vehicle

Abstract

The present invention provides a vehicle that can effectively alert the occupant to errors in the acceleration control unit. [Solution] The calculation control unit 11 of the vehicle 10 applies a first reaction force OF1 to the acceleration operation unit 131 via the reaction force application unit 18 if the amount of operation of the acceleration operation unit 131 is within a preset first range R1. Furthermore, if the amount of operation of the acceleration operation unit 131 exceeds the first range R1, the calculation control unit 11 applies a second reaction force OF2, which is smaller than the first reaction force OF1, to the acceleration operation unit 131 via the reaction force application unit 18.

Description

Technical Field

[0001] The present invention relates to a vehicle having a function of making an occupant recognize an incorrect operation such as an accelerator pedal.

Background Art

[0002] Vehicles include an accelerator pedal and a brake pedal for the occupant to operate acceleration and deceleration. Since the accelerator pedal and the brake pedal are adjacent to each other, there is a risk that the occupant may step on the wrong one.

[0003] Therefore, there are inventions for suppressing missteps between the accelerator pedal and the brake pedal. Inventions for notifying such missteps to the occupant are described in, for example, Patent Document 1 and Patent Document 2.

Prior Art Documents

Patent Documents

[0004]

Patent Document 1

Patent Document 2

Summary of the Invention

Problems to be Solved by the Invention

[0005] However, in the inventions described in each of the above-mentioned patent documents, there is room for improvement from the viewpoint of effectively making the occupant aware of a misstep.

[0006] Specifically, when the occupant steps on the wrong accelerator pedal, there may be a case where the accelerator pedal is inadvertently depressed strongly instantaneously in order to execute an emergency brake. In such a case, in a method of detecting a misstep according to the operation speed of the accelerator pedal, there is a problem that the time required for detecting the misstep is too long, so that detection of an incorrect operation and notification to the occupant cannot be made in time.

[0007] Furthermore, in methods that detect accelerator pedal misapplication based on the force applied by the occupant, there was a challenge in accurately detecting the misapplication because the force applied varies depending on the occupant and the situation.

[0008] This invention has been made in view of these problems, and its objective is to provide a vehicle that can effectively make the occupant aware of, for example, an error in the acceleration control unit, such as the accelerator pedal. [Means for solving the problem]

[0009] The vehicle of the present invention comprises an acceleration control unit, a vehicle drive unit, a reaction force application unit, and a calculation control unit, wherein the acceleration control unit is configured to increase the amount of operation performed by the occupant when accelerating the vehicle, the vehicle drive unit is configured to increase the driving force applied to the vehicle in proportion to the amount of operation performed by the acceleration control unit, the reaction force application unit is configured to apply a counter-operating force to the acceleration control unit when the occupant applies an operating force to the acceleration control unit, and the calculation control unit is characterized in that, if the amount of operation performed by the acceleration control unit is within a preset first range, the reaction force application unit applies a first counter-operating force to the acceleration control unit, and if the amount of operation performed by the acceleration control unit exceeds the first range, the reaction force application unit applies a second counter-operating force that is smaller than the first counter-operating force to the acceleration control unit. [Effects of the Invention]

[0010] According to the vehicle of the present invention, when the amount of operation of the acceleration control unit exceeds a first range, the reaction force generated by the reaction force application unit is reduced, thereby intuitively communicating to the occupant that an error has occurred. Therefore, the occupant can immediately release the operation applied to the acceleration control unit, preventing the vehicle from accelerating suddenly due to an error. Furthermore, even if the driver is an elderly person with impaired hearing, the error can be intuitively communicated to the elderly person. [Brief explanation of the drawing]

[0011] [Figure 1] This is a block diagram showing the vehicle connection configuration according to an embodiment of the present invention. [Figure 2] This figure shows the accelerator pedal of a vehicle according to an embodiment of the present invention. [Figure 3] This flowchart shows a method for recognizing pedal misapplication using a vehicle according to an embodiment of the present invention. [Figure 4A] This diagram shows the sequential changes in the state of the accelerator pedal in a vehicle according to an embodiment of the present invention, and illustrates the case where the opening is 0%. [Figure 4B] This diagram shows the sequential changes in the state of the accelerator pedal in a vehicle according to an embodiment of the present invention, with the case where the opening is 100%. [Figure 4C] This diagram shows the sequential changes in the state of the accelerator pedal in a vehicle according to an embodiment of the present invention, specifically when the pedal is open to 105%. [Figure 5A] This diagram shows the sequential changes in the state of the accelerator pedal in a vehicle according to an embodiment of the present invention, specifically when the opening is 130%. [Figure 5B] This diagram shows the sequential changes in the state of the accelerator pedal in a vehicle according to an embodiment of the present invention, specifically when the opening is 150%. [Figure 5C] This diagram shows the sequential changes in the state of the accelerator pedal in a vehicle according to an embodiment of the present invention, and illustrates the case where the opening is 0%. [Modes for carrying out the invention]

[0012] Hereinafter, a vehicle 10 according to an embodiment of the present invention will be described in detail with reference to the drawings. In the following description, the same reference numerals will be used for the same components in principle, and repeated descriptions will be omitted.

[0013] Figure 1 is a block diagram showing the connection configuration of vehicle 10.

[0014] The vehicle 10 is, for example, an engine vehicle, an EV (Electric Vehicle), a HEV (Hybrid Electric Vehicle), a PHEV (Plug-in Hybrid Electric Vehicle), or the like. Specifically, the vehicle 10 mainly includes an acceleration operation unit 131, a vehicle drive unit 15, a reaction force applying unit 18, and an arithmetic control unit 11. As will be described later, the vehicle 10 has a function of causing the occupant 12 to detect an incorrect operation on the accelerator pedal 132.

[0015] The arithmetic control unit 11 is an arithmetic element (CPU) or the like including a semiconductor device or the like that performs various arithmetic operations and the like. As will be described later, when the operation amount of the acceleration operation unit 131 is within a preset first range R1, the arithmetic control unit 11 causes the reaction force applying unit 18 to apply a first counter-operation force OF1 to the acceleration operation unit 131. On the other hand, when the operation amount of the acceleration operation unit 131 exceeds the first range R1, the arithmetic control unit 11 causes the reaction force applying unit 18 to apply a second counter-operation force OF2 smaller than the first counter-operation force OF1 to the acceleration operation unit 131. Such matters will be described later with reference to the figures after FIG. 3. Further, the arithmetic control unit 11 executes a control method to be described later based on a program stored in a semiconductor storage device or the like not shown here.

[0016] The driving operation unit 13 is a device operated by the occupant 12 not shown here for driving the vehicle 10. The driving operation unit 13 includes an acceleration operation unit 131, a steering operation unit 133, and a braking operation unit 135.

[0017] The acceleration operation unit 131 is, for example, an accelerator pedal 132, which is a device operated by the occupant 12's foot to accelerate the vehicle 10. The accelerator pedal 132 is configured such that the operation amount of the occupant 12 increases when accelerating the vehicle 10. That is, if the occupant 12 strongly presses the accelerator pedal 132, the vehicle 10 travels at a high speed. On the other hand, if the occupant 12 weakly presses the accelerator pedal 132, the vehicle 10 travels at a low speed.

[0018] The steering operation unit 133 is, for example, a steering wheel 134, which is a device that a vehicle occupant 12 manually rotates to steer the vehicle 10.

[0019] The braking operation unit 135 is, for example, a brake pedal 136, which is a device that a vehicle occupant 12 operates to brake the vehicle 10. When the vehicle occupant 12 depresses the brake pedal 136, the vehicle 10 decelerates or stops.

[0020] The vehicle drive unit 15 is a device that drives the vehicle 10. As the vehicle drive unit 15, an engine or a motor whose output varies according to the operation amount of the accelerator pedal 132 is adopted. The vehicle drive unit 15 is configured such that the driving force applied to the vehicle 10 increases according to the magnitude of the operation amount applied by the vehicle occupant 12 to the acceleration operation unit 131. That is, if the vehicle occupant 12 strongly depresses the accelerator pedal 132, the driving force of the vehicle drive unit 15 increases. On the other hand, if the vehicle occupant 12 weakly depresses the accelerator pedal 132, the driving force of the vehicle 10 decreases.

[0021] The vehicle steering unit 16 is a device that steers the tires according to the operation amount of the steering wheel 134.

[0022] The vehicle braking unit 17 is a device that brakes the vehicle 10 according to the operation amount of the brake pedal 136.

[0023] The external vehicle monitoring unit 14 is a device that monitors the front of the vehicle. As the external vehicle monitoring unit 14, a stereo camera, a radar, a sonar, a LIDAR, etc. that photograph the front of the vehicle are adopted.

[0024] The reaction force applying unit 18 is configured to apply a counter operation force F2 against the operation force F1 to the accelerator pedal 132 when the vehicle occupant 12 applies the operation force F1 to the accelerator pedal 132. For example, the reaction force applying unit 18 is an actuator that presses the accelerator pedal 132 toward the vehicle occupant 12 based on an instruction from the arithmetic control unit 11.

[0025] Figure 2 is a side view showing the accelerator pedal 132. The accelerator pedal 132 is rotatable about a point not shown in the figure. The rotatable range of the accelerator pedal 132 has a first range R1 and a second range R2. In Figure 2, the accelerator pedal 132 in the first range R1 is shown by a solid line, and the accelerator pedal 132 in the second range R2 is shown by a dotted line.

[0026] The first range R1 is a region in which the driving force of the aforementioned vehicle drive unit 15 increases in proportion to the amount that the occupant 12 presses down on the accelerator pedal 132. That is, in the first range R1, if the amount that the occupant 12 presses down on the accelerator pedal 132 increases, the rotational speed of the vehicle drive unit 15, which is the engine, increases, for example, allowing the vehicle 10 to travel at high speed.

[0027] The second range R2 is the region where the amount the occupant 12 presses exceeds the first range R1. Specifically, the second range R2 is the region formed further away from the occupant 12 than the first range R1, i.e., towards the front of the vehicle. As will be described later, if the amount the occupant 12 presses, i.e., the displacement angle of the accelerator pedal 132, exceeds the first range R1 and enters the second range R2, the calculation control unit 11 determines that the occupant 12 is operating the accelerator pedal 132 incorrectly. Furthermore, as will be described later, the calculation control unit 11 executes control to make the occupant 12 aware of the incorrect operation of the accelerator pedal 132. In other words, in this embodiment, instead of a mechanism that bottoms out when the first range R1 is pressed down, there is a second range R2 beyond the first range R1 where the occupant 12 can press down further.

[0028] Figure 3 is a flowchart illustrating a method for making the occupant 12 aware of an error that occurs when the occupant 12 mistakenly presses the accelerator pedal 132. As mentioned above, the accelerator pedal 132 and the steering control unit 133 are configured to be pressed by the occupant 12 with their feet. Furthermore, the accelerator pedal 132 and the steering control unit 133 are adjacent to each other in the left-right direction. Therefore, there is a risk that the occupant 12 may mistakenly press the accelerator pedal 132. In this embodiment, if the occupant 12 mistakenly presses the accelerator pedal 132, the reaction force control of the accelerator pedal 132 is changed to intuitively warn the occupant 12 of the error.

[0029] In step S10, the arithmetic control unit 11 determines whether the occupant 12 is pressing the accelerator pedal 132 in order to drive the vehicle 10.

[0030] If the answer in step S10 is YES, that is, if the occupant 12 is pressing down on the accelerator pedal 132, the calculation control unit 11 proceeds to step S11.

[0031] If the answer in step S10 is NO, that is, if the occupant 12 is not pressing the accelerator pedal 132, the calculation control unit 11 continues to step S10.

[0032] In step S11, the calculation control unit 11 applies a first counter-operating force OF1 to the accelerator pedal 132.

[0033] The control in step S11 will be explained with reference to Figures 4A and 4B.

[0034] Figure 4A shows the generation of operating force F1 and counter-operating force F2 when the opening is 0%. Here, the opening corresponds to the amount that the occupant's leg 121 presses against the accelerator pedal 132, i.e., the amount of operation. Referring to Figure 4A, when the occupant's leg 121 does not press down on the accelerator pedal 132, i.e., when the opening (amount of operation) is 0%, the accelerator pedal 132 is not displaced in the rotational direction, and the accelerator pedal 132 is within the range of the first range R1. In this case, based on the instructions of the calculation control unit 11, the reaction force application unit 18 does not apply the counter-operating force F2, which will be described later, to the accelerator pedal 132.

[0035] Figure 4B shows the generation of operating force F1 and counter-operating force F2 when the leg 121 presses down on the accelerator pedal 132 when the pedal is open to 100%. When the leg 121 of the occupant 12 presses down on the accelerator pedal 132, for example when the pedal is open to 100%, the accelerator pedal 132 is displaced in the rotational direction. Specifically, the accelerator pedal 132 is within the range of the first range R1. In this case, based on the instructions of the calculation control unit 11, the reaction force application unit 18 applies a counter-operating force F2 to the accelerator pedal 132 that counteracts the operating force F1. When the accelerator pedal 132 is within the range R1, the counter-operating force F2 is set to a relatively large first counter-operating force OF1. Also, when the accelerator pedal 132 is within the range R1, the operating force F1 and the counter-operating force F2 are positively correlated, for example. In this way, the occupant 12 can obtain a sense of control from the counter-operating force F2 being held down by the soles of their feet in the legs 121, thereby gaining a sense of security while driving.

[0036] In step S12, the calculation control unit 11 determines whether the amount of pressure applied to the accelerator pedal 132 exceeds the first range R1.

[0037] If the answer in step S12 is YES, that is, if the amount of pressure applied to the accelerator pedal 132 exceeds the first range R1, the calculation control unit 11 proceeds to step S13.

[0038] If the answer in step S12 is NO, that is, if the amount of pressure applied to the accelerator pedal 132 does not exceed the first range R1, the calculation control unit 11 proceeds to step S11.

[0039] In step S13, the calculation control unit 11 applies a second counter-operating force OF2 to the accelerator pedal 132.

[0040] Figure 4C shows the generation of operating force F1 and counter-operating force F2 when the leg 121 presses down on the accelerator pedal 132 when the opening is 105%. When the opening is 105%, the amount of operation applied to the accelerator pedal 132 exceeds the first range R1 and reaches the second range R2. In this case, the calculation control unit 11 makes the second counter-operating force OF2 that the reaction force application unit 18 applies to the accelerator pedal 132 smaller than the first counter-operating force OF1 mentioned above. By doing so, the occupant 12 can intuitively recognize that they are misoperating the accelerator pedal 132 because the second counter-operating force OF2 acting on the sole of their foot is small.

[0041] Figure 5A shows the generation of operating force F1 and counter-operating force F2 when the leg 121 presses down on the accelerator pedal 132 when the pedal opening is 130%. When the pedal opening of the accelerator pedal 132 reaches 130%, the second counter-operating force OF2 is much smaller than the first counter-operating force OF1 mentioned above, causing the occupant 12 to feel as if they have missed the pedal with their leg 121. Therefore, the occupant 12 can realize that they have misoperated the accelerator pedal 132. Here, the second counter-operating force OF2 may decrease as the pedal opening increases within the range of the second range R2. Furthermore, the second counter-operating force OF2 may remain approximately constant within the range of the second range R2.

[0042] Figure 5B shows the generation of operating force F1 and counter-operating force F2 when the leg 121 presses down on the accelerator pedal 132 when the opening is 150%. When the opening of the accelerator pedal 132 increases further and reaches 150%, the occupant's leg 121 moves away from the accelerator pedal 132. In this state, the occupant 12 can no longer operate the accelerator pedal 132, and can more reliably recognize their own error. In this case, the occupant's leg 121 does not apply the aforementioned operating force F1 to the accelerator pedal 132. Also, based on the instructions of the calculation control unit 11, the reaction force application unit 18 does not apply the second counter-operating force OF2 to the accelerator pedal 132.

[0043] Figure 5C illustrates the reaction force when the occupant 12 releases their leg 121 from the accelerator pedal 132 after Figure 5B, showing the generation of the operating force F1 and counter-operating force F2 when the leg 121 presses down on the accelerator pedal 132 when the opening is 0%. When the occupant 12 releases their leg 121 from the accelerator pedal 132, the accelerator pedal 132 returns to the first range R1 due to the action of an actuator (not shown here). In this state, the occupant 12 can accelerate the vehicle 10 by pressing down on the accelerator pedal 132 again.

[0044] In step S14, the calculation control unit 11 determines whether the pedal stroke of the occupant 12 continues to exceed the first range R1.

[0045] If the answer in step S14 is YES, that is, if the pedal pressure of the occupant 12 exceeds the first range R1 for a certain period of time or longer, the calculation control unit 11 proceeds to step S15.

[0046] If the answer in step S14 is NO, that is, if the pedal pressure of the occupant 12 does not continue to exceed the first range R1, the calculation control unit 11 proceeds to step S17.

[0047] In step S15, the calculation control unit 11 changes the second counter-operating force OF2 over time. Specifically, referring to Figure 5A, based on the instructions of the calculation control unit 11, the reaction force application unit 18 changes the magnitude of the second counter-operating force OF2 mainly over time. In this way, the crew member 12 can become more aware of the erroneous operation through the legs 121.

[0048] In step S16, the calculation control unit 11 determines whether the amount of pressure applied to the accelerator pedal 132 is within the range of the first range R1.

[0049] If the answer in step S16 is YES, that is, if the amount of pressure applied to the accelerator pedal 132 is within the range of the first range R1, the calculation control unit 11 proceeds to step S17.

[0050] If the answer in step S16 is NO, that is, if the amount of pressure applied to the accelerator pedal 132 is not within the range R1, the calculation control unit 11 proceeds to step S15 and continues the operation in step S15.

[0051] In step S17, the calculation control unit 11 applies a first counter-operating force OF1 to the accelerator pedal 132 via the reaction force application unit 18. That is, the occupant 12 can accelerate the vehicle 10 by operating the accelerator pedal 132.

[0052] The above is an explanation of the method for detecting malfunctions by crew member 12.

[0053] The technical concepts that can be understood from the above-mentioned embodiment, along with their effects, are described below.

[0054] The vehicle of the present invention comprises an acceleration control unit, a vehicle drive unit, a reaction force application unit, and a calculation control unit, wherein the acceleration control unit is configured to increase the amount of operation performed by the occupant when accelerating the vehicle, the vehicle drive unit is configured to increase the driving force applied to the vehicle in proportion to the amount of operation performed by the acceleration control unit, the reaction force application unit is configured to apply a counter-operation force to the acceleration control unit when the occupant applies an operation force to the acceleration control unit, and the calculation control unit is characterized in that, if the amount of operation performed by the acceleration control unit is within a preset first range, the reaction force application unit applies a first counter-operation force to the acceleration control unit, and if the amount of operation performed by the acceleration control unit exceeds the first range, the reaction force application unit applies a second counter-operation force that is smaller than the first counter-operation force to the acceleration control unit.According to the vehicle of the present invention, when the amount of operation performed by the acceleration control unit exceeds the first range, the reaction force application unit reduces the counter-operation force, which intuitively communicates to the occupant that an error has occurred. Therefore, the occupant can immediately release the operation applied to the acceleration control unit, thereby preventing, for example, the vehicle from suddenly accelerating due to a user error.

[0055] Furthermore, in the vehicle of the present invention, the acceleration operation unit is an accelerator pedal configured to increase the amount the occupant presses when accelerating the vehicle, and the calculation control unit applies a first counter-operating force to the accelerator pedal by the reaction force application unit when the amount the occupant presses the accelerator pedal is within the first range, and applies a second counter-operating force to the accelerator pedal by the reaction force application unit when the amount the occupant presses the accelerator pedal exceeds the first range. According to the vehicle of the present invention, even if the occupant accidentally presses the accelerator pedal too hard, the counter-operating force applied to the accelerator pedal by the reaction force application unit becomes smaller, so the occupant can easily become aware of the erroneous operation of the accelerator pedal.

[0056] Furthermore, in the vehicle of the present invention, the calculation control unit continues to apply the second counter-operating force to the acceleration control unit via the reaction force application unit as long as the amount of operation of the acceleration control unit exceeds the first range. According to the vehicle of the present invention, by applying a relatively small second counter-operating force to the acceleration control unit via the reaction force application unit, the occupant can be reliably made aware of any erroneous operation.

[0057] Furthermore, in the vehicle of the present invention, the calculation control unit is characterized in that, while the amount of operation of the acceleration control unit exceeds the first range, the second counter-operating force is changed over time. According to the vehicle of the present invention, by changing the second counter-operating force over time, the occupant can be reliably made aware of an error in operation.

[0058] Although embodiments of the present invention have been described above, the present invention is not limited thereto, and modifications are possible without departing from the spirit of the invention. Furthermore, the above-described embodiments can be combined with each other.

[0059] For example, instead of the accelerator pedal 132, which serves as the aforementioned acceleration control unit 131, a steering wheel-shaped acceleration control unit 131 operated by the occupant 12 can be adopted. Even in such a case, the effect of promoting awareness of accidental operation by the occupant can be obtained.

[0060] Furthermore, in the embodiment described above, an example of a misoperation was given in which the occupant 12 mistakenly pressed the accelerator pedal 132 instead of the brake pedal 136. However, this embodiment can be applied in other cases. For example, this embodiment can be applied when the automatic brake of the vehicle 10 is activated and the function of the accelerator pedal 132 is disabled. Moreover, when the vehicle 10 is in motion and approaches a vehicle in front of it excessively, this embodiment can be applied to suppress all or part of the function of the accelerator pedal 132. [Explanation of Symbols]

[0061] 10 vehicles 11. Arithmetic Control Unit 12 crew members 121 Legs 13. Driving Control Unit 131 Acceleration operation section 132 Accelerator pedal 133 Steering Control Unit 134 Steering Wheel 135 Brake operation section 136 Brake pedal 14. External monitoring unit 15. Vehicle drive unit 16. Vehicle Steering Section 17. Vehicle braking system 18 Reaction force application section

Claims

1. It comprises an acceleration control unit, a vehicle drive unit, a reaction force application unit, and a calculation control unit. The acceleration control unit is configured such that the amount of input from the occupant is increased when accelerating the vehicle. The vehicle drive unit is configured such that the driving force supplied to the vehicle increases in proportion to the magnitude of the operation of the acceleration control unit. The reaction force application unit is configured to apply a counter-operating force to the acceleration control unit when the occupant applies an operating force to the acceleration control unit, The calculation control unit, If the amount of operation of the acceleration operation unit is within a preset first range, the reaction force application unit applies a first reaction force to the acceleration operation unit. A vehicle characterized in that, if the amount of operation of the acceleration operation unit exceeds the first range, a second counter-operating force smaller than the first counter-operating force is applied to the acceleration operation unit by the counter-force applying unit.

2. The acceleration control unit is an accelerator pedal configured to increase the amount the occupant presses when accelerating the vehicle. The calculation control unit, If the amount of pressure applied to the accelerator pedal is within the first range, the reaction force applying unit applies the first counter-operating force to the accelerator pedal. The vehicle according to claim 1, characterized in that if the amount of pressure applied to the accelerator pedal exceeds the first range, the second counter-operating force is applied to the accelerator pedal by the counter-force applying unit.

3. The calculation control unit, The vehicle according to claim 1, characterized in that the second counter-operating force is continuously applied to the acceleration operating unit by the counter-force applying unit while the amount of operation of the acceleration operating unit exceeds the first range.

4. The calculation control unit, The vehicle according to claim 1, characterized in that the second counter-operating force is changed over time while the amount of operation of the acceleration operation unit exceeds the first range.

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