Vehicle control mode switching device

Abstract

A vehicle control mode switching device that switches a control mode between a non-control mode in which a control amount is not automatically changed, an automatic mode in which the control amount is automatically changed, and a manual mode in which the control amount is manually changed, comprising a first control device and a second control device operated by a driver, and an electronic control unit configured to switch the control mode based on the operation of the first and second control devices, wherein the electronic control unit switches the control mode between two of the three modes to establish a base mode based on the operation of the first control device, and the control mode between the base mode and a remaining mode different from the two modes.switches between the three modes based on the operation of the second control unit.

Description

BACKGROUND OF THE INVENTION 1. Field of the invention

[0001] The present invention relates to a device for switching the control mode for vehicles, such as motor vehicles. 2. Description of the related prior art

[0002] In vehicles, such as automobiles, a control mode switching device is known that switches a vehicle's control mode depending on the operation of a device. For example, Japanese patent application disclosure no. 2022-72666 describes a device for switching the control mode that switches a vehicle's driving mode between an electric mode and a hybrid mode, and changes the gear ratio of an automatic transmission by operating a shift lever.

[0003] When controlling vehicles, such as automobiles, a control mode can be switched between a non-control mode, in which a control amount is not changed automatically, an automatic mode, in which the control amount is changed automatically, and a manual mode, in which the control amount is changed manually.

[0004] In conventional switching devices for the control mode, as described in the aforementioned Japanese patent application disclosure, the operation of the control device when switching between three control modes inevitably becomes complex due to the operation of one or more operating devices, such as a rocker switch lever. Therefore, there is a high probability of operating the control device incorrectly when switching the control mode. SUMMARY

[0005] The present invention provides a vehicle control mode switching device which is improved in such a way that operator errors of a device when switching a control mode between three modes are less likely compared to conventional control mode switching devices.

[0006] According to the present invention, a vehicle control mode switching device is provided which switches a control mode between a non-control mode in which a control amount is not automatically changed, an automatic mode in which the control amount is automatically changed, and a manual mode in which the control amount is manually changed.

[0007] The control mode switching device comprises: a first and a second control unit operated by a driver; and an electronic control unit configured to switch the control mode based on the operation of the first and second control units, and the electronic control unit is configured to switch the control mode between two of the three modes, to set one of the two modes as the base mode based on the operation of the first control unit, and to switch the control mode between the base mode and a remaining mode different from the two modes among the three modes based on the operation of the second control unit.

[0008] According to the configuration above, the control mode switches between two of the three modes to set one of them as the base mode based on the operation of the first control unit. Therefore, the driver can switch the control mode between these two modes to set the base mode by operating the first control unit. Furthermore, according to the configuration above, the control mode switches between the base mode and the remaining mode (not one of the two modes) based on the operation of the second control unit. Accordingly, the driver can switch the control mode between the base mode and the remaining mode by operating the second control unit.Therefore, according to the above configuration, it is possible to reduce the risk of incorrect operation of the control device when switching the control mode between three modes, compared to a conventional device that switches the control mode between three modes by operating one or a type of control device.

[0009] In one aspect of the present invention, the second operating device is provided in a position that is more easily accessible to the driver when driving a vehicle than the first operating device.

[0010] From the above perspective, the second control unit is easier for the driver to operate while driving the vehicle than the first control unit. Therefore, switching the control mode between the basic mode and the remaining mode is simpler than switching the control mode between the two modes that are to be set as the basic mode.

[0011] In another aspect of the present invention, the operation of the second operating device for switching the control mode between the basic mode and the remaining mode is the same, regardless of which of the two modes is the basic mode.

[0012] From the above point of view, it is possible to easily switch the control mode between the basic mode and the remaining mode, in contrast to when the operation of the second control device differs depending on which of the two modes is the basic mode.

[0013] In another aspect of the present invention, the electronic control unit is designed such that when switching the control mode from the remaining mode to the basic mode based on the operation of the second operating device, the control mode is switched to a mode that was set as the basic mode before the control mode was switched from the basic mode to the remaining mode.

[0014] In the present application, the mode that was set as the control mode before switching from the basic mode to the remaining mode is referred to as the "output mode." According to the configuration above, when switching the control mode from the remaining mode to the basic mode, the control mode is switched to the output mode based on the operation of the second operating device. Therefore, when switching the control mode from the remaining mode to the basic mode, the control mode can be switched to the output mode based on the operation of the second operating device.

[0015] In another aspect of the present invention, the two modes are the non-control mode and the automatic mode, and the remaining mode is the manual mode.

[0016] From the above perspective, the two modes are non-control mode and automatic mode. Therefore, the control mode can be switched between non-control mode and automatic mode to be set as the basic mode by operating the first control unit, and the control mode can be switched between basic mode and manual mode by operating the second control unit.

[0017] In a further aspect of the present invention, the electronic control unit is designed such that when switching the control mode from automatic mode to manual mode, an increase or decrease of the control amount is determined based on the operation of the second operating device in a situation where the control mode is automatic mode.

[0018] From the above perspective, the driver can increase or decrease the control amount as desired when switching the control mode from automatic mode to manual mode by selecting the operating mode of the second control device.

[0019] In another aspect of the present invention, the two modes are the non-control mode and the manual mode, and the remaining mode is the automatic mode.

[0020] From the above perspective, the two modes are non-control mode and manual mode. Therefore, the control mode can be switched between non-control mode and manual mode to set the basic mode by operating the first device, and the control mode can be switched between basic mode and automatic mode by operating the second device.

[0021] In a further aspect of the present invention, the electronic control unit is configured such that when switching the control mode from automatic mode to manual mode, based on the operation of the second operating device in a situation where the control mode is automatic mode, an increase or decrease of the control amount is determined when switching the control mode from automatic mode to manual mode based on the operation of the second operating device.

[0022] From the above perspective, the driver can increase or decrease the control amount as desired when switching the control mode from automatic mode to manual mode by selecting the operating mode of the second control device.

[0023] In another aspect of the present invention, the first operating device is a switch provided in a position other than a steering wheel, and the second operating device is a combination of a rocker switch device and a steering wheel switch provided on the steering wheel.

[0024] From the above perspective, either the paddle shifters or the steering wheel switch, as the secondary control, are positioned in a location more easily accessible to the driver while driving than a switch located elsewhere than the steering wheel, which serves as the primary control. Therefore, it is easier for the driver to switch between the basic and remaining control modes using either the paddle shifters or the steering wheel switch than to switch between the two modes using a switch located elsewhere.

[0025] In another aspect of the present invention, the switch provided in a position other than the steering wheel is a soft switch, which is displayed on a display device visible to the driver and can be operated by touch.

[0026] From the above point of view, the driver can switch the control mode between the two modes to set the basic mode by touching the soft switch shown on the display device.

[0027] In another aspect of the present invention, the electronic control unit is configured such that, when the control mode is the remaining mode, it displays on the display device visible to the driver the control mode that was set as the basic mode before the control mode was switched from the basic mode to the remaining mode.

[0028] From the above perspective, if the control mode is the remaining mode, an output mode—that is, the control mode that was set as the base mode before the control mode was switched from base mode to remaining mode—will be displayed on the instrument cluster. Therefore, the driver can identify the output mode by looking at the instrument cluster.

[0029] Other features, characteristics and associated advantages of the present invention will be easily understood from the description of the embodiments of the present invention, which are described with reference to the following drawings. BRIEF DESCRIPTION OF THE DRAWINGS Fig. Figure 1 is a schematic configuration diagram showing a driver assistance device equipped with a device for switching the control mode according to an exemplary embodiment. Fig. Figure 2 is a view showing the interior of a vehicle equipped with a device for switching the control mode according to the first embodiment. Fig. Figure 3 is a diagram showing a relationship between control mode switching operations and changes in control mode, where the non-control mode and automatic mode represent a base mode and the manual mode represents a remaining mode. Fig. Figure 4 is a flowchart corresponding to a control program for switching the control mode in the first embodiment. Fig. Figure 5 is a diagram showing the interior of a vehicle equipped with a device for switching the control mode according to the second embodiment. Fig. Figure 6 is a diagram showing a relationship between control mode switching operations and changes in control mode, where non-control mode and manual mode are the basic modes and automatic mode is the remaining mode. Fig. Figure 7 shows a variety of characteristic maps for the drive torque, which indicate the relationships between accelerator pedal actuation A, vehicle speed V and drive torque Td. Fig. Figure 8 is a flowchart corresponding to a control program for switching the control mode in the second embodiment. DETAILED DESCRIPTION

[0030] The present invention will now be described in detail with reference to the attached drawings.

[0031] As in Fig. Figure 1 shows a control mode switching device 100 according to the embodiment of the present invention applied to a driver assistance system 104 of a vehicle 102 and comprises a power assist ECU 10. The vehicle 102 can be a vehicle capable of autonomous driving and is equipped with a speedometer ECU 20, a power ECU 30, and a brake ECU 40. ECU refers to an electronic control unit that includes a microcomputer as its main component.

[0032] Each control unit's microcomputer comprises a CPU, ROM, RAM, non-volatile memory (N / M) with read and write capabilities, and an interface (I / F). The CPU executes instructions (programs, routines) stored in the ROM to perform various functions. These control units are also interconnected via a CAN (Controller Area Network) to enable data exchange (communication) between them. Therefore, values ​​acquired from sensors (including switches) connected to one control unit are transmitted to other control units.

[0033] The driver assistance ECU 10 is a central control unit that executes driver assistance controls such as deceleration assist controls, adaptive cruise control, and lane keeping control. In the exemplary embodiment, the driver assistance ECU 10 works together with other ECUs to execute a driver assistance control that assists a driver in operating the vehicle 102 and also executes a control for switching the control mode for the driver assistance control.

[0034] The driver assistance ECU 10 is connected to a camera sensor 12, a radar sensor 14, a setting control 16, and an operating unit 18. The camera sensor 12 and the radar sensor 14 each comprise several camera and radar devices, respectively, and function as target information acquisition devices 15, which obtain target information around the vehicle 102.

[0035] Although not shown in the figure, each device of the camera sensor 12 comprises a camera unit that photographs the vehicle 102's surroundings and a detection unit that analyzes the image data received from the camera unit to detect targets such as white lines on the road and other vehicles. The detection unit provides the driver assistance ECU 10 with information about the detected targets at predetermined intervals.

[0036] Each device of the radar sensor 14 uses millimeter-wave radio waves to detect the distance between the vehicle and a three-dimensional object, the relative velocity between the vehicle and the three-dimensional object, and the relative position (direction) of the three-dimensional object with respect to the vehicle, and transmits this information to the driver assistance ECU 10 at predetermined intervals. It should be noted that LiDAR (Light Detection and Ranging) can also be used instead of or in addition to the radar sensor 14.

[0037] The setting control 16 is located in a position accessible to the driver and can be operated by the driver. Although in Fig. Not shown in Figure 1, the setting control 16 includes a deceleration assist switch. The driver assistance ECU 10 performs deceleration assist control when the deceleration assist switch is turned on.

[0038] The operating device 18 comprises a driver-operated control element 18A and a switch 18B, which toggles between ON and OFF when the control element is actuated, and information about the ON / OFF state of switch 18B is transmitted to the driver assistance ECU 10. The operating device 18 is mounted on a steering wheel 50 (see Fig. 2) is installed so that it can also be operated when the driver is driving the vehicle 102. The driver assistance ECU 10 determines an operating mode when the control element 18A is operated by the driver, based on the on / off status of switch 18B.

[0039] A touch-sensitive display device 22, which indicates the status of the control performed by the driver assistance ECU 10, is connected to the speedometer ECU 20. The display device 22 can be, for example, a counter display showing counters and various information, in particular a multi-information display, or a monitor display of a navigation device. As described later, when the display device 22 receives a signal from the driver assistance ECU 10, it displays a soft switch 24, deceleration assist control information, and control mode information.

[0040] The drive ECU 30 is connected to a drive device 32, which accelerates the vehicle 102 by exerting a driving force on the drive wheels 34. The drive ECU 30 normally controls the drive device 32 so that the driving force generated by the drive device 32 changes in response to the driver's driving operation, and when the drive ECU 30 receives a command signal from the driver assistance ECU 10, it controls the drive device 32 based on the command signal.

[0041] The brake ECU 40 is connected to a brake device 42, which decelerates the vehicle 102 by applying a braking force to the wheels 44. The wheels 44 include the drive wheels 34. The brake ECU 40 normally controls the brake device 42 so that the braking force generated by the brake device 42 changes depending on the driver's brake application. When the brake ECU 40 receives a command signal from the driver assistance ECU 10, it controls the brake device 42 based on the command signal to perform automatic braking.

[0042] Thus, the brake ECU 40 and the brake device 42 function together as an automatic brake device 48. When the wheels 44 are braked by deceleration assist control or similar, the indicator lights illuminate. Fig. 1 brake lights not shown.

[0043] A drive operation sensor 60 and a vehicle status sensor 70 are connected to CAN 106. The information acquired by the drive operation sensor 60 and the vehicle status sensor 70 (referred to as sensor information) is transmitted to CAN 106. The sensor information transmitted to CAN 106 can be used in any control unit. Note that the sensor information is information from a sensor connected to a specific control unit and can be transmitted from that specific control unit to CAN 106.

[0044] The driving operation sensor 60 comprises a driving operation amount sensor that detects an accelerator pedal actuation A, a brake actuation amount sensor that detects a master cylinder pressure or a force exerted on a brake pedal (not shown), and a brake switch that detects whether the brake pedal is being actuated or not. The drive operation sensor 60 also comprises a steering angle sensor that detects a steering angle, a steering torque sensor that detects a steering torque, and the like.

[0045] The vehicle status sensor 70 comprises a vehicle speed sensor that detects the vehicle speed V of the vehicle 102, a longitudinal acceleration sensor that detects the longitudinal acceleration of the vehicle, a lateral acceleration sensor that detects the lateral acceleration of the vehicle, and a yaw rate sensor that detects the yaw rate of the vehicle. Furthermore, the vehicle status sensor 70 comprises a switch position sensor that detects a switch position (switching range) of a device located in Fig. 1 is not shown.

[0046] As will be explained in more detail later, the soft switch 24 shown on the display unit 22 functions as a first, driver-operated control device, and the control device 18 as a second, driver-operated control device. The switching device 100 for the control mode comprises the first and second control devices as well as the driver assistance ECU 10. The second control device is positioned for easier access by the driver than the first control device when operating the vehicle.

[0047] The driver assistance ECU 10 is configured to switch the control mode of the deceleration assist control between a non-control mode and an automatic mode, between a non-control mode and a manual mode, and between an automatic mode and a manual mode based on the operation of the first and second control devices. The non-control mode is a mode in which the control amount is not automatically changed, the automatic mode is a mode in which the control amount is automatically changed, and the manual mode is a mode in which the control amount is manually changed.

[0048] The driver assistance ECU 10 switches the control mode between the two modes among the three modes to set one of the two modes as the base mode based on the operation of the first control unit. Furthermore, the driver assistance ECU 10 switches the control mode between the base mode and a remaining mode, which is not one of the two modes, among the three modes based on the operation of the second control unit.

[0049] As will be explained in detail later, the operation of the second control device for switching the control mode between the basic mode and the remaining mode is the same, regardless of which of the two modes is the basic mode.

[0050] Furthermore, when switching the control mode from remaining mode to basic mode, the driver assistance ECU 10 switches the control mode to an output mode based on the operation of the second device. As mentioned previously, the output mode is the mode that was set as the control mode before the control mode was switched from basic mode to remaining mode. The output mode is also displayed on the display device 22, e.g., on the multi-information display 56A (see Fig. 2 and Fig. 5). <Erstes Ausführungsbeispiel>

[0051] The first embodiment is applied to a vehicle that has an internal combustion engine and a [missing information - likely a specific component]. Fig. 1. Transmission not shown. In the first embodiment, the transmission of vehicle 102 is an automatic transmission with a manual mode.

[0052] In the first embodiment, as in a balloon A in Fig. As shown in Figure 2, the actuating element 18A of the operating device 18 is a pair of levers 52L and 52R of a shift paddle assembly 52, which is provided on the left and right spokes 50L and 50R of the steering wheel 50, respectively, and is operated by the driver's fingers. The shift paddle assembly is a device provided on the steering wheel 50 for changing a shift position.

[0053] For example, if the left lever 52L is pulled once towards the rider, the shift position is lowered by one step (downshifting), and if the lever 52L is pulled repeatedly towards the rider, the shift position is lowered by several steps. If the right lever 52R is pulled once towards the rider, the shift position is raised by one step (upshifting), and if the lever 52R is pulled repeatedly towards the rider, the shift position is raised by several steps. Even if the levers 52L and / or 52R are pulled continuously for longer than a reference time, the shift position will not change. The single pull of the lever is referred to as a "short pull," and the continuous pull of the lever as a "long pull."

[0054] Switch 18B of control unit 18 comprises a pair of switches corresponding to levers 52L and 52R. Each switch is normally off when the corresponding lever is not pulled and is turned on when the corresponding lever is pulled. Information about whether each switch is on or off is supplied to the driver assistance ECU 10.

[0055] In the first embodiment, the control amount is a deceleration level of the vehicle when the driver does not actuate the accelerator pedal (the "accelerator pedal off" state), and the driving assistance control is a deceleration level toggle control that switches the deceleration level between three levels: high, medium (default), and low. When the control mode is non-control mode, the driving assistance ECU 10 does not automatically change the deceleration level and sets it to medium. In contrast, in automatic mode, the driving assistance ECU 10 changes the deceleration level depending on the vehicle's driving conditions, such as the vehicle speed and the curvature of the road ahead. When the control mode is manual mode, the driving assistance ECU 10 also changes the deceleration level in response to the driver's acceleration or deceleration inputs using a Fig. 2 shown cross switch 54 and the like.

[0056] The degree of deceleration of the vehicle can be changed in any way. For example, the degree of deceleration can be changed by automatically changing the shift position of the transmission or by automatically changing the shift position and / or automatically controlling device 42.

[0057] As in speech bubble B in Fig. As shown in Figure 2, the current control mode and delay level are displayed on the multi-information display 56A of the counter display 56. The control mode is 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. The delay level is displayed as "High", "Medium", or "Low" when the delay level is high, medium, or low, respectively.

[0058] In Fig. 2 is a gearshift lever of the automatic transmission, labeled 58. Like in a balloon C in Fig. As shown in Figure 2, the shift lever 58 can be switched between the ranges D, N, R, P and M (manual range). When the shift lever 58 is pushed towards the + side in the M range, it shifts up, and when the shift lever 58 is pushed towards the - side in the M range, it shifts down.

[0059] As in speech bubble B in Fig. As shown in Figure 2, the transmission's shift position can also be displayed on the multi-information display 56A as an alphabet for each shift range. Specifically, M+ can be displayed when the lever 58 is pushed towards the + side in the M range, and M- when the lever 58 is pushed towards the - side in the M range.

[0060] In the first embodiment, as in Fig. As shown in Figure 3, two modes to be set as basic mode 80 are non-control mode and automatic mode, and the remaining mode is manual mode. The soft switch 24, which appears on the multi-information display 56A as display device 22, includes a switch for non-control mode (OFF) and a switch for automatic mode (AUTO). The driver assistance ECU 10 sets the basic mode to non-control mode when the non-control mode switch is touched and sets the basic mode to automatic mode when the automatic mode switch is touched. Thus, the driver assistance ECU 10 switches the control mode between non-control mode and automatic mode to set one of the two modes as the basic mode based on the operation of the soft switch 24 as the primary operating device.

[0061] Furthermore, the driver assistance ECU 10 switches from basic mode 80 to manual mode when lever 52L or 52R is briefly pulled (actuator 18A), and switches manual mode to an output mode of basic mode 80 when lever 52L or 52R is pulled for an extended period. The output mode is a control mode that was set as basic mode 80 before the control mode was switched from basic mode to manual mode. Note that the output mode is displayed on the multi-information display 56A.

[0062] Thus, the driver assistance ECU 10 switches the control mode between manual mode and basic mode based on the operation of the control unit 18 as the second control unit. Specifically, when the driver assistance ECU 10 switches from manual mode to basic mode, it sets the control mode to the default mode. Therefore, the driver can identify the default mode by looking at the multi-information display 56A, so it is not necessary to remember the default mode.

[0063] In the first embodiment, a control mode switching program for the vehicle's deceleration level when the accelerator pedal is deactivated is stored in the ROM of the driver assistance ECU 10, which corresponds to the one in Fig. The control according to the flowchart shown in 4 corresponds to the flowchart shown. Fig. The flowchart shown in section 4 is executed repeatedly at predetermined intervals by the CPU of the driver assistance ECU 10 when the deceleration assist switch is turned on.

[0064] First, in step S10, the CPU determines whether the accelerator pedal is switched off or not, based on the accelerator pedal actuation detected by the drive operation sensor 60. If a negative determination is made, the control process terminates once, and if a positive determination is made, the control process continues with step S20.

[0065] In step S20, the CPU determines whether the control mode is the basic mode or not, i.e., 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, and if a positive determination is made, the control proceeds to step S30.

[0066] In step S30, the CPU determines whether the control mode is set to automatic mode or not. If a negative determination is made, the control proceeds to step S120, and if a positive determination is made, the control proceeds to step S40.

[0067] In step S40, the CPU determines whether the control mode has been switched from automatic to manual mode by operating the control unit 18. If a positive determination is made, the control proceeds to step S90, and if a negative determination is made, the control proceeds to step S50.

[0068] In step S50, the CPU determines whether the lever 52L or 52R of the rocker switch assembly 52 has been briefly pulled or not. If a negative determination is made, the controller proceeds to step S130, and if a positive determination is made, the controller proceeds to step S60.

[0069] In step S60, the CPU determines whether the pulled lever was the left lever 52L or not. If so, in step S70 the shift position is lowered by one step, thereby increasing the vehicle's deceleration. If not, in step S80 the shift position is raised by one step, thereby decreasing the vehicle's deceleration.

[0070] In step S90, the CPU sets the control mode to switch the vehicle's deceleration level to manual mode. Note that the CPU retains the control mode in manual mode if the control mode is set to manual. Additionally, the CPU sends a command signal to the speedometer ECU 50 to display "MANU" on the multi-information display 56A.

[0071] In step S100, the CPU determines whether the lever 52L or 52R of the rocker switch assembly 52 has been pulled or not. If a negative determination is made, the controller proceeds to step S90, and if a positive determination is made, the controller proceeds to step S110.

[0072] In step S110, the CPU determines whether the output mode is automatic mode or not. If a negative determination is made, the control system proceeds to step S140, and if a positive determination is made, the control system proceeds to step S130.

[0073] In step S120, the CPU determines whether the control mode has been switched from non-control mode to automatic mode by operating the control device 18. If a negative determination is made, the control proceeds to step S140, and if a positive determination is made, the control proceeds to step S130.

[0074] In step S130, the CPU sets the control mode for switching the vehicle's deceleration level to automatic mode. Note that the CPU retains the control mode in automatic mode if the control mode is automatic. Additionally, the CPU sends a command signal to the speedometer ECU 50 to display "AUTO" on the multi-information display 56A.

[0075] In step S140, the CPU sets the control mode to switch the vehicle's deceleration level to non-control mode. Note that the CPU retains the control mode even when the control mode is non-control mode. Additionally, the CPU sends a command signal to the speedometer ECU 50 to display "OFF" on the multi-information display 56A. <Zweites Ausführungsbeispiel>

[0076] The second embodiment is applied to an electric vehicle 102, which has an electric motor and a Fig. 5. Transmission not shown. In the second embodiment, a shift position between the N range (neutral), the D range (drive), and the R range (reverse) is selected by turning a Fig. The gear selector 90 shown in diagram 5 is switched. A P button 92 is provided, the operation of which switches the gear position from the other positions to the P range (Park). It should be noted that all gear positions can be switched by operating pushbuttons (not shown).

[0077] As in speech bubble D in Fig. As shown in Figure 5, the current switching position is displayed on a switching indicator 94 next to the switching knob 90. As shown in speech bubble B in Fig. As shown in 5, the switching position can also be displayed on the multi-information display 56A as a letter of each area.

[0078] The ROM of the drive ECU 30 contains several drive torque maps 96, which show the relationships between the accelerator pedal actuation A, the vehicle speed V and a drive torque Td, as in Fig. Figure 7 shows a map numbered N as a standard map. As the number increases, the drive torque Td increases, and as the number decreases, the drive torque Td decreases. The drive torque Td is normally controlled based on the map numbered N, according to the accelerator pedal angle A and the vehicle speed V. During drive force control, the drive torque maps are switched according to the required drive force.

[0079] When the drive torque Td decreases and the vehicle's driving force 102 decreases, and the driving force becomes less than the sum of the vehicle's driving resistance and frictional force, a deceleration acts on the vehicle. If the drive torque Td decreases and becomes negative, the deceleration acting on the vehicle becomes even greater. Therefore, regenerative braking can be controlled by reducing the drive torque Td.

[0080] In the second embodiment, the deceleration assist control system controls the vehicle's deceleration rate by controlling the drive torque Td through switching of the characteristic maps. Therefore, in the second embodiment, the control amount is the vehicle's deceleration rate, which is increased or decreased by switching the characteristic maps. The driver assistance ECU 10 does not automatically switch the characteristic maps when the control mode is non-control mode, and therefore does not automatically change the deceleration rate. In contrast, when the control mode is automatic mode, the driver assistance ECU 10 changes the deceleration rate by switching the characteristic maps based on a required deceleration rate, which is determined, for example, based on the vehicle speed V and the curvature of a road ahead of the vehicle 102.If the control mode is a manual mode, the driver assistance ECU 10 also changes the deceleration level by switching the maps in response to the operation of the control device 18 by the driver, as described below.

[0081] In the second embodiment, the control element 18A and the switch 18B of the operating device 18 are configured in the same way as the control element 18A and the switch 18B of the first embodiment and are used to switch the characteristic maps. In the second embodiment, the levers 52L and 52R are operated by pushing them away from the driver instead of pulling them towards the driver.

[0082] For example, if the control mode is manual, each time the left lever 52L of the shift paddle assembly 52 is pressed once, the number in the drive torque map Td is decreased by one. Conversely, each time the right lever 52R of the shift paddle assembly 52 is pressed once, the drive torque map Td is increased by one. A single press of the lever is referred to as a "short press," and a long press as a "long press."

[0083] As in speech bubble B in Fig. As shown in Figure 5, the current control mode is displayed on the multi-information display 56A of the instrument display 56. The control mode is indicated as "OFF" if the current control mode is non-control mode, "AUTO" if the current control mode is automatic mode, and "MANU" if the current control mode is manual mode. The characteristic map number can also be displayed on the multi-information display 56A.

[0084] In the second embodiment, as in Fig. Figure 6 shows two modes that can be set as basic mode 82: non-control mode and manual mode. The remaining mode is automatic mode. The soft switch 24, which appears on the multi-information display 56A as display device 22, includes a switch for non-control mode (OFF) and a switch for manual mode (MANU). The driver assistance ECU 10 sets the control mode to non-control mode when the non-control mode switch is touched and sets the control mode to manual mode when the manual mode switch is touched. 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 as the primary operating device.

[0085] Furthermore, the driver assistance ECU 10 switches from basic mode 82 to automatic mode when lever 52L or 52R is briefly operated as control element 18A, and the automatic mode switches to an output mode of basic mode 82 when lever 52L or 52R is held down for a long time. The output mode is a control mode that was set as basic mode 82 before the control mode was switched from basic mode to automatic mode. The output mode is also displayed on the multi-information display 56A.

[0086] Thus, the driver assistance ECU 10 switches the control mode between automatic mode and basic mode based on the operation of the control unit 18 as the second control unit. Specifically, when the driver assistance ECU 10 switches from automatic mode to basic mode, it sets the control mode to the default mode. Therefore, the driver can identify the default mode by looking at the multi-information display 56A, so it is not necessary to remember the default mode.

[0087] In the second embodiment, a program for controlling the vehicle's deceleration is stored in the ROM of the driver assistance ECU 10, which corresponds to the one in Fig. This corresponds to the flowchart shown in section 8. The control is carried out according to the diagram in Fig. The flowchart shown in Figure 8 is executed repeatedly at predetermined intervals by the CPU of the driver assistance ECU 10 while the deceleration assist switch is turned on.

[0088] As a comparison of Fig. 8 and Fig. As can be seen in Figure 4, in the second embodiment, a step corresponding to step S10 is not performed. Steps S20 to S60, step S90, and steps S110 to S140 are performed in the same way as steps S20 to S60, step S90, and steps S110 to S140 in the first embodiment.

[0089] In step S50, the CPU determines whether lever 52L or 52R of the shift paddle unit was briefly pressed or not. If the determination is negative, the drive torque maps 96 (see Fig. 7) If no switch is triggered, the control system proceeds to step S130. If a positive determination is made, the control system proceeds to step S60.

[0090] In step S60, the CPU determines whether the briefly pressed lever is the left lever 52L or not. If so, in step S75 the drive torque maps 96 are switched so that the drive torque Td is reduced by decreasing the number of the drive torque map by one. If the determination is negative, in step S85 the drive torque maps 96 are switched so that the drive torque Td is increased by increasing the number of the drive torque map by one.

[0091] In step S100, the CPU determines whether lever 52L or 52R of the rocker switch assembly has been pressed for an extended period. If a negative determination is made, the controller proceeds to step S90, and if a positive determination is made, the controller proceeds to step S110. <Wirkungen des ersten und zweiten Ausführungsbeispiels>

[0092] According to the first and second embodiments, the control mode is switched between the two modes of the three modes to set one of the two modes as the base mode based on the operation of the soft switch 24 as the first control device. Therefore, the driver can switch the control mode between the two modes to be set as the base mode by operating the soft switch 24. Furthermore, according to the first and second embodiments, the control mode is switched between the base mode and a remaining mode, which is not one of the two modes, based on the operation of the second control device 18. Therefore, the driver can switch the control mode between the base mode and the remaining mode by operating the control device 18.

[0093] Therefore, according to the first and second embodiments, compared to a conventional device in which the control mode is switched between three modes by operating one or more types of operating devices, the risk of incorrect operation of the operating device when switching the control mode between three modes can be reduced.

[0094] In the first embodiment, the two modes to be set as basic mode 80 are the non-control mode and the automatic mode, and the remaining mode is the manual mode. In the second embodiment, the two modes to be set as basic mode 82 are the non-control mode and the manual mode, and the remaining mode is the automatic mode.

[0095] Furthermore, according to the first and second embodiments, the second control device 18 is arranged in a location that is easier for the driver to reach while driving the vehicle 102 than the soft switch 24, which is the first control device. Therefore, the control device 18 is easier for the driver to operate while driving the vehicle 102 than the soft switch 24. Consequently, it is easier to switch the control mode between the basic mode and the remaining mode than to switch the control mode between the two settings of the basic mode.

[0096] Furthermore, according to the first and second embodiments, the operating device 18 for switching the control mode from the remaining mode to the basic mode is operated by a long pull on the lever of the rocker switch device (in the first embodiment) or by a long push on the lever (in the second embodiment). The operating device 18 for switching the control mode from the basic mode to the remaining mode is actuated by a short pull on the lever (in the first embodiment) or by a short push on the lever (in the second embodiment). Thus, the operation of the operating device 18 for switching the control mode between the basic mode and the remaining mode is the same, regardless of which of the two modes is the basic mode.

[0097] In contrast to the fact that the operation of the control device 18 differs depending on which of the two modes is the basic mode, it is therefore possible to easily switch the control mode between the basic mode and the remaining mode.

[0098] Furthermore, according to the first and second embodiments, when switching the control mode 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 output mode. Therefore, by operating the operating device 18, it is possible to switch the control mode back to the output mode when switching the control mode from the remaining mode to the basic mode.

[0099] In particular, according to the first embodiment, the basic mode 80 is the non-control mode or the 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 control device 18.

[0100] Furthermore, according to the first embodiment, if the control mode is automatic and the system switches to manual mode, the increase or decrease of the control amount when switching from automatic to manual mode is determined based on the operating mode of the control device 18. Therefore, the driver can increase or decrease the control amount, i.e., the degree of delay, as desired when switching from automatic to manual mode by selecting the operating mode of the control device 18.

[0101] Furthermore, according to the second embodiment, the basic mode 82 is the non-control mode and the manual mode. Therefore, the control mode can be switched between the non-control mode and the manual mode by operating the soft switch 24, and the control mode can be switched between the basic mode and the automatic mode by operating the control device 18.

[0102] Furthermore, according to the second embodiment, if the control mode is automatic and the automatic mode is switched to manual mode, the increase or decrease of the control amount when switching from automatic to manual mode is determined based on the operating mode of the control device 18. Therefore, the driver can increase or decrease the control amount, i.e., the degree of delay, as desired when switching from automatic to manual mode by selecting the operating mode of the control device 18.

[0103] Furthermore, according to the first and second embodiments, the first operating device is the switch, which is provided at a location other than the steering wheel 50, in particular the soft switch 24, which is displayed on the display unit 22. The second operating device is the rocker switch 52, which is provided on the steering wheel 50. Therefore, the rocker switch 52, which serves as the second operating device, is in a position that is easier for the driver to access while driving the vehicle than the soft switch 24, which serves as the first operating device. Consequently, switching the control mode between the basic mode and the remaining mode with the rocker switch 52 is easier than switching the control mode between the two modes of the basic mode with the soft switch 24.

[0104] Furthermore, according to the first and second embodiments, the switch provided at a location other than the steering wheel 50 is the soft switch 24, which is displayed on the display device 22 (multi-information display 56A), visible to the driver and operable by touch. Therefore, the driver can switch the control mode between the two modes belonging to the basic mode by touching the soft switch 24 displayed on the display device 22.

[0105] Furthermore, according to the first and second embodiments, if the control mode is the remaining mode, the output mode is displayed on the display device 22, which is visible to the driver. Thus, the driver can recognize the output mode by looking at the display device 22.

[0106] Although the present invention has been described in detail with reference to certain embodiments, it will be obvious to the person skilled in the art that the present invention is not limited to the embodiments described above, and various other embodiments are possible within the scope of the present invention.

[0107] For example, in the first embodiment, the two modes to be set as basic mode 80 are the non-control mode and the automatic mode, and the remaining mode is the manual mode. In the second embodiment, the two modes to be set as basic mode 82 are the non-control mode and the manual mode, and the remaining mode is the automatic mode.

[0108] In the first embodiment, however, the two modes to be set as basic mode 80 can be the non-control mode and the manual mode, and the remaining mode can be the automatic mode. In the second embodiment, the two modes to be set as basic mode 82 can be the non-control mode and the AUTO mode, and the remaining mode can be the manual mode.

[0109] Furthermore, in the first embodiment, the control amount is the degree of vehicle deceleration increased or decreased by the gear change, and in the second embodiment, the control amount is the degree of vehicle deceleration increased or decreased by the change in drive torques. However, the control amount can be any control amount used to control the vehicle.

[0110] Furthermore, in the first and second embodiments, the second operating device is the rocker switch device 52. However, it can be any operating device that is easier for the driver to operate than the first operating device while driving the vehicle 102. For example, the second operating device can be a steering wheel switch 84 provided on a spoke section of the steering wheel 50, as shown in Fig. 2 and Fig. 5 shown.

[0111] Furthermore, in the first embodiment, the rocker switch assembly 52 is operated by pulling the levers, and in the second embodiment, the rocker switch assembly 52 is operated by pushing the levers. However, the rocker switch assembly 52 in the first embodiment can be operated by pushing the levers, and the rocker switch assembly 52 in the second embodiment can be operated by pulling the levers. QUOTES INCLUDED IN THE DESCRIPTION

[0000] This list of documents cited by the applicant was automatically generated and is included solely for the reader's convenience. The list is not part of the German patent or utility model application. The DPMA accepts no liability for any errors or omissions. Cited patent literature

[0000] JP 2022-72666

[0002]

Claims

[1] Vehicle control mode switching device (100) which switches a control mode between a non-control mode in which a control amount is not automatically changed, an automatic mode in which the control amount is automatically changed and a manual mode in which the control amount is manually changed, characterized by , that The vehicle control mode switching device has the following features: a first and a second control unit (24, 18) operated by a driver; and an electronic control unit (10) configured to switch the control mode based on operation of the first and the second control unit, the electronic control unit is configured to switch the control mode between two of the three modes, to set one of the two modes as a basic mode (80, 82) based on the operation of the first operating device (24) and to switch the control mode among the three modes between the basic mode and a remaining mode that is different from the two modes based on the operation of the second operating device (18). [2] Vehicle control mode switching device (100) according to claim 1, wherein the second control device (18) is provided in a position which is easier for the driver to access while driving a vehicle (102) than the first control device (24). [3] Vehicle control mode switching device (100) according to claim 1, wherein the operation of the second control device (18) for switching the control mode between the basic mode and the remaining mode is the same regardless of which of the two modes is the basic mode. [4] Vehicle control mode switching device (100) according to claim 1, wherein the electronic control unit (10) is configured such that the control mode is switched to a mode which was set as the basic mode before the control mode was switched 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 control device (18). [5] Vehicle control mode switching device (100) according to claim 1, wherein the two modes are the non-control mode and the automatic mode and the remaining mode is the manual mode. [6] Vehicle control mode switching device (100) according to claim 5, wherein the electronic control unit (10) is configured such that an increase or decrease of the control amount when switching the control mode from the automatic mode to the manual mode is determined based on an operation of the second operating device, when the control mode is switched from the automatic mode to the manual mode in a situation where the control mode is the automatic mode, based on the operation of the second operating device (18). [7] Vehicle control mode switching device (100) according to claim 1, wherein the two modes are the non-control mode and the manual mode and the remaining mode is the automatic mode. [8] Vehicle control mode switching device (100) according to claim 7, wherein the electronic control unit (10) is configured such that an increase or decrease of the control amount when switching the control mode from the automatic mode to the manual mode is determined based on an operation of the second operating device, when the control mode is switched from the automatic mode to the manual mode in a situation where the control mode is the automatic mode, based on the operation of the second operating device (18). [9] Vehicle control mode switching device (100) according to claim 1, wherein the first control device (24) is a switch provided at a position other than a steering wheel (50), and the second control device (18) is a combination of a rocker switch device (52) and a steering wheel switch (84) provided on the steering wheel (50). [10] Vehicle control mode switching device (100) according to claim 9, wherein the switch which is provided at the position which is different from the steering wheel (50) is a soft switch (24) which is displayed on a display device (22) which is visible to the driver and can be operated by touch. [11] Vehicle control mode switching device (100) according to claim 1, wherein the electronic control unit (10) is configured to display the control mode that was set as the basic mode before the control mode was switched from the basic mode to the remaining mode on the display device (22) that is visible to the driver when the control mode is the remaining mode.

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