Vehicle control devices

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 missteps on the accelerator pedal and the brake pedal when intending to stop the vehicle, and the vehicle accelerates contrary to the driver's intention, have occurred frequently.

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

[0004] That is, in a two-pedal vehicle, when the gear 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 misstepped for the brake pedal, the engine speed increases, the engine output increases, and the vehicle accelerates suddenly, so there is a possibility of an accident of colliding with an object in front or behind. On the other hand, in a three-pedal vehicle, when the vehicle is stopped, the clutch pedal is depressed and the engine is disengaged from the drive wheels. Therefore, even if the accelerator pedal is misstepped for 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

[0006] However, as the inventor of the present invention continued his research on vehicle safety, he found that, depending on the vehicle's condition, accidents caused by mistakenly pressing the accelerator pedal instead of the brake pedal can occur even in vehicles with a three-pedal system.

[0007] The object of the present invention is to provide a vehicle control device that can reduce the damage caused by accidents resulting from incorrect operation of the brake operating member and the accelerator operating member in vehicles equipped with a manual transmission, or to suppress the occurrence of such accidents. [Means for solving the problem]

[0008] To achieve the above objective, the vehicle control device according to the present invention is a control device for use in a vehicle comprising: a drive source; a manual transmission for changing the speed of power from the drive source; a clutch for connecting the drive source and the manual transmission when engaged and disconnecting the drive source and the manual transmission when released; a brake mechanism for applying braking force to the wheels; an accelerator operating member operated to adjust the output of the drive source; a brake operating member operated to adjust the braking force by the brake mechanism; and a clutch operating member operated to switch between engaging and disengaging the clutch, the control device comprising: detection means for detecting the state of the clutch; and suppression means for suppressing the driving of the vehicle by the drive source when the degree of operation of the accelerator operating member is above a predetermined level, regardless of whether the clutch state detected by the detection means is engaged or disengaged.

[0009] With this configuration, if the accelerator operating member is operated and the degree of operation exceeds a predetermined level, the vehicle's movement by the drive source is suppressed, regardless of whether the clutch is engaged or disengaged.

[0010] For example, when stopping a moving vehicle, the brake operating member may be operated before the clutch operating member, which releases the engaged clutch, is operated. In such a case, if the accelerator operating member is operated by mistake instead of the brake operating member, the output of the drive source will increase sharply, causing the vehicle to accelerate rapidly, which could result in an accident such as a rear-end collision with a target, such as a preceding vehicle.

[0011] Furthermore, even when the clutch is disengaged, the driver may mistakenly operate the accelerator instead of the brake, and in their panic or loss of composure due to this mistake, they may then operate the clutch to engage the clutch. In that case, the increased power output from the drive source, which has been amplified by operating the accelerator, will be transmitted to the drive wheels in response to the clutch engagement, causing the vehicle to accelerate rapidly, which could lead to an accident.

[0012] Therefore, regardless of whether the clutch is engaged or disengaged, if the degree of operation of the accelerator operating member exceeds a predetermined level, the vehicle's movement by the drive source is suppressed, thereby reducing the damage or preventing accidents caused by incorrect operation of the brake operating member and the accelerator operating member.

[0013] Preferably, the suppression means controls the degree to which the drive source suppresses the vehicle's movement according to the clutch state detected by the detection means.

[0014] If the drive source is an engine, the suppression means may, for example, reduce the rotational speed of the drive source to a first rotational speed when the accelerator operating member is operated to a degree greater than a predetermined extent while the clutch is detected to be disengaged by the detection means, and increase the rotational speed of the drive source from the first rotational speed to a second rotational speed in response to the clutch beginning to transmit power while the clutch state detected by the detection means is changing from a disengaged state to an engaged state.

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

[0016] Also, in response to the clutch starting to transmit power, after the rotational speed of the drive source is 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 an 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 a 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 of an accident due to an operation mistake 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 of an accident due to an operation mistake 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] It is a diagram showing the configuration of a vehicle in which a vehicle control device according to an embodiment of the present invention is adopted. [Figure 2] It is a timing chart for explaining output suppression control in a state where the clutch is engaged. [Figure 3] It is a timing chart for explaining output suppression control in a state where the clutch is disengaged.

Mode for Carrying Out the Invention

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

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

[0021] The vehicle 1 is an automobile having an engine (E / G) 2 as a 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, an ignition plug for generating an electric discharge in the combustion chamber, and the like. Further, a starter for starting the engine 2 is provided in association 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 by the engine 2 is input to the manual transmission 3 via the clutch 4, shifted by the manual transmission 3, transmitted from the manual transmission 3 to the differential gear 5, and transmitted from the differential gear 5 to the left and right drive wheels 6 as driving force for running.

[0023] In the passenger 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 seated 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 seated in the driver's seat to step on it with the left foot.

[0024] Vehicle 1 is also equipped with a hydraulic brake mechanism 14. The brake mechanism 14 includes a brake booster, a master cylinder, and a brake actuator. When the brake pedal 12 is pressed, the force applied to the brake pedal 12 is transmitted to the brake booster. The force transmitted to the brake booster is amplified (power-boosted) by the negative pressure of the brake booster and input from the brake booster to the master cylinder. The master cylinder generates hydraulic pressure corresponding to the force input from the brake booster. The hydraulic pressure generated by the master cylinder is transmitted to the brake actuator. Then, through the function of the brake actuator, the hydraulic pressure is distributed to the wheel cylinders of the brakes provided on each wheel, and braking force is applied from each brake to the wheel by this hydraulic pressure.

[0025] For example, clutch 4 employs a dry single-plate clutch configuration. Specifically, clutch 4 comprises a flywheel held on the output shaft of engine 2, a clutch cover fixed to the flywheel, a diaphragm spring whose outer circumference is supported by the clutch cover, a pressure plate positioned between the flywheel and the diaphragm spring, and a clutch disc positioned between the flywheel and the pressure plate.

[0026] When the clutch pedal 13 is not pressed, the spring force of the diaphragm spring is applied to the pressure plate from the outer circumference of the diaphragm spring, and the pressure plate presses the clutch disc against the flywheel. This state is when the clutch 4 is engaged (connected), and when the clutch 4 is engaged, the power from the engine 2 is transmitted to the manual transmission 3 via the clutch 4.

[0027] On the side opposite the pressure plate to the diaphragm spring, a release bearing is positioned opposite the inner circumference of the diaphragm spring. The tip of the piston of the master cylinder is connected to the clutch pedal 13. The master cylinder is connected to a reservoir hose that circulates oil between it and the reservoir, and to a clutch piping that transmits hydraulic pressure to the release cylinder. When the clutch pedal 13 is pressed, the piston of the master cylinder is pushed by the clutch pedal 13, generating hydraulic pressure in the master cylinder. The hydraulic pressure generated in the master cylinder is transmitted to the release cylinder via the clutch piping. The hydraulic pressure transmitted to the release cylinder operates the release fork, which presses the release bearing towards the diaphragm spring. This pressing force is input to the inner circumference of the diaphragm spring via the release bearing, causing the diaphragm spring to tilt and elastically deform, and the input of pressing force from the outer circumference of the diaphragm spring to the pressure plate is released. As a result, the clutch disc is separated from the flywheel. This state is when clutch 4 is disengaged (unlocked), and when clutch 4 is disengaged, the power from engine 2 is not transmitted to manual transmission 3.

[0028] Vehicle 1 is equipped with multiple ECUs (Electronic Control Units). Each ECU has a microcontroller (microcomputer), which contains, for example, a CPU, non-volatile memory such as flash memory, and volatile memory such as DRAM (Dynamic Random Access Memory). The multiple ECUs are connected to enable bidirectional communication using the CAN (Controller Area Network) communication protocol. Various sensors necessary for control are connected to each ECU, and detection signals from these connected sensors are input to it. In addition to detection signals from the various sensors, each ECU also receives information necessary for control from other ECUs.

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

[0030] <Output suppression control> Figure 2 is a timing chart illustrating the output suppression control when clutch 4 is engaged.

[0031] To prevent accidents caused by mistakenly pressing the accelerator pedal 11 instead of the brake pedal 12, the ECU 21 performs output suppression control while the ignition switch of vehicle 1 is on.

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

[0033] The reference rotational speed is determined, for example, based on the vehicle speed of vehicle 1 and the gear ratio (gear step) of the manual transmission 3, to find the lowest rotational speed at which the engine 2 does not stall while the clutch 4 is engaged, and is set to a rotational speed that is a predetermined amount higher than that speed.

[0034] Figure 3 is a timing chart illustrating the output suppression control when 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 pressed (time T11), the amount of movement of the accelerator pedal 11 and the rate of change of that movement amount are determined from the detection signal of the accelerator sensor 22. If the amount of movement of the accelerator pedal 11 is greater than or equal to a predetermined amount, and the rate of change of the movement amount is greater than or equal to a predetermined speed, the electronic throttle valve is controlled to reduce the rotational speed of the engine 2 to the first rotational speed (time T12).

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

[0037] Subsequently, as the clutch pedal 13 begins to be released from its depressed position (time T13), the piston of the master cylinder in clutch 4 begins to displace, and the hydraulic pressure transmitted to the release cylinder begins to decrease. Consequently, the spring force of the diaphragm spring begins to be applied to the pressure plate from the outer circumference of the diaphragm spring, and the clutch disc, pressed by the pressure plate, moves toward the flywheel. As the depression of the clutch pedal 13 continues to be released and the piston of the master cylinder reaches the power transmission start position, the clutch disc contacts the flywheel, and clutch 4 begins to transmit power. The position of the piston of the master cylinder is repeatedly determined from the detection signal of the clutch stroke sensor 23 until the depression of clutch 4 is completely released. When it is detected that the piston has reached the power transmission start position, the electronic throttle valve is controlled, and the rotational speed of engine 2 is increased from the first rotational speed to the second rotational speed (time T14).

[0038] The second rotational speed is determined based on the vehicle speed of vehicle 1 and the gear ratio of the manual transmission 3, and is set to the minimum rotational speed at which the engine 2 does not stall while the clutch 4 is engaged, i.e., the reference rotational speed, which is a predetermined amount higher than that minimum rotational speed.

[0039] When the piston of the master cylinder reaches the engagement position, clutch 4 engages without slipping (fully engaged). In response to the master cylinder piston reaching the engagement position (in response to clutch 4 being fully engaged), the electronic throttle valve is controlled to reduce the engine speed of engine 2 from the second to the third (time T15).

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

[0041] <Effects and Effects> As described above, when the accelerator pedal 11 is pressed with the foot, and the degree of that operation exceeds a predetermined level, specifically, when the amount of operation of the accelerator pedal 11 exceeds a predetermined amount and the rate of change of the amount of operation exceeds a predetermined speed, the rotational speed of the engine 2 is reduced and the output of the engine 2 is suppressed, regardless of whether the clutch 4 is engaged or disengaged.

[0042] For example, when bringing a moving vehicle 1 to a stop, the brake pedal 12 may be pressed before the clutch pedal 13 is pressed to release the engaged clutch 4. In that case, if the accelerator pedal 11 is pressed by mistake instead of the brake pedal 12, the output of the engine 2 will increase rapidly, causing vehicle 1 to accelerate suddenly, which could result in a rear-end collision with the vehicle in front.

[0043] Therefore, if the clutch 4 is engaged, the accelerator pedal 11 is pressed, the amount of operation of the accelerator pedal 11 is greater than or equal to a predetermined amount, and the rate of change of the amount of operation is greater than or equal to a predetermined speed, the rotational speed of the engine 2 is reduced to the standard rotational speed. As a result, the output of the engine 2 is suppressed, so if the brake pedal 12 is mistakenly pressed instead of the accelerator pedal 11, the damage from the accident caused by the mistake can be reduced or the accident can be prevented.

[0044] Furthermore, even when the clutch 4 is disengaged, the driver may mistakenly operate the accelerator pedal 11 instead of the brake pedal 12, and, due to panic caused by this mistake, lose their composure and operate the clutch pedal 13 to engage the clutch 4. In that case, the engine output 2, which has increased rapidly due to the operation of the accelerator pedal 11 in response to the engagement of the clutch 4, will be transmitted to the drive wheels 6, causing the vehicle 1 to accelerate rapidly, which could lead to an accident.

[0045] Therefore, when the clutch 4 is engaged, and the accelerator pedal 11 is pressed, and the amount of operation of the accelerator pedal 11 is greater than or equal to a predetermined amount, and the rate of change of the amount of operation is greater than or equal to a predetermined speed, the rotational speed of the engine 2 is reduced to the first rotational speed. Subsequently, when the clutch pedal 13 is released and the clutch 4 begins to transmit power, the rotational speed of the engine 2 is increased from the first rotational speed to the 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 when the clutch 4 is engaged, i.e., the reference rotational speed. 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, stalling of the engine 2 can be avoided.

[0046] When the clutch pedal 13 is further released and the clutch 4 engages in a non-slip state, the engine speed 2 is reduced from the second rotational speed to the third rotational speed. As a result, the output of the engine 2 after the clutch 4 engages is kept lower than if the engine speed 2 were maintained at the second rotational speed, which can further reduce the damage or suppress the occurrence of accidents caused by mistakenly pressing the accelerator pedal 11 instead of the brake pedal 12.

[0047] <Variation> Although one embodiment of the present invention has been described above, the present invention can also be implemented in other forms.

[0048] For example, while we have used the accelerator pedal 11, brake pedal 12, and clutch pedal 13 as the accelerator operating member, brake operating member, and clutch operating member, respectively, the accelerator operating member, brake operating member, and clutch operating member are not limited to pedals operated by foot, but may also be manually operated levers or grip-type rotating devices.

[0049] Furthermore, in the above embodiment, "when the degree of operation of the accelerator operating member is greater than or equal to a predetermined amount" was defined as when the amount of operation of the accelerator pedal 11 is greater than or equal to a predetermined amount and the rate of change of the amount of operation is greater than or equal to a predetermined speed. However, it may also be at least one of the following: the amount of operation of the accelerator pedal 11 is greater than or equal to a predetermined amount and the rate of change of the amount of operation is greater than or equal to a predetermined speed. In addition, if the degree of operation of the accelerator operating member is greater than or equal to a specific amount smaller than the predetermined amount and less than the predetermined amount, the driver may be notified by outputting an alarm sound or displaying a predetermined display.

[0050] In the embodiment described above, the "suppression means" is configured to suppress the output of the engine 2, which is the drive source, but it may also be configured to suppress driving by performing automatic braking. In this case, the automatic braking may be performed after suppressing the output of the drive source, or the automatic braking may be performed at the same time as suppressing the output of the drive source, or the output of the drive source may be suppressed after performing automatic braking.

[0051] Furthermore, the clutch stroke sensor 23 is not limited to a configuration that outputs a detection signal corresponding to the displacement of the piston of the master cylinder of the clutch 4, but may also be configured to output a detection signal corresponding to the displacement of the release fork, or a configuration that outputs a detection signal corresponding to the displacement of the clutch pedal 13, or any other configuration that outputs a detection signal corresponding to the displacement of a member that is displaced to a position according to the state of the clutch 4.

[0052] Furthermore, the "vehicle control device" further includes external recognition means (various cameras, various radars, etc.) that recognize external targets (people, vehicles, landmarks, etc.) outside the vehicle 1, and driving range determination means that determines whether the driving range is a forward range (1st gear, 2nd gear, etc.) or a reverse range (R (reverse) range, etc.). The "suppression means" may further suppress driving when the driving range is a driving range in the direction toward a target recognized by the external recognition means. In this case, for example, driving may be suppressed when the target recognized by the external recognition means is in front of the vehicle 1 and the driving range is a forward range, while driving may be suppressed when the target recognized by the external recognition means is behind the vehicle 1 and the driving range is a reverse range. In this case, the conditions for suppressing driving may include the distance (relative distance) between the vehicle 1 and the target being within a predetermined range, or the possibility of the vehicle 1 colliding with the target.

[0053] Furthermore, various design modifications can be made to the aforementioned configuration within the scope of the matters described in the patent claims. [Explanation of symbols]

[0054] 1: Vehicle 2: Engine (power source) 3: Manual transmission 4: Clutch 11: Accelerator pedal (accelerator operating component) 12: Brake pedal (brake operating component) 13: Clutch pedal (clutch operating component) 14: Brake mechanism 21: ECU (Detection means, suppression means) 23: Clutch stroke sensor (detection means)

Claims

[Claim 1] A control device for use in a vehicle comprising: a drive source; a manual transmission for changing the speed of power from the drive source; a clutch for connecting the drive source and the manual transmission when engaged and disconnecting the drive source and the manual transmission when released; a brake mechanism for applying braking force to the wheels; an accelerator operating member operated to adjust the output of the drive source; a brake operating member operated to adjust the braking force by the brake mechanism; and a clutch operating member operated to switch between engaging and disengaging the clutch, wherein A detection means for detecting the state of the clutch, If the degree of operation of the accelerator operating member exceeds a predetermined level, the suppression means suppresses the driving of the vehicle by the drive source, regardless of whether the clutch state detected by the detection means is engaged or disengaged. The aforementioned power source is an engine, The suppression means reduces the engine speed to a first rotational speed when the accelerator operating member is operated to a predetermined degree or greater when the detection means detects that the clutch is disengaged, and increases the engine speed from a first rotational speed to a second rotational speed when the clutch starts to transmit power during the transition from a disengaged state to an engaged state as detected by the detection means.

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