Vehicular control device

Abstract

To provide a vehicular control device that can reduce accidental damage caused by operation mistake in operation of a brake operation member and an accelerator operation member or suppress occurrences of the accident, in a vehicle mounted with a manual transmission.SOLUTION: When an accelerator pedal is stepping-operated (T11), an operation amount of the accelerator pedal and rapidity of change in the operation amount is determined from a sensed signal by an accelerator sensor. When the operation amount of the accelerator pedal is above a predetermined amount and the rapidity of change in the operation amount is above a predetermined speed, an electronic throttle valve is controlled, so that a rotation speed of an engine is lowered to a first rotation speed (T12).SELECTED DRAWING: Figure 3

Description

[Technical Field]

[0001] The present invention relates to a vehicle control device. [Background technology]

[0002] In recent years, there have been frequent accidents caused by drivers accidentally stepping on the accelerator pedal instead of the brake pedal, meaning that drivers accidentally step on the accelerator pedal instead of the brake pedal while intending to stop the vehicle, causing the vehicle to accelerate against the driver's will.

[0003] It is generally believed that pedal misapplication accidents occur in vehicles with two pedals, an accelerator pedal and a brake pedal (two-pedal vehicles), i.e., vehicles equipped with automatic transmissions, but do not occur in vehicles with three pedals, an accelerator pedal, a brake pedal, and a clutch pedal (three-pedal vehicles), i.e., vehicles equipped with manual transmissions.

[0004] In other words, in a two-pedal vehicle, when the automatic transmission's gear range is set to D range (driving range), the engine and drive wheels are connected so that power can be transmitted, so if the accelerator pedal is mistaken for the brake pedal and depressed, the engine speed increases, engine output increases, and the vehicle accelerates suddenly, which could result in an accident in which the vehicle crashes into an object in front or behind.In contrast, in a three-pedal vehicle, when the vehicle is stopped, the clutch pedal is depressed and the engine is disconnected from the drive wheels, so even if the accelerator pedal is mistaken for the brake pedal and depressed, the engine speed will simply increase (revving), but the vehicle will not accelerate suddenly, and it is generally believed that no accident will occur. [Prior art documents] [Patent documents]

[0005] [Patent Document 1] Japanese Patent Application Laid-Open No. 2007-170232 [Patent Document 2] Japanese Patent Application Publication No. 2019-38507 Summary of the Invention [Problem to be solved by the invention]

[0006] However, during the course of the inventor's research into vehicle safety, it became clear that, depending on the vehicle's conditions, accidents can occur even in three-pedal vehicles where the driver confuses the brake pedal with the accelerator pedal.

[0007] An object of the present invention is to provide a vehicle control device that can reduce damage caused by mistakenly operating a brake operating member and an accelerator operating member in a vehicle equipped with a manual transmission, or can prevent the occurrence of such accidents. [Means for solving the problem]

[0008] In order to achieve the above-mentioned object, the vehicle control device of the present invention is a control device used in a vehicle that includes a drive source, a manual transmission that changes the speed of power from the drive source, a clutch that connects the drive source and the manual transmission when engaged and disconnects the drive source and the manual transmission when released, a brake mechanism that applies braking force to the wheels, an accelerator operating member that is operated to adjust the output of the drive source, a brake operating member that is operated to adjust the braking force applied by the brake mechanism, and a clutch operating member that is operated to switch between engagement and release of the clutch, and includes a detection means for detecting the state of the clutch, and a suppression means for suppressing the vehicle from traveling using the drive source when the degree of operation of the accelerator operating member is greater than or equal to a predetermined value, regardless of whether the state of the clutch detected by the detection means is engaged or released.

[0009] According to this configuration, when the accelerator operating member is operated and the degree of operation is greater than or equal to a predetermined value, the vehicle is prevented from traveling using the drive source regardless of whether the clutch is in an engaged state or a released state.

[0010] For example, when stopping a moving vehicle, the brake operation member may be operated before the clutch operation member that releases the engaged clutch is operated. In this case, if the accelerator operation member is operated instead of the brake operation member by mistake, the output of the drive source increases sharply, causing the vehicle to accelerate suddenly, which may result in an accident in which the vehicle crashes into a target such as a preceding vehicle.

[0011] Furthermore, even when the clutch is released, the driver may mistake the accelerator operation member for the brake operation member, and then, in a panic due to the mistaken operation, may operate the clutch operation member to engage the clutch. In this case, as the clutch engages, the suddenly increased output of the drive source due to the operation of the accelerator operation member is transmitted to the drive wheels, causing the vehicle to accelerate suddenly, which could result in an accident.

[0012] Therefore, regardless of whether the clutch is engaged or disengaged, if the degree of operation of the accelerator operating member is above a predetermined level, the vehicle's movement using the drive source is suppressed, thereby reducing the damage caused by or preventing the occurrence of an accident due to incorrect operation of the brake operating member and the accelerator operating member.

[0013] The suppression means preferably controls the degree to which the driving force of the vehicle is suppressed in accordance with the state of the clutch detected by the detection means.

[0014] When the driving source is an engine, the suppression means may, for example, reduce the rotation speed of the driving source to a first rotation speed when the accelerator operating member is operated to a predetermined degree or more when the detection means detects that the clutch is in a released state, and may increase the rotation speed of the driving source from the first rotation speed to a second rotation speed in response to the clutch starting to transmit power while the clutch state detected by the detection means is changing from a released state to an engaged state.

[0015] In this case, it is preferable to set the second rotation speed to a rotation speed higher than the rotation speed at which the engine, which is the drive source, does not stall, thereby making it possible to avoid engine stall due to an increase in the load on the engine when the clutch is engaged from a released state.

[0016] Furthermore, the rotation speed of the drive source may be increased from the first rotation speed to the second rotation speed in response to the clutch entering a state in which it begins to transmit power, and then the rotation speed of the drive source may be reduced from the second rotation speed to a third rotation speed in response to the clutch state detected by the detection means entering an engaged state. This keeps the output of the drive source after the clutch is engaged lower than in a configuration in which the rotation speed of the drive source is maintained at the second rotation speed, thereby further reducing the damage from accidents caused by mistakenly operating the brake operating member and the accelerator operating member, or further preventing the occurrence of accidents. [Effects of the Invention]

[0017] According to the present invention, it is possible to reduce the damage caused by an accident due to mistaken operation of the brake operation member and the accelerator operation member, or to prevent the occurrence of an accident. [Brief explanation of the drawings]

[0018] [Figure 1] 1 is a diagram showing the configuration of a vehicle in which a vehicle control device according to an embodiment of the present invention is adopted; [Figure 2] 5 is a timing chart for explaining output suppression control in a state where the clutch is engaged. [Figure 3] 5 is a timing chart for explaining the output suppression control in a state where the clutch is released. DETAILED DESCRIPTION OF THE INVENTION

[0019] Hereinafter, embodiments of the present invention will be described in detail with reference to the accompanying drawings.

[0020] <Vehicle configuration> FIG. 1 is a diagram showing the configuration of a vehicle 1 that employs a vehicle control device according to one embodiment of the present invention.

[0021] Vehicle 1 is an automobile powered by an engine (E / G) 2. Engine 2 is equipped with an electronic throttle valve for adjusting the amount of air intake into the combustion chamber of engine 2, an injector (fuel injection device) for injecting fuel into the intake air, and a spark plug for generating an electrical discharge in the combustion chamber. Engine 2 is also equipped with a starter for starting the engine.

[0022] A vehicle 1 is equipped with a manual transmission (MT) 3 as a transmission that changes the speed of power from an engine 2. A clutch 4 that connects and disconnects the engine 2 and the manual transmission 3 is interposed between the engine 2 and the manual transmission 3. With the clutch 4 engaged, the engine 2 and the manual transmission 3 are connected. At this time, the power output by the engine 2 is input to the manual transmission 3 via the clutch 4, is changed in speed by the manual transmission 3, is transmitted from the manual transmission 3 to a differential gear 5, and is transmitted from the differential gear 5 to left and right drive wheels 6 as driving force for traveling.

[0023] In the passenger compartment of vehicle 1, there are provided, under the driver's seat, an accelerator pedal 11 operated to adjust the output of engine 2, a brake pedal 12 operated to adjust the braking force acting on each wheel including drive wheels 6, and a clutch pedal 13 operated to switch between engagement and release of clutch 4. The accelerator pedal 11 and the brake pedal 12 are arranged in that order from the right side of vehicle 1 at positions convenient for the driver sitting in the driver's seat to step on them with his right foot. The clutch pedal 13 is spaced to the left of the brake pedal 12 and is arranged at a position convenient for the driver sitting in the driver's seat to step on them with his left foot.

[0024] The vehicle 1 is also equipped with a hydraulic brake mechanism 14. The brake mechanism 14 includes a brake booster, a master cylinder, and a brake actuator. When the brake pedal 12 is depressed, the depression force input to the brake pedal 12 is transmitted to the brake booster. The depression force transmitted to the brake booster is amplified (doubled) by the negative pressure of the brake booster, and is input from the brake booster to the master cylinder. The master cylinder generates hydraulic pressure according to the force input from the brake booster. The hydraulic pressure generated by the master cylinder is transmitted to the brake actuator. Then, the brake actuator functions to distribute hydraulic pressure to the wheel cylinders of the brakes provided on each wheel, and the hydraulic pressure applies braking force to each wheel from each brake.

[0025] For example, a dry single-plate clutch configuration is employed for the clutch 4. That is, the clutch 4 includes a flywheel held on the output shaft of the engine 2, a clutch cover fixed to the flywheel, a diaphragm spring whose outer periphery is supported by the clutch cover, a pressure plate disposed between the flywheel and the diaphragm spring, and a clutch disc disposed between the flywheel and the pressure plate.

[0026] When the clutch pedal 13 is not depressed, the pressing force of the diaphragm spring is input from the outer periphery of the diaphragm spring to the pressure plate, and the pressure plate presses the clutch disc against the flywheel. This state is when the clutch 4 is engaged (connected), and when the clutch 4 is engaged, the power of the engine 2 is transmitted to the manual transmission 3 via the clutch 4.

[0027] A release bearing is located opposite the pressure plate side of the diaphragm spring, facing the inner periphery of the diaphragm spring. The tip of the master cylinder piston is connected to the clutch pedal 13. The master cylinder is connected to a reservoir hose that circulates oil between the master cylinder and the reservoir and to clutch piping that transmits hydraulic pressure to the release cylinder. When the clutch pedal 13 is depressed, the clutch pedal 13 pushes the master cylinder piston, generating hydraulic pressure in the master cylinder. The hydraulic pressure generated in the master cylinder is transmitted to the release cylinder via the clutch piping. The hydraulic pressure transmitted to the release cylinder operates the release fork, which presses the release bearing toward the diaphragm spring. This pressing force is input to the inner periphery of the diaphragm spring via the release bearing, causing the diaphragm spring to tilt and elastically deform, releasing the pressing force from the outer periphery of the diaphragm spring to the pressure plate. As a result, the clutch disc is separated from the flywheel. This state is the state in which the clutch 4 is released (disengaged), and when the clutch 4 is in the released state, the power of the engine 2 is not transmitted to the manual transmission 3.

[0028] The vehicle 1 is also equipped with a plurality of ECUs (Electronic Control Units). Each ECU is equipped with a microcontroller unit (microcomputer), which incorporates, for example, a CPU, a nonvolatile memory such as a flash memory, and a volatile memory such as a dynamic random access memory (DRAM). The plurality of ECUs are connected to enable bidirectional communication using the CAN (Controller Area Network) communication protocol. Each ECU is connected to various sensors required for control, and receives detection signals from the connected sensors. In addition to the detection signals received from the various sensors, each ECU also receives information required for control from other ECUs.

[0029] Of the multiple ECUs, Fig. 1 shows ECU 21, which controls engine 2. An accelerator sensor 22 and a clutch stroke sensor 23 are connected to ECU 21, and detection signals from accelerator sensor 22 and clutch stroke sensor 23 are input to ECU 21. Accelerator sensor 22 outputs a detection signal corresponding to the amount of operation of accelerator pedal 11 operated by the driver (operator). Clutch stroke sensor 23 is attached to the master cylinder of clutch 4, and outputs a detection signal corresponding to the amount of displacement of the piston of the master cylinder.

[0030] <Output suppression control> FIG. 2 is a timing chart for explaining the output suppression control in a state where the clutch 4 is engaged.

[0031] In order to prevent accidents caused by mistaking the accelerator pedal 11 for the brake pedal 12, the ECU 21 performs output suppression control while the ignition switch of the vehicle 1 is on.

[0032] In the output suppression control, when accelerator pedal 11 is depressed (time T1), the amount of operation of accelerator pedal 11 and the rate of change of the amount of operation are obtained from the detection signal of accelerator sensor 22. Then, if the amount of operation of accelerator pedal 11 is equal to or greater than a predetermined amount and the rate of change of the amount of operation is equal to or greater than a predetermined rate, the electronic throttle valve is controlled to reduce the rotation speed of engine 2 to a reference rotation speed (time T2).

[0033] The reference rotation speed is determined, for example, based on the vehicle speed of the vehicle 1 and the gear ratio (gear stage) of the manual transmission 3, at which the minimum rotation speed at which the engine 2 does not stall when the clutch 4 is engaged is determined, and the reference rotation speed is set to a rotation speed that is a predetermined amount higher than that rotation speed.

[0034] FIG. 3 is a timing chart for explaining the output suppression control in a state where the clutch 4 is released.

[0035] Even when clutch pedal 13 is fully depressed and clutch 4 is released, just as when clutch 4 is engaged, if accelerator pedal 11 is depressed (time T11), the amount of operation of accelerator pedal 11 and the rate of change of the amount of operation are obtained from the detection signal of accelerator sensor 22. Then, if the amount of operation of accelerator pedal 11 is equal to or greater than a predetermined amount and the rate of change of the amount of operation is equal to or greater than a predetermined rate, the electronic throttle valve is controlled to reduce the rotation speed of engine 2 to the first rotation speed (time T12).

[0036] The first rotation speed is set to the lowest rotation speed at which the engine 2 can rotate autonomously.

[0037] Subsequently, when the clutch pedal 13 begins to be released from its depressed state (time T13), the piston of the master cylinder in the clutch 4 begins to displace, and the hydraulic pressure transmitted to the release cylinder begins to decrease. Accordingly, the spring force of the diaphragm spring begins to be applied from the outer periphery of the diaphragm spring to the pressure plate, and the clutch disc, pressed by the pressure plate, moves toward the flywheel. As the clutch pedal 13 is released, the master cylinder piston reaches a power transmission start position, whereupon the clutch disc abuts against the flywheel, and the clutch 4 begins to transmit power. Until the clutch 4 is completely released, the position of the master cylinder piston is repeatedly determined from the detection signal of the clutch stroke sensor 23. When it is detected that the piston has reached the power transmission start position, the electronic throttle valve is controlled to increase the engine 2 speed from the first speed to the second speed (time T14).

[0038] The second rotation speed is determined based on the vehicle speed of the vehicle 1 and the gear ratio of the manual transmission 3, and the minimum rotation speed at which the engine 2 does not stall when the clutch 4 is engaged is determined, and the second rotation speed is set to a rotation speed that is a predetermined amount higher than that rotation speed, i.e., a reference rotation speed.

[0039] When the piston of the master cylinder reaches the engagement position, the clutch 4 is engaged (fully engaged) without slipping. In response to the piston of the master cylinder reaching the engagement position (in response to the clutch 4 being fully engaged), the electronic throttle valve is controlled to reduce the rotation speed of the engine 2 from the second rotation speed to the third rotation speed (time T15).

[0040] The third rotation speed is set, for example, based on the vehicle speed of the vehicle 1 and the gear ratio of the manual transmission 3, to the lowest rotation speed at which the engine 2 does not stall when the clutch 4 is engaged.

[0041] <Action and effect> As described above, when the accelerator pedal 11 is depressed to a degree greater than a predetermined level, specifically, when the amount of depression of the accelerator pedal 11 is greater than a predetermined level and the rate of change in the amount of depression is greater than a predetermined level, the rotation speed of the engine 2 is reduced and the output of the engine 2 is suppressed, regardless of whether the clutch 4 is in an engaged state or a released state.

[0042] For example, when stopping the vehicle 1 while it is moving, the brake pedal 12 may be depressed before the clutch pedal 13 is depressed to release the engaged clutch 4. In this case, if the accelerator pedal 11 is depressed instead of the brake pedal 12 by mistake, the output of the engine 2 increases sharply, causing the vehicle 1 to suddenly accelerate, which may result in an accident in which the vehicle 1 crashes into a preceding vehicle.

[0043] Therefore, when the accelerator pedal 11 is depressed with the clutch 4 engaged, and the amount of depression of the accelerator pedal 11 is equal to or greater than a predetermined amount and the rate of change of the amount of depression is equal to or greater than a predetermined rate, the rotation speed of the engine 2 is reduced to the reference rotation speed. This suppresses the output of the engine 2, so that if the brake pedal 12 is mistakenly depressed instead of the accelerator pedal 11, the damage caused by the mistake or the occurrence of an accident can be reduced.

[0044] Furthermore, even when the clutch 4 is released, the driver may mistakenly operate the accelerator pedal 11 instead of the brake pedal 12, and then become anxious due to the mistake and lose his composure, operating the clutch pedal 13 to engage the clutch 4. In this case, as the clutch 4 engages, the output of the engine 2, which has increased sharply due to the operation of the accelerator pedal 11, is transmitted to the drive wheels 6, causing the vehicle 1 to suddenly accelerate, which could result in an accident.

[0045] Therefore, when the accelerator pedal 11 is depressed with the clutch 4 engaged, the amount of operation of the accelerator pedal 11 is equal to or greater than a predetermined amount, and the rate of change of the amount of operation is equal to or greater than a predetermined rate, the rotational speed of the engine 2 is reduced to a first rotational speed. Thereafter, when the clutch pedal 13 is gradually released and the clutch 4 begins to transmit power, the rotational speed of the engine 2 is increased from the first rotational speed to a second rotational speed. The second rotational speed is set to a reference rotational speed, i.e., a rotational speed that is higher by a predetermined amount than the lowest rotational speed at which the engine 2 does not stall when the clutch 4 is engaged. Therefore, by increasing the rotational speed of the engine 2 to the second rotational speed, it is possible to avoid stalling of the engine 2 due to an increase in the load on the engine 2 when the clutch 4 is engaged.

[0046] When the clutch pedal 13 is further released and the clutch 4 is engaged without slipping, the rotational speed of the engine 2 is reduced from the second rotational speed to the third rotational speed. This reduces the output of the engine 2 after the clutch 4 is engaged to a lower level than if the rotational speed of the engine 2 were maintained at the second rotational speed, thereby further reducing the damage caused by an accident due to misapplication of the brake pedal 12 and the accelerator pedal 11, or further preventing the occurrence of an accident.

[0047] <Modification> Although one embodiment of the present invention has been described above, the present invention can be embodied in other forms.

[0048] For example, the accelerator pedal 11, brake pedal 12, and clutch pedal 13 have been taken as examples of the accelerator operation member, brake operation member, and clutch operation member, respectively, but the accelerator operation member, brake operation member, and clutch operation member are not limited to pedals that are operated by stepping on them, and may also be manually operated levers or grip rotation type members.

[0049] In the above embodiment, "when the degree of operation of the accelerator operating member is equal to or greater than a predetermined value" means that the amount of operation of accelerator pedal 11 is equal to or greater than a predetermined value and the rate of change of the amount of operation is equal to or greater than a predetermined rate, but it may also mean that the amount of operation of accelerator pedal 11 is equal to or greater than a predetermined value and / or the rate of change of the amount of operation is equal to or greater than a predetermined rate. Also, when the degree of operation of the accelerator operating member is equal to or greater than a specific amount that is smaller than the predetermined value and less than the predetermined value, the driver may be notified by emitting an alarm sound or displaying a predetermined message on a screen.

[0050] In the above-described embodiment, the "suppression means" is configured to suppress the output of the engine 2, which is the drive source, but it may also be configured to suppress traveling by implementing automatic braking. In this case, the output of the drive source may be suppressed and then the automatic braking may be implemented, or the output of the drive source may be suppressed and then the automatic braking may be implemented, or the output of the drive source may be suppressed and then the automatic braking may be implemented.

[0051] Furthermore, the clutch stroke sensor 23 is not limited to a configuration that outputs a detection signal corresponding to the amount of displacement of the piston of the master cylinder of the clutch 4, but may be a configuration that outputs a detection signal corresponding to the amount of displacement of a release fork, or a configuration that outputs a detection signal corresponding to the amount of displacement of the clutch pedal 13, as long as it is a configuration that outputs a detection signal corresponding to the amount of displacement of a member that is displaced to a position depending on the state of the clutch 4.

[0052] The "vehicle control device" may further include an external environment recognition means (such as various cameras or radars) that recognizes targets (people, vehicles, features, etc.) in the external environment of the vehicle 1, and a driving range determination means that determines whether the driving range is a forward range (such as first or second gear) or a reverse range (such as an R (reverse) range), and the "suppression means" may further suppress driving when the driving range is a driving range in a direction toward the target recognized by the external environment recognition means. In this case, for example, driving may be suppressed when the target recognized by the external environment recognition means is located in front of the vehicle 1 and the driving range is a forward range, and on the other hand, driving may be suppressed when the target recognized by the external environment recognition means is located behind the vehicle 1 and the driving range is a reverse range. In this case, the conditions for suppressing driving may include the distance (relative distance) between the vehicle 1 and the target being within a predetermined range or the possibility of the vehicle 1 colliding with the target.

[0053] In addition, various design modifications can be made to the above-described configuration within the scope of the claims. [Explanation of symbols]

[0054] 1: Vehicle 2: Engine (power source) 3: Manual transmission 4: Clutch 11: Accelerator pedal (accelerator operating part) 12: Brake pedal (brake operating member) 13: Clutch pedal (clutch operating member) 14: Brake mechanism 21: ECU (detection means, suppression means) 23: Clutch stroke sensor (detection means)

Claims

[Claim 1] A control device used in a vehicle including a drive source, a manual transmission that changes the speed of power from the drive source, a clutch that connects the drive source and the manual transmission in an engaged state and disconnects the drive source and the manual transmission in a released state, a brake mechanism that applies a braking force to a wheel, an accelerator operation member that is operated to adjust the output of the drive source, a brake operation member that is operated to adjust the braking force applied by the brake mechanism, and a clutch operation member that is operated to switch between engagement and release of the clutch, a detection means for detecting the state of the clutch; a suppression means for suppressing the vehicle from traveling by the drive source when the degree of operation of the accelerator operating member is equal to or greater than a predetermined value, regardless of whether the state of the clutch detected by the detection means is engaged or released, the drive source is an engine, The suppression means reduces the engine rotation speed to a first rotation speed when the accelerator operating member is operated to a degree equal to or greater than the predetermined degree while the detection means detects that the clutch is in a released state, and increases the engine rotation speed from the first rotation speed to a second rotation speed in response to the clutch starting to transmit power while the state of the clutch detected by the detection means is changing from a released state to an engaged state.

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