Vehicle 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 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 mistakenly steps on the accelerator pedal and the brake pedal while intending to stop the vehicle, and the vehicle accelerates contrary to the driver's intention, have frequently occurred.

[0003] 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. In general, it is considered that misstepping accidents 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 mistakenly stepped on instead of the brake pedal, the engine speed increases, the engine output increases, and the vehicle accelerates suddenly, which may cause an accident of colliding with an object in front or behind. On the other hand, in a three-pedal vehicle, when the vehicle is stopped, the clutch pedal is stepped on and the engine is disconnected from the drive wheels. Therefore, even if the accelerator pedal is mistakenly stepped on 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 no accident occurs.

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 changes the 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 the wheels, 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 by the brake mechanism, and a clutch operation member that is operated to switch the engagement and release of the clutch. The control device is used in a vehicle and includes detection means for detecting the state of the clutch, and suppression means for suppressing the running of the vehicle by the drive source when the degree of operation of the accelerator operation member is equal to or more than a predetermined value, regardless of whether the state of the clutch detected by the detection means is an engaged state or a released state.

[0009] According to this configuration, when the accelerator operation member is operated and the degree of the operation is equal to or more than a predetermined value, the running of the vehicle by the drive source is suppressed regardless of whether the state of the clutch is an engaged state or a released state.

[0010] For example, when stopping a vehicle in a driving state, the operation of the brake operating member may be started before the operation of the clutch operating member that disengages the engaged clutch. In that case, if the accelerator operating member is mistakenly operated instead of the brake operating member, the output of the drive source rapidly increases and the vehicle rapidly accelerates, so there is a possibility of causing an accident of colliding with an object such as a vehicle ahead.

[0011] Also, even when the clutch is disengaged, it is conceivable that the driver mistakenly operates the accelerator operating member instead of the brake operating member, and due to anxiety or the like caused by the mistake in the operation, loses calmness and performs an operation of the clutch operating member that engages the clutch. In that case, according to the engagement of the clutch, the output of the drive source that has rapidly increased due to the operation of the accelerator operating member is transmitted to the drive wheels, and the vehicle rapidly accelerates, so there is a possibility of causing an accident due to such rapid acceleration.

[0012] Therefore, regardless of whether the clutch is in the engaged or disengaged state, when the degree of operation of the accelerator operating member is equal to or greater than a predetermined value, the running of the vehicle by the drive source is suppressed, thereby reducing the damage of an accident or suppressing the occurrence of an accident due to an operation mistake between the brake operating member and the accelerator operating member.

[0013] Preferably, the suppression means controls the degree of suppression of the running of the vehicle by the drive source according to the state of the clutch detected by the detection means.

[0014] When the drive source is an engine, for example, when the detection means detects that the clutch is in the disengaged state and the accelerator operating member is operated with a degree equal to or greater than a predetermined value, the rotation speed of the drive source is reduced to a first rotation speed. When the state of the clutch detected by the detection means changes from the disengaged state to the engaged state, and in response to the clutch starting to transmit power, the rotation speed of the drive source may be increased from the first rotation speed to a second rotation speed.

[0015] In that case, the second rotational speed is preferably set to a rotational speed higher than the rotational speed at which the engine, which is the drive source, does not stall. Thereby, when engaging from the state where the clutch is released, it is possible to avoid the engine stalling due to an increase in the load on the engine.

[0016] Further, in response to the clutch starting to transmit power, after the rotational speed of the drive source has increased from the first rotational speed to the second rotational speed, in response to the state of the clutch detected by the detection means becoming the engaged state, the rotational speed of the drive source may be decreased from the second rotational speed to the third rotational speed. Thereby, compared with the configuration in which the rotational speed of the drive source is maintained at the second rotational speed, the output of the drive source after the clutch is engaged can be suppressed lower, so that the damage caused by an operation error between the brake operation member and the accelerator operation member can be further reduced or the occurrence of an accident can be further suppressed.

Advantages of the Invention

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

Brief Description of the Drawings

[0018]

Figure 1

Figure 2

Figure 3

Modes 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 employed.

[0021] The vehicle 1 is an automobile having an engine (E / G) 2 as a power 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. Further, a starter for starting the engine 2 is provided along with the engine 2.

[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 from 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 vehicle compartment of the vehicle 1, an accelerator pedal 11 operated to adjust the output of the engine 2, a brake pedal 12 operated to adjust the braking force acting on each wheel including the drive wheels 6, and a clutch pedal 13 operated to switch the engagement and release of the clutch 4 are provided under the driver's seat. 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 step on 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 step on it with the left foot.

[0024] In addition, 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 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 in 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 the hydraulic pressure.

[0025] The clutch 4 employs, for example, a dry single-plate clutch configuration. 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 facing 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, and the diaphragm spring tilts and elastically deforms, releasing the input of the pressing force from the outer peripheral portion of the diaphragm spring to the pressure plate. As a result, the clutch disc is separated from the flywheel. This state is the state where the clutch 4 is released (disengaged), and 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 (microcontroller unit), and the microcomputer incorporates, for example, a non-volatile memory such as a CPU and a flash memory, and a volatile memory 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 of the connected sensors are input. In addition to the detection signals input from the various sensors, information necessary for control is input to each ECU from other ECUs.

[0029] Fig. 1 shows an ECU 21 that controls an engine 2 among a plurality of ECUs. An accelerator sensor 22 and a clutch stroke sensor 23 are connected to the ECU 21, and detection signals from the accelerator sensor 22 and the clutch stroke sensor 23 are input. The accelerator sensor 22 outputs a detection signal corresponding to the operation amount of an accelerator pedal 11 that is foot-operated by a driver. The clutch stroke sensor 23 is attached to a master cylinder of a clutch 4 and outputs a detection signal corresponding to the displacement amount of a piston of the master cylinder.

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

[0031] To suppress the occurrence of an accident due to a misstep between the accelerator pedal 11 and the brake pedal 12, while the ignition switch of the vehicle 1 is on, the ECU 21 performs output suppression control.

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

[0033] The reference 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.

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

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

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

[0037] Thereafter, when the depression of the clutch pedal 13 starts to be released from the depressed state (at time T13), in the clutch 4, the piston of the master cylinder starts to displace, and the hydraulic pressure transmitted to the release cylinder starts to decrease. Along with this, the pressing force due to the spring force of the diaphragm spring starts to be input from the outer peripheral portion of the diaphragm spring to the pressure plate, and the clutch disc pressed by the pressure plate moves toward the flywheel. As the release of the depression of the clutch pedal 13 progresses and the piston of the master cylinder reaches the power transmission start position, the clutch disc abuts against the flywheel, and the clutch 4 starts to transmit power. Until the depression of the clutch 4 is completely released, the position of the piston of the master cylinder is repeatedly obtained from the detection signal of the clutch stroke sensor 23. Then, when it is detected that the piston has reached the power transmission start position, the electronic throttle valve is controlled to increase the rotational speed of the engine 2 from the first rotational speed to a second rotational speed (at time T14).

[0038] The second rotational speed is obtained as the lowest rotational speed at which the engine 2 does not stall in a state where the clutch 4 is engaged, based on the vehicle speed of the vehicle 1 and the gear ratio of the manual transmission 3, and is set to a rotational speed that is a predetermined amount higher than that rotational speed, that is, a reference rotational speed.

[0039] When the piston of the master cylinder reaches the engagement position, the clutch 4 engages (fully engages) without slipping. In response to the piston of the master cylinder reaching the engagement position (in response to the clutch 4 fully engaging), the electronic throttle valve is controlled so that the engine speed is reduced from the second engine speed to the third engine speed (time T15).

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

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

[0042] For example, when stopping the vehicle 1 in a driving state, the operation of the brake pedal 12 may be started before the operation of the clutch pedal 13 for disengaging the engaged clutch 4. In that case, if the accelerator pedal 11 is depressed by mistake instead of the brake pedal 12, the output of the engine 2 suddenly increases and the vehicle 1 suddenly accelerates, so there is a possibility of causing a collision accident with the vehicle ahead.

[0043] Therefore, when the clutch 4 is engaged and the accelerator pedal 11 is depressed, and the operation amount of the accelerator pedal 11 is equal to or greater than a predetermined amount and the change speed of the operation amount is equal to or greater than a predetermined speed, the engine speed is reduced to the reference engine speed. As a result, since the output of the engine 2 is suppressed, when the brake pedal 12 and the accelerator pedal 11 are misstepped, the damage caused by such misstepping can be reduced or the occurrence of an accident can be suppressed.

[0044] Even when the clutch 4 is disengaged, there is a possibility that the driver may mistake the accelerator pedal 11 for the brake pedal 12 and operate it, and due to impatience or other reasons caused by the mistake in the operation, lose composure and operate the clutch pedal 13 to engage the clutch 4. In that case, in response to the engagement of the clutch 4, the output of the engine 2 that has rapidly increased due to the operation of the accelerator pedal 11 is transmitted to the drive wheels 6, and the vehicle 1 accelerates suddenly, so there is a possibility of an accident due to this sudden acceleration.

[0045] Therefore, when the clutch 4 is engaged, the accelerator pedal 11 is depressed and held, the operation amount of the accelerator pedal 11 is equal to or greater than a predetermined amount, and the rate of change of the operation amount is equal to or greater than a predetermined speed, the rotational speed of the engine 2 is reduced to a first rotational speed. After that, when the depression of the clutch pedal 13 is released and the clutch 4 starts 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 rotational speed that is a predetermined amount higher than the lowest rotational speed at which the engine 2 does not stall while the clutch 4 is engaged, that is, the reference rotational speed. Therefore, by increasing the rotational speed of the engine 2 to the second rotational speed, even if the load on the engine 2 increases when the clutch 4 is engaged, it is possible to avoid stalling of the engine 2 due to this.

[0046] When the depression of the clutch pedal 13 is further released and the clutch 4 engages in a state where slippage does not occur, the rotational speed of the engine 2 is reduced from the second rotational speed to a third rotational speed. As a result, the output of the engine 2 after the engagement of the clutch 4 can be suppressed lower than when the rotational speed of the engine 2 is maintained at the second rotational speed. Therefore, it is possible to further reduce the damage caused by an accident due to a misstep between the brake pedal 12 and the accelerator pedal 11 or further suppress the occurrence of an accident.

[0047] <Modification Example> As described above, one embodiment of the present invention has been explained, but the present invention can also be implemented in other forms.

[0048] For example, the accelerator pedal 11, the brake pedal 12, and the clutch pedal 13 are taken as the accelerator operation member, the brake operation member, and the clutch operation member, respectively. 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.

[0049] Also, in the above-described embodiment, "when the degree of operation of the accelerator operation member is equal to or greater than a predetermined value" is defined as the case where the operation amount of the accelerator pedal 11 is equal to or greater than a predetermined amount and the change speed of the operation amount is equal to or greater than a predetermined speed. However, it may be either that the operation amount of the accelerator pedal 11 is equal to or greater than a predetermined amount or that the change speed of the operation amount is equal to or greater than a predetermined speed. Further, when the degree of operation of the accelerator operation member is greater than or equal to a specific amount smaller than the predetermined value and less than the predetermined value, notification may be given to the driver by outputting an alarm sound or displaying a predetermined display.

[0050] In the above-described embodiment, the "suppression means" is configured to suppress the output of the engine 2, which is the drive source. However, it may be configured to perform an automatic brake to suppress running. In this case, after suppressing the output of the drive source, an automatic brake may be performed, or an automatic brake may be performed while suppressing the output of the drive source, or after performing an automatic brake, the output of the drive source may be suppressed.

[0051] Also, the clutch stroke sensor 23 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. Any configuration that outputs a detection signal according to the displacement amount of a member displaced to a position corresponding to the state of the clutch 4 may be used.

[0052] In addition, the "vehicle control device" further includes an external recognition means (such as various cameras and various radars) for recognizing external targets (such as people, vehicles, and ground features) of the vehicle 1, and a traveling range determination means for determining whether the traveling range is a forward range (such as the first gear or the second gear) or a reverse range (such as the R (reverse) range). The "suppression means" may further suppress traveling when the traveling range is in the direction of the target recognized by the external recognition means. In this case, for example, when the target recognized by the external recognition means exists in front of the vehicle 1 and the traveling range is the forward range, traveling is suppressed. On the other hand, when the target recognized by the external recognition means exists behind the vehicle 1 and the traveling range is the reverse range, traveling may be suppressed. In this case, that the distance (relative distance) between the vehicle 1 and the target is within a predetermined range or that the vehicle 1 may collide with the target may be used as a condition for suppressing traveling.

[0053] 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 Reference Numerals

[0054] 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 (detection means, suppression means) 23: Clutch stroke sensor (detection means)

Claims

【Claim 1】 A control device for a vehicle, comprising: 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 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 by the brake mechanism; and a clutch operation member that is operated to switch between engagement and release of the clutch, detection means for detecting the state of the clutch, and suppression means for suppressing the running of the vehicle by the drive source when the degree of operation of the accelerator operation member is equal to or greater than a predetermined value, regardless of whether the state of the clutch detected by the detection means is an engaged state or a released state. wherein the drive source is an engine, and the suppression means reduces the rotational speed of the engine to a first rotational speed when the detection means detects that the clutch is in a released state and the accelerator operation member is operated at the predetermined or higher degree; increases the rotational speed of the engine from the first rotational speed to a second rotational speed in response to the clutch starting to transmit power during the change of the state of the clutch detected by the detection means from the released state to the engaged state; and reduces the rotational speed of the drive source from the second rotational speed to a third rotational speed in response to the state of the clutch detected by the detection means becoming the engaged state. A vehicle control device.

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