Travel control device of vehicle

Abstract

To provide a travel control device of a vehicle which prevents erroneous starting of the vehicle caused by depressing an accelerator pedal.SOLUTION: A travel control device 1 of a vehicle 10 with a single pedal 2 used for both of acceleration and deceleration comprises: a determination unit 11; a deceleration unit 12; and an acceleration unit 13. The determination unit 11 determines whether depressed amount of the pedal 2 from an initial position is larger than a prescribed reference value or not. The deceleration unit 12 decelerates the vehicle 10, when the determination unit 11 determines the depressed amount is larger than the reference value. The acceleration unit 13 accelerates the vehicle 10, when the determination unit 11 determines the depressed amount is smaller than the reference value.SELECTED DRAWING: Figure 1

Description

[Technical field]

[0001] This invention relates to cruise control systems for vehicles that have a single pedal used for both acceleration and deceleration. [Background technology]

[0002] Generally, a vehicle is provided with an accelerator pedal for acceleration and a brake pedal for deceleration. In recent years, however, a technology that allows acceleration and deceleration (acceleration and deceleration) to be performed with a single pedal (so-called one-pedal driving) has been developed.

[0003] For example, Patent Document 1 describes a technology for controlling the acceleration and deceleration of a vehicle with a single operating pedal, in which the vehicle is decelerated when the operating amount of the operating pedal is relatively small, and the vehicle is accelerated when the operating amount of the operating pedal is relatively large. This one-pedal driving technology is expected to prevent the driver from mistaking the accelerator pedal for the brake pedal, and to eliminate the hassle of switching between the accelerator pedal and the brake pedal. [Prior art documents] [Patent documents]

[0004] [Patent Document 1] JP 2016-150672 A Summary of the Invention [Problem to be solved by the invention]

[0005] However, as described in Patent Document 1, in a vehicle that accelerates when the driver depresses the pedal and decelerates when the driver releases the pedal, there is a risk that erroneous starting cannot be prevented. For example, in a vehicle that can accelerate and decelerate with a single pedal as described above, if the driver tries to brake suddenly and mistakenly depresses the pedal deeply with the feeling of operating a normal brake pedal, there is a risk that the vehicle will suddenly accelerate against the driver's intention. Thus, the conventional technology has room for improvement in preventing erroneous starting of a vehicle caused by depressing the pedal.

[0006] The present invention was devised in consideration of the above-mentioned problems, and one of its objectives is to prevent erroneous starts caused by depressing the pedal. [Means for solving the problem]

[0007] The present invention has been made to solve at least part of the above problems, and can be realized in the following aspects or application examples. The vehicle driving control device of this application example is a driving control device for a vehicle equipped with a single pedal used for both acceleration and deceleration, and is equipped with a judgment unit that judges whether the amount of depression of the pedal from the initial position is greater or smaller than a predetermined reference value, a deceleration unit that decelerates the vehicle when the judgment unit judges that the amount of depression is greater than the reference value, and an acceleration unit that accelerates the vehicle when the judgment unit judges that the amount of depression is smaller than the reference value.

[0008] According to this application example, the vehicle is decelerated when the pedal depression amount is greater than a predetermined reference value, so that even if the driver mistakenly depresses the pedal by an amount greater than the reference value, the vehicle is not accelerated, and therefore, erroneous starting of the vehicle due to depression of the pedal can be prevented. Effect of the Invention

[0009] According to the present invention, it is possible to prevent the vehicle from erroneously starting due to depression of the pedal. [Brief description of the drawings]

[0010] [Figure 1] 1 is a block diagram showing a schematic configuration of a vehicle to which a vehicle driving control device according to an application example is applied; [Diagram 2] FIG. 2 is a side view of a pedal provided in the vehicle of FIG. 1. [Diagram 3] 3 is a side view illustrating a state in which a foreign object is caught in the pedal of FIG. 2. [Figure 4] 2 is a flowchart illustrating a control procedure executed by the driving control device of FIG. 1. DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

[0011] The following describes the embodiments (application examples) of the present invention with reference to the drawings. The following embodiments are merely examples, and are not intended to exclude various modifications or applications of techniques not clearly stated in the embodiments. The configurations of the following embodiments can be modified in various ways without departing from the spirit of the embodiments. They can also be selected or combined as necessary.

[0012] [1. Equipment configuration] As shown in FIG. 1, a vehicle cruise control device 1 (hereinafter simply referred to as "control device 1") according to this embodiment (application example) is applied to a vehicle 10 equipped with a pedal 2 that can be depressed by a driver. In this embodiment, a vehicle 10 that runs using an engine (internal combustion engine) 6 is exemplified. However, the vehicle 10 is not limited to one that uses the engine 6 as a drive source, and may be, for example, an electric vehicle or a hybrid vehicle that uses a motor as a drive source. Furthermore, the type of vehicle 10 is not particularly limited, and may be, for example, a passenger car, a bus, a truck, or the like.

[0013] The pedal 2 is a single pedal that combines the functions of both a typical brake pedal and an accelerator pedal, and is used for both acceleration and deceleration. In other words, the vehicle 10 is capable of so-called one-pedal driving, in which acceleration and deceleration (acceleration / deceleration) are controlled in response to depression of the single pedal 2.

[0014] As shown in FIG. 2, the pedal 2 has an arm 21 that is cantilever-supported like a lever, a pad 22 fixed to the tip of the arm 21, and a pivot shaft 23 that pivotally supports the base end of the arm 21. The arm 21 is biased in a first direction D1 that moves the pad 22 upward. When a driver applies a stepping force F to the pad 22, the pad 22 rotates in a second direction D2 that moves it downward about the pivot shaft 23. For the driver to step on the pedal 2 means that the arm 21 rotates in the second direction D2. Conversely, for the driver to release the pedal 2 (lift the foot from the pedal 2) means that the arm 21 rotates in the first direction D1.

[0015] As shown by the solid line in FIG. 2, in the no-load state where no stepping force F is applied to the pad 22 (i.e., the pedal 2 is not depressed), the arm 21 extends substantially horizontally and the pad 22 is disposed at the initial position P1 where it has moved to the uppermost position. On the other hand, when a stepping force F is applied to the pad 22 causing the arm 21 to rotate in the second direction D2 (i.e., when the pedal 2 is depressed), the pedal 2 is movable to the fully open position P2 shown by the two-dot chain line in FIG. 2. At the fully open position P2, the arm 21 extends obliquely downward and the pad 22 moves to the lowermost position. Note that both the initial position P1 and the fully open position P2 shown in FIG. 2 are examples.

[0016] Hereinafter, the amount by which the pedal 2 is depressed from the initial position P1 is referred to as the depression amount AP [%]. The depression amount AP has a minimum value of 0 [%] when the pedal 2 is at the initial position P1 and a maximum value of 100 [%] when the pedal 2 is at the fully open position P2. On the other hand, when the depression amount AP is a predetermined reference value N [%] (0 < N < 100), the pedal 2 is disposed at the neutral position P0 between the initial position P1 and the fully open position P2.

[0017] The neutral position P0 is a position corresponding to the boundary between acceleration and deceleration operations by the pedal 2. In this embodiment, an example is shown in which the reference value N is set to 50% (i.e., the neutral position P0 is at an equal distance from each of the initial position P1 and the fully open position P2). However, the reference value N is not limited to this, and can be set to an appropriate value as long as the neutral position P0 is located between the initial position P1 and the fully open position P2.

[0018] The pedal 2 is provided with a pedal force sensor 3 that detects a pedal force F. In this embodiment, the pedal force sensor 3 is provided on the upper surface of a pad 22 on which the driver's foot is placed. Information detected by the pedal force sensor 3 is used by the control device 1 to detect abnormalities in the pedal 2 or the driver.

[0019] As shown in FIG. 1, the vehicle 10 is provided with a pedal sensor 4 that detects the depression amount AP of the pedal 2, and an input device 5 for setting an acceleration rate (accelerator filter) AF of the vehicle 10 relative to the depression amount AP of the pedal 2. A large acceleration rate AF means that the time until the depression amount AP recognized by the engine 6 reaches the actual depression amount AP is shortened (acceleration is faster). Conversely, a small acceleration rate AF means that the time until the depression amount AP recognized by the engine 6 reaches the actual depression amount AP is lengthened (acceleration is slower). Specifically, the input device 5 may be a meter cluster provided in front of the driver's seat of the vehicle 10, or a touch panel provided on the instrument panel of the vehicle 10. The input device 5 is configured to allow the driver to input the acceleration rate AF.

[0020] The vehicle 10 is further provided with a brake 7 for stopping (decelerating) the vehicle 10, as well as an engine 6 for running (accelerating) the vehicle 10, and a display device 8 for displaying various information to the driver. Specifically, the display device 8 may be a meter cluster or a touch panel, similar to the input device 5 described above. The input device 5 and the display device 8 may be configured as a common (single) device. For example, the functions of both the input device 5 and the display device 8 may be realized by using multiple displays of the meter cluster.

[0021] The control device 1 is an electronic control device (e.g., VCU; Vehicle Control Unit) that integrally controls various devices mounted on the vehicle 10. The control device 1 is configured as, for example, an LSI device or an embedded electronic device that integrates a microprocessor, ROM, RAM, etc., and is connected to a communication line of an in-vehicle network provided in the vehicle 10.

[0022] On the input side of the control device 1, a pedal force sensor 3, a pedal sensor 4, and an input device 5 are connected. Therefore, information detected by the pedal force sensor 3 and the pedal sensor 4 and information input to the input device 5 are transmitted to the control device 1 at any time. Also, on the output side of the control device 1, an engine 6, a brake 7, and a display device 8 are connected. The control device 1 controls the engine 6, the brake 7, and the display device 8 based on the information transmitted from the pedal force sensor 3, the pedal sensor 4, and the input device 5.

[0023] [2. Control Configuration] As shown in FIG. 1, the control device 1 includes a determination unit 11 that determines the amount of depression AP of the pedal 2, and a deceleration unit 12 and an acceleration unit 13 that decelerate and accelerate the vehicle 10 based on the determination result by the determination unit 11. Further, the control device 1 of the present embodiment further includes a detection unit 14 that detects an abnormality in the pedal 2 or the driver. Note that these units 11 to 14 may be provided as software or hardware, or may be provided as functions of a computer program executable by the control device 1.

[0024] The determination unit 11 determines whether the amount of depression AP from the initial position P1 of the pedal 2 is greater than or less than a reference value N. The determination unit 11 of the present embodiment determines whether N < AP or AP < N by comparing the amount of depression AP transmitted from the pedal sensor 4 with a preset reference value N.

[0025] When the determination unit 11 determines that the depression amount AP is greater than the reference value N (N < AP), the deceleration unit 12 decelerates the vehicle 10. Therefore, the vehicle 10 decelerates when the pedal 2 is depressed beyond the neutral position P0 (moved in the second direction D2 from the neutral position P0). For example, the deceleration unit 12 may control the brake 7 so that the vehicle 10 decelerates at a greater deceleration as the depression amount AP is greater than the reference value N (as the difference |AP - N| between the depression amount AP and the reference value N is greater). Thus, the deceleration unit 12 has a function as a brake ECU that controls the brake 7.

[0026] When the determination unit 11 determines that the depression amount AP is less than the reference value N (AP < N), the acceleration unit 13 accelerates the vehicle 10. Therefore, the vehicle 10 accelerates when the pedal 2 is released to a position before the neutral position P0 (moved in the first direction D1 from the neutral position P0). For example, the acceleration unit 13 may control the fuel injection amount of the engine 6 so that the vehicle 10 accelerates at a greater acceleration as the depression amount AP is less than the reference value N (as the difference |AP - N| between the depression amount AP and the reference value N is greater). Thus, the acceleration unit 13 has a function as an engine ECU that controls the engine 6.

[0027] Incidentally, when starting (departing) from a stopped state, it is essential that the pedal 2 is in the brake operating position (N < AP). For example, when starting the vehicle 10, the driver first depresses the pedal 2 from the initial position P1 beyond the neutral position P0 while the shift lever (not shown) is in the P (parking) range. While the pedal 2 moves from the initial position P1 to the neutral position P0, although the depression amount AP temporarily becomes smaller than the reference value N, since it is before the start (departure) of the vehicle 10, acceleration by the acceleration unit 13 is not performed. Also, even when the pedal 2 is depressed beyond the neutral position P0 and the depression amount AP becomes larger than the reference value N, since it is before the start (departure) of the vehicle 10, the vehicle 10 is maintained in the stopped state without decelerating. Thereafter, when the driver switches the shift lever to the D (driving) range and releases the pedal 2 so that the depression amount AP becomes smaller than the reference value N, acceleration by the acceleration unit 13 is performed. Thereby, the vehicle 10 starts to move from the stopped state.

[0028] The acceleration unit 13 of the present embodiment sets an acceleration ratio AF based on the information transmitted from the input device 5 and causes the display device 8 to display the set acceleration ratio AF. For example, when a driver who does not prefer sudden acceleration inputs a small acceleration ratio AF to the input device 5, the acceleration unit 13 sets the small acceleration ratio AF and causes the display device 8 to display the set acceleration ratio AF. In this case, the acceleration unit 13 accelerates the vehicle 10 with a small acceleration even if the depression amount AP becomes 0. Conversely, when a driver who prefers sudden acceleration inputs a large acceleration ratio AF to the input device 5, the acceleration unit 13 sets the large acceleration ratio AF and causes it to be displayed on the set display device 8. In this case, the acceleration unit 13 accelerates the vehicle 10 with a large acceleration if the depression amount AP becomes 0.

[0029] The detection unit 14 detects an abnormality in the pedal 2 (e.g., a foreign object caught) and an abnormality in the driver (e.g., dozing or fainting) based on information transmitted from the depression force sensor 3 and the pedal sensor 4. As shown in Fig. 3, if a foreign object 20 such as an empty can or a plastic bottle is present below the pedal 2, even if the driver tries to depress the pedal 2 hard to apply the brakes 7, the foreign object 20 may get caught between the arm 21 of the pedal 2 and the floor surface 9, preventing the driver from depressing the pedal 2.

[0030] When the foreign object 20 is caught between the arm 21 of the pedal 2 and the floor surface 9, it is considered that the depression amount AP of the pedal 2 will not become large even if the driver applies a large depression force F to the pad 22 of the pedal 2. For this reason, when the depression amount AP transmitted from the pedal sensor 4 is small relative to the depression force F transmitted from the depression force sensor 3, the detection unit 14 determines that a foreign object is caught and detects an abnormality.

[0031] Furthermore, when the pedal force F transmitted from the pedal force sensor 3 is absent (zero) for a certain period of time or more, or the pedal depression amount AP transmitted from the pedal sensor 4 is 0[%] for a certain period of time or more, the detection unit 14 determines that the driver is dozing or fainting, and detects an abnormality. Note that in addition to (or instead of) the pedal force sensor 3 and the pedal sensor 4, the detection unit 14 may detect an abnormality in the driver based on information from other devices (devices that detect the driver's state), such as a camera that monitors the driver or a grip sensor that detects hands on the steering wheel.

[0032] If an abnormality is detected by the detection unit 14, the vehicle 10 goes into a safety mode and automatic braking is applied. The automatic braking here refers to a function that automatically brakes the vehicle 10 regardless of the depression amount AP of the pedal 2. In this embodiment, if an abnormality is detected by the detection unit 14, the deceleration unit 12 controls the brake 7 to activate the automatic braking and stop the vehicle 10.

[0033] [3. Flowchart] FIG. 4 is a flowchart illustrating the control procedure implemented by the control device 1. This flow is executed, for example, when the start of the vehicle 10 is completed (after the vehicle 10 starts running). Therefore, during the execution of the flow, it is assumed that the shift lever is in the D range and the vehicle 10 is running. Also, during the execution of the flow, it is assumed that information from the stepping force sensor 3, the pedal sensor 4, and the input device 5 is transmitted to the control device 1 at any time.

[0034] First, it is determined whether the detection unit 14 has detected an abnormality (step S1). If no abnormality is detected here, the determination unit 11 determines whether the depression amount AP is smaller than the reference value N (AP < N) (step S2). If the determination result in step S2 is negative (No), then subsequently the determination unit 11 determines whether the depression amount AP is larger than the reference value N (N < AP) (step S3). If the determination result in step S3 is also negative (No), since the depression amount AP is equal to the reference value N (AP = N), the flow is returned without performing acceleration or deceleration by the deceleration unit 12 and the acceleration unit 13.

[0035] On the other hand, if the determination result in step S2 is affirmative (Yes), before the acceleration control by the acceleration unit 13, it is determined whether the acceleration ratio AF has been input to the input device 5 (step S4). If the acceleration ratio AF has been input here, the input acceleration ratio AF is set by the acceleration unit 13 and displayed on the display device 8 (step S5). Next, the acceleration unit 13 controls the engine 6 to accelerate the vehicle 10 (step S6), and the flow is returned.

[0036] Also, if the determination result in step S3 is affirmative (Yes), the deceleration unit 12 controls the brake 7 to decelerate the vehicle 10 (step S7), and the flow is returned. On the other hand, if an abnormality is detected in step S1, the automatic brake is applied (step S8). In step S8 of the present embodiment, after the deceleration unit 12 controls the brake 7 to decelerate the vehicle 10, it is stopped. Then, the flow is returned.

[0037] [4. Actions and Effects] According to the above-described control device 1, the vehicle 10 is decelerated when the depression amount AP of the pedal 2 is larger than a predetermined reference value N, so the vehicle 10 is not accelerated even if the driver mistakenly depresses the pedal 2 with a depression amount AP larger than the reference value N. Therefore, it is possible to prevent the vehicle 10 from erroneously starting due to depression of the pedal 2.

[0038] On the other hand, a typical pedal that realizes one-pedal driving is based on an accelerator pedal, and accelerates the vehicle when the depression amount is relatively large, and decelerates the vehicle when the depression amount is relatively small. Therefore, when the driver mistakenly depresses this pedal deeply, there is a risk that the vehicle will suddenly accelerate against the driver's intention, and there is a risk that the erroneous start of the vehicle cannot be prevented. In contrast, according to the above-mentioned control device 1, the vehicle 10 is decelerated when the depression amount AP is larger than the reference value N, so that the sudden acceleration and erroneous start of the vehicle 10 can be prevented even if the driver mistakenly depresses the pedal 2 deeply. Therefore, safety in the event of an erroneous operation by the driver is improved.

[0039] Furthermore, according to the control device 1, when the depression amount AP of the pedal 2 is smaller than a predetermined reference value N, the vehicle 10 is accelerated, so that the vehicle 10 can be accelerated and decelerated by operating a single pedal 2. Therefore, compared to a conventional structure in which an accelerator pedal for acceleration and a brake pedal for deceleration are separately provided, it is possible to prevent the wrong pedal from being depressed, and convenience is improved by eliminating the hassle of switching pedals.

[0040] If the driver can set the acceleration rate AF through the input device 5 as in this embodiment, for example, it is possible to realize acceleration of the vehicle 10 that matches the driver's preference. For example, a driver who is not accustomed to operating the pedal 2 can set the acceleration rate AF to be small, thereby preventing the vehicle 10 from accelerating suddenly even if the driver mistakenly releases the pedal 2 suddenly. On the other hand, a driver who is fully accustomed to operating the pedal 2 can set the acceleration rate AF to be large, thereby allowing the vehicle 10 to be fully accelerated directly in response to the operation of the pedal 2. Therefore, the usability of the vehicle 10 can be improved.

[0041] As illustrated in FIG. 3, when a foreign object 20 is caught in the pedal 2, the foreign object 20 may prevent the driver from depressing the pedal 2, and the driver may not be able to depress the pedal 2 deeply even if the driver tries to apply the brakes 7. In addition, when the driver falls asleep or faints and the pedal 2 is released to the initial position P1 (or its vicinity), the vehicle 10 may suddenly accelerate regardless of the road conditions at that time. In contrast, if an abnormality is detected based on, for example, the depression force F on the pedal 2 as in this embodiment, it is possible to grasp abnormalities such as the above-mentioned foreign object 20 being caught, or the driver falling asleep or fainting. In addition, if automatic braking is applied when an abnormality is detected, the safety of the vehicle 10 when an abnormality occurs can be improved.

[0042] [5.Other] The above-described configuration of the pedal 2 is one example. The pedal 2 may have any configuration that allows depression, and does not necessarily require components such as the arm 21 and the pad 22. In addition, the pedal force sensor 3 may have any configuration that allows detection of the pedal force F applied to the pedal 2 or a parameter corresponding thereto.

[0043] The above control configuration is also an example. In the control device 1, instead of the above configuration in which the vehicle 10 is not accelerated or decelerated when the depression amount AP is equal to the reference value N, the deceleration unit 12 may decelerate the vehicle 10 or the acceleration unit 13 may accelerate the vehicle 10. Alternatively, the reference value N may be set to a value within a certain range (for example, 45[%]≦N≦55[%]) so that the vehicle 10 is not accelerated or decelerated when the depression amount AP is within the range of the reference value N. Note that the configuration in the acceleration unit 13 for setting the acceleration ratio AF and the configuration in the detection unit 14 for detecting an abnormality may be omitted from the control device 1.

[0044] In the above embodiment, the control device 1 having both the functions of the engine ECU and the brake ECU has been exemplified, but instead of this, the engine ECU and the brake ECU may be provided separately from the control device 1. In this case, the control device 1 may control the engine 6 and the brake 7 via the engine ECU and the brake ECU, respectively. Note that when the control device 1 is applied to a vehicle that runs on a motor instead of (or in addition to) the engine 6, it may control the current or voltage sent to the motor instead of (or in addition to) the amount of fuel injection of the engine 6. [Explanation of symbols]

[0045] 1 Control device (vehicle driving control device) 2 Pedals 3. Pedal force sensor 4 Pedal Sensor 5 Input Devices 6 Engine 7. Brakes 8 Display device 9. Floor 10 Vehicles 11 Judgment section 12 Reduction section 13 Acceleration section 14 Detection unit 20 Foreign object 21 Arm 22 Pad 23 Rotating shaft AP Stepping Amount AF Acceleration Rate D1 First direction D2 Second direction F Pedal force N standard value P0 Neutral position P1 initial position P2 Fully open position

Claims

[Claim 1] 1. A cruise control device for a vehicle having a single pedal used for both acceleration and deceleration, comprising: a determination unit that determines whether a depression amount of the pedal from an initial position is greater or smaller than a predetermined reference value; a deceleration unit that decelerates the vehicle when the determination unit determines that the depression amount is greater than the reference value; an acceleration unit that accelerates the vehicle when the determination unit determines that the depression amount is smaller than the reference value; A vehicle driving control device.

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