JP2006175943A - Acceleration/deceleration controller - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To simplify an acceleration operation by an accelerator pedal during the operation of an automatic control function. <P>SOLUTION: This acceleration/deceleration controller is provided with one pedal mode in which a deceleration region is formed in the shallow operation range of the operation stroke of an accelerator pedal and an acceleration region is formed in a deep operation range for controlling acceleration/deceleration based on a target value related with acceleration/deceleration to be decided according to the manipulated variables of the accelerator pedal and a normal mode for controlling acceleration/deceleration based on the target value to be decided according to the manipulated variables of the accelerator pedal or the manipulated variables of a brake pedal. The acceleration/deceleration controller is configured to calculate the target value by any factor other than the manipulated variables of the accelerator pedal so that a predetermined inter-vehicle distance can be set for a predetermined speed or a preceding vehicle, and to decide the target value corresponding to the manipulated variables of the accelerator pedal according to decided configurations adopted in the normal mode, and to control the acceleration of the vehicle by controlling the driving force generating device based on one of the target values, during the operation of an automatic control function. <P>COPYRIGHT: (C)2006,JPO&NCIPI

Description

  The present invention is an acceleration / deceleration control device capable of controlling acceleration / deceleration according to the amount of operation of an accelerator pedal, and automatically controls the acceleration / deceleration of a vehicle so that a predetermined vehicle speed or a predetermined inter-vehicle distance is obtained with respect to a preceding vehicle. The present invention relates to an acceleration / deceleration control device having an automatic control function.

  Conventionally, many techniques have been known for this type of automatic control function, such as follow-up running control for running a vehicle following a preceding vehicle, or constant-speed running control for running a vehicle at a constant vehicle speed (for example, Patent Documents). 1 and 2).

Further, as a system for controlling the acceleration / deceleration of a vehicle by an accelerator pedal, a technique for determining a target acceleration / deceleration with respect to an accelerator opening and controlling a braking force generator / driving force generator according to the target acceleration / deceleration is known. (For example, refer to Patent Document 1). In this prior art, the characteristic pattern of the target acceleration / deceleration with respect to the accelerator pedal operation amount is made variable and is changed to a characteristic pattern that can be accelerated with a small operation amount when the vehicle speed is 0, such as when the vehicle is stopped. As a result, when the vehicle starts, acceleration from the start of accelerator depression is required, and the acceleration performance when the vehicle starts is improved.
JP 2000-355232 A JP 2003-306053 A JP 2000-205015 A

  By the way, in general, during the operation of the above-described automatic control function, the acceleration / deceleration in the vehicle front-rear direction is related to factors other than the amount of operation of the accelerator pedal, such as the relative speed with the preceding vehicle and the inter-vehicle distance. A target value (first target value) is determined, and the acceleration / deceleration of the vehicle is automatically controlled based on the target value. Further, during the operation of the automatic control function, in order to allow the driver to perform an independent acceleration operation, when a predetermined operation of the accelerator pedal by the driver is detected, it is determined according to the operation amount at the time of the operation. The target value (second target value) is used in preference to the first target value. Also, the operation of the automatic control function is released by a predetermined condition (for example, operation of a brake pedal, operation of a release switch, etc.), and after the release, the accelerator pedal can be accelerated by the driver as usual.

  However, when this type of automatic control function is installed in a system that controls acceleration / deceleration in accordance with the amount of operation of the accelerator pedal as described in Patent Document 3, various inconveniences arise. For example, in such a system, since the deceleration region is formed on the low operation region side of the accelerator pedal (that is, the side where the depression amount is small), in order to accelerate by operating the accelerator pedal during the operation of the automatic control function, the accelerator pedal You must step into the acceleration area through the deceleration area. As a result, in such a system, even if a situation requiring a rapid acceleration occurs during the operation of the automatic control function, there is a disadvantage that the acceleration cannot be realized immediately.

  SUMMARY OF THE INVENTION An object of the present invention is to provide an acceleration / deceleration control device that facilitates acceleration operation by an accelerator pedal during operation of an automatic control function in a system that controls acceleration / deceleration according to an operation amount of an accelerator pedal.

In order to solve the above problems, according to one aspect of the present invention, a deceleration region is formed in a shallow operation range in an operation stroke of an accelerator pedal, an acceleration region is formed in a deep operation range, and the accelerator pedal is operated according to an operation amount of the accelerator pedal. A one-pedal mode for controlling the acceleration / deceleration of the vehicle by controlling the braking force generation device and / or the driving force generation device based on the target value related to the acceleration / deceleration in the vehicle longitudinal direction determined by
An acceleration region is formed in the operation stroke of the accelerator pedal, a deceleration region is formed in the operation stroke of the brake pedal, and based on the target value determined according to the operation amount of the accelerator pedal or the operation amount of the brake pedal, In an acceleration / deceleration control device having a normal mode for controlling the acceleration / deceleration of the vehicle by controlling the braking force generation device and / or the driving force generation device, and capable of switching between the one-pedal mode and the normal mode,
It has an automatic control function that can be activated by a user's activation operation from either one pedal mode or normal mode.
During the operation of the automatic control function, a target value related to acceleration / deceleration in the vehicle front-rear direction is calculated by a factor other than the amount of operation of the accelerator pedal so as to be a predetermined vehicle speed or a predetermined inter-vehicle distance with respect to the preceding vehicle, and The same target value corresponding to the amount of operation of the accelerator pedal is determined according to the determination mode adopted during the normal mode, and the driving force generator is controlled based on one of the target values to control the acceleration of the vehicle. An acceleration / deceleration control device is provided.

  In this aspect, the normal mode may be realized after the operation state of the automatic control function is released. Further, the one-pedal mode may be realized after the operation state of the automatic control function is released by providing a target value change suppressing means that changes the target value accompanying the release of the operation state of the automatic control function. .

Further, according to one aspect of the present invention, a deceleration region is formed in a shallow operation range in an operation stroke of the accelerator pedal, an acceleration region is formed in a deep operation range, and the vehicle is determined according to the operation amount of the accelerator pedal. An acceleration / deceleration control device for controlling the acceleration / deceleration of a vehicle by controlling a braking force generation device and / or a driving force generation device based on a target value related to acceleration / deceleration in the front-rear direction,
It has an automatic control function that can be activated by a user's activation operation,
During the operation of the automatic control function, a target value related to acceleration / deceleration in the vehicle longitudinal direction is calculated by a factor other than the amount of operation of the accelerator pedal so as to be a predetermined vehicle speed or a predetermined inter-vehicle distance with respect to the preceding vehicle. The target value is determined according to the amount of operation of the accelerator pedal according to a determination mode in which a larger acceleration can be requested with a small amount of operation, and the driving force generator is determined based on the larger target value of these target values. An acceleration / deceleration control device is provided that controls the acceleration of a vehicle.

  According to the present invention, it is possible to obtain an acceleration / deceleration control device that facilitates acceleration operation by an accelerator pedal during operation of an automatic control function in a system that controls acceleration / deceleration in accordance with an operation amount of an accelerator pedal.

  The best mode for carrying out the present invention will be described below with reference to the drawings.

  FIG. 1 is a system configuration diagram illustrating the acceleration / deceleration control apparatus according to the first embodiment. The acceleration / deceleration control device 10 according to the present embodiment is configured around a target acceleration / deceleration calculation device 20 that determines a target acceleration / deceleration in accordance with the opening of an accelerator pedal.

  Various electronic components in the vehicle (various sensors such as a vehicle speed sensor and various ECUs such as a navigation ECU) are connected to the target acceleration / deceleration calculation device 20 via an appropriate bus such as a CAN (controller area network). Is done. These various electronic components include an accelerator opening sensor 12 that detects an operation amount of an accelerator pedal, a brake operation amount detection means 14 that detects an operation of a brake pedal, a driving force generator (for example, an engine), and a braking force. Each includes a drive torque manager 40 and a brake manager 50 that collectively control the generator (eg, brake). In the case of an electric vehicle or a hybrid vehicle, the driving force generator includes an electric motor for driving wheels.

  The accelerator opening sensor 12 is disposed in the vicinity of the accelerator pedal. The accelerator opening sensor 12 outputs an electrical signal corresponding to the accelerator pedal depression stroke amount (hereinafter referred to as “accelerator opening”) to the target acceleration / deceleration calculation device 20. Although the accelerator pedal of this embodiment will be described in detail below, it differs from a normal accelerator pedal having substantially only an acceleration region in that it has not only an acceleration region but also a deceleration region.

  The brake operation amount detection means 14 may be a sensor that detects the operation amount (operation stroke) of the brake pedal, but based on a sensor that detects the brake pedal force, a sensor that detects the master cylinder pressure, and the like, An operation amount may be detected. The brake pedal is a normal brake pedal that has only a deceleration region and may be operated to generate a deceleration that is greater than the maximum deceleration possible in the accelerator pedal deceleration region, for example.

  The target acceleration / deceleration calculation device 20 determines the target acceleration / deceleration to be generated in the vehicle based on the operation amount of the accelerator pedal, that is, the accelerator opening from the accelerator opening sensor 12, as will be described in detail below.

  FIG. 2 is a functional block diagram illustrating an example of the target acceleration / deceleration calculation device 20. The target acceleration / deceleration calculation device 20 is configured as a microcomputer including a CPU, a ROM, a RAM, and the like connected to each other via a bus (not shown). The ROM stores a program executed by the target acceleration / deceleration calculation device 20 and various data necessary for the program (for example, various AC-G maps described later).

As shown in FIG. 2, the target acceleration / deceleration calculation device 20 is a map (hereinafter referred to as “AC-G map”) in which the AC-G map processing unit 22 defines the relationship between the accelerator opening and the target acceleration / deceleration. According to FIG. 5, the target acceleration / deceleration [m / s ² ] corresponding to the accelerator opening [%] is determined.

The target acceleration / deceleration [m / s ² ] is converted into the output shaft torque [N · m] in the output shaft torque conversion unit 23 via the target acceleration / deceleration arbitration unit 21 and the filter unit 27 described later. This output shaft torque is added to the travel resistance torque calculated by the travel resistance torque calculation unit 24 and input to the braking / driving distribution unit 26 as the final target output shaft torque.

  In the running resistance torque calculation unit 24, the running resistance torque may be appropriately calculated based on the vehicle speed. At this time, the running resistance torque may be corrected by various factors such as road surface μ (friction force between the tire and the road) and / or road gradient (road surface gradient of the road). In this case, weather information such as rain and snow that may affect the road surface μ may be taken into consideration. Further, the road gradient may be detected by any appropriate method, for example, it may be detected using road gradient information that can be included in the map data of the navigation device, or from an external information providing center. It may be detected using the provided road gradient information.

  The braking / driving distribution unit 26 distributes the target output shaft torque to the drive output shaft torque and the braking output shaft torque, and determines the target drive output shaft torque and the target braking output shaft torque that realize the target output shaft torque. The target drive output shaft torque thus obtained is input to the drive torque manager 40.

  The target braking output shaft torque is converted into wheel shaft torque by the wheel shaft torque converting unit 28 and input to the brake manager 50 through the braking torque adjusting unit 36. The braking torque arbitration unit 36 arbitrates between the above-described wheel shaft torque (the wheel shaft torque in the deceleration region of the accelerator pedal) and the required braking torque by operating the brake pedal to determine the final target braking torque. . The target braking torque obtained in this way is input to the brake manager 50. The required braking torque is obtained by converting the required braking deceleration obtained from the map processing unit 32 into braking torque by the braking torque converting unit 34. The required braking deceleration is determined by the map processing unit 32 according to a map that defines the relationship between the brake pedal operation amount and the required braking deceleration.

  FIG. 3 is a functional block diagram illustrating an example of the drive torque manager 40. The drive torque manager 40 is configured as a microcomputer including a CPU, a ROM, a RAM, and the like connected to each other via a bus (not shown).

  In the drive torque manager 40, as shown in FIG. 3, a gear ratio according to the target drive torque is determined by the gear ratio determination unit 42, and the gear ratio of the transmission is changed by the gear shift execution unit 44 as necessary. At the same time, the target engine torque calculation unit 46 determines the target engine torque, and various engine controls such as electronic throttle control, ignition advance / retard angle control, and fuel cut control are executed based on the target engine torque.

  FIG. 4 is a functional block diagram illustrating an example of the brake manager 50. The brake manager 50 is configured as a microcomputer including a CPU, a ROM, a RAM, and the like connected to each other via a bus (not shown).

  In the brake manager 50, as shown in FIG. 4, a target braking pressure according to the target braking torque is calculated in the target wheel braking pressure calculation unit 52, and brake braking pressure control is executed via the braking pressure control block 54. .

FIG. 5 shows some examples of the AC-G map described above. In the AC-G map shown in FIG. 5A, a deceleration region (target acceleration / deceleration <0) is provided in the range of 0 ≦ accelerator opening <AC1 (shallow operation region of the accelerator pedal), and AC2 ≦ accelerator opening. (Acceleration region where the accelerator pedal is deep) is provided with an acceleration region (target acceleration / deceleration> 0). Further, a reference operation region in which the target acceleration / deceleration is 0 is provided in the range of AC1 ≦ accelerator opening <AC2. The non-operating position of the accelerator pedal (accelerator opening = 0) belongs to the deceleration region, and the largest target deceleration _GACO is set in the example shown in FIG.

  In the deceleration region and the acceleration region, as shown in FIG. 5, the change gradient of the target acceleration / deceleration with respect to the accelerator opening is set to a predetermined value sufficiently larger than zero (however, it does not have to be a constant gradient and may be a variable value). Is done. On the other hand, in the reference operation region, the change gradient of the target acceleration / deceleration is set to zero.

  The reference operation area may be an area having a certain width (AC1 to AC2) as shown in FIG. 5A, but is not an area having a width as shown in FIG. There may be. In the latter case, as shown in FIG. 5B, the AC-G map has a linear pattern, and a deceleration region and an acceleration region are formed before and after the reference operation region AC3 where acceleration / deceleration is zero. become. Further, in this case, the change gradient of the target acceleration / deceleration before and after the reference operation region AC3 may have a gentler gradient than the deceleration region and the acceleration region, as shown in FIG. In the following, for the sake of convenience, the description will be continued using the AC-G map shown in FIG. 5A as an example.

  As described above, in this embodiment, not only the acceleration of the vehicle but also the deceleration is realized by the operation on the accelerator pedal. Therefore, compared to a general configuration in which a change from the accelerator pedal to the brake pedal is required during the braking operation. , It is possible to increase the safety of the vehicle by reducing the idling distance.

  Further, as shown in FIG. 5A, when the change gradient of the target acceleration / deceleration is set to zero in the reference operation region, the range of AC1 ≦ accelerator opening <AC2 even if the accelerator pedal is operated to some extent. If it is within the range, the acceleration / deceleration of the vehicle does not substantially change, and the accelerator pedal operation for steady running (running at a constant speed for a relatively long time) becomes easy.

  Returning to FIG. 1, the acceleration / deceleration control device 10 according to the present embodiment is configured to follow-up traveling control that causes the preceding vehicle to follow the vehicle or constant-speed traveling control that causes the vehicle to travel at a constant vehicle speed (hereinafter collectively referred to as “automatic”). A travel control ECU 70 that controls the travel control). The travel control ECU 70 is configured as a microcomputer including a CPU, a ROM, a RAM, and the like connected to each other via a bus (not shown).

  The travel control ECU 70 includes a preceding vehicle detection means 72. The preceding vehicle detection means 72 may be a radar sensor that detects a preceding vehicle using a millimeter wave, a laser wave, or the like, or an image sensor that detects a preceding vehicle through image processing on a captured image. The preceding vehicle detection means 72 supplies information related to the preceding vehicle (typically, preceding vehicle information such as the relative speed and relative direction of the preceding vehicle) to the travel control ECU 70.

The travel control ECU 70 activates or cancels the automatic travel control according to the user's operation mode with respect to the cruise switch 74 that is typically set near the steering wheel. For example, when the follow-up traveling control is activated as the automatic traveling control, the traveling control ECU 70 determines whether the preceding vehicle is based on the own vehicle speed information obtained from a wheel speed sensor (not shown) or the like and the above-described preceding vehicle information. A target acceleration / deceleration [m / s ² ] for maintaining a desired inter-vehicle distance is calculated. When the constant speed traveling control is activated as the automatic traveling control, the traveling control ECU 70 determines the target acceleration / deceleration [m that achieves a predetermined constant vehicle speed based on the own vehicle speed information obtained from the wheel speed sensor or the like. / S ² ] is calculated. Hereinafter, for the purpose of distinction, the target acceleration / deceleration calculated by the traveling control ECU 70 in this way is set as “target acceleration / deceleration G2,” and the target determined by the AC-G map processing unit 22 according to the accelerator opening as described above. The acceleration / deceleration is set as “target acceleration / deceleration G1”.

  The target acceleration / deceleration G2 calculated by the travel control ECU 70 in this way is input to the target acceleration / deceleration adjuster 21 of the target acceleration / deceleration arithmetic unit 20 as shown in FIG. The target acceleration / deceleration arbitration unit 21 supplies the output shaft torque conversion unit 23 with the target acceleration / deceleration G2 determined by the travel control ECU 70 in principle during the automatic travel control operation. Since the process for the target acceleration / deceleration G2 after the output shaft torque converter 23 is the same as the process for the target acceleration / deceleration G1, the description thereof is omitted. When the accelerator pedal operation is detected during the automatic travel control operation, the target acceleration / deceleration arbitration unit 21 adjusts based on the target acceleration / deceleration G1 determined by the operation of the accelerator pedal and the target acceleration / deceleration G2. The final target acceleration / deceleration G is supplied to the output shaft torque converter 23. At this time, typically, the larger one of the target acceleration / deceleration G2 and the target acceleration / deceleration G1 (which is larger on the acceleration side) is supplied to the output shaft torque converter 23.

  As described above, in this embodiment, even during the operation of the automatic travel control, for example, when the accelerator pedal is operated by the driver who has determined that acceleration is necessary, the target acceleration / deceleration G1 exceeds the target acceleration / deceleration G2. Acceleration / deceleration control by the acceleration / deceleration control device 10 based on the operation of the accelerator pedal (target acceleration / deceleration G1) is realized. When the target acceleration / deceleration G1 exceeds the target acceleration / deceleration G2, the acceleration / deceleration control by the acceleration / deceleration control device 10 based on the operation of the accelerator pedal is realized until the time when the target acceleration / deceleration G1 exceeds the target acceleration / deceleration G2. Hereinafter, when the target acceleration / deceleration G1 exceeds the target acceleration / deceleration G2 and the target acceleration / deceleration G1 is selected / adopted for the acceleration / deceleration control during the operation of the automatic traveling control is sometimes referred to as “override”.

  In the present invention, the arbitration method in the target acceleration / deceleration arbitration unit 21 is not particularly limited. However, for convenience of explanation, the larger one of the target acceleration / deceleration G2 and the target acceleration / deceleration G1 is the acceleration / deceleration control. The explanation will be continued assuming that it will be selected and adopted for use.

  The target acceleration / deceleration calculation device 20 of the present embodiment, as one of its characteristic configurations, can request a larger acceleration with a smaller operation amount when the accelerator pedal is operated during the operation of the automatic travel control. The target acceleration / deceleration G1 is determined in the determination mode.

  Specifically, as shown in FIG. 6, the target acceleration / deceleration calculation device 20 calculates the target acceleration / deceleration G1 using a map obtained by shifting the reference operation area in the AC-G map to the deceleration area side (left side in the figure). decide. Hereinafter, an AC-G map in which the reference operation area is shifted to the deceleration area side is referred to as “AC-G map for travel control”, and an AC-G map in which the reference operation area is not shifted to the deceleration area side. This is called “normal AC-G map”.

  In the AC-G map for driving control, the reference operation area is shifted to the deceleration area side, so acceleration from a smaller accelerator opening (accelerator pedal operation amount) than in the normal AC-G map. The region is started. Therefore, when the AC-G map for travel control is used, when the driver operates the accelerator pedal during automatic travel control, a high acceleration request can be made with few accelerator pedal operations (AC-G for normal operation). A large target acceleration / deceleration G1 is determined with a small accelerator pedal operation amount compared to the map). Thus, according to the present embodiment, the AC-G map for traveling control is adopted during automatic traveling control, compared with the case where the AC-G map for normal time is maintained during automatic traveling control. Therefore, the override can be realized with few accelerator pedal operations, so that the acceleration performance when the accelerator pedal is operated during the automatic traveling control becomes good.

  FIG. 7 shows various variations of the traveling control AC-G map.

  In the traveling control AC-G map shown in FIG. 7A, the reference operation area is shifted to the deceleration area side until the deceleration area is completely eliminated. In this case, when the operation of the accelerator pedal is started during the automatic traveling control, the acceleration target acceleration / deceleration G1 is immediately determined, and thereby the override time is advanced. In this example, in order to further advance the override time, the shift may be further shifted to the left until the reference operation area disappears (that is, until the target acceleration / deceleration corresponding to the accelerator opening zero becomes an acceleration greater than zero).

  From the same point of view, as shown in FIG. 7B, the reference operation area may be shifted to an extent having a certain width (AC1 to AC2). Also in this case, if the accelerator pedal is operated by a predetermined amount or more (AC2) during the automatic travel control, the target acceleration / deceleration G1 on the acceleration side is determined without going through the deceleration region, and the override timing is advanced. As described above, by changing the shift amount of the reference operation region, it is possible to arbitrarily adjust the acceleration performance by the accelerator pedal operation during the automatic traveling control.

  The second embodiment relates to an acceleration / deceleration control device 10 that selectively realizes a one-pedal mode and a normal mode. Here, the one-pedal mode is a mode in which both acceleration control and deceleration control are performed by operating the accelerator pedal, and the normal mode is in which acceleration control is performed by operating the accelerator pedal, and deceleration is performed by operating the brake pedal. This refers to the mode for performing control. Therefore, the second embodiment is largely distinguished from the first embodiment in that the first embodiment described above has only one pedal mode. In the second embodiment, the same configurations as those in the first embodiment are denoted by the same reference numerals and the description thereof is omitted, and when necessary, the drawings used in the description of the first embodiment are referred to. There is also.

  The characteristics of the accelerator pedal, that is, the characteristics of the above-mentioned AC-G map are mainly different between the normal mode and the one-pedal mode. In addition, since deceleration control is not performed by the accelerator pedal, arbitration during operation of the brake pedal is unnecessary, and the functions of the wheel shaft torque conversion unit 28 and the braking torque arbitration unit 36 are unnecessary (stopped state). . That is, in the normal mode, as in a normal vehicle, the deceleration control for the operation of the brake pedal and the acceleration control for the operation of the accelerator pedal are independently realized in a manner that does not interfere with each other. In this sense, the second embodiment uses the normal-time AC-G map and the travel-control-time AC-G map as shown in FIG. 7A regardless of whether the automatic travel control is being executed in the first embodiment. There is substantially no difference from the configuration in which and are selectively used.

FIG. 8 shows an example of an AC-G map in the normal mode. In the normal mode AC-G map, an acceleration region (target acceleration / deceleration> 0) is set over the entire range of the accelerator opening (that is, the entire stroke of the accelerator pedal). The target acceleration / deceleration gradually increases as the target deceleration G _{AC0 at} the position where the accelerator opening is zero is set to 0 and the accelerator opening increases.

When the accelerator pedal is operated in the normal mode, as shown in FIG. 2, the target acceleration / deceleration calculating device 20 causes the accelerator opening [%] in the AC-G map processing unit 22 according to the normal mode AC-G map. The target acceleration / deceleration [m / s ² ] corresponding to is determined. Similarly, the target acceleration / deceleration [m / s ² ] is converted into the output shaft torque [N · m] in the subsequent output shaft torque converting unit 23 via the target acceleration / deceleration adjusting unit 21 and the filter unit 27 described later. The This output shaft torque is added to the travel resistance torque calculated by the travel resistance torque calculation unit 24 and input to the braking / driving distribution unit 26 as the final target output shaft torque. The target output shaft torque obtained in this manner is directly input to the drive torque manager 40 as the target drive output shaft torque without being distributed by the braking / driving distribution unit 26. Since the processing of the drive torque manager 40 upon receiving this input is the same as described above, the description thereof is omitted.

  In addition, when the brake pedal is operated in the normal mode, the target acceleration / deceleration calculation device 20 similarly uses the requested braking according to a map that defines the relationship between the brake pedal operation amount and the requested braking deceleration in the map processing unit 32. Determine the deceleration. The required braking deceleration is converted into braking torque by the braking torque converter 34 and is input to the brake manager 50 as it is without mediation. Since the process of the brake manager 50 upon receiving this input is the same as described above, the description thereof is omitted.

  As described above, in the normal mode, the driver performs an acceleration operation or a deceleration operation while stepping on two pedals (in this example, an accelerator pedal and a brake pedal). In the normal mode, only the acceleration region is set within a predetermined stroke given to the accelerator pedal, so that the same stroke is compared to the one-pedal mode in which both the acceleration region and the deceleration region are set in the same stroke. When realizing the target acceleration of the same dynamic range, the change gradient of the target acceleration per unit operation amount of the accelerator pedal can be reduced.

  The acceleration / deceleration control apparatus 10 of this embodiment includes a mode switching unit 25 as shown in FIG. The mode switching unit 25 performs mode switching in accordance with, for example, a user operation mode with respect to a mode switching switch disposed in the steering column. That is, the mode switching unit 25 issues a command to switch the map used in the AC-G map processing unit 22 in response to the mode switching signal from the mode switching switch. The operation at can be switched. Note that switching between the normal mode and the one-pedal mode is not limited to a user operation, and may be automatically realized according to, for example, the traveling environment of the vehicle.

  The acceleration / deceleration control device 10 includes a travel control ECU 70 as in the first embodiment. Also in the present embodiment, as in the first embodiment, the target acceleration / deceleration G2 determined by the travel control ECU 70 is input to the target acceleration / deceleration adjuster 21 as shown in FIG. Since the arbitration mode in the target acceleration / deceleration arbitration unit 21 may be the same as that in the first embodiment, the description thereof is omitted. Hereinafter, for convenience of explanation, it is assumed that the larger one of the target acceleration / deceleration G2 and the target acceleration / deceleration G1 is selected and adopted for acceleration / deceleration control.

  Specifically, the target acceleration / deceleration calculation device 20 determines the target acceleration / deceleration G1 using the normal mode AC-G map when the accelerator pedal is operated during the operation of the automatic travel control. This means that the normal mode is executed behind the scenes during the operation of the automatic traveling control regardless of the mode immediately before the activation of the automatic traveling control function. Therefore, even if the automatic travel control is started from either the normal mode or the one-pedal mode, after the automatic travel control is started, the target acceleration / deceleration G1 is determined based on the normal mode AC-G map. From this point of view, the operation by the mode switch (for example, switching operation to the one-pedal mode) is invalidated during the operation of the automatic travel control.

  In the normal mode AC-G map, as described above, the acceleration region (target acceleration / deceleration> 0) is set over the entire range of the accelerator opening. Therefore, in this case, a higher acceleration request can be made with fewer accelerator pedal operations during automatic traveling control than when the one-pedal mode AC-G map (see FIG. 5) is maintained during automatic traveling control. Become. As described above, according to the present embodiment, as in the first embodiment, since the override is quickly realized with a small accelerator pedal operation during the automatic travel control, the acceleration performance during the accelerator pedal operation during the automatic travel control is improved. It becomes good.

  The third embodiment is applicable to both the first embodiment and the second embodiment, and relates to a target acceleration / deceleration determination mode when the above-described automatic traveling control is canceled. Hereinafter, for convenience of explanation, it is assumed that the present invention is applied to the second embodiment.

  As described above, the automatic travel control that is started by the ON operation on the cruise switch 74 and executed by the travel control ECU 70 is terminated (released) by the user's OFF operation on the cruise switch 74. In addition, the follow-up running control may be automatically terminated according to the running state of the vehicle, the surrounding environment, and the like. For example, the constant speed traveling control is automatically terminated when the shift position shifts to a shift position other than the D range, when a predetermined operation on the brake pedal is detected, or when the vehicle speed falls below a predetermined value. It may be done.

In the third embodiment, when the automatic travel control is finished, the normal mode is formed. Therefore, the driver can perform an acceleration / deceleration operation by a normal pedal operation after the end of the automatic travel control. Further, in the normal mode, the target deceleration G _AC0 corresponding to zero accelerator pedal operation amount is 0, so the fluctuation of the target acceleration / deceleration before and after the end of the automatic travel control (from the target acceleration / deceleration G2 to the target acceleration / deceleration G1). Fluctuation during switching) can be suppressed. This is because the target acceleration / deceleration G2 during automatic travel control (immediately before the end) is often near zero. In such a case, for example, when the 1-pedal mode is realized instead of the normal mode at the end of the automatic travel control, 1 This is because, in the pedal mode, the target deceleration G _AC0 corresponding to the accelerator pedal operation amount zero is a non-zero deceleration value, so that the fluctuation of the target acceleration / deceleration before and after the end of the automatic travel control becomes large. From this point of view, when the target acceleration / deceleration G2 immediately before the end of the automatic travel control is deviated by a predetermined value or more with respect to zero, the filter unit 27 may be executed (described later in the fourth embodiment).

  As described above, according to this embodiment, when the automatic traveling control is finished, the driving force or the braking force is prevented from being suddenly changed, and the automatic traveling control can be finished in a manner that does not give the passenger a sense of incongruity. Since the normal mode is formed after the end of the traveling control and the mode does not substantially change before and after the end of the automatic traveling control, the driver can start the pedal operation after the automatic traveling control without a sense of incongruity.

  In addition, when Example 3 is applied with respect to Example 1 described above, the traveling control AC-G map is maintained when the automatic traveling control is terminated.

  In this embodiment, the normal mode is formed after the end of the automatic travel control, but it is arbitrary how the normal mode is continued thereafter. For example, after the automatic travel control is completed, the normal mode is formed, and then it is naturally expected that the normal mode can be switched to the one-pedal mode depending on factors such as the user's operation of the mode switch.

  The fourth embodiment, like the third embodiment, can be applied to both the first embodiment and the second embodiment described above, and relates to a target acceleration / deceleration determination mode when the above-described automatic traveling control is canceled. Hereinafter, for convenience of explanation, it is assumed that the present invention is applied to the second embodiment.

  The acceleration / deceleration control device 10 according to the present embodiment includes a filter unit 27 (see FIG. 2) in order to prevent a sudden change in driving force or braking force that may occur before and after the automatic traveling control as described above.

  The filter unit 27 is set subsequent to the AC-G map processing unit 22 and the target acceleration / deceleration arbitration unit 21. In the embodiment shown in FIG. 2, the filter unit 27 is set between the target acceleration / deceleration arbitration unit 21 and the output shaft torque conversion unit 23. At the end of the automatic travel control, the filter unit 27 supplies the target acceleration / deceleration input from the target acceleration / deceleration arbitration unit 21 to the subsequent output shaft torque conversion unit 23 after a predetermined filter process is executed.

  FIG. 9 is a conceptual diagram showing, in time series, how the target acceleration / deceleration before and after the filter unit 27 changes.

For example, when the 1-pedal mode is realized after completion of the automatic travel control, as shown in FIG. 9A, the target acceleration / deceleration is achieved before and after the automatic travel control (before and after switching from the target acceleration / deceleration G2 to the target acceleration / deceleration G1). Discontinuity tends to occur. That is, as shown in FIG. 9A, even if the accelerator opening is the same, a stepwise change is likely to occur in the target acceleration / deceleration before and after the automatic travel control before the filter unit 27. This is because the target acceleration / deceleration G2 during the automatic travel control (immediately before the end) is a value near zero, whereas in the one-pedal mode, the target deceleration _GAC0 corresponding to zero operation amount of the accelerator pedal is not zero. Based on the deceleration value.

  This step-like change is mitigated in the subsequent stage of the filter unit 27 by the attenuation effect by the filter processing (that is, the output signal (target acceleration / deceleration of the AC-G map processing unit 22) as shown in FIG. 9B. ) Put “Annealing” in the That is, in the filter unit 27, the time constant of the filter is temporarily lowered to a value smaller than the normal time in response to a signal indicating the end of the automatic travel control.

  As described above, according to the present embodiment, since the change in the target acceleration / deceleration that can occur at the end of the automatic travel control is suppressed by the filter action, a sudden change in the driving force or braking force that can occur at the end of the automatic travel control is prevented. Does not give any discomfort. Thus, in the fourth embodiment, since the sudden change in the target acceleration / deceleration at the end of the automatic travel control is effectively suppressed, not only the normal mode is formed at the end of the automatic travel control as in the above-described third embodiment, It is also possible to form a one-pedal mode. If the mode at the start of the automatic travel control is the 1-pedal mode and the 1-pedal mode is realized even after the automatic travel control ends, the mode will not change before and after the automatic travel control. However, it is highly convenient for drivers who are used to pedal operation in the one-pedal mode. From this viewpoint, in the fourth embodiment, the mode at the start of the automatic travel control may be realized at the end of the automatic travel control.

  In this embodiment, the time constant (filter coefficient) of the filter may be made variable according to the difference between the target acceleration / deceleration speeds before and after the automatic travel control (| target acceleration / deceleration G2−target acceleration / deceleration G1 |). . For example, when the difference in the target acceleration / deceleration before and after the automatic travel control is large, the filter time constant may be made smaller so that a larger “smoothing” is introduced. As a result, it is possible to perform filter processing according to the amount of change in the target acceleration / deceleration.

  The preferred embodiments of the present invention have been described in detail above. However, the present invention is not limited to the above-described embodiments, and various modifications and substitutions can be made to the above-described embodiments without departing from the scope of the present invention. Can be added.

  For example, in the above-described embodiment, the acceleration / deceleration of the vehicle is adopted as a physical quantity representing the movement in the front-rear direction of the vehicle. However, other physical quantities corresponding to the acceleration / deceleration of the vehicle on a one-to-one basis or other physical quantities related thereto are used. Alternatively, the acceleration / deceleration of the vehicle may be used in combination with other physical quantities.

  In the above-described embodiment, the braking force generator and / or the driving force generator is controlled in an open loop by adding the running resistance torque to the target acceleration / deceleration determined by the target acceleration / deceleration calculation device 20. However, the present invention does not exclude performing feedback control based on vehicle speed information obtained from a vehicle speed sensor. It may also be useful to perform feedback control based on vehicle speed information so that the target acceleration / deceleration is achieved.

  Further, in the above-described embodiment, various ECUs (including the target acceleration / deceleration calculation device 20) are configured by separate hardware, but it is naturally possible to implement the configuration by a single hardware. .

1 is a system configuration diagram showing an embodiment of an acceleration / deceleration control apparatus according to the present invention. 3 is a functional block diagram illustrating an example of a target acceleration / deceleration calculation device 20. FIG. 4 is a functional block diagram illustrating an example of a drive torque manager 40. FIG. 2 is a functional block diagram illustrating an example of a brake manager 50. FIG. It is a figure which shows the some example of the AC-G map used by the AC-G map process part 22. FIG. It is a figure which shows the shift aspect (The relationship between the AC-G map for normal time, and the AC-G map for driving control) of a reference | standard operation area | region. It is a figure which shows another example of the AC-G map for driving control. It is a figure which shows an example of the AC-G map in normal mode. It is a conceptual diagram which shows the change aspect of the target acceleration / deceleration before and behind the filter part 25 in time series.

Explanation of symbols

DESCRIPTION OF SYMBOLS 10 Acceleration / deceleration control device 12 Accelerator opening sensor 20 Target acceleration / deceleration calculation device 21 Target acceleration / deceleration arbitration unit 25 Mode switching unit 40 Drive torque manager 50 Brake manager 70 Travel control ECU
72 Preceding vehicle detection means 74 Cruise switch

Claims (4)

A deceleration area is formed in the shallow operation range in the operation stroke of the accelerator pedal, an acceleration area is formed in the deep operation range, and the target value related to the acceleration / deceleration in the vehicle longitudinal direction is determined according to the operation amount of the accelerator pedal. A one-pedal mode for controlling the acceleration / deceleration of the vehicle by controlling the braking force generator and / or the driving force generator,
An acceleration region is formed in the operation stroke of the accelerator pedal, a deceleration region is formed in the operation stroke of the brake pedal, and based on the target value determined according to the operation amount of the accelerator pedal or the operation amount of the brake pedal, In an acceleration / deceleration control device having a normal mode for controlling the acceleration / deceleration of the vehicle by controlling the braking force generation device and / or the driving force generation device, and capable of switching between the one-pedal mode and the normal mode,
It has an automatic control function that can be activated by a user's activation operation from either one pedal mode or normal mode.
During the operation of the automatic control function, a target value related to acceleration / deceleration in the vehicle front-rear direction is calculated by a factor other than the amount of operation of the accelerator pedal so as to be a predetermined vehicle speed or a predetermined inter-vehicle distance with respect to the preceding vehicle, and The same target value corresponding to the amount of operation of the accelerator pedal is determined according to the determination mode adopted during the normal mode, and the driving force generator is controlled based on one of the target values to control the acceleration of the vehicle. An acceleration / deceleration control device.   The acceleration / deceleration control device according to claim 1, wherein the normal mode is realized after the operation state of the automatic control function is released.   The acceleration / deceleration control device according to claim 1, wherein the one-pedal mode is realized after the operation state of the automatic control function is cancelled. The acceleration / deceleration control device according to claim 1, further comprising target value change suppression means for changing the target value associated with the canceling. Acceleration / deceleration control device. A deceleration area is formed in the shallow operation range in the operation stroke of the accelerator pedal, an acceleration area is formed in the deep operation range, and the target value related to the acceleration / deceleration in the vehicle longitudinal direction is determined according to the operation amount of the accelerator pedal. An acceleration / deceleration control device for controlling the acceleration / deceleration of the vehicle by controlling the braking force generation device and / or the driving force generation device,
It has an automatic control function that can be activated by a user's activation operation,
During the operation of the automatic control function, a target value related to acceleration / deceleration in the vehicle front-rear direction is calculated by a factor other than the amount of operation of the accelerator pedal so as to be a predetermined vehicle speed or a predetermined inter-vehicle distance with respect to the preceding vehicle. The target value corresponding to the accelerator pedal operation amount is determined according to a determination mode in which a larger acceleration can be requested with a small operation amount, and the driving force generator is determined based on the larger target value of these target values. An acceleration / deceleration control device that controls the acceleration of a vehicle by controlling.

Images