Vehicle control device

Abstract

To provide a control device for a vehicle capable of reducing accident damage due to an operation mistake between a brake operation member and an accelerator operation member and restraining the accident in a vehicle, to which a manual transmission is mounted.SOLUTION: When a stepping operation of an accelerator pedal is executed, an AP stepping mount that is a stepping amount of the accelerator pedal is larger than a start referent amount Ap1 and an AP stepping speed that is a change speed of the AP stepping amount is larger than a reference speed Aos (S1, S2: YES), a pedal stepping mistake processing is executed (S3). In the pedal stepping mistake processing, it is determined whether an engine output restraining control for restraining an output of an engine 2 is executed on the basis of a CP stepping amount that is a stepping amount of a clutch pedal (S5, S6, S7).SELECTED DRAWING: Figure 2

Description

Technical Field

[0001] The present invention relates to a control device used in a vehicle equipped with a manual transmission.

Background Art

[0002] In recent years, accidents caused by misstepping between the brake pedal and the accelerator pedal of a vehicle, that is, accidents in which a driver accidentally steps on the accelerator pedal and the brake pedal when intending to stop the vehicle, and the vehicle accelerates contrary to the driver's intention, have occurred frequently.

[0003] It is generally considered that misstepping accidents occur in vehicles equipped with two pedals, namely the accelerator pedal and the brake pedal (two-pedal vehicles), that is, vehicles equipped with an automatic transmission, and do not occur in vehicles equipped with three pedals, namely the accelerator pedal, the brake pedal, and the clutch pedal (three-pedal vehicles), that is, vehicles equipped with a manual transmission.

[0004] That is, in a two-pedal vehicle, when the shift range of the automatic transmission is set to the D range (driving range), the engine and the drive wheels are connected so that power can be transmitted. Therefore, if the accelerator pedal is stepped on by mistake instead of the brake pedal, the engine speed increases, the engine output increases, and the vehicle accelerates suddenly, so there is a possibility of an accident of colliding with an object in front or behind. On the other hand, in a three-pedal vehicle, when stopping the vehicle, the clutch pedal is stepped on and the engine is disconnected from the drive wheels. Therefore, even if the accelerator pedal is stepped on by mistake instead of the brake pedal, the engine speed only increases (revs up) and the vehicle does not accelerate suddenly, so it is generally considered that an accident does not occur.

Prior Art Documents

Patent Documents

[0005]

Patent Document 1

Patent Document 2

SUMMARY OF THE INVENTION

PROBLEMS TO BE SOLVED BY THE INVENTION

[0006] However, while the inventor of the present application was conducting research on vehicle safety, it was found that depending on the vehicle situation, even in a three-pedal vehicle, an accident of stepping on the brake pedal and the accelerator pedal by mistake can occur.

[0007] An object of the present invention is to provide a vehicle control device that can reduce the damage caused by an accident due to an operation error between a brake operation member and an accelerator operation member or suppress the occurrence of such an accident in a vehicle equipped with a manual transmission.

MEANS FOR SOLVING THE PROBLEMS

[0008] To achieve the above object, a vehicle control device according to the present invention includes a drive source, a manual transmission that shifts the power from the drive source, a clutch that connects the drive source and the manual transmission by engagement and disconnects the drive source and the manual transmission by disengagement, a brake mechanism that applies a braking force to the wheels, an accelerator operation member that is accelerated to increase the output of the drive source and decelerated to decrease the output of the drive source, a brake operation member that is braked to increase the braking force by the brake mechanism and released to decrease the braking force by the brake mechanism, and a clutch operation member that is engaged to engage the clutch and released to disengage the clutch. The control device is used for a vehicle, and when the degree of acceleration operation of the accelerator operation member is greater than an accelerator reference, it is determined whether to suppress the running of the vehicle by the drive source based on the degree of release operation of the clutch operation member, and when it is determined to suppress the running of the vehicle, the running of the vehicle is suppressed.

[0009] According to this configuration, when the degree of acceleration operation of the accelerator operation member is greater than the accelerator reference, it is determined whether to suppress the running of the vehicle by the drive source based on the degree of release operation of the clutch operation member.

[0010] For example, during the running of the vehicle (coasting, cruise control running) when none of the accelerator operation member, brake operation member, and clutch operation member is being operated, if the red light of the traffic signal in the traveling direction lights up, deceleration of the vehicle becomes necessary. If the driver mistakes and performs an acceleration operation on the accelerator operation member instead of a braking operation on the brake operation member, since the clutch is engaged, the vehicle will accelerate suddenly, and there is a possibility of an accident due to this sudden acceleration.

[0011] Therefore, when the degree of the acceleration operation of the accelerator operation member is greater than the accelerator reference and the release operation of the clutch operation member is not performed, or even if the release operation of the clutch operation member is performed but the degree of the release operation is small and the engaged state of the clutch is maintained, it is advisable to determine that the running of the vehicle is suppressed. Thereby, since the running of the vehicle is suppressed, when an acceleration operation on the accelerator operation member is performed by mistake instead of a braking operation on the brake operation member, the damage of an accident due to the operation mistake can be reduced or the occurrence of an accident can be suppressed.

[0012] On the other hand, even if the degree of the acceleration operation of the accelerator operation member is greater than the accelerator reference, when the release operation of the clutch operation member is performed in parallel with the acceleration operation of the accelerator operation member and the degree of the release operation is large and the clutch is released, it is advisable to determine that the running of the vehicle is not suppressed. Due to the release of the clutch, the drive source and the manual transmission are disconnected, and even if the output of the drive source increases in response to the acceleration operation of the accelerator operation member, the vehicle will not accelerate, so the damage of an accident due to the operation mistake can be reduced or the occurrence of an accident can be suppressed.

[0013] Moreover, even though the output of the drive source increases, the vehicle does not accelerate, making it easy for the driver to notice that they have mistaken the braking operation of the brake operation member for the acceleration operation of the accelerator operation member. Therefore, it can be expected that the acceleration operation of the accelerator operation member will be stopped and the braking operation of the brake operation member will be performed at an earlier time than when the operation mistake occurs. As a result, it is possible to further reduce the damage caused by accidents due to operation mistakes or further suppress the occurrence of accidents.

[0014] When the degree of the acceleration operation of the accelerator operation member is greater than the accelerator reference and the degree of the release operation of the clutch operation member is less than or equal to the clutch reference, the vehicle control device determines to suppress the running of the vehicle by the drive source. When the degree of the acceleration operation of the accelerator operation member is greater than the accelerator reference and the degree of the release operation of the clutch operation member is greater than the clutch reference, the vehicle control device may determine not to suppress the running of the vehicle by the drive source.

[0015] When the degree of the acceleration operation of the accelerator operation member is greater than the accelerator reference and the degree of the release operation of the clutch operation member is greater than the clutch reference, the vehicle control device may give a notification.

[0016] With this configuration, the driver can notice earlier that they have mistaken the braking operation of the brake operation member for the acceleration operation of the accelerator operation member. As a result, it can be expected that the acceleration operation of the accelerator operation member will be stopped and the braking operation of the brake operation member will be performed at an earlier time than when the operation mistake occurs, and it is possible to further reduce the damage caused by accidents due to operation mistakes or further suppress the occurrence of accidents.

Advantages of the Invention

[0017] According to the present invention, it is possible to reduce the damage caused by accidents due to operation mistakes between the brake operation member and the accelerator operation member or suppress the occurrence of accidents.

Brief Description of the Drawings

[0018]

Figure 1

Figure 2

Embodiments for Carrying Out the Invention

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

[0020] <Configuration of Vehicle> FIG. 1 is a diagram showing the configuration of a vehicle 1 in which a vehicle control device according to an embodiment of the present invention is adopted.

[0021] The vehicle 1 is an automobile having an engine (E / G) 2 as a drive source. The engine 2 is provided with an electronic throttle valve for adjusting the intake air amount into the combustion chamber of the engine 2, an injector (fuel injection device) for injecting fuel into the intake air, and a spark plug for generating an electric discharge in the combustion chamber. In addition, a starter for starting the engine 2 is provided along with it.

[0022] The vehicle 1 is equipped with a manual transmission (MT: Manual Transmission) 3 as a transmission for changing the power from the engine 2. A clutch 4 for interrupting the engine 2 and the manual transmission 3 is interposed between the engine 2 and the manual transmission 3. In a state where the clutch 4 is 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, shifted by the manual transmission 3, transmitted from the manual transmission 3 to the differential gear 5, and transmitted from the differential gear 5 to the left and right drive wheels 6 as driving force for running.

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

[0024] Also, the vehicle 1 is equipped with a hydraulic braking mechanism 14. The braking mechanism 14 includes a brake booster, a master cylinder, and a brake actuator. When the brake pedal 12 is depressed, the depressing force input to the brake pedal 12 is transmitted to the brake booster. The depressing force transmitted to the brake booster is amplified (multiplied) by the negative pressure of the brake booster and is input from the brake booster to the master cylinder. In the master cylinder, hydraulic pressure corresponding to the force input from the brake booster is generated. The hydraulic pressure generated by the master cylinder is transmitted to the brake actuator. Then, by the function of the brake actuator, hydraulic pressure is distributed to the wheel cylinders of the brakes provided on each wheel, and braking force is applied to the wheels from each brake by that hydraulic pressure.

[0025] For example, the clutch 4 adopts a configuration of a dry single-plate clutch. 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 peripheral portion 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 due to the spring force of the diaphragm spring is input from the outer peripheral portion of the diaphragm spring to the pressure plate, and the clutch disc is pressed against the flywheel by the pressure plate. This state is the state in which the clutch 4 is engaged (connected state). In the state where the clutch 4 is engaged, the power of the engine 2 is transmitted to the manual transmission 3 via the clutch 4.

[0027] On the side opposite to the pressure plate side with respect to the diaphragm spring, a release bearing is disposed to face the inner peripheral portion of the diaphragm spring. The tip of the piston of the master cylinder is connected to the clutch pedal 13. A reservoir hose for circulating oil between the master cylinder and a reservoir and a clutch pipe for transmitting hydraulic pressure to the release cylinder are connected to the master cylinder. When the clutch pedal 13 is depressed, the piston of the master cylinder is pushed by the clutch pedal 13, and hydraulic pressure is generated in the master cylinder. The hydraulic pressure generated in the master cylinder is transmitted to the release cylinder via the clutch pipe. The release fork is operated by the hydraulic pressure transmitted to the release cylinder, and the release fork presses the release bearing toward the diaphragm spring side. This pressing force is input to the inner peripheral portion of the diaphragm spring via the release bearing, the diaphragm spring tilts and elastically deforms, and the input of the pressing force from the outer peripheral portion of the diaphragm spring to the pressure plate is released. As a result, the clutch disc is separated from the flywheel. This state is the state in which the clutch 4 is released (disengaged state). In the state where the clutch 4 is released, the power of the engine 2 is not transmitted to the manual transmission 3.

[0028] In addition, the vehicle 1 is equipped with a plurality of ECUs (Electronic Control Units). Each ECU includes a microcomputer (Micro Controller Unit), and the microcomputer incorporates non-volatile memories such as a CPU and a flash memory, and volatile memories such as a DRAM (Dynamic Random Access Memory). The plurality of ECUs are connected so as to enable two-way communication according to the CAN (Controller Area Network) communication protocol. Various sensors necessary for control are connected to each ECU, and detection signals from the connected sensors are input. In addition to the detection signals input from various sensors, information necessary for control is input to each ECU from other ECUs.

[0029] FIG. 1 shows an ECU21 for control to reduce damage caused by a collision of the vehicle 1 or avoid a collision among a plurality of ECUs. An accelerator sensor 22, a brake sensor 23, a clutch stroke sensor 24, a wheel speed sensor 25, a front detection sensor 26, a steering angle sensor 27, and a gradient sensor 28 are connected to the ECU21, and detection signals from these sensors are input.

[0030] The accelerator sensor 22 outputs a detection signal corresponding to the operation amount of the accelerator pedal 11.

[0031] The brake sensor 23 outputs a detection signal corresponding to the operation amount of the brake pedal 12.

[0032] The clutch stroke sensor 24 is attached to the master cylinder of the clutch 4 and outputs a detection signal corresponding to the displacement amount of the piston of the master cylinder.

[0033] The wheel speed sensor 25 is provided for each wheel (driving wheel 6 and driven wheels) of the vehicle 1, and outputs a pulse signal synchronized with the rotation of each wheel as a detection signal. From the detection signal of the wheel speed sensor 25, the frequency of the detection signal (pulse signal) can be obtained, and the wheel speed can be obtained from the frequency. Furthermore, the vehicle speed of the vehicle 1 can be obtained from the wheel speed.

[0034] The front detection sensor 26 is a sensor that detects obstacles existing in front of the vehicle 1. As the front detection sensor 26, a stereo camera, an ultrasonic sonar, a LIDAR sensor, or a radar can be used. When the front detection sensor 26 is a stereo camera, the stereo camera is installed, for example, in front of the rearview mirror at the center of the front part in the vehicle interior so as to be able to image the front of the vehicle 1 in a wide angle. In the stereo camera, target pixels corresponding to the same target object in each image captured by the image sensor are extracted from a pair of image data input from the image sensors of the left and right eyes, and the amount of displacement of the target pixels between the pair of images is detected, and the distance to the same target object is calculated based on the principle of triangulation. The stereo camera outputs a detection signal corresponding to the calculated distance.

[0035] The steering angle sensor 27 outputs a detection signal corresponding to the steering angle (absolute steering angle) with respect to the steering angle midpoint of the steering mechanism (for example, the steering wheel) of the vehicle 1.

[0036] The gradient sensor 28 is a sensor that detects the gradient of the traveling road surface of the vehicle 1. As the gradient sensor 28, for example, a G sensor can be used. The G sensor outputs a signal corresponding to the displacement of the weight as a detection signal corresponding to the acceleration of the vehicle 1. The acceleration of the vehicle 1 can be obtained from the detection signal of the G sensor. The acceleration obtained from the detection signal of the G sensor includes an acceleration component due to a change in the vehicle speed and an acceleration component due to the gradient of the road surface where the vehicle 1 is located. On the other hand, the acceleration obtained by differentiating the vehicle speed obtained from the detection signal of the wheel speed sensor 25 is only the acceleration component due to the change in the vehicle speed. Therefore, by obtaining the difference between the acceleration obtained from the detection signal of the G sensor and the differential value of the vehicle speed, the acceleration component due to the gradient of the road surface on which the vehicle 1 is traveling can be obtained, and based on that acceleration component, the gradient of the road surface can be estimated.

[0037] Note that part or all of the accelerator sensor 22, brake sensor 23, clutch stroke sensor 24, wheel speed sensor 25, forward detection sensor 26, steering angle sensor 27, and gradient sensor 28 may be connected to other ECUs. In that case, the ECU 21 may obtain information obtained from their detection signals from other ECUs through communication.

[0038] Based on the detection signals input from each sensor and / or the information input from other ECUs, the ECU 21 performs various processes according to the programs stored in the non-volatile memory, and outputs commands to the engine ECU that controls the engine 2, the brake ECU that controls the brake mechanism 14, and the meter ECU that controls the meter panel where the display 31 and the buzzer 32 are arranged. The display 31 may be, for example, a multi-information display arranged on the meter panel, or an indicator arranged on the meter panel.

[0039] The ECU 21 determines the occurrence of a misstep where the accelerator pedal 11 is misstepped for the brake pedal 12. When a misstep occurs, in order to reduce the damage of an accident (collision) caused by the misstep or suppress the occurrence of an accident, the ECU 21 performs misstep processing and outputs commands to the engine ECU and the meter ECU.

[0040] In addition, the ECU 21 determines the possibility of a collision between the vehicle 1 and an obstacle in front of it. When there is a possibility of a collision between the vehicle 1 and the obstacle, in order to reduce the damage caused by the collision or avoid the collision, the ECU 21 gives a command to the brake ECU to perform automatic brake control that automatically applies braking force to each wheel from the brake mechanism 14. Also, when the automatic brake is activated, the ECU 21 gives a command to the meter ECU to display the activation of the automatic brake on the display 31 and sound the buzzer 32.

[0041] In the determination of the possibility of a collision, when there is an obstacle (target) in front of the vehicle 1, the distance between the vehicle 1 and the obstacle is obtained from the detection signal of the front detection sensor 26, and the relative speed between the vehicle 1 and the obstacle is obtained. Then, the time to collision (TTC) is calculated from the distance and the relative speed. And in the ECU 21, when the time to collision reaches a predetermined time, it is determined that there is a possibility of a collision between the vehicle 1 and the obstacle.

[0042] <Pedal misstep processing> Figure 2 is a flowchart showing the flow of a process for determining the start, end, and content of the pedal misstep processing.

[0043] In a state where the pedal misstep processing is not being performed, the depression amount of the accelerator pedal 11 (AP depression amount) and the change speed of the AP depression amount (AP depression speed) are obtained from the detection signal of the accelerator sensor 22. The AP depression amount is obtained as a percentage of the depression amount with respect to the maximum depression amount of the accelerator pedal 11, and the AP depression speed is obtained by differentiating the AP depression amount with respect to time. Then, it is determined whether the AP depression speed is greater than a predetermined reference speed Aos (% / s) (step S1). Also, it is determined whether the AP depression amount is greater than a predetermined start reference amount Ap1 (%) (step S2). The reference speed Aos and the start reference amount Ap1 are set with reference to, for example, the depression speed and the depression amount when the accelerator pedal 11 is depressed by the depressing force input to the brake pedal 12 during emergency braking, respectively.

[0044] The accelerator pedal 11 is often depressed slowly compared to the brake pedal 12. Therefore, when the accelerator pedal 11 is depressed quickly and forcefully, there is a possibility that the accelerator pedal 11 may be mis-depressed for the brake pedal 12. Thus, when the AP depression amount is greater than the start reference amount Ap1 and the AP depression speed is greater than the reference speed Aos (YES in steps S1, S2), it is determined that a mis-depression has occurred where the accelerator pedal 11 is mis-depressed for the brake pedal 12, and the start of the pedal mis-depression process is determined (step S3). The pedal mis-depression process includes engine output suppression control for suppressing the output of the engine 2 in order to suppress a sudden acceleration (unintended start) of the vehicle 1 due to the mis-depression. Also, the pedal mis-depression process includes HMI (Human Machine Interface) control for causing the display 31 to display a warning and sounding the buzzer 32 in order to notify the driver that the accelerator pedal 11 has been mis-depressed for the brake pedal 12. Along with the determination of the start of the pedal mis-depression process, the implementation of the engine output suppression control and the HMI control is determined.

[0045] On the other hand, when the AP depression speed is less than or equal to the reference speed Aos (NO in step S1), the pedal mis-depression process is not started, the AP depression speed is obtained again, and it is determined again whether the obtained AP depression speed is greater than the reference speed Aos (step S1). Also, even if the AP depression speed is greater than the reference speed Aos, when the AP depression amount is less than or equal to the start reference amount Ap1 (NO in step S2), the pedal mis-depression process is not started, the AP depression amount and the AP depression speed are obtained again, the determination as to whether the AP depression speed is greater than the reference speed Aos is made again (step S1), and when the AP depression speed is greater than the reference speed Aos, the determination as to whether the AP depression amount is greater than the start reference amount Ap1 is made again (step S2).

[0046] After determining the start of the pedal misstep process, the AP depression amount is required again, and it is determined whether or not the AP depression amount at that time is less than a predetermined end reference amount Ap2 (step S4). The end reference amount Ap2 may be the same value as the start reference amount Ap1, or may be a value different from the start reference amount Ap1. Also, the end reference amount Ap2 may be a fixed value, or may be variably set according to whether or not the engine output suppression control is being implemented.

[0047] When the AP depression amount is greater than or equal to the end reference amount Ap2 (NO in step S4), the CP depression amount, which is the depression amount of the clutch pedal 13, is obtained from the detection signal of the clutch stroke sensor 24. The CP depression amount is obtained as the ratio (%) of the depression amount to the maximum depression amount of the clutch pedal 13. Then, it is determined whether or not the CP depression amount is greater than a predetermined reference amount Cp (%) (step S5). The reference amount Cp is set to a value close to 0, for example, a value of 10 or less, with reference to the depression amount of the clutch pedal 13 when the clutch 4 is released.

[0048] When the CP depression amount is less than or equal to the reference amount Cp (NO in step S5), it is determined to continue the pedal misstep process, and the implementation of the engine output suppression control and the HMI control is continued (step S6). In the engine output suppression control, in order to suppress the output of the engine 2, for example, the electronic throttle valve is controlled so that the rotational speed of the engine 2 is reduced to a predetermined rotational speed. The predetermined rotational speed is obtained, for example, based on the vehicle speed of the vehicle 1 and the gear ratio (gear position) of the manual transmission 3, as the lowest rotational speed at which the engine 2 does not stall in a state where the clutch 4 is engaged, and is set to a rotational speed higher than that rotational speed by a predetermined amount. After that, the AP depression amount is required again, and it is determined whether or not the AP depression amount at that time is less than a predetermined end reference amount Ap2 (step S4).

[0049] While the accelerator pedal 11 is depressed beyond the end reference amount Ap2 and the clutch pedal 13 is depressed and the CP depression amount is greater than the reference amount Cp (YES in step S5), the pedal misstep process continues, but the engine output suppression control ends and only the HMI control continues to be executed (step S7). Since the engine output suppression control ends with the accelerator pedal 11 depressed beyond the end reference amount Ap2, the rotational speed of the engine 2 rapidly increases from the predetermined rotational speed to the rotational speed corresponding to the AP depression amount. At this time, since the clutch 4 is disengaged by depressing the clutch pedal 13 more than the reference amount Cp, even if the rotational speed of the engine 2 increases, the driving force transmitted to the drive wheels 6 does not increase, and the engine 2 is in a state of running free. Thereafter, the AP depression amount is obtained again, and it is determined whether or not the AP depression amount at that time is less than the predetermined end reference amount Ap2 (step S4).

[0050] When the depression of the accelerator pedal 11 is released and the AP depression amount decreases below the end reference amount Ap2 (YES in step S4), it is determined to end the pedal misstep process, and both the engine output suppression control and the HMI control end (step S8).

[0051] <Operational Effect> As described above, when the foot depressing operation of the accelerator pedal 11 is performed and the degree of the foot depressing operation is equal to or greater than a predetermined value, specifically, when the AP depression amount, which is the depression amount of the accelerator pedal 11, is greater than the start reference amount Ap1 and the AP depression speed, which is the change speed of the AP depression amount, is greater than the reference speed Aos, the pedal misstep process is performed. In the pedal misstep process, based on the CP depression amount, which is the degree of the release operation of the clutch pedal 13, it is determined whether or not to execute the engine output suppression control for suppressing the output of the engine 2.

[0052] For example, while the vehicle 1 is running (coasting or cruise control running) with none of the accelerator pedal 11, brake pedal 12, and clutch pedal 13 being operated, when the red light of the traffic signal in the traveling direction lights up, deceleration of the vehicle 1 becomes necessary. If the driver mistakes the foot operation of the brake pedal 12 and performs a foot operation of the accelerator pedal 11, since the clutch 4 is engaged, the vehicle 1 may suddenly accelerate, and an accident may occur due to such sudden acceleration.

[0053] Therefore, when the AP depression amount is greater than the start reference amount Ap1 and the AP depression speed is greater than the reference speed Aos, and the CP depression amount is less than or equal to the reference amount Cp and the engagement state of the clutch 4 is maintained, it is determined to perform engine output suppression control, and the engine output suppression control is performed. Thereby, the output of the engine 2 is suppressed and the running of the vehicle 1 is suppressed. So, when a foot operation of the accelerator pedal 11 is performed by mistake instead of a foot operation of the brake pedal 12, the damage of an accident due to such operation mistake can be reduced or the occurrence of an accident can be suppressed.

[0054] On the other hand, even if the AP depression amount is greater than the start reference amount Ap1 and the AP depression speed is greater than the reference speed Aos, when the CP depression amount is greater than the reference amount Cp and the clutch 4 is disengaged, a decision (a decision to end) not to perform the engine output suppression control is made. Due to the disengagement of the clutch 4, even if the engine 2 and the manual transmission 3 are disconnected and the rotational speed of the engine 2 increases (the output of the engine 2 increases) in response to the foot operation of the accelerator pedal 11, the vehicle 1 does not accelerate. Therefore, the damage of an accident due to operation mistake can be reduced or the occurrence of an accident can be suppressed.

[0055] Moreover, even though the rotational speed of the engine 2 has increased, since the vehicle 1 does not accelerate, it is easy for the driver to notice that they have mistaken the foot operation of the brake pedal 12 for the foot operation of the accelerator pedal 11. Therefore, it can be expected that the foot operation of the accelerator pedal 11 will be stopped and the foot operation of the brake pedal 12 will be performed at an earlier time from the occurrence of the operation mistake. As a result, it is possible to further reduce the damage caused by accidents due to operation mistakes or further suppress the occurrence of accidents.

[0056] Also, in the pedal misstep process, in order to notify the driver that the accelerator pedal 11 has been misstepped as the brake pedal 12, HMI control is performed to display a warning on the display 31 and sound the buzzer 32. By this notification, the driver can be made aware earlier that they have mistaken the braking operation of the brake pedal 12 for the acceleration operation of the accelerator pedal 11. As a result, it can be expected that the foot operation of the accelerator pedal 11 will be stopped and the foot operation of the brake pedal 12 will be performed at an earlier time from the occurrence of the operation mistake, and it is possible to further reduce the damage caused by accidents due to operation mistakes or further suppress the occurrence of accidents.

[0057] <Modification Example> As described above, one embodiment of the present invention has been described, but the present invention can also be implemented in other forms.

[0058] For example, in the above-described embodiment, after determining the start of the pedal misstep process, the AP depression amount is obtained again, and when the AP depression amount is less than the end reference amount Ap2, the end of the pedal misstep process is determined. However, the AP depression speed is obtained, and in addition to or instead of determining whether the AP depression amount is less than the end reference amount Ap2, it is also determined whether the AP depression speed is less than a negative predetermined value (whether the speed of change in the decreasing direction of the AP depression amount (the direction in which the depression of the accelerator pedal 11 is released) is greater than a predetermined value). When this determination is affirmed, the end of the pedal misstep process may be determined.

[0059] Further, in addition to or instead of determining whether the AP depression amount is less than the end reference amount Ap2, an AP depression acceleration, which is the time derivative value of the AP depression speed, is obtained, and it is determined whether the AP depression acceleration is less than a negative predetermined value (whether the acceleration of the change in the decreasing direction of the AP depression amount (the direction in which the depression of the accelerator pedal 11 is released) is greater than the predetermined value). When the determination is affirmed, the end of the pedal misstep process may be determined.

[0060] As the accelerator operation member, the brake operation member, and the clutch operation member, the accelerator pedal 11, the brake pedal 12, and the clutch pedal 13 are respectively taken as examples. However, the accelerator operation member, the brake operation member, and the clutch operation member are not limited to pedals operated by foot, and may be levers operated manually or those of the grip rotation type.

[0061] In the foregoing embodiment, "when the degree of the acceleration operation of the accelerator operation member is greater than the accelerator reference" is defined as the case where the AP depression amount is greater than the start reference amount Ap1 and the AP depression speed is greater than the reference speed Aos. However, it may be either the case where the AP depression amount is greater than the start reference amount Ap1 or the case where the AP depression speed is greater than the reference speed Aos.

[0062] In the foregoing embodiment, the running of the vehicle 1 is suppressed by suppressing the output of the engine 2 as the drive source. However, the running of the vehicle 1 may be suppressed by an automatic brake that automatically applies a braking force from the brake mechanism 14 to each wheel.

[0063] Further, although the pedal misstep process is assumed to include engine output suppression control and HMI control, the HMI control may be omitted, and automatic brake control may be included.

[0064] The clutch stroke sensor 24 is not limited to a configuration that outputs a detection signal according to the displacement amount of the piston of the master cylinder of the clutch 4, and may be a configuration that outputs a detection signal according to the displacement amount of the release fork, or a configuration that outputs a detection signal according to the displacement amount of the clutch pedal 13. As long as it is a configuration that outputs a detection signal according to the displacement amount of a member that is displaced to a position corresponding to the state of the clutch 4, it is acceptable.

[0065] In addition, various design changes can be made to the above-described configuration within the scope of the matters described in the claims.

Explanation of Signs

[0066] 1: Vehicle 2: Engine (Drive Source) 3: Manual Transmission 4: Clutch 11: Accelerator Pedal (Accelerator Operating Member) 12: Brake Pedal (Brake Operating Member) 13: Clutch Pedal (Clutch Operating Member) 14: Brake Mechanism 21: ECU (Vehicle Control Device) Aos: Reference Speed (Accelerator Reference) Ap1: Start Reference Amount (Accelerator Reference) Cp: Reference Amount (Clutch Reference)

Claims

1. A control device for a vehicle, comprising a drive source, a manual transmission that changes the power from the drive source, a clutch that connects the drive source and the manual transmission by engagement and disconnects the drive source and the manual transmission by disengagement, a brake mechanism that applies a braking force to the wheels, an accelerator operation member whose operation amount is increased for an increase in the output of the drive source and decreased for a decrease in the output of the drive source, a brake operation member that is braked for an increase in the braking force by the brake mechanism and released for a decrease in the braking force by the brake mechanism, and a clutch operation member whose operation amount is increased for disengagement of the clutch and decreased for engagement of the clutch, wherein: When the operation amount of the accelerator operation member is greater than a start reference amount and the accelerator operation speed, which is the time derivative of the operation amount of the accelerator operation member, is greater than a start reference speed, it is determined to start suppressing the running of the vehicle by the drive source. When it is determined to start suppressing the running of the vehicle, the running of the vehicle is suppressed. After the determination to start suppressing the running of the vehicle, when the operation amount of the accelerator operation member is greater than or equal to an end reference amount set to the same value or a different value from the start reference amount and the operation amount of the clutch operation member is less than or equal to a clutch reference amount, it is determined to continue suppressing the running of the vehicle. After the determination to start suppressing the running of the vehicle, when the operation amount of the accelerator operation member is greater than or equal to the end reference amount and the operation amount of the clutch operation member is greater than the clutch reference amount, it is determined to end the suppression of the running of the vehicle. A control device for a vehicle.

2. The control device for a vehicle according to claim 1, wherein when the operation amount of the accelerator operation member is less than the end reference amount after the determination to start suppressing the running of the vehicle, the suppression of the running of the vehicle is ended.

3. The vehicle control device according to claim 1 or 2, which determines the start of performing notification when the operation amount of the accelerator operation member is greater than the start reference amount and the accelerator operation speed is greater than the start reference speed.

4. After determining the start of performing the notification, when the operation amount of the accelerator operation member is equal to or greater than an end reference amount set to the same value or a different value from the start reference amount, it is determined to continue the notification. The vehicle control device according to claim 3, which ends the notification when the operation amount of the accelerator operation member is less than the end reference amount after determining the start of performing the notification.

Images