Vehicle control device

Abstract

To provide a vehicle control device which can optimally control the feeling of deceleration when pedaling is changed during turning the vehicle and prevent a driver from feeling the sense of discomfort.SOLUTION: A vehicle control device according to the present invention includes: an accelerator pedal operated by a driver; a brake pedal which is operated by the driver to activate a braking device; and a detection unit which detects data relating to the operation state of the vehicle by the driver and the travel state of the vehicle. The vehicle control device can perform acceleration by the operation of the accelerator pedal by the driver and perform braking by the operation of the brake pedal by the driver. In a case where the vehicle decelerates at the front of a curve and accelerates during turning the curve, when pedaling is changed from the brake pedal to the accelerator pedal, the detection unit sets the degree of deceleration of the vehicle according to the lateral G of the vehicle when the brake pedal detected by the detection unit is released.SELECTED DRAWING: Figure 2

Description

[Technical Field]

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

[0002] Patent Document 1 discloses a technology that, when a vehicle's approach speed to a curve is predicted to be excessive, intervenes in the driver's driving operations to slow down the vehicle according to each operating section where the driver performs different driving operations while the vehicle is traveling around the curve. [Prior art documents] [Patent documents]

[0003] [Patent Document 1] Japanese Patent Application Laid-Open No. 2012-144160 Summary of the Invention [Problem to be solved by the invention]

[0004] However, with the technology disclosed in Patent Document 1, there is a risk that the driver may feel uncomfortable with the deceleration sensation when switching from the brake pedal to the accelerator pedal while turning.

[0005] The present invention has been made in consideration of the above-mentioned problems, and its purpose is to provide a vehicle control device that can optimally control the deceleration feeling when changing pedals while the vehicle is turning, thereby reducing the sense of discomfort felt by the driver. [Means for solving the problem]

[0006] In order to solve the above-mentioned problems and achieve the object, a vehicle control device according to the present invention includes an accelerator pedal operated by a driver, a brake pedal operated by the driver to activate a braking device, and a detection unit that detects data related to the vehicle operation state by the driver and the running state of the vehicle, and is capable of accelerating by the operation of the accelerator pedal by the driver and braking by the operation of the brake pedal by the driver, and when the vehicle decelerates before a curve and accelerates while turning the curve, when the driver switches from the brake pedal to the accelerator pedal, the detection unit detects a lateral G of the vehicle when the brake pedal is released. Jita , A target accelerator OFF deceleration, which is a target deceleration when both the brake and the accelerator are OFF, is calculated so that the target accelerator OFF deceleration increases as the lateral G increases, and this is reflected in vehicle control when both the brake and the accelerator are OFF. It is characterized by the following.

[0007] As a result, the vehicle control device according to the present invention can optimally control the deceleration feeling when changing pedals while the vehicle is turning, thereby reducing the sense of discomfort felt by the driver.

[0008] In the above, the relationship between the lateral G of the vehicle and the front-rear G of the vehicle is determined in advance using a map. Target accelerator OFF Deceleration calculation It may be possible to do so.

[0009] By using the map, the lateral G is input, and the Target accelerator OFF The deceleration rate can be output and set. [Effects of the Invention]

[0010] The vehicle control device according to the present invention can optimally control the deceleration feeling when changing pedals while the vehicle is turning, thereby achieving the effect of suppressing the driver from feeling uncomfortable. [Brief explanation of the drawings]

[0011] [Figure 1] 1 is a diagram illustrating an example of a drive system and a control system of a vehicle according to an embodiment. [Figure 2] 4 is a flowchart showing an example of control performed by an ECU according to the embodiment. [Figure 3] FIG. 10 is a diagram showing an example of a map in which the relationship between lateral G and longitudinal G is determined in advance. [Figure 4] 10A and 10B are diagrams showing a first example of a method for determining a target accelerator-off deceleration rate according to a brake operation amount. [Figure 5] FIG. 10 is a diagram showing a second example of a method for determining a target accelerator-off deceleration rate according to a brake operation amount. [Figure 6] FIG. 3 is a diagram showing definitions of time-series timings corresponding to the processes in the flowchart shown in FIG. 2. [Figure 7] 3 is a diagram showing a time chart when the control of each process in the flowchart shown in FIG. 2 is executed. FIG. DETAILED DESCRIPTION OF THE INVENTION

[0012] DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS An embodiment of a vehicle control device according to the present invention will be described below, but the present invention is not limited to the embodiment.

[0013] Fig. 1 is a diagram showing an example of a drive system and a control system of a vehicle Ve according to an embodiment. The vehicle Ve shown in Fig. 1 typically includes a drive power source (PWR) 1, drive wheels 2, an accelerator pedal 3, a braking device (BK) 4, a brake pedal 5, a detection unit 6, and an ECU 7.

[0014] The driving force source 1 is, for example, an internal combustion engine such as a gasoline engine or a diesel engine, and is configured so that its output can be adjusted and its operating state, such as starting and stopping, can be electrically controlled. The driving force source 1 in this embodiment may also be, for example, an electric motor such as a permanent magnet synchronous motor or an induction motor. In this case, the electric motor may be, for example, a so-called motor-generator that functions as both a prime mover that is driven by a supply of electric power to output motor torque and a generator that is driven by an external torque to generate electricity.

[0015] The drive wheels 2 generate drive force for the vehicle Ve by transmitting drive torque output from the drive power source 1. In the embodiment shown in FIG. 1 , the drive wheels 2 are connected to the drive power source 1 via a transmission 8, a differential gear 9, and a drive shaft 10. Note that the vehicle Ve in this embodiment may be a front-wheel drive vehicle in which drive torque is transmitted to the front wheels and drive force is generated at the front wheels, as shown in FIG. 1 . Alternatively, the vehicle Ve may be a rear-wheel drive vehicle in which drive torque is transmitted to the rear wheels via, for example, a propeller shaft, and drive force is generated at the rear wheels. Alternatively, the vehicle Ve may be a four-wheel drive vehicle provided with a transfer mechanism in which drive torque is transmitted to both the front and rear wheels and drive force is generated at both the front and rear wheels.

[0016] The vehicle Ve is equipped with an accelerator pedal 3 that the driver uses to adjust the driving force and accelerate the vehicle Ve. When the accelerator pedal 3 is depressed, the throttle position (for example, the throttle valve opening of a gasoline engine or the fuel injection amount of a diesel engine) increases in accordance with the amount of operation of the accelerator pedal 3 (the amount of depression, or the accelerator opening or accelerator position). As a result, the driving torque increases, and the driving force of the vehicle Ve increases. Conversely, when the accelerator pedal 3 is released (the amount of operation decreases, or the accelerator opening or accelerator position decreases), the throttle position decreases in accordance with the amount of operation of the accelerator pedal 3. As a result, the driving torque decreases, and the driving force of the vehicle Ve decreases. Furthermore, as the driving force decreases, the braking force of the vehicle Ve increases. In other words, when the accelerator pedal 3 is released, so-called engine braking is applied, and the braking force of the vehicle Ve increases. Alternatively, if an electric motor is installed as the driving force source 1, the electric motor functions as a regenerative brake, generating a regenerative braking force in the vehicle Ve.

[0017] As described above, the accelerator pedal 3 adjusts the driving force and braking force of the vehicle Ve through operation by the driver. The accelerator pedal 3 is provided with an accelerator position sensor 6b for detecting the amount and speed of depression of the accelerator pedal 3 by the driver. The accelerator position sensor 6b can detect the amount of depression of the accelerator pedal 3 (accelerator opening or accelerator position). In addition, by detecting the speed of depression of the accelerator pedal 3 with the accelerator position sensor 6b, it is possible to determine the state and direction of operation of the accelerator pedal 3 by the driver. In other words, it is possible to determine whether the accelerator pedal 3 is being depressed by the driver or whether the driver is releasing the depression of the accelerator pedal 3.

[0018] The braking device 4 is a device that generates a braking force for the vehicle Ve, and may be, for example, a hydraulic disc brake or drum brake. In the vehicle Ve of this embodiment, the braking device 4 is operated under the control of an ECU 7. The vehicle Ve is equipped with a brake pedal 5 that the driver operates to adjust the braking force generated by the braking device 4 and brake the vehicle Ve. Therefore, the braking device 4 is operated by the driver's depression of the brake pedal 5 to generate a braking force for the vehicle Ve. The brake pedal 5 is also equipped with a brake stroke sensor 6c that detects the amount and speed of depression of the brake pedal 5 by the driver. By detecting the operation speed of the brake pedal 5 using this brake stroke sensor 6c, it is possible to determine the state and direction of operation of the brake pedal 5 by the driver. In other words, it is possible to determine whether the driver is depressing the brake pedal 5 or releasing the brake pedal 5. The operation amount of the brake pedal 5 may be calculated from the stroke of the brake pedal 5 detected by the brake stroke sensor 6c, or may be calculated using torque converted from the stroke.

[0019] Instead of the brake stroke sensor 6c, a brake switch that detects the operating state of the brake pedal 5 by the driver (ON / OFF of the braking device 4, or the amount of operation of the brake pedal 5) can be used.

[0020] The detection unit 6 is a device or apparatus for acquiring various data and information required to control the vehicle Ve, and includes, for example, a power supply, a microcomputer, sensors, and an input / output interface. In particular, the detection unit 6 in this embodiment includes a wheel speed sensor 6a for detecting the rotational speed of each wheel, and an accelerator position sensor 6b for detecting the operation amount (i.e., accelerator position or accelerator opening) and operation speed of the accelerator pedal 3. The detection unit 6 also includes, for example, a brake stroke sensor 6c for detecting the operation amount and depression force of the brake pedal 5, and an acceleration sensor 6d for detecting the longitudinal acceleration (longitudinal G) of the vehicle Ve. In this embodiment, the longitudinal acceleration of the vehicle Ve in the negative direction, i.e., acceleration in a direction that decelerates the vehicle Ve, is defined as "deceleration." The detection unit 6 also includes, for example, a steering angle sensor for detecting the steering angle from the steering angle operation by the driver, and a gyro sensor, which is an acceleration sensor for detecting the lateral acceleration (lateral G) of the vehicle Ve. The lateral G may be estimated by the ECU 7 from, for example, the radius of the corner into which the vehicle Ve is heading and the current vehicle speed. The detection unit 6 is electrically connected to the ECU 7, and outputs an electric signal corresponding to the detected or calculated values ​​of the above-mentioned various sensors, devices, and apparatuses to the ECU 7 as detection data.

[0021] The ECU 7 is an electronic control device mainly composed of, for example, a microcomputer. In this embodiment, the ECU 7 mainly controls the operations of the driving force source 1, the braking device 4, the transmission 8, etc. Various data detected or calculated by the detection unit 6 is input to the ECU 7. The ECU 7 performs calculations using the input various data, pre-stored data, calculation formulas, etc. At the same time, the ECU 7 is configured to output the calculation results as control command signals and control the operations of the driving force source 1, the braking device 4, the transmission 8, etc.

[0022] For example, the ECU 7 calculates a target drive torque for the drive power source 1 based on the amount of operation of the accelerator pedal 3 detected by the accelerator position sensor 6b and the vehicle speed calculated from the detection value of the wheel speed sensor 6a. Then, the ECU 7 controls the output of the drive power source 1 based on the target drive torque. The ECU 7 also controls the gear ratio or gear position set in the transmission 8. The ECU 7 also controls the drive force generated in the vehicle Ve in accordance with the amount of operation and operation speed of the accelerator pedal 3 detected by the accelerator position sensor 6b. Alternatively, the ECU 7 controls the braking force generated in the vehicle Ve in accordance with the amount of operation and pedal force of the brake pedal 5. Note that while FIG. 1 shows an example in which one ECU 7 is provided, multiple ECUs 7 may be provided, for example, for each device or equipment to be controlled or for each control content.

[0023] The ECU 7 of the embodiment sets the deceleration of the vehicle Ve in accordance with the lateral G of the vehicle Ve when the brake pedal 5 is released as detected by the detection unit 6 when the vehicle Ve decelerates before a curve and accelerates while turning the curve, and when the driver switches from the brake pedal 5 to the accelerator pedal 3.

[0024] FIG. 2 is a flowchart showing an example of control performed by the ECU 7 according to the embodiment.

[0025] First, the ECU 7 determines whether the brake is ON (step S1). If the ECU 7 determines that the brake is OFF (No in step S1), it maintains the deceleration level (step S7). Then, the ECU 7 ends the series of controls. On the other hand, if the ECU 7 determines that the brake is ON (Yes in step S1), it calculates the maximum brake operation amount (step S2). Next, the ECU 7 determines whether the steering angle is equal to or greater than a predetermined value α based on the steering angle operation by the driver (step S3). If the ECU 7 determines that the steering angle is less than the predetermined value α (No in step S3), it maintains the deceleration level (step S7). Then, the ECU 7 ends the series of controls. On the other hand, if the ECU 7 determines that the steering angle is equal to or greater than the predetermined value α (Yes in step S3), it determines that the vehicle Ve is turning, and determines whether the brake is OFF (step S4). If the ECU 7 determines that the brake is ON (No in step S4), it maintains the deceleration level (step S7). Then, the ECU 7 ends the series of controls. On the other hand, if the ECU 7 determines that the brake is OFF (Yes in step S4), it calculates the lateral G when the pedal is changed (when the brake is OFF) (step S5). Next, the ECU 7 calculates and sets a deceleration (target deceleration level) according to the calculated lateral G (step S6). Then, the ECU 7 ends the series of controls.

[0026] If the result of the turning determination in step S3 is No, a conventional technique for a straight line scene, such as the technique disclosed in Japanese Patent Application Laid-Open No. 2022-62856, may be utilized.

[0027] Next, a method for determining the target accelerator-off deceleration rate according to the lateral G will be described. The target accelerator-off deceleration rate is the target deceleration rate when both the brake and accelerator pedals are off when the driver switches from the brake pedal 5 to the accelerator pedal 3. Figure 3 shows an example of a map that predetermines the relationship between the lateral G and the longitudinal G.

[0028] In this embodiment, as shown in FIG. 3, a pass zone (the region between the dashed line for "NG pull feeling" and the dashed line for "NG release feeling" in FIG. 3) where neither a pull feeling nor a release feeling is felt is defined in advance in a map that defines the relationship between the lateral G of the vehicle Ve and the longitudinal G of the vehicle Ve. The ECU 7 then uses the map to calculate a target accelerator-off deceleration corresponding to the input lateral G. In this embodiment, for example, as shown in FIG. 3, the correspondence relationship between the lateral G and the target accelerator-off deceleration is set as a target line. By using the map, the ECU 7 inputs the lateral G when the driver switches from the brake pedal 5 to the accelerator pedal 3 (when the brake is released), and outputs a target accelerator-off deceleration corresponding to the target line, thereby setting the deceleration.

[0029] The acceptable zone is determined, for example, based on the driver's sense of perception. The target line that minimizes both the sense of drag and the sense of release is preferably the center line of the acceptable zone, but may be freely designed depending on the magnitude of the target accelerator-off deceleration (before control intervention) in the vehicle Ve's natural state. For example, when the original deceleration is strong deceleration such as in one-pedal mode, the deceleration is set to be closer to the sense of drag (closer to strong deceleration) in order to ensure reproducibility of operations due to large changes in deceleration. The one-pedal mode is a mode in which both the driving force and braking force can be controlled by operating a single pedal such as the accelerator pedal 3, thereby enabling the vehicle Ve to be steered. Conversely, when the original deceleration is weak, the deceleration is set to be closer to the sense of release (closer to weaker deceleration).

[0030] Next, a method for determining a target accelerator-off deceleration rate according to the amount of brake operation will be described. Fig. 4 shows a first example of a method for determining a target accelerator-off deceleration rate according to the amount of brake operation. Fig. 5 shows a second example of a method for determining a target accelerator-off deceleration rate according to the amount of brake operation.

[0031] When the method for determining the target accelerator-off deceleration according to the lateral G force, as explained using FIG. 3, is implemented, there are cases where the deceleration being output does not reach the target accelerator-off deceleration, depending on the amount of brake operation when the brake is applied before the curve. For example, as shown in FIG. 4, this occurs when the amount of brake operation before the curve is small, and the total amount of the original deceleration (deceleration before control intervention when the accelerator is off) and the deceleration due to the brake operation is equal to or less than the target accelerator-off deceleration according to the lateral G force at the time of pedal change (when the brake is off). In this case, if an attempt is made to achieve the target accelerator-off deceleration, an inconsistency occurs in which the deceleration increases even when the brake pedal 5 is released and the brake is released to accelerate after steering (maneuvering) on ​​the curve, which may cause the driver to feel uncomfortable. Therefore, in such cases, the deceleration level is not changed and the original deceleration is maintained. On the other hand, if the amount of braking before the curve is sufficiently large, when the brake is released to accelerate after steering into the curve, the target accelerator OFF deceleration calculated from the target line corresponding to the lateral G when the pedal is changed (when the brake is released) is output.

[0032] In addition, to eliminate any discomfort felt by the driver when releasing the brakes, a minimum value for the amount of change in deceleration in response to the brake release operation is set. If the amount of change in deceleration in response to the brake release operation does not satisfy a predetermined value, the minimum value for the amount of change in deceleration is given priority, and a deceleration smaller than the target line and larger than the original deceleration is output, as shown in Figure 5.

[0033] As described above, the ECU 7 calculates the target accelerator OFF deceleration according to the lateral G and the amount of brake operation, and reflects this in vehicle control, thereby making it possible to both suppress the driver's discomfort when the brake is released while the vehicle Ve is turning, and suppress the lateral G during turning.

[0034] FIG. 6 is a diagram showing the definition of the time series timing corresponding to each process in the flowchart shown in FIG. 2. FIG. 7 is a diagram showing a time chart when the control of each process in the flowchart shown in FIG. 2 is executed. In FIG. 6 and FIG. 7, T S1 is the time when the control of the process of step S1 in the flowchart shown in FIG. 2 is executed. Also, in FIGS. 6 and 7, T S2 is the time when the control of the process of step S2 in the flowchart shown in FIG. 2 is executed. Also, in FIGS. 6 and 7, T S3 is the time when the control of the process of step S3 in the flowchart shown in FIG. 2 is executed. Also, in FIGS. 6 and 7, T S4,S5,S6 is the time when the control of the processing of step S4, the processing of step S5, and the processing of step S6 in the flowchart shown in FIG. 2 is executed.

[0035] As can be seen from FIGS. 6 and 7, the ECU 7 S2 The maximum brake operation amount calculated in and time T S4,S5,S6 The target accelerator OFF deceleration is calculated from the lateral G when the brake is OFF calculated in step 2, and the target accelerator OFF deceleration is output. [Explanation of symbols]

[0036] 1. Driving force source 2 drive wheels 3. Accelerator pedal 4 Braking device 5. Brake pedal 6. Detection unit 6a Wheel speed sensor 6b Accelerator position sensor 6c Brake stroke sensor 6d Accelerometer 7 ECU 8. Transmission 9 Differential gear 10 Drive shaft Vehicle

Claims

1. A vehicle control device comprising: an accelerator pedal operated by a driver; a brake pedal operated by the driver to activate a braking device; and a detection unit that detects data relating to an operation state of the vehicle by the driver and a running state of the vehicle, wherein the vehicle can be accelerated by the operation of the accelerator pedal by the driver, and can be braked by the operation of the brake pedal by the driver, When the vehicle decelerates before a curve and accelerates while turning the curve, a target accelerator OFF deceleration, which is a target deceleration when both the brake and accelerator are OFF, is calculated in accordance with the lateral G of the vehicle when the brake pedal is released detected by the detection unit when the pedal is switched from the brake pedal to the accelerator pedal, so that the target accelerator OFF deceleration increases as the lateral G increases, and the calculated target accelerator OFF deceleration is reflected in vehicle control when both the brake and accelerator are OFF.

2. 2. The vehicle control device according to claim 1, wherein the target accelerator-off deceleration is calculated using a map in which a relationship between the lateral G of the vehicle and the longitudinal G of the vehicle is predetermined.

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