WO2013001637A1 - 車両の制御装置 - Google Patents
車両の制御装置 Download PDFInfo
- Publication number
- WO2013001637A1 WO2013001637A1 PCT/JP2011/065043 JP2011065043W WO2013001637A1 WO 2013001637 A1 WO2013001637 A1 WO 2013001637A1 JP 2011065043 W JP2011065043 W JP 2011065043W WO 2013001637 A1 WO2013001637 A1 WO 2013001637A1
- Authority
- WO
- WIPO (PCT)
- Prior art keywords
- brake
- accelerator
- order
- brake operation
- pressure
- Prior art date
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Classifications
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D29/00—Controlling engines, such controlling being peculiar to the devices driven thereby, the devices being other than parts or accessories essential to engine operation, e.g. controlling of engines by signals external thereto
- F02D29/02—Controlling engines, such controlling being peculiar to the devices driven thereby, the devices being other than parts or accessories essential to engine operation, e.g. controlling of engines by signals external thereto peculiar to engines driving vehicles; peculiar to engines driving variable pitch propellers
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
- B60T7/00—Brake-action initiating means
- B60T7/02—Brake-action initiating means for personal initiation
- B60T7/04—Brake-action initiating means for personal initiation foot actuated
- B60T7/042—Brake-action initiating means for personal initiation foot actuated by electrical means, e.g. using travel or force sensors
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D11/00—Arrangements for, or adaptations to, non-automatic engine control initiation means, e.g. operator initiated
- F02D11/06—Arrangements for, or adaptations to, non-automatic engine control initiation means, e.g. operator initiated characterised by non-mechanical control linkages, e.g. fluid control linkages or by control linkages with power drive or assistance
- F02D11/10—Arrangements for, or adaptations to, non-automatic engine control initiation means, e.g. operator initiated characterised by non-mechanical control linkages, e.g. fluid control linkages or by control linkages with power drive or assistance of the electric type
- F02D11/107—Safety-related aspects
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/02—Circuit arrangements for generating control signals
- F02D41/021—Introducing corrections for particular conditions exterior to the engine
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D2200/00—Input parameters for engine control
- F02D2200/60—Input parameters for engine control said parameters being related to the driver demands or status
- F02D2200/602—Pedal position
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D2250/00—Engine control related to specific problems or objectives
- F02D2250/18—Control of the engine output torque
- F02D2250/26—Control of the engine output torque by applying a torque limit
Definitions
- the present invention relates to a vehicle control device that suppresses the driving force of a vehicle when an accelerator operation and a brake operation are performed simultaneously.
- a brake override system that prioritizes the brake operation when the accelerator operation and the brake operation are simultaneously performed is being promoted.
- the BOS suppresses the driving force of the vehicle by reducing the engine output by making the throttle opening smaller than the value corresponding to the accelerator operation amount.
- the master cylinder is provided with a piston that operates in response to the depression force of the brake pedal, and hydraulic pressure (master cylinder pressure) for operating the brake device is generated by movement of the piston.
- a brake booster is disposed between the brake pedal and the master cylinder for boosting the depressing force of the brake pedal by the intake negative pressure of the engine and transmitting it to the master cylinder.
- Patent Document 1 describes a vehicle control device that calculates the pedal effort of the brake pedal from the master cylinder pressure and the negative pressure of the brake booster, and uses the calculated pedal effort of the brake pedal as brake information.
- FIG. 6 shows how the relationship between the pushing force of the bush rod of the master cylinder and the master cylinder pressure changes due to the negative pressure of the brake booster.
- the master cylinder pressure will not increase easily. Therefore, after repeatedly performing the brake operation with the accelerator pedal depressed, the detection accuracy of the brake operation based on the master cylinder pressure is reduced when the brake operation is performed and the accelerator operation and the brake operation are simultaneously performed. As a result, the simultaneous operation of the accelerator operation and the brake operation cannot be accurately detected.
- the object of the present invention has been made in view of such circumstances, and the problem to be solved is to detect the brake operation more reliably and to drive the vehicle according to the simultaneous operation of the accelerator operation and the brake operation.
- An object of the present invention is to provide a control device for a vehicle that can accurately reduce the amount of noise.
- a vehicle control device is a vehicle control device that suppresses the driving force of a vehicle during simultaneous operation of an accelerator operation and a brake operation, and is operated in the order of an accelerator operation and a brake operation.
- the method of detecting the brake operation is different between when the simultaneous operation is reached and when the operation is performed in the order of the brake operation and the accelerator operation to reach the simultaneous operation.
- the brake operation when the brake operation is performed in the order of the accelerator operation, the brake operation can be accurately detected, but when the accelerator operation is performed in the order of the brake operation, the brake operation cannot be accurately detected. is there. Even in such a case, if the operation method is made in the order of the accelerator operation and the brake operation, and if the operation method is made in the order of the brake operation and the accelerator operation, the detection method of the brake operation will be different. In addition, the brake operation can be accurately detected. Therefore, according to the above configuration, it is possible to more reliably detect the brake operation and accurately reduce the driving force of the vehicle according to the simultaneous operation of the accelerator operation and the brake operation.
- the brake operation can be detected more reliably by performing the following.
- the brake operation is detected based on the master cylinder pressure. In this way, it is possible to reliably detect the brake operation even if it is difficult to increase the master cylinder pressure because the accelerator operation is continued prior to the brake operation.
- the brake operation can be detected more reliably by doing the following.
- the brake operation is detected by both the detection by the brake switch and the detection based on the master cylinder pressure.
- the brake operation is detected only by detection based on the master cylinder pressure. In this way, even if the accelerator boost prior to the brake operation continues and the negative pressure of the brake booster decreases and the master cylinder pressure is difficult to increase, the brake operation is detected by the brake switch. Can be detected.
- the pedal force of the brake pedal (brake operating member) 1 is transmitted to the master cylinder 3 via the brake booster 2.
- the brake booster 2 boosts the depressing force of the brake pedal 1 using the intake negative pressure of the engine 4 and transmits it to the master cylinder 3.
- the master cylinder 3 generates a master cylinder pressure (hereinafter referred to as M / C pressure) that is a hydraulic pressure for operating the brake device by moving the piston by the transmitted pedaling force.
- the brake booster 2 is connected to the intake manifold 5 of the engine 4 through the negative pressure pipe 7.
- a check valve 8 is provided in the middle of the negative pressure pipe 7 to allow the air flow from the brake booster 2 to the intake manifold 5 and prohibit the opposite air flow.
- the brake booster 2 is introduced with intake negative pressure generated downstream of the throttle valve 6 through the negative pressure pipe 7.
- This vehicle is provided with a brake override system (hereinafter referred to as BOS) 9 that gives priority to the brake operation when the accelerator operation and the brake operation are simultaneously performed.
- the BOS 9 functions as a control unit and also functions as a detection unit that detects an accelerator operation and a brake operation.
- a brake switch 10 that is turned on when the brake pedal 1 is depressed more than a certain level is connected to the BOS 9.
- the BOS 9 also receives a detection signal from the M / C pressure sensor 11 that detects the master cylinder pressure and a detection signal from the accelerator pedal position sensor 13 that detects the amount of operation of the accelerator pedal (accelerator operation member) 12.
- the BOS 9 reduces the output of the engine 4 by reducing the opening of the throttle valve 6 to a value corresponding to the operation amount of the accelerator pedal 12, The driving force of the vehicle is suppressed.
- the BOS9 performs the driving force suppression control when the accelerator operation and the brake operation are simultaneously performed, that is, the BOS control is performed through the processing of the BOS control routine shown in FIG.
- the processing of this routine is repeatedly executed by the BOS 9 every predetermined control cycle.
- step S100 the suppression start determination routine 1 for determining the start of driving force suppression based on the M / C pressure when the accelerator operation and the brake operation are performed in this order. Processing is executed.
- step S200 the process of the suppression start determination routine 2 for performing the start determination of the driving force suppression by the brake switch 10 when operated in the order of accelerator operation and brake operation is executed.
- step S300 the process of the suppression start determination routine 3 for performing the start determination of the driving force suppression based on the M / C pressure when operated in the order of the brake operation and the accelerator operation is executed.
- these suppression start determination routines 1 to 3 it is determined whether or not the simultaneous operation of the accelerator operation and the brake operation is detected, and when the simultaneous operation is detected, the driving force suppression start flag is set to ON.
- step S400 a determination is made as to whether or not to restore the suppressed vehicle driving force in response to the cancellation of the simultaneous operation of the accelerator operation and the brake operation.
- step S500 processing for calculating the driving force of the vehicle is performed.
- the driving force suppression start flag is set to ON in any of the suppression start determination routines 1 to 3
- driving is performed so as to suppress the driving force according to the simultaneous operation of the accelerator operation and the brake operation.
- the force is calculated.
- the driving force suppression start flag is switched from on to off, the driving force is calculated so that the suppressed driving force is gradually returned to the original value. Then, after the calculation of the driving force, the current routine is terminated.
- step S101 it is confirmed whether or not the operation is performed in the order of the accelerator operation and the brake operation. If the accelerator operation and the brake operation are not performed in this order (S101: NO), after the value of the first delay counter is cleared in step S103, the process of this routine is terminated.
- step S102 it is confirmed whether or not the sensor value of the M / C pressure is equal to or greater than a predetermined threshold value ⁇ .
- the sensor value of the M / C pressure is less than the threshold value ⁇ (S102: NO)
- the process of this routine is terminated.
- the first delay counter is counted up in step S104. In the subsequent step S105, it is confirmed whether or not the value of the first delay counter is equal to or greater than a predetermined threshold value ⁇ .
- the processing of this routine is terminated as it is.
- the value of the first delay counter is equal to or greater than the threshold value ⁇ (S105: YES)
- the process of this routine is terminated. .
- the brake operation is detected based on the sensor value of the M / C pressure when operated in the order of the accelerator operation and the brake operation.
- the first driving force suppression start flag is set on to request suppression of the driving force.
- step S201 it is confirmed whether or not the operation is performed in the order of the accelerator operation and the brake operation. If the operation is not performed in the order of the accelerator operation and the brake operation (S201: NO), after the value of the second delay counter is cleared in step S203, the process of this routine is terminated.
- step S202 If the operation is performed in the order of the accelerator operation and the brake operation (S201: YES), it is confirmed in step S202 whether or not the brake switch 10 is on. Here, if the brake switch 10 is not on (S202: NO), after the value of the second delay counter is cleared in step S203, the process of this routine is terminated.
- step S204 it is confirmed whether or not the value of the second delay counter is equal to or greater than a predetermined threshold value ⁇ .
- the value of the second delay counter is less than the threshold value ⁇ (S205: NO)
- the process of this routine is terminated as it is.
- the value of the second delay counter is equal to or greater than the threshold value ⁇ (S205: YES)
- the second driving force suppression start flag is set on in step S206, the process of this routine is terminated. .
- the effective brake operation is detected by the brake switch 10 when operated in the order of the accelerator operation and the brake operation.
- the second driving force suppression start flag is set on to request suppression of the driving force.
- step S301 it is confirmed whether or not the operation is performed in the order of the brake operation and the accelerator operation. If the brake operation and the accelerator operation are not performed in this order (S301: NO), after the value of the third delay counter is cleared in step S303, the process of this routine is terminated.
- step S302 If the operation is performed in the order of the brake operation and the accelerator operation (S301: YES), it is confirmed in step S302 whether or not the sensor value of the M / C pressure is equal to or greater than a predetermined threshold value ⁇ .
- a predetermined threshold value ⁇ if the sensor value of the M / C pressure is less than the threshold value ⁇ (S302: NO), after the value of the third delay counter is cleared in step S303, the process of this routine is terminated.
- the third delay counter is counted up in step S304.
- the value of the third delay counter is less than the threshold value ⁇ (S305: NO)
- the process of this routine is terminated as it is.
- the value of the third delay counter is equal to or larger than the threshold value ⁇ (S305: YES)
- the processing of this routine is terminated. .
- the suppression start determination routine 3 when the brake operation and the accelerator operation are performed in this order, the effective brake operation is detected based on the sensor value of the M / C pressure. Then, when an effective brake operation is detected based on the sensor value of the M / C pressure, the third driving force suppression start flag is set on to request suppression of the driving force.
- the detection of the brake operation for detecting the simultaneous operation of the accelerator operation and the brake operation is performed based on the sensor value of the M / C pressure.
- the brake operation is detected based on the sensor value of the M / C pressure, while the brake operation by the brake switch 10 is also detected in parallel.
- the negative pressure of the brake booster 2 decreases.
- the boosting force of the brake pedal 1 by the brake booster 2 is not effectively performed, so the M / C pressure also decreases.
- the M / C pressure is difficult to increase, and it is difficult to detect the brake operation based on the sensor value of the M / C pressure.
- the negative pressure of the brake booster 2 is reduced and is based on the sensor value of the M / C pressure. Even when the brake operation cannot be detected accurately, the brake operation can be accurately detected.
- the detection by the brake switch 10 and the detection based on the sensor value of the M / C pressure The brake operation is detected by both of them.
- the brake operation is detected only by detection based on the sensor value of the M / C pressure. Therefore, even if the accelerator pedal 12 is continuously depressed prior to the brake operation and the brake operation based on the sensor value of the M / C pressure cannot be detected accurately, the brake switch 10 detects the brake operation. Can be done. Therefore, according to the present embodiment, it is possible to more reliably detect the brake operation and accurately reduce the driving force of the vehicle according to the simultaneous operation of the accelerator operation and the brake operation.
- the brake operation is detected by both the detection by the brake switch 10 and the detection based on the master cylinder pressure. It was. However, whenever it is determined that the brake operation based on the master cylinder pressure cannot be accurately detected whenever the accelerator operation and the brake operation are performed in this order, the detection of the brake operation at this time is detected by the brake switch 10. You may make it carry out only by.
- the brake operation is detected by the brake switch 10 when operated in the order of the accelerator operation and the brake operation, and based on the sensor value of the M / C pressure when operated in the order of the brake operation and the accelerator operation.
- the brake operation may be detected by a method other than these in each situation.
- the brake operation even if the brake operation can be accurately detected by a certain method, when operating in the order of brake operation and accelerator operation, the same method can be used to accurately detect the brake operation. There are things that cannot be done. Even in such a case, if the detection is performed by another method, the brake operation may be accurately detected when the brake operation is performed in the order of the accelerator operation.
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- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- General Engineering & Computer Science (AREA)
- Transportation (AREA)
- Regulating Braking Force (AREA)
- Control Of Throttle Valves Provided In The Intake System Or In The Exhaust System (AREA)
- Control Of Vehicle Engines Or Engines For Specific Uses (AREA)
Abstract
Description
Claims (3)
- アクセル操作及びブレーキ操作の同時操作時に車両の駆動力を抑制させる車両の制御装置において、
アクセル操作、ブレーキ操作の順に操作がなされて前記同時操作に至るときと、ブレーキ操作、アクセル操作の順に操作がなされて前記同時操作に至るときとで、ブレーキ操作の検出方法を異ならせる
ことを特徴とする車両の制御装置。 - アクセル操作、ブレーキ操作の順に操作がなされて前記同時操作に至るときには、ブレーキスイッチによってブレーキ操作を検出し、
ブレーキ操作、アクセル操作の順に操作がなされて前記同時操作に至るときには、マスターシリンダー圧に基づいてブレーキ操作を検出する
請求項1に記載の車両の制御装置。 - アクセル操作、ブレーキ操作の順に操作がなされて前記同時操作に至るときには、ブレーキスイッチによる検出とマスターシリンダー圧に基づく検出との双方によりブレーキ操作の検出を行い、
ブレーキ操作、アクセル操作の順に操作がなされて前記同時操作に至るときには、前記マスターシリンダー圧に基づく検出のみによりブレーキ操作の検出を行う
請求項1に記載の車両の制御装置。
Priority Applications (5)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
PCT/JP2011/065043 WO2013001637A1 (ja) | 2011-06-30 | 2011-06-30 | 車両の制御装置 |
US14/127,560 US9008936B2 (en) | 2011-06-30 | 2011-06-30 | Vehicle control apparatus |
EP11868680.7A EP2728147B1 (en) | 2011-06-30 | 2011-06-30 | Vehicle control apparatus |
CN201180071856.2A CN103620195B (zh) | 2011-06-30 | 2011-06-30 | 车辆控制装置 |
JP2013522593A JP5664781B2 (ja) | 2011-06-30 | 2011-06-30 | 車両の制御装置 |
Applications Claiming Priority (1)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
PCT/JP2011/065043 WO2013001637A1 (ja) | 2011-06-30 | 2011-06-30 | 車両の制御装置 |
Publications (1)
Publication Number | Publication Date |
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WO2013001637A1 true WO2013001637A1 (ja) | 2013-01-03 |
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Application Number | Title | Priority Date | Filing Date |
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PCT/JP2011/065043 WO2013001637A1 (ja) | 2011-06-30 | 2011-06-30 | 車両の制御装置 |
Country Status (5)
Country | Link |
---|---|
US (1) | US9008936B2 (ja) |
EP (1) | EP2728147B1 (ja) |
JP (1) | JP5664781B2 (ja) |
CN (1) | CN103620195B (ja) |
WO (1) | WO2013001637A1 (ja) |
Cited By (1)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
JP2017155685A (ja) * | 2016-03-03 | 2017-09-07 | マツダ株式会社 | エンジンの制御装置 |
Families Citing this family (5)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
JP5568527B2 (ja) * | 2011-08-02 | 2014-08-06 | 株式会社デンソー | 車両の制御装置 |
KR101550638B1 (ko) * | 2014-09-22 | 2015-09-07 | 현대자동차 주식회사 | 차량 구동 제어 방법 및 시스템 |
JP6387939B2 (ja) * | 2015-10-16 | 2018-09-12 | トヨタ自動車株式会社 | 車両のブレーキ制御装置 |
KR101930756B1 (ko) * | 2017-08-10 | 2018-12-20 | 주식회사 한중엔시에스 | 어드밴스드 브레이크 오버라이드 장치 및 방법 |
JP6720996B2 (ja) * | 2018-04-02 | 2020-07-08 | トヨタ自動車株式会社 | ハイブリッド車両の制御装置 |
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2011
- 2011-06-30 JP JP2013522593A patent/JP5664781B2/ja active Active
- 2011-06-30 WO PCT/JP2011/065043 patent/WO2013001637A1/ja active Application Filing
- 2011-06-30 US US14/127,560 patent/US9008936B2/en not_active Expired - Fee Related
- 2011-06-30 CN CN201180071856.2A patent/CN103620195B/zh active Active
- 2011-06-30 EP EP11868680.7A patent/EP2728147B1/en not_active Not-in-force
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JPH11189135A (ja) * | 1997-12-25 | 1999-07-13 | Nissan Motor Co Ltd | ブレーキ自動制御装置におけるブレーキ操作検出装置 |
JP2010038051A (ja) * | 2008-08-06 | 2010-02-18 | Denso Corp | 車載動力発生装置のトルク制御装置 |
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Also Published As
Publication number | Publication date |
---|---|
EP2728147A4 (en) | 2014-12-31 |
US9008936B2 (en) | 2015-04-14 |
JP5664781B2 (ja) | 2015-02-04 |
JPWO2013001637A1 (ja) | 2015-02-23 |
CN103620195B (zh) | 2017-02-15 |
CN103620195A (zh) | 2014-03-05 |
EP2728147A1 (en) | 2014-05-07 |
EP2728147B1 (en) | 2018-10-31 |
US20140129049A1 (en) | 2014-05-08 |
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