Vehicle control device

Abstract

To provide a vehicle control device which prevents erroneous operation caused by conflict between the operation of a braking operation unit and an acceleration operation unit when both can be operated simultaneously to reduce time loss occurring when switching between the operation of the braking operation unit and the acceleration operation unit, switches to vehicle control as intended by a driver, and smoothly performs control transition at that time. [Solution] The vehicle control device is mounted on a vehicle 10 and has a configuration for appropriately controlling acceleration and braking operations by a driver 14. The vehicle 10 is configured to include a braking operation unit 11, an acceleration operation unit 12, a calculation control unit 13, a steering 17, and multiple vehicle state sensors (not shown).

Description

[Technical Field]

[0001] The present invention relates to a vehicle control device that controls a driving state in response to an operation by a driver. [Background technology]

[0002] In conventional vehicles, when braking a moving vehicle, the accelerator pedal is released before the brake is applied, and conversely, when accelerating a braking vehicle, the brake is released before the accelerator is applied; in other words, one operation is stopped before the other operation is started. [Prior art documents] [Patent documents]

[0003] [Patent Document 1] Japanese Patent Publication No. 1-152901 Summary of the Invention [Problem to be solved by the invention]

[0004] In conventional vehicle configurations, there is a slight time difference between releasing one operation and starting another. This slight time difference can lead to a loss of time in sports driving, and especially in circuit driving, and when this happens dozens or even hundreds of times, it can result in a loss of several seconds in a single race. Not only does this time loss itself affect the driving time, but it is also thought that the time difference between switching operations can affect the position of the braking point on a straight road and the efficiency of load transfer.

[0005] In other words, when switching from straight-line driving to curved driving, the driver applies the brakes on the straight to slow down the vehicle, and then turns the steering wheel to enter the curve. The closer the braking point, the point on the road where the braking operation begins, is set to a position closer to the entrance to the curve, the longer the section in which the driver can operate the accelerator and accelerate, and as a result, the course can be driven in a shorter time. If the time required to switch from accelerator operation to braking can be reduced even slightly, the braking point can be set closer to the entrance to the curve.

[0006] Furthermore, when driving on a circuit, braking before entering a curve causes the vehicle to lean forward, placing a load on the front wheels. By steering the steering wheel when entering the curve, this load on the front wheels is shifted laterally, in the opposite direction to the steering direction. This causes the tire surface on the side of the vehicle to be pressed firmly against the road surface by the load, increasing the friction generated by the tire surface in contact with the road surface, allowing the vehicle to travel at a higher speed around the curve. However, this lateral load must be maintained by centrifugal force generated by the vehicle while traveling through the curve. To achieve this, the accelerator must be operated appropriately to maintain vehicle speed while traveling through the curve, resulting in a partial throttle state. Here, partial throttle refers to a state in which the accelerator is operated at a certain rate below maximum throttle in order to maintain a constant vehicle speed. Even a slight delay in switching from braking to partial throttle results in a slight loss of load. Reducing this time delay reduces the load lost during the changeover.

[0007] In conventional vehicles, the driver operates both the accelerator and brake pedals with his or her right foot. When switching from an acceleration operation to a braking operation, the driver releases his or her foot from the accelerator pedal before depressing the brake pedal. When switching from a braking operation to an acceleration operation, the driver releases his or her foot from the brake pedal before depressing the accelerator pedal. In either case, because the driver releases his or her foot from one pedal before depressing the other, a short time elapses before the release action is completed, resulting in a loss of time. While this time loss can be eliminated by depressing one pedal without releasing his or her foot from the other, doing so results in the accelerator and brake pedals being depressed simultaneously, which may result in simultaneous acceleration and braking and cause unpredictable vehicle behavior. Therefore, there is a need for a vehicle control device that prevents simultaneous acceleration and braking even when the accelerator and brake pedals are depressed simultaneously.

[0008] On the other hand, for vehicles for general users where safety takes priority over operational efficiency, such as when driving in urban areas, it is desirable to develop a vehicle control device that always prioritizes braking when the accelerator pedal and brake pedal are depressed simultaneously. [Means for solving the problem]

[0009] A vehicle control device according to an embodiment of the present invention is a vehicle control device that controls the driving state in response to operation by the driver, and is equipped with an acceleration operation unit, a braking operation unit, and an arithmetic and control unit, wherein the acceleration operation unit is configured to accelerate the vehicle in response to the amount of operation by the driver, and the braking operation unit is configured to brake the vehicle in response to the amount of operation by the driver, and the arithmetic and control unit monitors the operation states of the acceleration operation unit and the braking operation unit, and when one of the acceleration operation unit and the braking operation unit is operated and the other of the acceleration operation unit and the braking operation unit is newly operated, the arithmetic and control unit releases the operation of one of the acceleration operation unit and the braking operation unit.

[0010] In addition, in the vehicle control device according to an embodiment of the present invention, the calculation control unit detects the vehicle driving conditions including at least one of the acceleration, vehicle speed, and steering angle of the vehicle, and changes the output adjustment amount depending on the vehicle driving conditions at the time when either the acceleration operating unit or the braking operating unit is released, so as to efficiently transition the control amount of either the acceleration operating unit or the braking operating unit that becomes effective after release.

[0011] In addition, in the vehicle control device according to the embodiment of the present invention, the calculation control unit is characterized by including artificial intelligence that changes the amount of adjustment of the output in accordance with driving tendencies learned based on the driver's past operating history.

[0012] In addition, in the vehicle control device according to an embodiment of the present invention, the calculation control unit is configured to be able to select a plurality of driving modes with different degrees of acceleration or braking depending on the operation of the acceleration operating unit or the braking operating unit, and the control amount of the acceleration operating unit or the braking operating unit that becomes effective after release is varied depending on the selected driving mode.

[0013] In addition, in the vehicle control device according to an embodiment of the present invention, the calculation control unit is characterized in that when the acceleration operation unit is newly operated while the brake operation unit is being operated, the calculation control unit releases the operation of the brake operation unit.

[0014] In addition, in the vehicle control device according to an embodiment of the present invention, the calculation control unit is characterized in that when the newly operated operation of the acceleration operation unit is completed while the operation state of the brake operation unit continues, the operation of the brake operation unit is enabled.

[0015] In addition, in the vehicle control device according to an embodiment of the present invention, the calculation control unit is characterized in that when the acceleration operation unit is operated and the braking operation unit is newly operated, the calculation control unit releases the operation of the acceleration operation unit.

[0016] In addition, in the vehicle control device of an embodiment of the present invention, the calculation control unit is characterized in that when the newly operated operation of the braking operation unit is completed while the operation state of the acceleration operation unit continues, the calculation control unit enables the operation of the acceleration operation unit.

[0017] In addition, in the vehicle control device according to an embodiment of the present invention, the calculation control unit is characterized in that when the newly operated operation of the braking operation unit is completed while the operation state of the acceleration operation unit continues, the state in which the operation of the acceleration operation unit is released continues.

[0018] In addition, in the vehicle control device according to an embodiment of the present invention, the calculation control unit is characterized in that it enables the operation of the acceleration operation unit when the state in which the acceleration operation unit is in the operated state ends. [Effects of the Invention]

[0019] A vehicle control device according to an embodiment of the present invention is a vehicle control device that controls a driving state in response to an operation by a driver, and includes an acceleration operation unit, a braking operation unit, and a calculation and control unit, wherein the acceleration operation unit is configured to accelerate the vehicle in response to an amount of operation by the driver, and the braking operation unit is configured to brake the vehicle in response to the amount of operation by the driver, and the calculation and control unit monitors the operation states of the acceleration operation unit and the braking operation unit, and when one of the acceleration operation unit and the braking operation unit is operated while the other is newly operated, the calculation and control unit releases the operation of one of the acceleration operation unit and the braking operation unit. According to the vehicle control device of the present invention, even if the acceleration operation unit and the braking operation unit are operated simultaneously, acceleration and braking do not occur simultaneously, and it is possible to control the vehicle as intended by the driver.

[0020] In addition, in the vehicle control device according to an embodiment of the present invention, the arithmetic and control unit detects vehicle driving conditions including at least one of acceleration, vehicle speed, and steering angle of the vehicle, and adjusts the output so as to efficiently transition the control amount of either the acceleration operation unit or the braking operation unit that becomes effective after release, depending on the driving conditions of the vehicle when either the acceleration operation unit or the braking operation unit is released. According to the vehicle control device of the present invention, it is possible to reduce the impact of inaccuracies in manual operation on vehicle behavior.

[0021] In addition, in the vehicle control device according to the embodiment of the present invention, the arithmetic control unit includes an artificial intelligence that changes the amount of adjustment of the output in accordance with driving tendencies learned based on the driver's past operation history. According to the vehicle control device of the present invention, it is possible to realize vehicle control optimized in accordance with the driver's characteristics.

[0022] In addition, in the vehicle control device according to the embodiment of the present invention, the arithmetic and control unit is configured to be able to select from a plurality of driving modes with different degrees of acceleration or braking in response to operation of the acceleration operating unit or the braking operating unit, and the control amount of the acceleration operating unit or the braking operating unit that becomes effective after release is varied depending on the selected driving mode. According to the vehicle control device of the present invention, it is possible to realize vehicle control that is suited to the weather, road conditions, etc. at each time.

[0023] In the vehicle control device according to the embodiment of the present invention, the calculation control unit cancels the operation of the braking operation unit when the acceleration operation unit is newly operated while the braking operation unit is being operated. According to the vehicle control device of the present invention, the acceleration effect of the acceleration operation unit can be immediately exerted without terminating the operation of the braking operation unit.

[0024] In the vehicle control device according to the embodiment of the present invention, the calculation control unit validates the operation of the brake operation unit when the newly operated acceleration operation unit is completed while the operation state of the brake operation unit is continuing. According to the vehicle control device of the present invention, the braking effect of the brake operation unit can be immediately exerted by simply completing the operation of the acceleration operation unit.

[0025] In the vehicle control device according to the embodiment of the present invention, the calculation control unit cancels the operation of the acceleration operation unit when the braking operation unit is newly operated while the acceleration operation unit is being operated. According to the vehicle control device of the present invention, the braking effect of the braking operation unit can be immediately exerted without terminating the operation of the acceleration operation unit.

[0026] In the vehicle control device according to the embodiment of the present invention, the calculation control unit validates the operation of the acceleration operation unit when the newly operated operation of the brake operation unit is completed while the operation state of the acceleration operation unit is continuing. According to the vehicle control device of the present invention, the acceleration effect of the acceleration operation unit can be immediately exerted by simply completing the operation of the brake operation unit.

[0027] Furthermore, in the vehicle control device according to the embodiment of the present invention, when the newly operated operation of the braking operation unit is completed while the acceleration operation unit is still operated, the calculation control unit continues to release the operation of the acceleration operation unit. According to the vehicle control device of the present invention, even if the operation of the braking operation unit is completed while the acceleration operation unit is still operated, the acceleration operation unit remains released, so there is no sudden acceleration (the acceleration effect of the acceleration operation unit is not immediately exerted), and safer driving is possible in situations where driving that prioritizes braking over acceleration is more appropriate, such as driving in urban areas.

[0028] In the vehicle control device according to the embodiment of the present invention, the calculation control unit validates the operation of the acceleration operation unit when the state in which the acceleration operation unit is in the operated state ends. According to the vehicle control device of the present invention, by operating the acceleration operation unit again (pressing the accelerator pedal again), the state in which the operation of the acceleration operation unit is released ends, making it possible to accelerate the vehicle again. [Brief explanation of the drawings]

[0029] [Figure 1A] 1 is an overall configuration diagram of a vehicle control device according to a first embodiment of the present invention. [Figure 1B] 1 is a diagram showing a steering system and the like of a vehicle control device according to a first embodiment of the present invention. [Figure 2] 1 is a diagram showing a situation in which a vehicle equipped with a vehicle control device according to a first embodiment of the present invention travels around a curve. [Figure 3] 4 is a graph showing the operation of an acceleration operation unit and a braking operation unit in the vehicle control device according to the first embodiment of the present invention. [Figure 4] 10 is a graph showing the operation of an acceleration operation unit and a braking operation unit in a vehicle control device according to a second embodiment of the present invention. [Figure 5] 10 is a graph showing the operation of the acceleration operating unit and the braking operating unit in accordance with another pattern in the vehicle control device according to the second embodiment of the present invention. [Figure 6] 10 is a graph showing the operation of an acceleration operation unit and a braking operation unit in a vehicle control device according to a third embodiment of the present invention. [Figure 7] 10 is a graph showing the operation of an acceleration operating unit and a braking operating unit in a vehicle control device according to a fourth embodiment of the present invention. DETAILED DESCRIPTION OF THE INVENTION

[0030] Hereinafter, an embodiment of the present invention will be described in detail with reference to the drawings. In this embodiment, canceling an operation means invalidating or reducing an output corresponding to the amount of operation of an operation unit. Furthermore, validating an operation means returning from an invalid state to a state in which an output based on an input from the operation unit is reflected again.

[0031] [First embodiment] 1A, a vehicle control device 20 according to this embodiment is mounted on a vehicle 10 and has a configuration for appropriately controlling acceleration and braking operations by a driver 14. The vehicle 10 includes a braking operation unit 11, an acceleration operation unit 12, a calculation control unit 13, a steering 17 (steering operation unit), and a plurality of vehicle state sensors (not shown).

[0032] The brake operating unit 11 includes a paddle shifter 111 operated by the second body part 16 of the driver 14, i.e., the hand 161, and is arranged near the steering wheel 17. The paddle shifter 111 is configured to apply braking force to the vehicle 10 in stages according to the amount of operation, and a predetermined braking torque is determined by the calculation control unit 13 according to, for example, a certain pull-in angle or operation time. This causes the vehicle 10 to slow down or stop. In other words, the brake operating unit 11 is an alternative to a brake pedal. The brake operating unit 11 may also be configured to be operated by a pedal operated by the foot.

[0033] The acceleration operation unit 12 is an accelerator pedal 121 operated by a first body part 15 of the driver 14, i.e., a foot 151, for example, either the right foot or the left foot. An acceleration command is sent to the calculation control unit 13 according to the amount of depression of the accelerator pedal 121. This causes the vehicle 10 to accelerate.

[0034] The calculation control unit 13 is, for example, a processor such as a CPU, and is configured to monitor the operation states of the paddle shifter 111 and the accelerator pedal 121, and to grasp the driving situation of the vehicle 10 based on information obtained from an acceleration sensor, a vehicle speed sensor, a steering angle sensor, etc., mounted on the vehicle 10. In addition, a configuration may be adopted in which programs for executing the various functions and methods according to the present embodiment are stored in a storage unit such as a RAM.

[0035] In this embodiment, as will be described later, if the driver 14 newly operates the paddle shifter 111 functioning as the braking operation unit 11 while depressing the accelerator pedal 121, the calculation control unit 13 temporarily disables the input from the accelerator pedal 121 and prioritizes the braking operation. This prevents acceleration and braking from being applied simultaneously, and makes it possible to suppress instability of the vehicle behavior, such as runaway driving.

[0036] Furthermore, when the driver 14 subsequently finishes operating the paddle shifter 111 and the brake operating unit 11 is in a non-operated state, if the accelerator pedal 121 is depressed, the calculation control unit 13 smoothly transitions the output so that the control amount of the accelerator pedal 121 does not change suddenly, depending on the vehicle speed, acceleration, steering angle, etc. at that time. For example, if the steering angle exceeds a predetermined value while driving around a curve, the output is adjusted to suppress an increase in acceleration, taking into account the lateral acceleration.

[0037] Furthermore, the calculation control unit 13 includes artificial intelligence (AI) that changes the adjustment amount, and the AI ​​learns driving tendencies based on the driver's 14 past operation history of the paddle shifter 111 and accelerator pedal 121. For example, it is possible to set an earlier output transition for a driver 14 who tends to prefer sudden acceleration and braking, and conversely, to set a gradual transition for a driver 14 who prefers smooth driving. For example, by comparing the theoretically most rational vehicle control with the vehicle control performed by the driver 14, the AI ​​learns the differences, the amount of difference, etc., and controls the differences to approach the theoretically most rational vehicle control. This minimizes the impact on driving time due to differences in the skill of each driver 14, making it possible to implement more ideal vehicle control regardless of differences between drivers 14.

[0038] Additionally, the calculation and control unit 13 has a driving mode selection function based on the braking operation unit 11 and the acceleration operation unit 12, and when the driver 14 performs a predetermined operation on one of these modes, multiple driving modes such as sport mode, eco mode, and normal mode can be switched. The control characteristics (response, torque control, transition speed, etc.) of the paddle shifter 111 or accelerator pedal 121 are changed depending on the selected mode, enabling flexible driving control according to the intentions of the driver 14 and road conditions. For example, when the sport mode is selected, re-acceleration according to the operation amount of the accelerator pedal 121 is performed more strongly than when the normal mode is selected. On the other hand, when the eco mode is selected, re-acceleration according to the operation amount of the accelerator pedal 121 is performed less strongly than when the normal mode is selected.

[0039] According to this embodiment configured as described above, the driver 14 can perform braking operations without removing his / her hands 161 from the steering wheel 17, and acceleration after braking is also optimized according to the situation and the individual's driving characteristics, thereby supporting safe and comfortable driving. Furthermore, because the paddle shifter 111 and accelerator pedal 121 are operated by different body parts of the driver 14, operational errors regarding braking and acceleration can be reduced.

[0040] As shown in FIG. 1B , the paddle shifters 111 serving as the brake operating devices 11 are disposed in front of the steering wheel 17. The paddle shifters 111 are disposed on both the left and right sides of the steering wheel 17, and both function as the brake operating devices 11. The outer edge of the paddle shifters 111, which the driver 14 comes into contact with to operate the paddle shifters 111, is formed along the circumferential direction of the steering wheel 17, following the shape of the steering wheel 17. The paddle shifters 111 may be formed over substantially the entire circumferential direction of the steering wheel 17. That is, the outer edge of the left-side paddle shifter 111 may be formed over substantially the entire left side of the steering wheel 17. That is, the outer edge of the right-side paddle shifter 111 may be formed over substantially the entire right side of the steering wheel 17. [Example]

[0041] The control operation of the present invention when the vehicle 10 passes through a curve will be described below using specific driving situations as shown in Figures 2 and 3. Figure 2 is a schematic diagram showing the state in which the vehicle 10 passes through a curve. Figure 3 is a graph showing changes in the output of the braking operation unit 11 and the acceleration operation unit 12 when the vehicle 10 passes through a curve. In Figure 3, the horizontal axis represents elapsed time, and the vertical axis represents the output of the braking operation unit 11 and the acceleration operation unit 12.

[0042] 2, a situation is assumed in which a driver 14 is driving a vehicle 10 and is approaching a curve with a radius of about 30 m that turns to the right. The vehicle 10 constantly detects the steering amount of the steering wheel 17, the vehicle speed, and the lateral acceleration using various sensors through the calculation control unit 13, and automatically recognizes that the vehicle is entering a curve from the current steering angle and vehicle speed.

[0043] The driver 14 operates the accelerator pedal 121 of the acceleration operating unit 12 with his / her foot 151 until just before entering the curve, and drives while maintaining the vehicle speed. Meanwhile, the driver 14 turns the steering wheel 17 to the right and pulls the paddle shifter 111 of the braking operating unit 11 with his / her hand 161, indicating his / her intention to slow down the vehicle speed (T1 in FIG. 3).

[0044] At this time, the calculation control unit 13 detects that the paddle shifter 111 has been newly operated even though the accelerator pedal 121 is in an operated state, and temporarily disables the input from the accelerator pedal 121. In addition, the calculation control unit 13 executes deceleration control of the vehicle 10 by braking operation, and at the same time, refers to the steering angle of the steering wheel 17 and the value of the lateral acceleration obtained from the acceleration sensor.

[0045] If the lateral acceleration exceeds 0.4 G (exceeds a predetermined threshold), the calculation and control unit 13 determines that a sudden change in acceleration and deceleration output will cause the vehicle 10 to skid or cause discomfort to the occupants, and reduces the transition speed of the output control. That is, if the accelerator pedal 121 continues to be operated even after the braking operation using the paddle shifter 111 is released (T2 in FIG. 3), the calculation and control unit 13 controls the acceleration command from the accelerator pedal 121 to smoothly increase rather than suddenly return to its original value. Here, such control can also be performed according to the steering angle, that is, the calculation and control unit 13 controls the acceleration command from the accelerator pedal 121 to smoothly increase rather than suddenly return to its original value depending on the steering angle. Such control can also be performed according to the vehicle speed, that is, the calculation and control unit 13 controls the acceleration command from the accelerator pedal 121 to smoothly increase rather than suddenly return to its original value depending on the vehicle speed. These controls according to the driving state and vehicle operating conditions may be performed alone or in combination of two or more.

[0046] In this way, the control device smoothly controls the switching between acceleration and braking when entering a curve according to the vehicle driving state, and suppresses unnecessary torque fluctuations, allowing the driver 14 to steer the vehicle 10 without any discomfort, improving safety and comfort. [Example]

[0047] In this embodiment, an artificial intelligence installed in the arithmetic and control unit 13 learns the past operation history of the driver 14 and controls the vehicle according to the driving tendency.

[0048] For example, assume that the driver 14 tends to drive calmly and avoid sudden acceleration and deceleration. The calculation control unit 13 understands this tendency from the driving history over the past few days, and has learned that the driver dislikes torque fluctuations, especially when passing through curves.

[0049] During normal driving, the driver 14 operates the paddle shifter 111 when entering a curve, intending to decelerate. In response to this, the calculation control unit 13 disables the accelerator pedal 121, and even after the operation of the paddle shifter 111 is completed, the calculation control unit 13 smoothly adjusts the output so that the control amount is returned very gradually based on the learned tendency.

[0050] This allows natural vehicle behavior to be reproduced in accordance with the individual preferences of the driver 14, resulting in a less stressful driving sensation. [Example]

[0051] In this embodiment, a configuration is adopted in which the control characteristics of the paddle shifter 111 and the accelerator pedal 121 change depending on the selected driving mode, and in particular, the behavior can be made different between the "sport mode" and the "normal mode."

[0052] When the driver 14 has selected the "sports mode," the calculation control unit 13 performs response-priority control even when entering a curve, and restores the control amount of the accelerator pedal 121 relatively quickly after the operation of the paddle shifter 111 is released.

[0053] On the other hand, if the driver 14 has selected the "normal mode," even in the same curve-passing situation, the calculation control unit 13 detects the steering angle of the steering wheel 17 and the value of the lateral acceleration, and performs control to suppress output changes in the acceleration control amount according to changes in the posture of the vehicle 10.

[0054] This allows the driving characteristics to change depending on the driving mode setting, realizing optimal driving assistance according to the application and the preferences of the driver 14.

[0055] Although the embodiments of the present invention have been described above, the present invention is not limited to these and can be modified within the scope of the present invention. In addition, the above-described embodiments can be combined with each other.

[0056] For example, it is also possible to switch the operations of the acceleration operating unit 12 and the braking operating unit 11. That is, the calculation control unit 13 can be configured to interrupt the operation of the braking operating unit 11 if the acceleration operating unit 12 is newly operated while the braking operating unit 11 is being operated.

[0057] Second Embodiment In the second embodiment, the operation of a vehicle 10 having the configuration described in the first embodiment will be described, for example, when traveling around a curve on a racing circuit. Here, the behavior of the vehicle 10 traveling around a curve will be described, dividing it into pattern A and pattern B, which differ in accelerator operation. Pattern A is a method in which the driver 14 operates the accelerator pedal 121 and paddle shifter 111 as in the conventional method when traveling around a curve. Pattern B is a method in which the driver 14 continues to depress the accelerator pedal 121 when traveling around a curve, and the calculation control unit 13 automatically controls the acceleration operation. Here, as an example, the accelerator pedal 121 is used as the acceleration operation unit 12, and the paddle shifter 111 is used as the braking operation unit 11.

[0058] 4, the control when the vehicle 10 travels around a curve in pattern A will be described. In FIG. 4, the horizontal axis indicates elapsed time, and the vertical axis indicates the operation and output of each operating unit.

[0059] The control of pattern A is a control method that emphasizes compatibility with conventional driving operations. First, the driver 14 depresses the accelerator pedal 121 100% with the foot 151 on a straight road and drives while maintaining the vehicle speed (T10).

[0060] Next, before the curve, the driver 14 intends to slow down the vehicle speed and operates the paddle shifter 111 with the hand 161 to activate the brake operating unit 11 (T11).

[0061] If the driver 14 does not release the accelerator pedal 121 and operates the paddle shifter 111 while continuing to accelerate with the foot 151 (i.e., if the driver 14 keeps the accelerator pedal 121 depressed until T12), the calculation control unit 13 cancels the acceleration operation of the acceleration operation unit 12 at T11, and the vehicle speed is decelerated as intended by the driver 14. This causes the vehicle 10 to lean forward, and a load is applied to the front of the vehicle.

[0062] In this way, the driver 14 can start operating the braking operation unit 11 without removing his / her foot 151 from the accelerator pedal 121, thereby shortening the operation switching time compared to when the driver 14 removes his / her foot 151 from the accelerator pedal 121 and then operates the paddle shift 111. By the shortened time, the braking point can be set closer to the entrance of the curve, and as a result, a longer section can be secured in which the driver can drive with the acceleration operation unit 12 activated until approaching the entrance of the curve.

[0063] When the driver 14 determines that the vehicle 10 has decelerated to an appropriate speed, he or she steers the steering wheel 17 to the right and begins to enter the curve (T13). At this time, the front load on the front wheels of the vehicle 10 shifts to the left side of the vehicle 10 (to the outside of the curve).

[0064] The driver 14 initiates partial throttle to maintain the external load (T14). While the vehicle is decelerating, the driver 14 temporarily releases his / her foot 151 from the accelerator pedal 121. Then, while steering the steering wheel 17 to the right and pulling the paddle shifter 111 with his / her hand 161, the driver 14 again depresses the accelerator pedal 121 with his / her foot 151. The calculation and control unit 13 releases the brake operating unit 11 even if the paddle shifter 111 continues to be pulled (i.e., even if the driver 14 continues to pull the paddle shifter 111 up to T15). This allows the driver 14 to initiate partial throttle without removing his / her hand 161 from the paddle shifter 111. Therefore, compared to a vehicle not equipped with the vehicle control device 20 of the present invention, the transition time from braking to partial throttle can be shortened and the load lost during the transition is also reduced, resulting in a more complete load transfer.

[0065] After the brake is released, the driver 14 operates the accelerator pedal 121 at his / her own discretion. For example, if the driver 14 depresses the accelerator pedal 121 20%, that input is reflected directly in the output of the vehicle 10. For example, the calculation control unit 13 controls the acceleration operation until the degree of depression of the accelerator pedal 121 reaches a predetermined value, for example, 20%, and once the degree of depression of the accelerator pedal 121 exceeds 20%, the acceleration operation is controlled by the operation of the driver 14. This return to manual control enables the driver 14 to drive using his / her own skill and experience.

[0066] In this way, Pattern A is a highly practical control method that allows users to enjoy safety functions and improved performance while retaining conventional driving operations.

[0067] 5, a description will be given of control when the vehicle 10 travels around a curve in pattern B. In FIG. 5, the horizontal axis represents elapsed time, and the vertical axis represents the operation and output of each operating unit.

[0068] The control of Pattern B is a control method aimed at maximizing racing performance. In summary, the driver 14 depresses the accelerator pedal 121 100% when driving in a straight line and maintains this state throughout the entire cornering.

[0069] When the driver 14 operates the paddle shifter 111 at the corner entry point, the calculation control unit 13 releases and disables the output of the accelerator pedal 121 in an extremely short time, for example, within 0.001 seconds, even if the accelerator pedal 121 is depressed (T21). Due to this instantaneous disablement, even if the driver 14 continues to depress the accelerator pedal 121, the actual output becomes 0%, and at the same time, full braking is activated, causing the vehicle 10 to assume a frontal load with a large load acting on the front tires. This control completely eliminates the operation delay of 0.1 to 0.2 seconds that occurs with conventional technology, and can extend the braking start point by several meters.

[0070] During the transition from braking to cornering, the calculation and control unit 13 executes continuous load transfer control from the front load to the external load (T22). The front load due to the centrifugal force generated by the steering 17 operation and the braking force is optimally balanced to make the most of the grip of the outside tire. During this time, the driver 14 continues to depress the accelerator pedal 121, but the calculation and control unit 13 controls the output of the acceleration operation unit 12 so as to be optimized to maintain the external load (partial throttle), regardless of the actual amount of depression of the accelerator pedal 121.

[0071] When the braking operation by operating the paddle shifter 111 is released, the calculation control unit 13 starts automatic recovery of the vehicle speed (T23). The calculation control unit 13 integrates and processes information from multiple sensors, such as the vehicle speed and steering angle, and automatically calculates the optimal acceleration.

[0072] When exiting a corner, the calculation and control unit 13 detects a change in the steering angle and executes a stepwise acceleration return control (T24). Specifically, the acceleration output is gradually increased to 100% to match the input value of the driver 14. That is, the calculation and control unit 13 controls the acceleration operation unit 12 to maintain an optimal speed for maintaining the load that has moved toward the outside of the vehicle 10 due to the load transfer described above. When exiting a corner, the driver 14 may keep the accelerator pedal 121 depressed. Then, when the driver 14 returns the steering wheel 17 to a straight-ahead driving position, the calculation and control unit 13 stops control of the acceleration operation unit 12, and the vehicle 10 accelerates to an arbitrary speed according to the driver's 14 operation of the accelerator pedal 121.

[0073] Throughout the entire process of pattern B, the driver 14 can complete cornering by simply operating the accelerator pedal 121 and the steering wheel 17 without moving his / her foot 151 at all.

[0074] In this embodiment, a configuration is adopted in which the control characteristics of the paddle shifter 111 and accelerator pedal 121 change depending on the selected driving mode. For example, it is possible to differentiate the behavior between "dry mode" and "wet mode." If the driver 14 selects "dry mode," the calculation and control unit 13 performs response-priority control even when entering a curve, and relatively quickly restores the control amount of the accelerator pedal 121 after the operation of the paddle shifter 111 is released. On the other hand, if the driver 14 selects "wet mode," even in the same curve-tracing situation, the calculation and control unit 13 detects the steering angle of the steering wheel 17 and the lateral acceleration value, and performs control to suppress output changes in the acceleration control amount in accordance with changes in the attitude of the vehicle 10. This makes it possible to achieve vehicle control that is appropriate for the weather and road conditions at each time.

[0075] Third Embodiment A third embodiment will be described with reference to Fig. 6. In the third embodiment, when a vehicle 10 travels around a curve, a driver 14 operates a braking operation unit 11 and an acceleration operation unit 12, while a calculation control unit 13 appropriately adjusts the outputs of both operation units. In Fig. 6, the horizontal axis represents elapsed time, and the vertical axis represents the operation and output of each operation unit.

[0076] From T30 to T31, the driver 14 drives the vehicle 10 while maintaining a constant vehicle speed by operating only the acceleration operating unit 12 without operating the braking operating unit 11. Here, the driver 14 operates the acceleration operating unit 12 100% of the time. In other words, if the acceleration operating unit 12 is the accelerator pedal 121, the driver 14 fully depresses the accelerator pedal 121.

[0077] At T31, when the driver 14 recognizes a curve ahead, the driver 14 starts operating the brake operating unit 11 (for example, the paddle shifter 111), and at the same time, the acceleration operating unit 12 is released. At T31, even if the driver 14 continues to operate the acceleration operating unit 12, the calculation control unit 13 sets the output of the acceleration operating unit 12 to 0%. Here, the driver 14 operates the brake operating unit 11 100%, and the output of the brake operating unit 11 also becomes 100%.

[0078] Between T31 and T32, the driver 14 decelerates the vehicle 10 by operating the brake operating unit 11. At this time, the driver 14 continues to operate the acceleration operating unit 12 at 100%, but the output of the acceleration operating unit 12 is set to 0% by the calculation control unit 13. In this way, when the driver 14 operates the brake operating unit 11, the operation of the acceleration operating unit 12 is automatically released by the calculation control unit 13, and the vehicle 10 can be instantly decelerated.

[0079] At T32, when the vehicle 10 decelerates to a speed appropriate for traveling around the curve, the driver 14 stops operating the brake operating unit 11. At this time, even if the operation of the brake operating unit 11 is released, the released state of the acceleration operating unit 12 is maintained, so that sudden acceleration does not occur and traveling suitable for traveling in urban areas is possible.

[0080] Between T33 and T34, the driver 14 stops operating the acceleration operating unit 12 while leaving the brake operating unit 11 operating. This restores operation of the acceleration operating unit 12. That is, the release state of the acceleration operating unit 12 is released, and the output increases with the operation of the acceleration operating unit 12. That is, operating the acceleration operating unit 12 causes the vehicle 10 to accelerate again. In other words, at T34, depressing the accelerator pedal 121 again causes the accelerator to function again.

[0081] In T35, the driver 14 operates the acceleration operating unit 12 100% and does not operate the braking operating unit 11, so that the vehicle 10 can go around curves and travel at high speeds on straight roads and the like.

[0082] [Fourth embodiment] A fourth embodiment will be described with reference to Fig. 7. In the fourth embodiment, the behavior of the braking operation unit 11 and the acceleration operation unit 12 when the driver 14 exits a curve differs from that of the above-described embodiments. In Fig. 7, the horizontal axis represents elapsed time, and the vertical axis represents the operation and output of each operation unit.

[0083] During the period from T40 to T41, the driver 14 drives on a straight road while operating the acceleration operating unit 12. During this period, the driver 14 does not operate the braking operating unit 11. Therefore, during this period, the output of the acceleration operating unit 12 is 100% and the output of the braking operating unit 11 is 0%.

[0084] At T41, when the driver 14 recognizes a curve ahead, the driver 14 starts operating the braking operation unit 11 and at the same time, the output of the acceleration operation unit 12 is released. At T41, even if the driver 14 continues to operate the acceleration operation unit 12 at 100%, the calculation control unit 13 releases the output of the acceleration operation unit 12 to 0%.

[0085] Between T41 and T42, when the driver 14 operates the brake operating unit 11, the output of the brake operating unit 11 becomes 100%, decelerating the vehicle 10. At this time, the driver 14 continues to operate the acceleration operating unit 12, but the output of the acceleration operating unit 12 is released by the calculation and control unit 13, and the output of the acceleration operating unit 12 becomes 0%. In this way, when the driver 14 operates the brake operating unit 11, the operation of the acceleration operating unit 12 is automatically released by the calculation and control unit 13, and the vehicle 10 can be instantly decelerated.

[0086] Thereafter, the driver 14 attempts to steer the steering wheel 17 to enter the curve. At this time, the vehicle 10 will be more stable if the driver lightly depresses the accelerator pedal 121 to maintain the speed while traveling around the curve (a state in which the accelerator pedal 121 is lightly depressed is called partial throttle). Therefore, from T42 to T43, while the driver 14 is operating the brake operating unit 11, the driver 14 temporarily stops operating the acceleration operating unit 12 (after setting the operation amount of the acceleration operating unit 12 to 0%) and then operates the acceleration operating unit 12 again. Here, between T42 and T43, the driver 14 operates the acceleration operating unit 12 again. At this time, at T43, that is, in order to accelerate again, the driver 14 temporarily sets the operation amount and output of the acceleration operating unit 12 to 0% and then gradually increases them. Also, in this embodiment, although the driver 14 continues to operate the brake operating unit 11 at 100% from T41, the calculation control unit 13 releases the output of the brake operating unit 11 and sets it to 0% from T43 to T45.

[0087] Here, the driver 14 gradually increases the operation amount and output of the acceleration operating unit 12 between T43 and T44 to achieve a partial throttle state. This operation allows the vehicle 10 to travel stably around the curve. At this time, the driver 14 can operate the acceleration operating unit 12 while continuing to operate the brake operating unit 11, which allows for a smoother transition from braking to partial throttle compared to when the driver stops operating the brake operating unit 11 and then operates the acceleration operating unit 12.

[0088] At T44, when the vehicle 10 exits the curve, the driver 14 further operates the acceleration operating unit 12 to a greater extent to increase the speed to 100%, and the vehicle 10 transitions to straight-line running.

[0089] At T45, the calculation control unit 13 causes the brake operating unit 11 to instantly return to a braking state when the operation of the acceleration operating unit 12 is stopped, thereby braking the vehicle 10. In other words, by simply releasing the accelerator pedal, a braking force corresponding to the amount of operation of the brake operating unit is generated without the need to operate the brake operating unit 11 again.

[0090] As described above, the driver 14 maintains the brake operating device 11 in a 100% operating state before and after T45. In this manner, when the driver 14 changes the operation amount of the acceleration operating device 12 from 100% to 0%, the calculation control unit 13 can transition the output of the brake operating device 11 from 0% to 100%. Therefore, simply by the driver 14 ending the operation of the acceleration operating device 12, the output of the brake operating device 11 can be immediately obtained, allowing the vehicle 10 to immediately decelerate or stop. This state allows the brake operating device to be activated simply by releasing the accelerator pedal, for example, when a pedestrian or another vehicle suddenly appears while accelerating in an urban area. This reduces the possibility of an accident occurring due to insufficient braking. Similarly, from a stopped state, the driver can operate the brake operating device 11 by depressing the accelerator pedal 121 while operating the brake operating device 11 by operating the paddle shifter 111 and starting to drive. The brake operating device can also be activated simply by releasing the accelerator pedal 121.

[0091] Although the embodiments of the present invention have been described above, the present invention is not limited to these, and modifications can be made without departing from the spirit of the present invention. In addition, the above-described embodiments can be combined with each other. Furthermore, the above-described embodiments can be freely combined.

[0092] For example, contrary to the embodiment, the acceleration operation unit can be configured to be operated by hand and the braking operation unit by foot, or acceleration and braking operations can be performed by hand or foot only. When acceleration and braking operations are performed by hand only, referring to FIG. 1B, for example, the right paddle shifter 111 functions as the acceleration operation unit and the left paddle shifter 111 functions as the braking operation unit. When acceleration and braking operations are performed by foot only, referring to FIG. 1A, for example, assuming two accelerator pedals 121 are installed on the left and right, the right accelerator pedal 121 functions as the acceleration operation unit and the left accelerator pedal 121 functions as the braking operation unit. In addition, a configuration in which the acceleration operation unit and the braking operation unit are operated by the same body part is also conceivable. Furthermore, it is conceivable to provide both a foot-operated braking operation unit and a hand-operated braking operation unit so that braking operations can be performed by either one.

[0093] The present invention can also be implemented in a motorcycle. In this case, the basic configuration is that the acceleration operating part is operated with the right hand, the front wheel braking operating part with the right hand, and the rear wheel braking operating part with the right foot, but these operating parts and the hands and feet that operate them can be freely combined.

[0094] Braking of the vehicle may be performed by a disc brake, a drum brake, an air brake, a regenerative brake, or the like, and acceleration of the vehicle may be performed by an internal combustion engine, an electric motor, a motor, or the like.

[0095] The present invention may function not only when the vehicle is moving but also when the vehicle is stopped. [Explanation of symbols]

[0096] 10 vehicles 11 Brake operation section 111 Paddle shift 12 Acceleration control section 121 Accelerator pedal 13 Calculation control unit 14 Driver 15 1st body part 151 feet 16 Second body part 161 hands 17 Steering 20 Vehicle control device

Claims

1. A vehicle control device that controls a driving state in response to an operation by a driver, The vehicle includes a braking operation unit, an acceleration operation unit, and a calculation control unit, the brake operating unit is configured to brake the vehicle in accordance with an operation amount thereof and is configured to be operated by a first body part of the driver, the acceleration operating unit is configured to accelerate the vehicle in accordance with an amount of operation thereof, and is configured to be operated by a second body part of the driver that is different from the first body part; The arithmetic and control unit monitors the operation states of the braking operation unit and the acceleration operation unit; When the acceleration operating unit is newly operated while the brake operating unit is in an operating state, an output corresponding to an operation amount of the brake operating unit is invalidated; A vehicle control device characterized by re-enabling an output based on the input of the braking operation unit when the newly operated operation of the acceleration operation unit is completed while the operation state of the braking operation unit continues.

2. A vehicle control device that controls a driving state in response to an operation by a driver, The vehicle includes a braking operation unit, an acceleration operation unit, and a calculation control unit, the brake operating unit is configured to brake the vehicle in accordance with an operation amount thereof and is configured to be operated by a first body part of the driver, the acceleration operating unit is configured to accelerate the vehicle in accordance with an amount of operation thereof, and is configured to be operated by a second body part of the driver that is different from the first body part; The arithmetic and control unit monitors the operation states of the braking operation unit and the acceleration operation unit; When the acceleration operating unit is newly operated while the brake operating unit is in an operating state, an output corresponding to an operation amount of the brake operating unit is invalidated; When the newly operated operation of the acceleration operation unit is completed while the operation state of the brake operation unit continues, an output based on the input of the brake operation unit is re-enabled; When the braking operation unit is newly operated while the acceleration operation unit is in an operating state, an output corresponding to an operation amount of the acceleration operation unit is invalidated; A vehicle control device characterized by re-enabling an output based on the input of the acceleration operating unit when the newly operated operation of the braking operating unit is completed while the operation state of the acceleration operating unit continues.

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