Control device for vehicle

Abstract

To prevent slipping down of a vehicle due to a clutch pedal operation of a driver when erroneous start suppression control is activated on a slope.SOLUTION: A control device for a vehicle with a manual transmission performs erroneous start suppression control for suppressing engine torque when an accelerator pedal is operated with an obstacle being detected within a prescribed distance in a traveling direction at a prescribed low vehicle speed or below. If a road surface inclination equal to or greater than a prescribed threshold is detected and clutch release via a clutch pedal operation is detected at the time of activation of the erroneous start suppression control, braking control intervention by an actuator is executed.SELECTED DRAWING: Figure 3

Description

[Technical field]

[0001] The present invention relates to a vehicle control device, and more particularly to an erroneous start suppression control device for a manual transmission vehicle. [Background technology]

[0002] As a preventive safety technology for vehicles, there is known an erroneous start suppression control that controls engine output to suppress sudden acceleration when the driver depresses the accelerator pedal heavily in a situation where there is an obstacle in front of the vehicle. However, since this function controls to reduce engine output, if the erroneous start suppression control is activated on an uphill road, there is a possibility that the vehicle will slip backwards and roll back unintentionally by the driver. Therefore, Patent Document 1 discloses that a reverse detection unit is provided that detects the reverse of the vehicle, and when reverse is detected, the restriction on the engine output is released. [Prior art documents] [Patent documents]

[0003] [Patent Document 1] JP 2016-118203 A Summary of the Invention [Problem to be solved by the invention]

[0004] Incidentally, in a manual transmission vehicle (MT vehicle), if the false start prevention control is activated on a slope and the driver panics and depresses the clutch pedal, the creep torque will disappear even if the engine output limit is released as described above, and there is a risk that the vehicle will slide down.

[0005] The present invention has been made in consideration of the above-mentioned situation, and its purpose is to prevent the vehicle from sliding downhill due to the driver's operation of the clutch pedal when the false start prevention control is activated on a slope. [Means for solving the problem]

[0006] In order to solve the above problems, the present invention provides A control device for a vehicle equipped with a manual transmission, In a vehicle that performs erroneous start suppression control to suppress engine torque when the accelerator pedal is operated while an obstacle is detected within a predetermined distance in the traveling direction at a vehicle speed below a predetermined low vehicle speed, When the false start prevention control is activated, if a road surface inclination equal to or greater than a predetermined threshold is detected and clutch release due to clutch pedal operation is detected, braking control is intervened by an actuator. Effect of the Invention

[0007] Since the vehicle control device of the present invention is configured as described above, it can prevent the vehicle from rolling downhill if the driver panics and presses the clutch pedal when the false start prevention control is activated on a slope. [Brief description of the drawings]

[0008] [Figure 1] 1 is a block diagram showing a vehicle control system according to a first embodiment of the present invention. [Diagram 2] FIG. 6 is a block diagram showing a vehicle control system according to a second embodiment of the present invention. [Diagram 3] 4 is a flowchart showing erroneous start suppression control according to the embodiment of the present invention. DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

[0009] Hereinafter, an embodiment of the present invention will be described in detail with reference to the drawings. FIG. 1 shows a vehicle control system according to a first embodiment of the present invention. The control system is composed of an engine controller 10 that controls the output of the engine, a brake controller 20 that controls the braking force of the brake system, a false start prevention controller 30 for executing false start prevention control, and a group of sensors for acquiring state values ​​used for control.

[0010] The engine controller 10 constitutes an electronically controlled throttle system that controls the throttle opening of the engine by a throttle actuator in response to the accelerator pedal depression amount (torque demand) of the driver detected by an accelerator pedal sensor 11. The engine controller 10 is configured to acquire various detection values ​​indicating the engine operating state and the vehicle running state in addition to the accelerator pedal depression amount via an in-vehicle network, and to maintain the engine operating state at an optimum level. Furthermore, the engine controller 10 receives control commands from other controllers, such as an erroneous start suppression controller 30 and an ESC controller described later, and is capable of controlling the engine output independently of the accelerator pedal operation.

[0011] The brake controller 20 controls an electric hydraulic unit (brake actuator) to control the hydraulic pressure (basic brake pressure) generated according to the driver's depression force input to the brake pedal, and also controls the braking force of the brake device of each wheel by generating hydraulic pressure (control brake pressure) by the electric hydraulic unit according to a braking request from another controller such as the false start prevention controller 30. The electric hydraulic unit includes an electric pump and a control valve for switching between its hydraulic system and the hydraulic system on the master cylinder side. The brake controller 20 is preferably built into the electric hydraulic unit as an ESC controller (ECU), and constitutes an ESC system together with a wheel speed sensor 41 and a steering angle sensor and a yaw rate sensor (not shown).

[0012] The brake controller 20 also controls the electric parking brake via the EPB controller 21. The electric parking brake may be an electric disc brake or an electric drum brake in which an electric actuator is incorporated in the wheel brake device, or a cable puller type electric parking brake in which a parking brake cable is pulled by an electric actuator. In either type, the electric actuator (brake actuator) is configured to be able to hold the brake in a non-energized state by performing a holding operation / release operation via a screw mechanism or the like. A parking brake switch that can be manually operated by the driver is connected to the EPB controller 21, and the electric parking brake can be held / released by operating the parking brake switch.

[0013] The false start prevention controller 30 acquires the distance to the obstacle detected by the obstacle detection means 31, the vehicle speed detected by the wheel speed sensor 41, and the amount of accelerator pedal depression detected by the accelerator pedal sensor 11, and based on these, determines whether or not the conditions for intervening in the false start prevention control (engine torque suppression control) are met, and executes the engine torque suppression control.

[0014] In other words, when the vehicle speed detected by the wheel speed sensor 41 is in a low speed range below a predetermined value (for example, below 10 km / h) or the vehicle is stopped, and the obstacle detection means 31 detects an obstacle within a predetermined distance in the direction of travel, and the accelerator pedal sensor 11 detects an accelerator depression amount greater than a predetermined value, it is determined that the condition for intervening in the false start suppression control is met.

[0015] When the conditions for intervening in the erroneous start prevention control are met, the engine controller 10 limits the throttle opening based on the torque suppression command from the erroneous start prevention controller 30 and suppresses the engine torque, regardless of the amount of depression of the accelerator pedal (torque request). At the same time, a buzzer is sounded and an indicator light in the meter cluster is flashed to notify the driver that the erroneous start prevention control is operating. The erroneous start prevention control suppresses the engine output for a predetermined time (for example, up to 5 seconds), and ends the erroneous start prevention control when a termination condition for the erroneous start prevention control is met, such as the passage of the predetermined time or the driver releasing the accelerator pedal.

[0016] In addition to the above, the false start prevention controller 30 receives information such as the vehicle acceleration detected by the acceleration sensor 42, the vehicle body inclination (road surface inclination) detected by the inclination sensor 32, and the clutch pedal ON (or clutch pedal opening degree) detected by the clutch pedal sensor 43 via the in-vehicle network.

[0017] For example, when the inclination sensor 32 detects an inclination, the amount of torque down to be suppressed is adjusted according to the direction and degree of the inclination. Also, when the acceleration sensor 42 detects acceleration in the reverse direction even though the selected gear is not reverse during operation of the false start suppression control, it is determined that the vehicle is skidding, and the amount of torque down is adjusted to be smaller, so that the creep torque that prevents skidding is maintained. Note that the inclination sensor 32 can be an inclination sensor that detects the inclination of the vehicle 1 in the longitudinal direction based on gravitational acceleration, an acceleration sensor, or a multi-axis inertial sensor (IMU) that combines them, or the acceleration sensor 42 may be used.

[0018] The obstacle detection means 31 can utilize or use in combination various sensors capable of acquiring information on the presence or absence of an obstacle in the traveling direction of the vehicle and the distance to the obstacle, such as a stereo camera, a laser radar (LiDAR), an ultrasonic sensor, a millimeter wave radar, etc. The obstacle detection means 31 can also be configured to include a front obstacle sensor that detects an obstacle in front of the vehicle and a rear obstacle sensor that detects an obstacle behind the vehicle, and to selectively execute erroneous start suppression control in the forward direction and erroneous start suppression control in the reverse direction according to selected gear information of the transmission.

[0019] The false start prevention controller 30 is composed of a computer (ECU) consisting of a ROM that stores control programs and setting data for executing the above-mentioned control, a RAM that temporarily stores the results of calculation processing, a CPU that performs calculation processing, a communication I / F, etc.

[0020] Incidentally, as already mentioned, in a manual transmission vehicle (MT vehicle), if the false start prevention control is activated on a slope and the driver panics and depresses the clutch pedal, the creep torque will disappear and the vehicle may slide down, which is a risk.

[0021] Therefore, the false start prevention controller 30 of the present invention is configured to execute braking control intervention by an actuator (brake actuator) when the condition for intervention of the false start prevention control is met, when the inclination sensor 32 detects an inclination equal to or greater than a predetermined threshold value and when the clutch pedal sensor 43 detects that the clutch pedal is ON (clutch released).

[0022] The above-mentioned braking control intervention has a first operating mode in which an electric parking brake (brake actuator) is operated via the EPB controller 21 in response to a brake hold command from the brake controller 20, and a second operating mode in which an electric hydraulic unit (brake actuator) is operated in response to a hydraulic pressure hold command from the brake controller 20 to maintain hydraulic pressure in the brake device.

[0023] 3 is a flowchart showing a basic flow of the erroneous start prevention control according to the present invention. The erroneous start prevention controller 30 is started when the vehicle engine is operating, and monitors the vehicle speed detected by the wheel speed sensor 41 (or vehicle speed sensor), the distance to an obstacle detected by the obstacle detection means 31, and the accelerator pedal depression amount detected by the accelerator pedal sensor 11. When the vehicle speed is in a low speed range below a predetermined value or the vehicle is stopped, and an obstacle is detected within a predetermined distance in the traveling direction, and an accelerator depression amount equal to or greater than a predetermined value is detected, it is determined that the intervening condition for the erroneous start prevention control is satisfied (step 100).

[0024] When the conditions for intervening in the erroneous start prevention control are met, the erroneous start prevention control is activated, and the erroneous start prevention controller 30 issues a torque suppression command to the engine controller 10. The engine controller 10 limits the throttle opening based on the torque suppression command, and suppresses the engine torque (step 101). At the same time, the buzzer sounds and the indicator light flashes to notify the driver that the erroneous start prevention control is activated, and starts timing a predetermined time (e.g., 5 seconds).

[0025] When the false start prevention control is activated, if the vehicle body inclination (road surface inclination) detected by the inclination sensor 32 is less than a predetermined threshold value (step 102; YES), the false start prevention control (engine torque suppression) is continued until an end condition of the false start prevention control is satisfied, and when an end condition of the false start prevention control is satisfied, such as the passage of a predetermined time or the driver releasing the accelerator pedal, the false start prevention control is terminated (step 104).

[0026] On the other hand, when the false start prevention control is activated, if the vehicle body inclination (road surface inclination) detected by the inclination sensor 32 is equal to or greater than a predetermined threshold value (step 102; NO), the false start prevention controller 30 refers to clutch release information from the clutch pedal sensor 43 (step 105).

[0027] At this time, if the clutch pedal is ON (clutch released) (step 105; YES), braking control is performed by the actuator (brake actuator) to prevent the vehicle from moving (sliding) due to loss of creep torque (step 106).

[0028] As described above, the above-mentioned braking control intervention has a first operating mode in which the electric parking brake is activated, and a second operating mode in which hydraulic pressure is maintained in the brake device. Furthermore, there are several variations depending on the brake operating mode and timing.

[0029] In the first operation mode in which the electric parking brake is operated, when the termination condition of the erroneous start prevention control is satisfied (step 107; YES), the erroneous start prevention control (engine torque suppression) and the intervention of the braking control by the erroneous start prevention controller 30 are terminated (step 108). However, the electric parking brake is not immediately released, but a release operation is executed when a normal release condition determined by the EPB controller 21 is satisfied, such as the driver operating the parking brake switch or the accelerator brake pedal operation not resulting from an erroneous start.

[0030] In the second operating mode in which hydraulic pressure is maintained in the brake device, the electric hydraulic unit (brake actuator) is operated intermittently through at least one pressure reduction, and braking is performed while causing the vehicle body to sway (pitch), which is expected to have the effect of making the driver aware of the tendency to slide downhill and urging him to apply the brakes. Such intermittent braking operation can be repeated as long as no obstacle is detected within a predetermined range in the downward direction of the slope. In addition, it is preferable to execute the braking operation at an earlier timing as the detection value of the vehicle body inclination (road surface inclination) detected by the inclination sensor 32 becomes larger.

[0031] In addition, since it is preferable to maintain the hydraulic pressure by the electric hydraulic unit (brake actuator) for a short period of time, if the driver's operation of the brake pedal is not confirmed after the above-mentioned hydraulic control is performed, the system may transition to a first operating mode in which the electric parking brake is activated.

[0032] On the other hand, the second operating mode for maintaining hydraulic pressure in the brake device can also be implemented in vehicles that do not have an electric parking brake. In that case, instead of immediately performing braking intervention, by performing braking control intervention when the acceleration sensor 42 detects vehicle movement (sliding, slight movement), the hydraulic pressure retention by the electric hydraulic unit can be kept for a shorter period of time. Furthermore, the intermittent operation as described above encourages the driver to apply the brakes, which is also advantageous in maintaining the hydraulic pressure for a shorter period of time.

[0033] 2 shows a vehicle control system according to a second embodiment of the present invention. The basic configuration and functions are the same as those of the first embodiment, but a braking / driving force arbitration controller 40 is added between the erroneous start prevention controller 30, the engine controller 10, and the brake controller 20.

[0034] In addition to the false start prevention control that is the subject of the present invention, there are an increasing number of situations in which braking force and driving force are controlled in an integrated manner, even in manual transmission vehicles, such as AEB (automatic braking, collision avoidance braking system) and ACC (adaptive cruise control).The braking / driving force arbitration controller 40 has the function of arbitrating and optimizing the torque increase / decrease requests to the engine controller 10 and the braking requests to the brake controller 20 from each control system.

[0035] In particular, since the driving force and braking force of the vehicle are affected by the road surface inclination, the driving / braking force arbitration controller 40 judges whether the road is an uphill road and judges the estimated gradient based on the detection information of the inclination sensor 32 (acceleration sensor 42), and arbitrates the torque increase / decrease request to the engine controller 10 and the braking request to the brake controller 20 according to the estimated gradient.

[0036] Therefore, in the control system according to the second embodiment, the erroneous start prevention controller 30 monitors the erroneous start prevention control intervention condition and the clutch pedal sensor 43, and if the erroneous start prevention control intervention condition is met, a torque suppression command is issued to the braking / driving force arbitration controller 40. Furthermore, if the clutch pedal is detected to be ON (clutch released), the estimated gradient acquired by the braking / driving force arbitration controller 40 is referenced, and if the estimated gradient is equal to or greater than a predetermined threshold, a brake hold command is issued to the brake controller 20 via the braking / driving force arbitration controller 40, and as described above, braking control intervention is performed in the first operating mode in which the electric parking brake is operated to hold, or in the second operating mode in which hydraulic pressure of the brake device is held by the electric hydraulic unit.

[0037] As described above, in any embodiment, the vehicle control system of the present invention is configured to execute braking control intervention by an actuator if a road surface inclination equal to or greater than a predetermined threshold is detected when the false start prevention control is activated and clutch release due to clutch pedal operation is detected. Therefore, even if the driver panics and depresses the clutch pedal when the false start prevention control is activated on a slope, the vehicle can be prevented from rolling back by maintaining the electric parking brake or maintaining the hydraulic pressure of the brake device by the electric hydraulic unit.

[0038] In addition, in a configuration in which the braking control intervention is performed when the movement of the vehicle in the downward direction of the road slope is detected, if the driver performs an operation on the brake pedal during that time, not only can the braking control intervention be avoided, but even if braking control intervention is performed, the time required can be shortened, which is advantageous in terms of reducing power consumption, and also has the advantage that the movement of the vehicle body prompts the driver to apply the brakes.

[0039] Furthermore, as long as no obstacle is detected within a specified range in the downhill direction, the hydraulic pressure of the brake device is maintained intermittently by the electric hydraulic unit through at least one reduction in pressure, causing the vehicle body to vibrate, which more reliably encourages the driver to grasp the situation and apply the brakes.

[0040] Although several embodiments of the present invention have been described above, it should be noted that the present invention is not limited to the above-described embodiments, and further modifications and variations are possible within the scope of the present invention based on the technical concept of the present invention. [Explanation of symbols]

[0041] 10 Engine Controller 11 Accelerator pedal sensor 20 Brake controller 21 EPB Controller 30 False start prevention controller 31 Obstacle detection sensor 32 Tilt sensor 40 Brake / drive arbitration controller 41 Wheel speed sensor 42 Acceleration Sensor 43 Clutch pedal sensor

Claims

1. A control device for a vehicle equipped with a manual transmission, In a vehicle that performs erroneous start suppression control to suppress engine torque when the accelerator pedal is operated while an obstacle is detected within a predetermined distance in the traveling direction at a vehicle speed below a predetermined low vehicle speed, A vehicle control device characterized in that, when the false start prevention control is activated, if a road surface inclination equal to or greater than a predetermined threshold is detected and clutch release due to clutch pedal operation is detected, braking control is intervened by an actuator.

2. 2. The vehicle control device according to claim 1, wherein when the false start prevention control is activated, a road surface inclination equal to or greater than the predetermined threshold is detected, and clutch release due to clutch pedal operation is detected, and when movement of the vehicle in a downward direction of the road surface inclination is detected, the braking control intervention is executed.

3. 3. The vehicle control device according to claim 2, wherein the brake control intervention is performed by intermittently operating the actuator via at least one pressure reduction as long as no obstacle is detected within the predetermined range in the downward direction.

4. The vehicle control device according to claim 3, wherein the braking control is executed at an earlier timing as the detected value of the road surface inclination increases.

5. 5. The vehicle control device according to claim 1, wherein the intervention of the braking control is terminated by a brake operation by a driver.

6. 3. The vehicle control device according to claim 1, wherein the braking control intervention is performed by an electric parking brake.

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