there is a high possibility that the driving environment has changed, and by using the updated driving environment speed as the target speed, the target speed according to the driving environment and Therefore, the driver can travel according to the traveling environment after deceleration.
  • the vehicle travel control method sets a target speed of the vehicle, and when the vehicle speed exceeds the target speed, increases the reaction force to the accelerator pedal, and changes the target speed by the operation of the driver. By doing this, the operation amount of the accelerator pedal for increasing the reaction force is changed.
  • the operation amount of the accelerator pedal for increasing the reaction force is changed.
  • the operation amount of the accelerator pedal to which the reaction force is applied also changes. Therefore, the driver does not feel discomfort in the operation amount of the accelerator pedal that the reaction force increases, and can appropriately control the application of the reaction force to the accelerator pedal.
  • FIG. 5 is a flowchart for determining a target speed limit and a reaction force in the vehicle travel control device of FIG. 1.
  • FIG. 3A is a view showing an example of a reaction force application characteristic used when starting the vehicle travel control device
  • FIG. 3B is a view showing an example of the reaction force application characteristic when the target speed limit is changed.
  • FIG. 3C is a diagram showing an example of a reaction force application characteristic when the recommended speed from the navigation system decreases.
  • It is a flowchart for setting a reaction force based on the present vehicle speed, a target speed limit, and the timer value of a timer. It is a time chart which shows an example of the relation between recommendation speed and target speed limit.
  • FIG. 7 is a flowchart for determining a target speed limit and a reaction force in the vehicle travel control device of FIG. 6.
  • FIG. 1 is a block diagram of a vehicle travel control device 10 according to this embodiment.
  • the vehicle travel control device 10 can be mounted on a vehicle such as a four-wheeled vehicle, and basically, the accelerator pedal 12, the operation amount sensor 14, the vehicle speed sensor 16, and the navigation system 18 (traveling environment determining unit) , An ECU (electric control unit) 20, a reaction force application mechanism 22, and a brake system 24.
  • the operation amount sensor 14 detects an operation amount (pedal operation amount ⁇ ) [degree] from the original position of the accelerator pedal 12 and outputs the detected amount to the ECU 20.
  • the vehicle speed sensor 16 measures the vehicle speed V [km / hour] of a vehicle (not shown) and outputs it to the ECU 20.
  • the navigation system 18 has a memory 26 capable of detecting the position of the vehicle using a GPS (Global Positioning System) and storing information of the recommended speed Vrec [km / hour] (speed corresponding to the driving environment) of each road. ing.
  • the recommended speed Vrec indicates, for example, a speed or a speed limit at which the fuel efficiency can be optimized according to the condition of each road.
  • the speed at which the fuel efficiency can be optimized can be set in advance according to the fuel efficiency performance characteristics of the vehicle, the slope of the road, the type of road (asphalt, gravel road, etc.), the presence or absence of a curve, and the like. Then, the navigation system 18 notifies the ECU 20 of the recommended speed Vrec according to the detected position of the vehicle.
  • the brake system 24 When the brake system 24 performs a predetermined deceleration operation, the brake system 24 transmits to the ECU 20 a deceleration operation notification signal Sb notifying that the deceleration operation has been performed.
  • a deceleration operation for example, using a fact that a brake pedal (not shown) constituting the brake system 24 has been stepped on by a predetermined value or more and that the depression speed of the brake pedal has become a predetermined value or more It can be used.
  • the ECU 20 can also determine the predetermined deceleration operation using the vehicle speed V or the return of the accelerator pedal 12 instead of determining the predetermined deceleration operation using the deceleration operation notification signal Sb.
  • the ECU 20 calculates the target upper limit speed Vtar [km / hour] using the recommended speed Vrec, the vehicle speed V, the pedal operation amount ⁇ , and the deceleration operation notification signal Sb, and based on the calculated target upper limit speed Vtar and the vehicle speed V.
  • the reaction force Fr [N] is calculated.
  • the target upper limit speed Vtar indicates an upper limit speed that is provisionally set and can be changed.
  • the control signal Sr corresponding to the calculated reaction force Fr is generated and transmitted to the reaction force applying mechanism 22. Details of the method of determining the reaction force Fr will be described later.
  • the ECU 20 is provided with a timer 28.
  • the reaction force application mechanism 22 includes a motor (not shown) connected to the accelerator pedal 12 and applies the reaction force Fr corresponding to the control signal Sr received from the ECU 20 to the accelerator pedal 12.
  • the reaction force Fr from the reaction force application mechanism 22 is added to the accelerator pedal 12 in addition to the original position restoring force (force to return to the original position) of the accelerator pedal 12 itself.
  • FIG. 2 shows a flowchart for determining the target upper limit velocity Vtar and the counterforce Fr.
  • step S1 the ECU 20 acquires the current recommended speed Vrec ⁇ recommended speed Vrec (present) ⁇ from the navigation system 18.
  • step S2 it is determined whether the current process (the process of the flowchart of FIG. 2) is the first time. This determination can be performed, for example, using the determination flag FLG. That is, the initial value of the determination flag FLG ⁇ the value when the flowchart of FIG. 2 is started (for example, when the ignition switch is turned on) ⁇ is set to “0”. Then, in step S10 described later, by changing the determination flag FLG from "0" to "1", it indicates that the present processing is the second or later as long as the flowchart of FIG. 2 is repeated.
  • step S3 the ECU 20 sets the recommended speed Vrec (current) as the target upper limit speed Vtar ⁇ Vtar V Vrec (current) ⁇ . After step S3, the process proceeds to step S7.
  • step S4 determines in step S4 whether or not the recommended speed Vrec (current) is less than the previous recommended speed Vrec ⁇ recommended speed Vrec (previous) ⁇ . Do. Thereby, it can be determined whether there is a change in the traveling environment of the vehicle. If the recommended speed Vrec (present) is less than the recommended speed Vrec (previous) (S4: Yes), the ECU 20 sets a predetermined timer value TMR [seconds] (for example, 3 seconds) in the timer 28 in step S5. . When the timer value TMR is not zero yet and the process returns to step S5, the timer value TMR is again set to the initial value (for example, 3 seconds).
  • step S5 the process proceeds to step S3, and the recommended speed Vrec (present) is set as the target upper limit speed Vtar.
  • the change of the target upper limit speed Vtar by the driver is reset, and the target upper limit speed Vtar according to the new traveling environment is set. be able to.
  • step S6 the ECU 20 determines whether or not the brake system 24 has performed a predetermined deceleration operation using the deceleration operation notification signal Sb from the brake system 24. If the brake system 24 performs a predetermined deceleration operation (S6: Yes), the process proceeds to step S3. If the brake system 24 is not performing the predetermined deceleration operation (S6: No), the process proceeds to step S7.
  • the deceleration operation in step S6 may be determined by the amount of return of the accelerator pedal 12 or the speed of return. That is, it can be determined that the decelerating operation has been performed when the amount of return or the speed of return of the accelerator pedal 12 exceeds a predetermined value. The deceleration operation may be downshifting.
  • step S7 the ECU 20 determines the reaction force Fr based on the current vehicle speed V, the current target upper limit velocity Vtar ⁇ target upper limit velocity Vtar (current) ⁇ , and the timer value TMR.
  • FIG. 3A shows the reaction force application characteristic C1 (the relationship between the vehicle speed V and the reaction force Fr) when the process shown in the flowchart of FIG. 2 is performed for the first time.
  • the reaction force Fr changes between the target upper limit speed Vtar and a speed that is lower by a predetermined speed than the target upper limit speed Vtar (reaction force application lower limit speed V1). That is, as the reaction force application lower limit velocity V1 moves toward the target upper limit velocity Vtar, the reaction force Fr increases steeply. Further, the reaction force Fr is made constant at the maximum value Fr_max between the target upper limit speed Vtar and a speed that is higher by a predetermined speed than the target upper limit speed Vtar (reaction force application upper limit speed V2).
  • the reaction force Fr is set to zero.
  • the reaction force application characteristic C1 in the present embodiment increases the reaction force Fr as the vehicle speed V rises from the reaction force application lower limit speed V1 as a starting point, and the reaction force when the vehicle speed V reaches the target upper limit speed Vtar.
  • the reaction force Fr is maintained at the maximum value Fr_max until the given upper limit velocity V2 is exceeded.
  • the reaction force Fr is made zero.
  • the accelerator pedal 12 itself is subjected to the original position restoring force. Therefore, even if the reaction force Fr from the reaction force application mechanism 22 becomes zero, the accelerator pedal 12 exerts a force to return to the original position.
  • reaction force application characteristic C1 of the present embodiment is the relationship between the vehicle speed V and the target upper limit velocity Vtar (the driver's operation of the accelerator pedal 12) and the timer value TMR of the timer 28 It changes according to. The details of these will be described later with reference to FIGS. 3B, 3C and 4.
  • the ECU 20 determines whether or not the pedal operation amount ⁇ is constant for a predetermined time (for example, 5 seconds). This determination can be performed, for example, as follows. That is, it is determined whether or not the previous pedal operation amount ⁇ and the current pedal operation amount ⁇ match, and when they coincide, the count value of a counter (not shown) is increased, and when they do not coincide, the count value of the counter is made zero. . When the count value reaches a predetermined value, it is determined that the pedal operation amount ⁇ is constant for a predetermined time.
  • step S8 When the pedal operation amount ⁇ is not constant for a predetermined time in step S8 (S8: No), the process proceeds to step S10. If the pedal operation amount ⁇ is constant for a predetermined time in step S8 (S8: Yes), the step ECU 20 sets the current vehicle speed V as the target upper limit speed Vtar in step S9 (Vtar ⁇ V). Thereby, the reaction force application characteristic C1 changes to, for example, the reaction force application characteristic C2 shown in FIG. 3B. That is, when the driver depresses the accelerator pedal 12 and the vehicle speed V exceeds the target upper limit speed Vtar for a predetermined time (for example, 5 seconds), the vehicle speed V (> Vtar) becomes a new target upper limit speed Vtar.
  • a predetermined time for example, 5 seconds
  • step S10 the ECU 20 sets the determination flag FLG to "1". Then, the current process (the process shown in the flowchart of FIG. 2) is ended, and the next process is started (return to step S1).
  • FIG. 4 shows a flowchart for determining the reaction force Fr (details of step S7 of FIG. 2).
  • the ECU 20 calculates a reaction force application lower limit velocity V1 and a reaction force application upper limit velocity V2 according to the target upper limit velocity Vtar obtained in steps S3 and S9 of FIG.
  • the reaction force application lower limit velocity V1 is set to a velocity slower by a predetermined velocity than the target upper limit velocity Vtar
  • the reaction force application upper velocity V2 is set to the target upper limit velocity Vtar by a predetermined velocity.
  • step S72 the ECU 20 determines whether the current vehicle speed V is equal to or lower than the reaction force application lower limit speed V1. If the current vehicle speed V is equal to or lower than the reaction force application lower limit velocity V1 (S72: Yes), the ECU 20 sets the reaction force Fr to the accelerator pedal 12 to zero in step S73. If the current vehicle speed V is greater than the reaction force application lower limit speed V1 (S72: No), the process proceeds to step S74.
  • step S74 the ECU 20 determines whether the current vehicle speed V is less than the target upper limit speed Vtar. If the current vehicle speed V is less than the target upper limit speed Vtar (S74: Yes), in step S75, the ECU 20 determines the reaction force Fr using the functional expression f (V).
  • This functional equation f (V) is a functional equation that defines a reaction force Fr that increases with an increase in the vehicle speed V, as in the reaction force application characteristic C1 of FIG. 3A. If the current vehicle speed V is equal to or higher than the target upper limit speed Vtar (S74: No), the process proceeds to step S76.
  • step S76 the ECU 20 determines whether the timer value TMR of the timer 28 is larger than zero. If the timer value TMR is larger than zero (S76: Yes), the ECU 20 sets the reaction force Fr to the maximum value Fr_max in step S77. If the timer value TMR is zero (S76: No), the process proceeds to step S78.
  • step S78 the ECU 20 determines whether the current vehicle speed V is equal to or lower than the reaction force application upper limit speed V2. If the current vehicle speed V is equal to or less than the reaction force application upper limit velocity V2 (S78: Yes), the process proceeds to step S77, and the reaction force Fr is set to the maximum value Fr_max as described above. If the current vehicle speed V is larger than the reaction force application upper limit velocity V2 (S78: No), the ECU 20 sets the reaction force Fr to zero in step S79.
  • FIG. 3C shows that the recommended speed Vrec (present) is less than the recommended speed Vrec (previous) and the recommended speed Vrec (present) is a new target while the reaction force application characteristics C1 and C2 of FIG. 3A or 3B are used.
  • An example of a reaction force application characteristic C3 used when the timer value TMR of the timer 28 is not zero after being set to the upper limit speed Vtar will be shown. In other words, it shows the reaction force characteristic when the timer value TMR is a value larger than zero in step S76 of FIG.
  • the reaction force Fr is always set to the maximum value Fr_max. Therefore, the pedal operation amount ⁇ of the accelerator pedal 12 is derived to a value corresponding to the target upper limit velocity Vtar. In this case, the reaction force Fr may be equal to or greater than the maximum value Fr_max.
  • FIG. 5 shows an example of the relationship between the recommended speed Vrec output by the navigation system 18 and the target upper limit speed Vtar set by the ECU 20.
  • the target upper limit speed Vtar is changed by the operation of the accelerator pedal 12 (S8: Yes ⁇ S9), the target upper limit speed Vtar increases, and the speed Vb in FIG. 5 is reached at time t2.
  • the recommended speed Vrec is decreased to the speed Vc in FIG. 5, and the target upper limit speed Vtar is also decreased to the new recommended speed Vrec (S4: Yes ⁇ S5 ⁇ S3).
  • the target upper limit speed Vtar is changed again by the operation of the accelerator pedal 12 (S8: Yes ⁇ S9), so the target upper limit speed Vtar increases and is set to the speed Vd in FIG. 5 at time t5. .
  • the target upper limit velocity Vtar as a measure for increasing the reaction force Fr is changed by the driver's operation, that is, by the operation of the accelerator pedal 12.
  • the pedal operation amount ⁇ for increasing the force Fr is changed.
  • the pedal operation amount ⁇ of the accelerator pedal 12 for increasing the reaction force Fr also changes. Therefore, the driver does not feel discomfort in the pedal operation amount ⁇ of the accelerator pedal 12 where the reaction force Fr increases, and the application of the reaction force Fr to the accelerator pedal 12 can be suitably controlled.
  • the target upper limit speed Vtar is changed in accordance with the operation of the accelerator pedal 12 by the driver. Since the operation of the accelerator pedal 12 faithfully reflects the driver's intention to accelerate or decelerate, the driver should be prevented from feeling discomfort between the change of the target upper limit speed Vtar and the movement of the accelerator pedal 12 Can.
  • the ECU 20 uses the vehicle speed V when the accelerator pedal 12 is held for a predetermined time (for example, 5 seconds) as a new target upper limit speed Vtar (S8 in FIG. 2: Yes ⁇ S9).
  • a predetermined time for example, 5 seconds
  • the accelerator pedal 12 is held for a predetermined time, there is a high possibility that the speed change desired by the driver has been achieved. Therefore, by using the vehicle speed V when this condition is satisfied as the target upper limit speed Vtar, it is possible to set the target upper limit speed Vtar desired by the driver accurately and naturally.
  • the target upper limit speed Vtar is set in accordance with the recommended speed Vrec from the navigation system 18 and the pedal operation amount ⁇ of the accelerator pedal 12 (S3, S9 in FIG. 2). That is, since the target upper limit speed Vtar is updated both when the recommended speed Vrec changes and when the pedal operation amount ⁇ is constant for a predetermined time, it is assumed that the target upper limit speed Vtar has been changed by the driver's intention. Also, when the traveling environment changes, by setting the target upper limit speed Vtar according to the new recommended speed Vrec, it becomes possible to apply the reaction force Fr according to the traveling environment. Further, after that, the target upper limit speed Vtar can be updated again according to the driver's intention, so that the driver can set the target speed Vtar according to the driver's intention after recognizing the change in the traveling environment. It becomes.
  • the recommended speed Vrec (previous) before the update is compared with the recommended speed Vrec (current) after the update, and the recommended speed Vrec (current) after the update is smaller. If it is determined that the target speed is higher than the target speed, the recommended speed Vrec (current) after the update is set as the target upper limit speed Vtar (S4 in FIG. 2: Yes ⁇ S3). If the updated recommended speed Vrec (current) is smaller than the pre-updated recommended speed Vrec (previous), it can be said that the vehicle has changed to a traveling environment in which the vehicle should be decelerated.
  • the updated recommended speed Vrec (present) is set as the target upper limit speed Vtar, and the reaction force Fr is increased when the vehicle speed V exceeds the new target upper limit speed Vtar. Can prompt the driver to slow down.
  • the vehicle travel control device 10 includes the brake system 24, and after the recommended speed Vrec is updated, when the brake system 24 performs a predetermined deceleration operation by the driver's operation, the ECU 20 performs the update operation after the update.
  • the recommended speed Vrec of is set as the target upper limit speed Vtar (S6: Yes.fwdarw.S3 in FIG. 2).
  • the target upper limit speed Vtar As the traveling environment has changed, and by setting the target upper limit speed Vtar as the recommended speed Vrec after updating, the target upper limit speed Vtar according to the traveling environment is set. Therefore, the driver can travel according to the travel environment after deceleration.
  • the recommended speed Vrec is obtained from the navigation system 18 in the above embodiment, the present invention is not limited to this. For example, it can also be acquired from the outside of the vehicle using wireless communication. In the above embodiment, although the recommended speed Vrec is acquired from the navigation system 18, the ECU 20 may calculate the recommended speed Vrec.
  • the recommended speed Vrec may be determined from other matters. For example, a cruise speed (a set speed when performing cruise travel) can be used instead of the recommended speed Vrec.
  • a cruise speed a set speed when performing cruise travel
  • FIG. 6 shows a configuration that uses the initial value Vcr of the cruise speed as the recommended speed Vrec, that is, a vehicle travel control device 10a as a modified example in which the present invention is applied to cruise control.
  • the vehicle travel control device 10a of FIG. 6 the same components as those of the vehicle travel control device 10 of FIG.
  • the vehicle travel control device 10 a does not have the navigation system 18 of FIG. 1, but has a cruise control start switch 30 that instructs the driver to start cruise control.
  • the cruise control start switch 30 transmits a cruise control start signal Sc to the ECU 20 to command the start of the cruise control.
  • a memory 32 storing an initial value Vcr of the cruise speed is included in the ECU 20.
  • the vehicle travel control device 10a controls the reaction force Fr to the accelerator pedal 12 using the target cruise speed Vtar2 which is set based on the initial value Vcr and can be changed by the operation of the driver.
  • step S21 it is determined whether the current process (the process of the flowchart of FIG. 7) is the first time.
  • the process of step S21 can be performed in the same manner as step S2 of FIG. If the process this time is the first (S21: Yes), the ECU 20 reads the initial value Vcr of the cruise speed from the memory 32 in step S22, and sets the initial value Vcr as the target cruise speed Vtar2 in step S23. After step S23, the process proceeds to step S25.
  • step S21 the ECU 20 determines whether or not the brake system 24 has performed a predetermined deceleration operation in step S24.
  • the process of step S24 can be performed in the same manner as step S6 of FIG. If the brake system 24 is not performing the predetermined deceleration operation (S24: No), the process proceeds to step S25.
  • the brake system 24 is performing predetermined
  • step S25 the ECU 20 determines the reaction force Fr based on the current vehicle speed V and the current target cruise speed Vtar2.
  • the process of step S25 is the same as step S7 of FIG. 2 except that the timer value TMR is not used, and as shown in FIGS. 3A to 3C, from the selected reaction force application characteristic and the vehicle speed V.
  • the reaction force Fr is determined.
  • the accelerator pedal 12 at the time of cruise travel can directly control not only the change of the target cruise speed Vtar2 but also the throttle opening degree of the throttle valve (not shown), the driver does not feel discomfort.
  • steps S26, S27, S28 are the same as steps S8, S9, S10 of FIG.
  • the trigger (condition) for setting the current vehicle speed V as the target speed limit Vtar is that the pedal operation amount ⁇ is constant for a predetermined time (step S8 in FIG. 2: Yes) I can not.
  • the vehicle speed V when the accelerator pedal 12 is released from the depression state, or when the accelerator pedal 12 is depressed from the return state is the new target speed limit. You may use as Vtar. Even in these cases, it is likely that the driver's desired speed change has been achieved. Therefore, by using the vehicle speed V when these conditions are satisfied as the target speed limit Vtar, it is possible to set the target speed limit Vtar desired by the driver accurately and naturally.
  • the reaction force Fr when the vehicle speed V falls below the reaction force application lower limit speed V1, or when the reaction force application characteristics C1 and C2 are selected, the vehicle speed V exceeds the reaction force application upper limit speed V2, the reaction force Fr Although it is assumed to be zero, it does not have to be zero.
  • the target speed limit Vtar can be changed by the driver's operation of the accelerator pedal 12 in the above embodiment, the present invention is not limited thereto.
  • a button for changing the target speed limit Vtar is provided.
  • the target speed limit Vtar may be changed.
  • reaction force Fr is inclined and increased from the reaction force application lower limit velocity V1 to the target upper limit velocity Vtar, but the reaction force Fr is zero from the reaction force application lower limit velocity V1 to the target upper limit velocity Vtar.
  • the maximum value Fr_max may be discontinuous (pulsed) at the upper limit velocity Vtar.

Landscapes

  • Engineering & Computer Science (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Automation & Control Theory (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Human Computer Interaction (AREA)
  • Control Of Throttle Valves Provided In The Intake System Or In The Exhaust System (AREA)
  • Auxiliary Drives, Propulsion Controls, And Safety Devices (AREA)
  • Controls For Constant Speed Travelling (AREA)
  • Control Of Driving Devices And Active Controlling Of Vehicle (AREA)

Abstract

L’invention concerne un dispositif de contrôle de déplacement d’un véhicule (10, 10a) et un procédé de contrôle de déplacement d’un véhicule. Une unité de contrôle de la force réactionnelle (20) modifie le degré d’actionnement d’une pédale d’accélération (12) qui augmente la force réactionnelle appliquée sur la pédale d’accélération (12) par une unité d’application de force réactionnelle (22) en modifiant une vitesse cible qui est programmée à partir d’une unité de programmation de commande de modification de vitesse cible (12) conformément à une commande pour modifier la vitesse cible.
PCT/JP2009/052832 2008-05-09 2009-02-19 Dispositif de contrôle de déplacement d’un véhicule et procédé de contrôle de déplacement d’un véhicule WO2009136512A1 (fr)

Priority Applications (1)

Application Number Priority Date Filing Date Title
JP2010511030A JP5193290B2 (ja) 2008-05-09 2009-02-19 車両走行制御装置

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
JP2008123315 2008-05-09
JP2008-123315 2008-05-09

Publications (1)

Publication Number Publication Date
WO2009136512A1 true WO2009136512A1 (fr) 2009-11-12

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PCT/JP2009/052832 WO2009136512A1 (fr) 2008-05-09 2009-02-19 Dispositif de contrôle de déplacement d’un véhicule et procédé de contrôle de déplacement d’un véhicule

Country Status (2)

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JP (1) JP5193290B2 (fr)
WO (1) WO2009136512A1 (fr)

Cited By (9)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2011111489A1 (fr) 2010-03-09 2011-09-15 本田技研工業株式会社 Dispositif de pédale d'accélérateur
WO2012029503A1 (fr) 2010-08-31 2012-03-08 本田技研工業株式会社 Dispositif à pédales à force de réaction
WO2012039212A1 (fr) * 2010-09-21 2012-03-29 本田技研工業株式会社 Dispositif de commande de déplacement de véhicule
US20120143441A1 (en) * 2010-12-01 2012-06-07 Mikuni Corporation Accelerator pedal apparatus
US20130304317A1 (en) * 2011-01-20 2013-11-14 Honda Motor Co., Ltd. Reaction force control device
US9229469B2 (en) 2011-12-27 2016-01-05 Honda Motor Co., Ltd. Reactive force pedal device
GB2540464A (en) * 2015-06-01 2017-01-18 Jaguar Land Rover Ltd Controller
JP2018095123A (ja) * 2016-12-14 2018-06-21 三菱自動車工業株式会社 車両の制御装置
JP2019064563A (ja) * 2017-10-05 2019-04-25 トヨタ自動車株式会社 車両の運転支援制御装置

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JP2002362183A (ja) * 2001-06-11 2002-12-18 Honda Motor Co Ltd 車両の走行安全装置
JP2003025870A (ja) * 2001-07-19 2003-01-29 Nissan Motor Co Ltd 車両用走行制御装置
JP2006123586A (ja) * 2004-10-26 2006-05-18 Honda Motor Co Ltd 定速走行制御装置を具備する車両の走行安全装置
JP2008012951A (ja) * 2006-07-03 2008-01-24 Honda Motor Co Ltd 車両用減速意志判定装置および走行制御装置

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JP2002362183A (ja) * 2001-06-11 2002-12-18 Honda Motor Co Ltd 車両の走行安全装置
JP2003025870A (ja) * 2001-07-19 2003-01-29 Nissan Motor Co Ltd 車両用走行制御装置
JP2006123586A (ja) * 2004-10-26 2006-05-18 Honda Motor Co Ltd 定速走行制御装置を具備する車両の走行安全装置
JP2008012951A (ja) * 2006-07-03 2008-01-24 Honda Motor Co Ltd 車両用減速意志判定装置および走行制御装置

Cited By (17)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US8706374B2 (en) 2010-03-09 2014-04-22 Honda Motor Co., Ltd. Accelerator pedal device
WO2011111489A1 (fr) 2010-03-09 2011-09-15 本田技研工業株式会社 Dispositif de pédale d'accélérateur
WO2012029503A1 (fr) 2010-08-31 2012-03-08 本田技研工業株式会社 Dispositif à pédales à force de réaction
US9933808B2 (en) 2010-08-31 2018-04-03 Honda Motor Co., Ltd. Reaction force pedal device
US8770060B2 (en) 2010-08-31 2014-07-08 Honda Motor Co., Ltd. Reaction force pedal device
US9061630B2 (en) 2010-09-21 2015-06-23 Honda Motor Co., Ltd. Vehicle travel control device
WO2012039212A1 (fr) * 2010-09-21 2012-03-29 本田技研工業株式会社 Dispositif de commande de déplacement de véhicule
JP5689471B2 (ja) * 2010-09-21 2015-03-25 本田技研工業株式会社 車両用走行制御装置
US20120143441A1 (en) * 2010-12-01 2012-06-07 Mikuni Corporation Accelerator pedal apparatus
US8660746B2 (en) * 2010-12-01 2014-02-25 Mikuni Corporation Accelerator pedal apparatus
US8897962B2 (en) * 2011-01-20 2014-11-25 Honda Motor Co., Ltd. Reaction force control device
US20130304317A1 (en) * 2011-01-20 2013-11-14 Honda Motor Co., Ltd. Reaction force control device
US9229469B2 (en) 2011-12-27 2016-01-05 Honda Motor Co., Ltd. Reactive force pedal device
GB2540464A (en) * 2015-06-01 2017-01-18 Jaguar Land Rover Ltd Controller
GB2540464B (en) * 2015-06-01 2019-02-06 Jaguar Land Rover Ltd Speed control system with driver haptic feedback
JP2018095123A (ja) * 2016-12-14 2018-06-21 三菱自動車工業株式会社 車両の制御装置
JP2019064563A (ja) * 2017-10-05 2019-04-25 トヨタ自動車株式会社 車両の運転支援制御装置

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