Control mode switching device for vehicle

Abstract

A control mode switching device (100) for a vehicle switches a control mode between a non-control mode in which a control amount does not automatically change, an automatic mode in which the control amount automatically changes, and a manual mode in which the control amount manually changes. The control mode switching device comprises: a first operation device (24) and a second operation device (18) operated by a driver; and a control unit (10) configured to switch a control mode on the basis of the operation of the first operation device and the second operation device, the control unit switching the control mode between two of the three modes on the basis of the operation of the first operation device to set a base mode (80, 82). The control mode is switched between the base mode and the remaining mode other than the two modes among the three modes on the basis of the operation of the second operation device.

Description

Technical Field

[0001] This invention relates to a control mode switching device for automobiles and other vehicles. Background Technology

[0002] Control mode switching devices are known in automobiles and other vehicles that switch vehicle control modes by operating operating components. For example, Patent Document 1 described below describes a control mode switching device that switches between electric and hybrid vehicle driving modes and automatic transmission gears by operating a paddle shifter lever.

[0003] Existing technical documents

[0004] Patent documents

[0005] Patent Document 1: Japanese Patent Application Publication No. 2022-72666 Summary of the Invention

[0006] [The problem the invention aims to solve]

[0007] In the control of automobiles and other vehicles, there are situations where control modes can be switched between non-control mode (where the control quantity does not change automatically), automatic mode (where the control quantity changes automatically), and manual mode (where the control quantity changes manually).

[0008] In conventional control mode switching devices such as the one described in Patent Document 1, the operation of the control mode inevitably becomes complex when switching between three modes by operating one or more operating devices, such as a shift paddle lever. Therefore, misoperation of the operating device is prone to occur when switching control modes.

[0009] The present invention provides a vehicle control mode switching device, which is improved to be less prone to malfunction of the operating device when switching between three control modes compared with conventional control mode switching devices.

[0010] [The technical solutions and effects of the invention used to solve the problem]

[0011] According to the present invention, a vehicle control mode switching device (100) is provided, which switches between a non-control mode in which the control quantity does not change automatically, an automatic mode in which the control quantity changes automatically, and a manual mode in which the control quantity changes manually.

[0012] The control mode switching device includes: a first operating device and a second operating device (24, 18) operated by the driver; and a control unit (10) configured to switch control modes based on the operation of the first operating device and the second operating device. The control unit is configured to switch control modes between two of the three modes to set a base mode (80, 82) based on the operation of the first operating device (24), and to switch control modes between the remaining modes other than the two modes and the base mode based on the operation of the second operating device (18).

[0013] Based on the above configuration, two of the three modes are designated as basic modes, and the control mode is switched between these two modes based on the operation of the first operating device. Thus, the driver can switch the control mode between the two basic modes by operating the first operating device. Furthermore, based on the above configuration, the control mode is switched between the remaining modes (excluding the two basic modes) and the basic modes based on the operation of the second operating device. Thus, the driver can switch the control mode between the remaining modes and the basic modes by operating the second operating device. Therefore, based on the above configuration, compared to conventional devices that switch the control mode between the three modes by operating one or more operating devices, the possibility of erroneous operation of the operating device when switching the control mode between the three modes can be reduced.

[0014] [Technical solution of the invention]

[0015] In one embodiment of the present invention, the second operating device (18) is located at a position that is more easily accessible to the driver during driving than the first operating device (24).

[0016] According to the above technical solution, compared with the first operating device, the driver can more easily operate the second operating device while driving the vehicle. Therefore, compared with switching between two control modes set as the basic mode, switching between the remaining mode and the basic mode can be performed more easily.

[0017] In another technical solution of the present invention, the operation of the second operating device (18) for switching the control mode between the remaining mode and the basic mode is the same regardless of which of the two modes the basic mode is.

[0018] According to the above technical solution, compared with the case where the operation of the second operating device varies depending on which of the two basic modes it is, it is easier to switch the control mode between the remaining mode and the basic mode.

[0019] In another technical solution of the present invention, the control unit (10) is configured to switch the control mode to the mode that was set as the basic mode before the control mode was switched from the basic mode to the basic mode when the control mode is switched from the remaining mode to the basic mode based on the operation of the second operating device (18).

[0020] In this application, the mode that is set as the control mode before switching the control mode from the basic mode to the remaining mode is referred to as the "original mode". According to the above technical solution, when the control mode is switched from the remaining mode to the basic mode based on the operation of the second operating device, the control mode is switched back to the original mode. Thus, it is possible to switch the control mode back to the original mode when switching the control mode from the remaining mode to the basic mode through the operation of the second operating device.

[0021] In yet another technical solution of the present invention, the two modes are non-control mode and automatic mode, and the remaining mode is manual mode.

[0022] According to the above technical solution, the two modes are a non-control mode and an automatic mode. Therefore, the basic mode can be set by switching the control mode between the two modes (non-control mode and automatic mode) that are set as the basic mode through the operation of the first operating device, and the control mode can be switched between the basic mode and the manual mode through the operation of the second operating device.

[0023] In another technical solution of the present invention, the control unit (10) is configured such that, when the control mode is automatic, and when the control mode is switched from automatic to manual based on the operation of the second operating device (18), the increase or decrease of the control quantity when switching the control mode from automatic to manual is determined based on the operation mode of the second operating device.

[0024] According to the above technical solution, when switching the control mode from automatic mode to manual mode, the driver can increase or decrease the control quantity as desired by selecting the operation mode of the second operating device.

[0025] In yet another technical solution of the present invention, the two modes are non-control mode and manual mode, and the remaining mode is automatic mode.

[0026] According to the above technical solution, the two modes are a non-control mode and a manual mode. Therefore, the basic mode can be set by switching the control mode between the two modes (non-control mode and manual mode) that are set as the basic mode through the operation of the first operating device, and the control mode can be switched between the basic mode and the automatic mode through the operation of the second operating device.

[0027] In another technical solution of the present invention, the control unit (10) is configured such that, when the control mode is automatic, and when the control mode is switched from automatic to manual based on the operation of the second operating device (18), the increase or decrease of the control quantity when switching the control mode from automatic to manual is determined based on the operation mode of the second operating device.

[0028] According to the above technical solution, when switching the control mode from automatic to manual, the driver can increase or decrease the control quantity as desired by selecting the operation mode of the second operating device.

[0029] In another technical solution of the present invention, the first operating device (24) is a switch located outside the steering wheel (50), and the second operating device (18) is one of the shift paddle device and the steering wheel switch (a switch located on the steering wheel) located on the steering wheel (50).

[0030] According to the above technical solution, one of the paddle shifters and the steering wheel switch, which are the second operating devices, is located in a position that is more easily accessible to the driver during vehicle operation compared to the switch, which is the first operating device. Therefore, compared to switching between two control modes under the operation of the switch as the first operating device, switching between the remaining control mode and the basic mode under the operation of either the paddle shifters or the steering wheel switch is easier.

[0031] In another technical solution of the present invention, the switch located in a part other than the steering wheel (50) is a soft switch that is displayed on a display device (22) that can be visually confirmed by the driver and can be touched.

[0032] According to the above technical solution, the driver can switch between two control modes, which are the basic modes, by touching the soft switch displayed on the display device.

[0033] In another technical solution of the present invention, the control unit (10) is configured such that, when the control mode is the remaining mode, the control mode set to the basic mode is displayed on the display device (22) that can be visually confirmed by the driver.

[0034] According to the above technical solution, when the control mode is the residual mode, the original mode—that is, the control mode that was set as the basic mode before the control mode was switched from the basic mode to the residual mode—is displayed on the display device. Thus, the driver can identify the original mode by viewing the display device.

[0035] In the foregoing description, to aid in understanding the invention, the names and / or reference numerals (drawing reference numerals) used in the embodiments described below are enclosed in parentheses to represent the components of the invention. However, the constituent elements of the invention are not limited to the constituent elements of the embodiments corresponding to the names and / or reference numerals enclosed in parentheses. Other objects, features, and incidental advantages of the invention should be readily understood from the following description of embodiments of the invention with reference to the accompanying drawings. Attached Figure Description

[0036] Figure 1 This is a schematic diagram showing the configuration of a driving assistance device equipped with a control mode switching device according to the embodiment.

[0037] Figure 2 This is a diagram showing the interior of a vehicle equipped with a control mode switching device based on the first embodiment.

[0038] Figure 3 It is a diagram that sets the non-control mode and automatic mode as the basic mode, sets the manual mode as the remaining mode, and shows the relationship between the switching operation of the control mode and the change of the control mode.

[0039] Figure 4 This is a flowchart corresponding to the control mode switching control procedure in the first embodiment.

[0040] Figure 5 This is a diagram showing the interior of a vehicle equipped with a control mode switching device based on the second embodiment.

[0041] Figure 6 It is a diagram that sets the non-control mode and manual mode as the basic mode, sets the automatic mode as the remaining mode, and shows the relationship between the switching operation of the control mode and the change of the control mode.

[0042] Figure 7 The diagram shows a mapping of multiple drive torques representing the relationship between accelerator opening A and vehicle speed V and drive torque Td.

[0043] Figure 8 This is a flowchart corresponding to the control mode switching control procedure in the second embodiment.

[0044] Explanation of reference numerals in the attached figures

[0045] 10: Driver assistance ECU; 12: Camera sensor; 14: Radar sensor; 18: Operating device; 20: Instrument ECU; 22: Display device; 24: Soft switch; 52: Paddle shifter; 52L, 52R: Lever; 80, 82: Basic mode; 100: Control mode switching device; 102: Vehicle. Detailed Implementation

[0046] Hereinafter, with reference to the accompanying drawings, a detailed description will be given of the vehicle control mode switching device according to embodiments of the present invention.

[0047] like Figure 1 As shown, the control mode switching device 100 according to the embodiment of the present invention is applied to the driving assistance device 104 of a vehicle 102, including a driving assistance ECU 10. The vehicle 102 is a vehicle capable of autonomous driving, and includes an instrument ECU 20, a drive ECU 30, and a brake ECU 40. ECU refers to an electronic control unit with a microcomputer as its main component.

[0048] Each ECU's microcomputer includes a CPU, ROM, RAM, read / write non-volatile memory (N / M), and interfaces (I / F). The CPU executes instructions (programs, routines) stored in the ROM to perform various functions. Furthermore, these ECUs are interconnected via CAN (Controller Area Network) 106 to exchange data (enable communication). Therefore, the detection values ​​of sensors (including switches) connected to a specific ECU are also sent to other ECUs.

[0049] The driver assistance ECU 10 is a central control device that performs driver assistance controls such as deceleration assist control, following distance control, and lane keeping control. In this embodiment, the driver assistance ECU 10 cooperates with other ECUs to perform driver assistance controls that assist the driver in driving the vehicle 102, and also performs control over the switching of driver assistance control modes.

[0050] The driver assistance ECU 10 is connected to a camera sensor 12, a radar sensor 14, a setting operator 16, and an operating device 18. The camera sensor 12 and the radar sensor 14 each include multiple camera devices and multiple radar devices, respectively, and function as a target information acquisition device 15 for acquiring target information around the vehicle 102.

[0051] Although not illustrated, each camera device of the camera sensor 12 includes a camera unit that captures images of the area around the vehicle 102, and an identification unit that analyzes the image data captured by the camera unit to identify targets such as white lines on the road and other vehicles. The identification unit supplies information related to the identified targets to the driver assistance ECU 10 at predetermined intervals.

[0052] Each radar unit of radar sensor 14 uses millimeter-wave radio waves to detect the distance between the vehicle and a three-dimensional object, the relative speed between the vehicle and the three-dimensional object, and the relative position (direction) of the three-dimensional object relative to the vehicle. This information is supplied to the driver assistance ECU 10 at predetermined intervals. Alternatively, LiDAR (Light Detection and Ranging) can be used instead of radar sensor 14, or in addition to radar sensor 14.

[0053] The operator 16 is set in a position that can be operated by the driver. Figure 1 Although not shown, the setting operator 16 includes a deceleration assist switch. The driving assistance ECU 10 performs deceleration assist control when the deceleration assist switch is turned on.

[0054] The operating device 18 includes a driver-operated control element 18A and a switch 18B that toggles on / off states when the control element is operated. Information regarding the on / off state of switch 18B is sent to the driver assistance ECU 10. The operating device 18 is mounted on the steering wheel 50 so that the driver can operate it while driving the vehicle 102. The driver assistance ECU 10 determines the mode of operation of the control element 18A when operated by the driver based on the on / off state of switch 18B.

[0055] The instrument cluster ECU 20 is connected to a touch panel-type display 22 that displays the status of controls performed by the driver assistance ECU 10. The display 22 can be, for example, an instrument display showing instrument-related and various information, particularly a multi-information display, or a monitoring display for a navigation device. As described later, when the display 22 receives a signal from the driver assistance ECU 10, it displays information about the soft switch 24, deceleration assist control, and control mode.

[0056] A drive unit 32 is connected to the drive ECU 30, which accelerates the vehicle 102 by applying driving force to the drive wheels 34. Under normal circumstances, the drive ECU 30 controls the drive unit 32 in a manner that varies the driving force generated by the drive unit 32 according to the driver's driving operation. When it receives a command signal from the driver assistance ECU 10, it controls the drive unit 32 based on the command signal.

[0057] A braking device 42 is connected to the braking ECU 40. The braking device 42 decelerates the vehicle 102 by applying braking force to the wheels 44. The wheels 44 include drive wheels 34. Under normal conditions, the braking ECU 40 controls the braking device 42 in a manner that varies according to the driver's braking operation. When it receives a command signal from the driver assistance ECU 10, it controls the braking device 42 based on the command signal to perform automatic braking.

[0058] Therefore, the brake ECU 40 and the brake device 42 cooperate to function as the automatic braking device 48. Furthermore, when applying braking force to the wheels 44 through deceleration assist control, etc. Figure 1 The brake light (not shown) is illuminated.

[0059] The driving operation sensor 60 and the vehicle status sensor 70 are connected to the CAN 106. Information detected by the driving operation sensor 60 and the vehicle status sensor 70 (referred to as sensor information) is sent to the CAN 106. The sensor information sent to the CAN 106 can be appropriately utilized in each ECU. Furthermore, sensor information from sensors connected to a specific ECU can also be sent from that specific ECU to the CAN 106.

[0060] The driving operation sensor 60 includes a drive operation quantity sensor that detects the accelerator opening degree, a brake operation quantity sensor that detects the master cylinder pressure or the force applied to the brake pedal (not shown), and a brake switch that detects the presence or absence of brake pedal operation. Additionally, the driving operation sensor 60 includes a steering angle sensor that detects the steering angle and a steering torque sensor that detects the steering torque.

[0061] The vehicle state sensor 70 includes a vehicle speed sensor for detecting the vehicle speed V of the vehicle 102, a front-rear acceleration sensor for detecting the vehicle's longitudinal acceleration, a lateral acceleration sensor for detecting the vehicle's lateral acceleration, and a yaw rate sensor for detecting the vehicle's yaw rate. Furthermore, the vehicle state sensor 70 includes sensors for detecting... Figure 1 The gear position sensor for the gear shift device (shift position), which is not shown in the diagram.

[0062] As detailed below, the soft switch 24 displayed on the display 22 functions as a first operating device operated by the driver, and the operating device 18 functions as a second operating device operated by the driver. The control mode switching device 100 includes the first operating device, the second operating device, and the driver assistance ECU 10. The second operating device is located in a position that is more easily accessible to the driver during vehicle operation compared to the first operating device.

[0063] The driving assistance ECU 10 is configured to switch the deceleration assist control mode between non-control mode and automatic mode, between non-control mode and manual mode, and between automatic mode and manual mode based on the operation of the first operating device and the second operating device. Non-control mode is a mode where the control quantity does not change automatically; automatic mode is a mode where the control quantity changes automatically; and manual mode is a mode where the control quantity changes manually.

[0064] The driver assistance ECU 10 switches between two of the three modes based on the operation of the first operating device, and is set to the basic mode. Furthermore, the driver assistance ECU 10 switches between the remaining three modes and the basic mode based on the operation of the second operating device.

[0065] As detailed below, the operation of the second operating device for switching the control mode between the remaining mode and the basic mode is the same regardless of which of the two modes the basic mode is.

[0066] Furthermore, when the driver assistance ECU 10 switches the control mode from the remaining mode to the basic mode based on the operation of the second operating device, it switches the control mode back to the original mode. As mentioned above, the original mode is the mode that was set as the control mode before the control mode was switched from the basic mode to the remaining mode. The original mode is also displayed on the display device 22, such as the multi-information display 56A (see reference). Figure 2 and Figure 5 ).

[0067] <First Implementation Method>

[0068] The first embodiment applies to the drive device 32, including... Figure 1 The vehicle 102 has an internal combustion engine and transmission not shown. In the first embodiment, the transmission of the vehicle 102 is an automatic transmission with a manual transmission mode.

[0069] In the first embodiment, such as Figure 2 As shown in dialog box A, the operating element 18A of the operating device 18 is a pair of levers 52L and 52R of the shift paddle device 52, which are provided on the left and right spoke portions 50L and 50R of the steering wheel 50 and operated by the driver's fingers. The shift paddle device is a device provided on the steering wheel 50 for changing gears.

[0070] For example, when the left lever 52L of the shift paddle device 52 is pulled forward once, the gear shifts down by one gear (downshift). When the lever 52L is pulled forward multiple times consecutively, the gear shifts down by several gears. When the right lever 52R of the shift paddle device is pulled forward once, the gear shifts up by one gear (upshift). When the lever 52R is pulled forward multiple times consecutively, the gear shifts up by several gears. Even if the levers 52L and / or 52R are pulled for a duration longer than the reference time, the gear will not change. Pulling the lever once is called a "short pull," and pulling the lever continuously is called a "long pull."

[0071] The operating device 18 includes a pair of switches 18B corresponding to levers 52L and 52R. Each switch is normally open when the corresponding lever is not pulled, and becomes closed when the corresponding lever is pulled. Information regarding whether each switch is closed is supplied to the driver assistance ECU 10.

[0072] In the first embodiment, the control quantity is the degree of vehicle deceleration when the accelerator pedal is not depressed by the driver and the accelerator is closed. The driver assistance control is a switching control of the vehicle's deceleration degree, switching the deceleration degree to three levels: high, medium (standard), and low. When the control mode is non-control mode, the driver assistance ECU 10 does not automatically change the deceleration degree and sets it to "medium". In contrast, when the control mode is automatic mode, the driver assistance ECU 10 changes the deceleration degree based on vehicle driving conditions such as vehicle speed V and the curvature of the road ahead of the vehicle 102. Moreover, when the control mode is manual mode, the driver assistance ECU 10 adjusts the deceleration degree based on... Figure 2 The driver can change the degree of deceleration by adding or removing the cross switch 54 shown.

[0073] Furthermore, the degree of deceleration can be changed in any manner. For example, the degree of deceleration can be changed by automatically shifting the transmission gears, or by automatically shifting gears and / or by automatically controlling the braking device 42.

[0074] like Figure 2 As shown in dialog box B, the current control mode and deceleration level are displayed on the multi-information display 56A of the instrument display 56. The control mode can be displayed as "OFF" when the current control mode is non-control mode, "AUTO" when the current control mode is automatic mode, and "MANU" when the current control mode is manual mode. Additionally, the deceleration level can be displayed as "High," "Medium," and "Low" for high, medium, and low deceleration levels, respectively.

[0075] exist Figure 2 In the diagram, 58 represents the gear shift lever of an automatic transmission. For example... Figure 2 As shown in dialog box C, the shift lever 58 can be switched to D, N, R, P, and M (manual transmission). Furthermore, when the shift lever 58 is pressed towards the + side in M ​​mode, an upshift is performed; when the shift lever 58 is pressed towards the - side in M ​​mode, a downshift is performed.

[0076] like Figure 2 As shown in dialog box B, the gear position of the transmission can also be displayed as letters for each shift position on the multi-information display 56A. In particular, "M+" can be displayed when the shift lever 58 is pressed towards the "+" side in M ​​mode, and "M-" can be displayed when the shift lever 58 is pressed towards the "-" side in M ​​mode.

[0077] In the first embodiment, such as Figure 3 As shown, the basic mode 80 has two modes: non-control mode and automatic mode, with the remaining mode being manual mode. The soft switch 24 displayed on the display 22 includes a non-control mode switch (OFF) and an automatic mode switch (AUTO). When the non-control mode switch is touched, the driver assistance ECU 10 sets the control mode to non-control mode; when the automatic mode switch is touched, it sets the control mode to automatic mode. Thus, the driver assistance ECU 10 switches the control mode between non-control mode and automatic mode based on the operation of the soft switch 24, which serves as the first operating device.

[0078] Furthermore, when the lever 52L or 52R, which functions as the operating component 18A, is briefly pulled, the driver assistance ECU 10 switches the basic mode 80 to manual mode. When the lever 52L or 52R is fully pulled, the manual mode switches back to the original mode of the basic mode 80. The original mode is the control mode that was set as the basic mode before the control mode switched from the basic mode 80 to the manual mode (the control mode set as the basic mode before the control mode switched from the basic mode 80 to the manual mode). In addition, the original mode is displayed on the multi-information display 56A.

[0079] Therefore, the driver assistance ECU 10 switches the control mode between manual mode and basic mode based on the operation of the operating device 18, which serves as a second operating device. Specifically, when switching from manual mode to basic mode, the driver assistance ECU 10 sets the new control mode back to the original mode. Furthermore, the driver can confirm the original mode by viewing the multi-information display 56A, thus eliminating the need to remember the original mode.

[0080] In the first embodiment, the ROM of the driving assistance ECU 10 stores information related to... Figure 4 The flowchart shown corresponds to the control mode switching program for the vehicle's deceleration level when the accelerator is off. Based on Figure 4 The control shown in the flowchart is performed repeatedly by the CPU of the driving assistance ECU10 at predetermined intervals when the deceleration assist switch is turned on.

[0081] First, in step S10, the CPU determines whether the accelerator is off based on the accelerator opening detected by the drive operation quantity sensor of the driving operation sensor 60. If a negative determination is made, the control temporarily ends; if a positive determination is made, the control proceeds to step S20.

[0082] In step S20, the CPU determines whether the control mode is the basic mode, that is, whether the control mode is set to non-control mode or automatic mode. If a negative determination is made, the control proceeds to step S100; if a positive determination is made, the control proceeds to step S30.

[0083] In step S30, the CPU determines whether the control mode is set to automatic mode. If a negative determination is made, the control proceeds to step S120; if a positive determination is made, the control proceeds to step S40.

[0084] In step S40, the CPU determines whether the control mode has been switched from automatic mode to manual mode by the operation of the operating device 18. If the determination is positive, the control proceeds to step S90; if the determination is negative, the control proceeds to step S50.

[0085] In step S50, the CPU determines whether the lever 52L or 52R of the paddle shifter device 52 is short-pulled. If a negative determination is made, the control proceeds to step S130; if a positive determination is made, the control proceeds to step S60.

[0086] In step S60, the CPU determines whether the lever 52L on the left side has been pulled short. If the determination is positive, in step S70, the vehicle's deceleration is increased by downshifting one gear. Conversely, if the determination is negative, in step S80, the vehicle's deceleration is decreased by upshifting one gear.

[0087] In step S90, the CPU sets the control mode for switching the vehicle's deceleration level to manual mode. Furthermore, when the control mode is manual, the CPU maintains that mode. Additionally, the CPU outputs a command signal to the instrument cluster ECU 50, thereby displaying "MANU" on the multi-information display 56A.

[0088] In step S100, the CPU determines whether the lever 52L or 52R of the shift paddle device 52 is pulled for an extended period. If a negative determination is made, the control proceeds to step S90; if a positive determination is made, the control proceeds to step S110.

[0089] In step S110, the CPU determines whether the original mode is automatic mode. If a negative determination is made, the control proceeds to step S140; if a positive determination is made, the control proceeds to step S130.

[0090] In step S120, the CPU determines whether the control mode has been switched from non-control mode to automatic mode by the operation of the operating device 18. If a negative determination is made, the control proceeds to step S140; if a positive determination is made, the control proceeds to step S130.

[0091] In step S130, the CPU sets the control mode for switching the vehicle's deceleration level to automatic mode. Furthermore, when the control mode is automatic, the CPU maintains that mode. Additionally, the CPU outputs a command signal to the instrument cluster ECU 50, thereby displaying "AUTO" on the multi-information display 56A.

[0092] In step S140, the CPU sets the control mode for switching the vehicle's deceleration level to non-control mode. Furthermore, when the control mode is non-control mode, the CPU maintains this mode. Additionally, by outputting a command signal to the instrument cluster ECU 50, "OFF" is displayed on the multi-information display 56A.

[0093] <Second Implementation Method>

[0094] The second embodiment applies to the drive device 32, including... Figure 5 An electric vehicle 102, whose electric motor and transmission are not shown. In the second embodiment, by... Figure 5 The gear shift disc 90 shown is rotated to switch between N (neutral), D (drive), and R (reverse). A P button 92 is provided; pressing this button shifts the gear from other gears to P (park). Alternatively, all gear shifts can be performed using the shift buttons (not shown).

[0095] like Figure 5 As shown in dialog box D, the current gear is displayed on shift display 94, which is located near the shift disc 90. Figure 5 As shown in dialog box B, the gear position can also be displayed as the letter for each gear on the multi-information display 56A.

[0096] like Figure 7 As shown, the ROM of the drive ECU 30 stores multiple drive torque mappings 96 representing the relationship between accelerator opening A, vehicle speed V, and drive torque Td. Mapping numbered N is the standard mapping. A larger number corresponds to a larger drive torque Td, and vice versa. Drive torque Td is normally controlled based on the mapping numbered N, according to accelerator opening A and vehicle speed V. When controlling the drive force, the drive torque mapping is switched according to the required drive force.

[0097] When the driving torque Td decreases and the driving force of vehicle 102 decreases, becoming less than the sum of the vehicle's driving resistance, friction, etc., a deceleration force is applied to the vehicle. When the driving torque Td decreases to a negative driving torque, the deceleration force applied to the vehicle further increases. Therefore, regenerative braking force can be controlled by reducing the driving torque Td.

[0098] In the second embodiment, the driver assistance control controls the degree of vehicle deceleration by controlling the drive torque Td based on mapping switching. Therefore, the control quantity in the second embodiment is the degree of vehicle deceleration that is increased or decreased by mapping switching. When the control mode is non-control mode, the driver assistance ECU 10 does not automatically switch mappings, so the degree of deceleration does not change automatically. In contrast, when the control mode is automatic mode, the driver assistance ECU 10 switches mappings based on required deceleration, for example, based on vehicle speed V, the curvature of the road ahead of the vehicle 102, etc., thereby changing the degree of deceleration. Furthermore, when the control mode is manual mode, as described later, the driver assistance ECU 10 switches mappings based on the operation of the operating device 18 performed by the driver, thereby changing the degree of deceleration.

[0099] In the second embodiment, the operating element 18A and switch 18B of the operating device 18 are configured in the same way as those in the first embodiment, and are used to switch the above mapping. Furthermore, in the second embodiment, the levers 52L and 52R are operated by pressing them away from the driver, rather than pulling them forward.

[0100] For example, in manual mode, each time the left lever 52L of the paddle shifter 52 is pressed, the mapping number of the drive torque Td decreases by one. Conversely, each time the right lever 52R of the paddle shifter 52 is pressed, the mapping number of the drive torque Td increases by one. Pressing the lever once is called a "short press," and pressing the lever for a long time is called a "long press."

[0101] like Figure 5 As shown in dialog box B, the current control mode is displayed on the multi-information display 56A of the instrument display 56. The control mode can be displayed as "OFF" when the current control mode is non-control mode, "AUTO" when the current control mode is automatic mode, and "MANU" when the current control mode is manual mode. In addition, the mapping number can also be displayed on the multi-information display 56A.

[0102] In the second embodiment, such as Figure 6 As shown, the basic mode 82 has two modes: non-control mode and manual mode, with the remaining mode being automatic mode. The soft switch 24, displayed on the multi-information display 56A (which serves as the display 22), includes a non-control mode switch (OFF) and a manual mode switch (MANU). When the non-control mode switch is touched, the driver assistance ECU 10 sets the control mode to non-control mode; when the manual mode switch is touched, it sets the control mode to manual mode. Thus, the driver assistance ECU 10 switches the control mode between non-control mode and manual mode based on the operation of the soft switch 24, which serves as the first operating device.

[0103] Furthermore, when the lever 52L or 52R, which functions as the operating component 18A, is briefly pressed, the driver assistance ECU 10 switches the basic mode 82 to automatic mode. When the lever 52L or 52R is pressed and held, the automatic mode switches back to the original mode of the basic mode 82. The original mode is the control mode that was set as the basic mode before the control mode switched from the basic mode 82 to the automatic mode (the control mode set as the basic mode before the control mode switched from the basic mode 82 to the automatic mode). The original mode is also displayed on the multi-information display 56A.

[0104] Therefore, the driver assistance ECU 10 switches the control mode between automatic mode and basic mode based on the operation of the operating device 18, which serves as a second operating device. In particular, when switching from automatic mode to basic mode, the driver assistance ECU 10 sets the control mode after the switch back to the original mode. Furthermore, the driver can confirm the original mode by viewing the multi-information display 56A, so there is no need to remember the original mode.

[0105] In the second embodiment, the ROM of the driving assistance ECU 10 stores information related to... Figure 8 The flowchart shown corresponds to the vehicle deceleration control program. When the deceleration assist switch is on, based on... Figure 8 The control shown in the flowchart is repeatedly executed by the CPU of the driving assistance ECU10 at predetermined intervals.

[0106] from Figure 8 and Figure 4 A comparison shows that in the second embodiment, the step corresponding to step S10 is not executed. Steps S20 to S60, S90, and S110 to S140 are executed in the same manner as steps S20 to S60, S90, and S110 to S140 in the first embodiment.

[0107] In step S50, the CPU determines whether the shift paddle lever 52L or 52R has been briefly pressed. If a negative determination is made, the drive torque mapping 96 is not switched (see reference). Figure 7 If a positive determination is made, the control proceeds to step S130. If a positive determination is made, the control proceeds to step S60.

[0108] In step S60, the CPU determines whether the short press is on the right-side lever 52R. If a positive determination is made, in step S75, the drive torque mapping 96 is switched by decreasing the drive torque Td by lowering the mapping number by one. Conversely, if a negative determination is made, in step S85, the drive torque mapping is switched by increasing the drive torque Td by raising the mapping number of the drive torque mapping 96 by one.

[0109] In step S100, the CPU determines whether the shift paddle lever 52L or 52R is pressed and held. If a negative determination is made, the control proceeds to step S90; if a positive determination is made, the control proceeds to step S110.

[0110] <Effects of the First and Second Embodiments>

[0111] According to the first and second embodiments, two of the three modes are designated as basic modes, and the control mode is switched between the two modes based on the operation of the soft switch 24, which serves as the first operating device. Thus, the driver can switch the control mode between the two basic modes by operating the soft switch 24. Furthermore, according to the first and second embodiments, the control mode is switched between the remaining three modes and the basic mode based on the operation of the operating device 18, which serves as the second operating device. Thus, the driver can switch the control mode between the remaining modes and the basic mode by operating the operating device 18.

[0112] Therefore, according to the first and second embodiments, compared with conventional devices that switch control modes between three modes by operating one or more operating devices, the possibility of malfunction of the operating device when switching control modes between three modes can be reduced.

[0113] Furthermore, in the first embodiment, the basic mode 80 has two modes: a non-control mode and an automatic mode, with the remaining mode being a manual mode. In the second embodiment, the basic mode 82 has two modes: a non-control mode and a manual mode, with the remaining mode being an automatic mode.

[0114] Furthermore, according to the first and second embodiments, the operating device 18, which serves as the second operating device, is positioned at a location that is more easily accessible to the driver during driving of the vehicle 102 compared to the soft switch 24, which serves as the first operating device. Therefore, the operating device 18 is easier for the driver to operate during driving of the vehicle 102 compared to the soft switch 24. Consequently, switching between the remaining mode and the basic mode is easier compared to switching between the two control modes that serve as the basic mode.

[0115] Furthermore, according to the first and second embodiments, the operation of the operating device 18 for switching the control mode from the remaining mode to the basic mode is a long pull (first embodiment) or a long press (second embodiment) of the shift paddle lever. The operation of the operating device 18 for switching the control mode from the basic mode to the remaining mode is a short pull (first embodiment) or a short press (second embodiment). In other words, regardless of which of the two modes the basic mode is, the operation of the operating device 18 for switching the control mode between the remaining mode and the basic mode is the same.

[0116] Therefore, compared to the case where the operation of the operating device 18 varies depending on which of the two modes the basic mode is, it is easier to switch between the control modes of the remaining modes and the basic mode.

[0117] Furthermore, according to the first and second embodiments, when the control mode is switched from the remaining mode to the basic mode based on the operation of the operating device 18, the control mode is switched back to the original mode. Therefore, it is possible to switch the control mode back to the original mode when the control mode is switched from the remaining mode to the basic mode through the operation of the operating device 18.

[0118] In particular, according to the first embodiment, the basic mode 80 is a non-control mode and an automatic mode. Therefore, the control mode can be switched between the non-control mode and the automatic mode by operating the soft switch 24, and the control mode can be switched between the basic mode and the manual mode by operating the operating device 18.

[0119] Furthermore, according to the first embodiment, when the control mode is automatic, and the automatic mode is switched to manual mode, the increase or decrease of the control quantity when switching from automatic to manual mode is determined based on the operation mode of the operating device 18. Therefore, when switching from automatic to manual mode, the driver can, by selecting the operation mode of the operating device 18, increase or decrease the degree of deceleration of the control quantity when switching from automatic to manual mode as desired.

[0120] Furthermore, according to the second embodiment, the basic mode 82 includes both a non-control mode and a manual mode. Therefore, the control mode can be switched between the non-control mode and the manual mode via the operation of the soft switch 24, and the control mode can be switched between the basic mode and the automatic mode via the operation of the operating device 18.

[0121] Furthermore, according to the second embodiment, when the control mode is automatic, and the automatic mode is switched to manual mode, the increase or decrease of the control quantity when switching from automatic to manual mode is determined based on the operation mode of the operating device 18. Therefore, when switching from automatic to manual mode, the driver can, by selecting the operation mode of the operating device 18, increase or decrease the degree of deceleration of the control quantity when switching from automatic to manual mode as desired.

[0122] Furthermore, according to the first and second embodiments, the first operating device is a switch located outside the steering wheel 50, specifically a soft switch 24 displayed on the display 22. The second operating device is a paddle shifter 52 located on the steering wheel 50. Therefore, the paddle shifter 52, as the second operating device, is positioned in a location more easily accessible to the driver during vehicle operation compared to the soft switch 24, which is the first operating device. Consequently, compared to switching between the two control modes under the basic mode operated by the soft switch 24, switching between the remaining mode and the basic mode under the operation of the paddle shifter 52 is easier.

[0123] Furthermore, according to the first and second embodiments, the switch located outside the steering wheel 50 is a soft switch 24 that is displayed on the display device 22 (multi-information display 56A) that can be visually confirmed by the driver and is touch-operable. Thus, the driver can switch between two control modes, which are the basic modes, by touching the soft switch 24 displayed on the display device 22.

[0124] Furthermore, according to the first and second embodiments, when the control mode is the remaining mode, the original mode is displayed on the display device 22, which can be visually confirmed by the driver. Thus, the driver can identify the original mode by viewing the display device 22.

[0125] The present invention has been described in detail above with respect to specific embodiments, but the present invention is not limited to the above embodiments. Various other embodiments are possible within the scope of the present invention, which will be obvious to those skilled in the art.

[0126] For example, in the first embodiment, the basic mode 80 has two modes: a non-control mode and an automatic mode, with the remaining mode being a manual mode. In the second embodiment, the basic mode 82 has two modes: a non-control mode and a manual mode, with the remaining mode being an automatic mode.

[0127] Alternatively, in the first embodiment, the basic mode 80 may have two modes: a non-control mode and a manual mode, with the remaining mode being an automatic mode. Alternatively, in the second embodiment, the basic mode 82 may have two modes: a non-control mode and an automatic mode, with the remaining mode being a manual mode.

[0128] Furthermore, in the first embodiment, the control quantity is the degree of vehicle deceleration increased or decreased by shifting gears, while in the second embodiment, it is the degree of vehicle deceleration increased or decreased by changing the mapping of the drive torque. However, the control quantity can be any control quantity in the vehicle control.

[0129] Furthermore, although the second operating device is the paddle shifter 52 in the first and second embodiments, it can also be any operating device positioned in a location easily accessible to the driver during driving of the vehicle 102, compared to the first operating device. For example, such as Figure 2 as well as Figure 5 As shown, the second operating device can also be a steering wheel switch 84 located on the spoke portion of the steering wheel 50.

[0130] Furthermore, in the first embodiment, the shift paddle device 52 is operated by pulling a lever, while in the second embodiment, the shift paddle device 52 is operated by pressing a lever. Alternatively, the shift paddle device 52 in the first embodiment can be operated by pressing a lever, while the shift paddle device 52 in the second embodiment can be operated by pulling a lever.

Claims

1. A vehicle control mode switching device for switching control modes between a non-control mode where the control quantity does not change automatically, an automatic mode where the control quantity changes automatically, and a manual mode where the control quantity changes manually. The vehicle control mode switching device includes: A first operating device and a second operating device operated by the driver; And a control unit configured to switch the control mode based on the operation of the first operating device and the second operating device. The control unit is configured to set a base mode by switching the control mode between two of the three modes based on the operation of the first operating device, and to switch the control mode between the remaining modes other than the two modes and the base mode based on the operation of the second operating device.

2. The vehicle control mode switching device according to claim 1, The second operating device is positioned in a location that is more easily accessible to the driver during vehicle operation compared to the first operating device.

3. The vehicle control mode switching device according to claim 1, Regardless of which of the two modes the basic mode is, the operation of the second operating device for switching the control mode between the remaining mode and the basic mode is the same.

4. The vehicle control mode switching device according to claim 1, The control unit is configured to switch the control mode to the mode that was set to the basic mode before switching the control mode from the basic mode to the remaining mode when the control mode is switched from the remaining mode to the basic mode based on the operation of the second operating device.

5. The vehicle control mode switching device according to claim 1, The two modes are the non-control mode and the automatic mode, and the remaining mode is the manual mode.

6. The vehicle control mode switching device according to claim 5, The control unit is configured such that, when the control mode is the automatic mode, and the control mode is switched from the automatic mode to the manual mode based on the operation of the second operating device, the control quantity when switching the control mode from the automatic mode to the manual mode is determined based on the operation mode of the second operating device.

7. The vehicle control mode switching device according to claim 1, The two modes are the non-control mode and the manual mode, and the remaining mode is the automatic mode.

8. The vehicle control mode switching device according to claim 7, The control unit is configured such that, when the control mode is the automatic mode, and the control mode is switched from the automatic mode to the manual mode based on the operation of the second operating device, the control quantity when switching the control mode from the automatic mode to the manual mode is determined based on the operation mode of the second operating device.

9. The vehicle control mode switching device according to claim 1, The first operating device is a switch located outside the steering wheel, and the second operating device is either the paddle shifter on the steering wheel or the steering wheel switch.

10. The vehicle control mode switching device according to claim 9, The switch located outside the steering wheel is a soft switch that is displayed on a display device that can be visually confirmed by the driver and can be operated by touch.

11. The vehicle control mode switching device according to claim 1, The control unit is configured such that, when the control mode is the remaining mode, a display device capable of visual confirmation by the driver shows the control mode that was set to the basic mode before the control mode was switched from the basic mode to the remaining mode.

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