JP4398397B2 - Automobile with pedal device - Google Patents

Description

  The present invention relates to an automobile including a pedal device, and more particularly to an automobile capable of controlling the movement of a vehicle independently of a pedal position.

  The driving operation of the vehicle by the driver is performed by a steering or a foot pedal device. In many cases, the vehicle is driven while reversing while observing the rear of the vehicle. In that case, the driver needs to perform a driving operation while twisting his / her body and keeping his / her back posture. For this reason, in order to operate the pedal, it is necessary to extend the foot as compared with the forward movement, and there is a problem that it is difficult to operate the vehicle with the pedal during the backward movement. Thus, for the purpose of improving the operability of the pedal during reverse travel, there is known a method in which the stroke for the same pedal effort of the pedal is set longer during reverse travel than during forward travel.

Japanese Patent Laid-Open No. 11-157439

  However, at the time of reverse travel, the driver often drives while turning back. Therefore, when the stroke is performed as in the above-described prior art, it may be difficult to depress the pedal deeply or strongly. In addition, when the stroke is long, it takes time to depress, so there is room for consideration in emergency response.

  An object of this invention is to provide the motor vehicle which the driving | operation of the driving | operation at the time of reverse drive is easy.

  The present invention, in an automobile capable of controlling the movement of the vehicle independently of the pedal position, when moving forward, the pedal is stroked according to the depression, and the braking force is controlled using the depression amount or the pedal depression force of the pedal, During reverse travel, the pedal is fixed at a predetermined position, and the braking force is controlled based on the pedal effort applied to the pedal. In addition to the above, it is possible to prompt the driver to operate the pedal by moving the position where the pedal is fixed to the driver's seat side in an emergency.

  According to the present invention, since the pedal does not stroke even when the pedal is depressed in reverse, it is not necessary for the driver to extend his / her leg to drive the vehicle, and to maintain a natural posture in which the driver can easily drive while turning back. I can do it. Moreover, since it can also step on strongly, without pressing down a pedal deeply, lower limb fatigue can be reduced. In addition, if the position where the pedal is fixed is moved to the driver's seat in an emergency, the pedal effort can be more easily generated and the vehicle can be driven quickly and reliably.

Embodiments of the present invention will be described below with reference to the drawings.
FIG. 1 is a schematic diagram showing an embodiment of an automobile system according to the present invention, and FIG. 2 is a system block diagram thereof.

  The vehicle includes a pedal device 1 that a driver operates to drive the vehicle, and vehicle output devices 30, 40, 50, 60, 70, and 80 that change the motion of the vehicle in accordance with the operation of the pedal device 1 by the driver. Is provided. The vehicle output devices 30, 40, 50, 60 are braking output devices, and the vehicle output devices 70, 80 are drive output devices.

  The pedal device 1 is a device operated by a driver sitting in the driver's seat 22 in order to drive the vehicle, and the pedal position and pedal speed change within a certain range by the pedal effort applied by the foot, Rotation or linear motion restricted within a certain range is performed with respect to the pedaling force applied by the foot. As another operation input device for driving, the vehicle is provided with a steering wheel 21 and the like.

  In the pedal device 1, the relationship between the pedal position and the pedal reaction force or the pedal depression force can be arbitrarily set by electrical control. In the pedal device 1, the pedal position (pedal stroke) generally changes according to the pedal depression force, and the pedal reaction force is generated according to the pedal position. The pedal device 1 generates a pedal reaction force with respect to the pedal depression force that the driver steps on, and can give a comfortable feeling to the driver.

  The vehicle of this embodiment employs the by-wire technology. That is, there is no mechanical connection between the pedal device and the vehicle output device, and the pedal device and the vehicle output device are connected by communication via the communication path 111, and information is transmitted by exchanging electrical signals. The operation input to the pedal device is transmitted as an electrical signal to the vehicle output device, and the vehicle output device performs vehicle output based on the transmitted signal information.

  The pedal device 1 includes an operation input unit 3 that serves as an action point to be stepped on with a foot. The combination of the vehicle output device (brake output device) 30, 40, 50, 60 and the pedal device 1 is an application by the brake-by-wire technology, and the pedal device 1 in that case is a brake pedal. The pedal device 1 when the pedal device 1 is combined with at least one of the vehicle output devices 70 and 80 (drive output device) is an accelerator pedal. According to the by-wire technology, since the pedal device and the vehicle output device do not have a mechanical connection, the pedal position of the pedal device 1 with respect to the pedal reaction force or the pedal depression force can be controlled separately from the vehicle output.

  The pedal device 1 includes an actuator 4 that can be electrically controlled by an operation input arithmetic device 8. The actuator 4 is generally a motor, and when electric power is supplied or current is supplied, the member 2 rotates around the rotation shaft 9 or a force in the rotation direction is generated. By controlling the actuator 4, the pedal reaction force can be generated in an arbitrary magnitude. Further, by controlling the actuator 4, the pedal position (pedal stroke) and the pedal speed can be arbitrarily changed.

  Here, all the inputs that the driver has made to the pedal device are defined as operation inputs, and information that the pedal device 1 detects the driver's operation inputs is defined as operation information. The operation input or operation information includes a pedal position, a pedal effort, a pedal speed, and an operation state. The pedal speed is a displacement per unit time of the pedal position, and is a time derivative of the pedal position. The pedal depression force is a force for moving the pedal device, and specifically means a force by which the driver steps on the operation input unit 3. The pedal depressing force is a force having almost the same magnitude as the pedal reaction force that the driver tries to resist when performing an operation input. When the pedal position does not change or when the pedal is not moving, it can be said that the pedal depression force and the pedal reaction force are balanced. The operation state represents a state as to whether or not the operation input unit is depressed.

  The operation information detection means 11 is means for detecting an operation input as operation information, and includes pedal position detection means, pedal depression force detection means, and operation state detection means. The pedal position detecting means 12 detects the pedal position. The pedal position detecting means 12 takes the form of an actuator control sensor 5, for example. The pedal position detecting means 12 may detect the pedal speed depending on circumstances. The pedal position detecting means 12 may detect the pedal speed by calculating the pedal speed based on the pedal position. The pedal effort detection means 6 detects the pedal effort. However, the pedal depression force detecting means 6 is a means for detecting the force, and the pedal depression force detecting means 6 detects the pedal reaction force because the pedal depression force and the pedal reaction force are detected as the same thing. The operation state detection means 7 detects the operation state.

  The operation input calculation device 8 controls the actuator 4 based on the operation information detected by the operation information detection means 11. The operation input arithmetic unit 8 generates a pedal reaction force based on the operation information detected by the operation information detection means, changes the pedal position or the pedal speed, determines a vehicle output command, and determines the determined vehicle output command. This is transmitted to the vehicle output device via the communication path 111.

  The vehicle output devices 30, 40, 50, 60 are electrically controllable braking output devices, and the vehicle output by the braking output device is a vehicle deceleration or a braking force. When a vehicle output command is transmitted to the braking output device, the pedal device is a brake pedal. The braking output device generates braking force on the vehicle based on the transmitted vehicle output command, and decelerates the vehicle. The vehicle output command transmitted to the braking output device may be vehicle deceleration or braking force. The braking output devices 40, 50, 60 basically have the same configuration as the braking output device 30.

  The brake output device is a caliper, for example, and may be an electric brake that can electrically control the thrust of the piston that presses the rotor. When the brake output device is an electric brake, it is provided with an actuator that generates an electric force, and the force generated by the actuator is converted into a piston thrust through a mechanical configuration such as a speed reducer. A mechanism capable of controlling the braking force of the vehicle by controlling the piston thrust may be used. The brake output device may be, for example, a caliper, and may be an electric hydraulic brake that can generate a thrust of a piston that presses the rotor by hydraulic pressure and can electrically control the hydraulic pressure. When the braking output device is an electric hydraulic brake, an actuator that generates an electric force is provided, and the hydraulic pressure can be changed by the actuator, and the braking force of the vehicle is controlled by controlling the hydraulic pressure. It may be a mechanism that can. The vehicle output command transmitted to the braking output device may be the thrust of the electric brake or the hydraulic pressure of the electric hydraulic brake.

  For example, the braking output device 30 controls the braking force generated by the caliper 34 with the actuator 33. The actuator 33 is controlled by the vehicle output calculation device 32. The state of the control output device can be detected by the brake output device state sensor 35. The vehicle output calculation device 32 controls the actuator 33 according to the state of the braking output device. The vehicle output calculation device 32 may transmit the state of the control output device to the pedal device 1 via the communication path 111 as necessary. The state of the control output device may include the actual thrust of the electric brake or the actual hydraulic pressure of the electric hydraulic brake.

  The vehicle output devices 70 and 80 are electrically controllable drive output devices. The vehicle output by the drive output device is the speed, acceleration or driving force of the vehicle. When the vehicle output command is transmitted to the drive output device, the pedal device is an accelerator pedal. The drive output device generates drive force on the vehicle based on the transmitted vehicle output command and accelerates the vehicle. Or it inhibits deceleration. The vehicle output command transmitted to the drive output device may be vehicle speed, acceleration, or drive force. In general, the drive output device has an engine configuration such as 70. However, in a hybrid vehicle, an electric vehicle, or an electric four-wheel drive vehicle, the drive output device uses an electric motor configuration such as 80 or a combination of an engine and an electric motor. Or use a different configuration.

  The drive output device 70 is an engine, and drives the vehicle using gasoline or light oil as fuel. The drive output device 70 controls the actuator 72 or the ignition plug 73 according to the transmitted vehicle output command and the state of the drive output device, and causes the engine 71 to generate a vehicle output. The state of the drive output device is detected by a drive output device state sensor 75. The actuator 72 is controlled by a vehicle output calculation device 74. The vehicle output calculation device 74 may transmit the state of the drive output device to the pedal device 1 via the communication path 111 as necessary. The state of the drive output device may include the driving force or the rotational speed of the engine 71.

  The drive output device 80 is an electric motor, and generates vehicle output by supplying electric power or passing current. The drive output device 80 includes an actuator 83 and a sensor 85 for controlling the actuator, and is controlled by a vehicle output calculation device 84. The vehicle output calculation device 84 may transmit the state of the drive output device 80 to the pedal device 1 via the communication path 111 as necessary.

  The communication path 111 is an information path by an electrical signal that connects between the pedal device and the vehicle output device, and is physically composed of electric wires. In many cases, the pedal device and the vehicle output device are installed at spatially separated locations, and information between them is generally exchanged via the communication path 111 using an electric signal of a time division multiplex communication system. The format of the electrical signal used for the communication path 111 may be serial communication, or multiplex communication such as CAN, FlaxRay, or LAN.

FIG. 3 is a diagram illustrating a configuration example of an operation input arithmetic device, a vehicle output arithmetic device, and a communication path.
FIG. 3A shows an example in which there is one communication path and the vehicle output devices 151 to 154 are controlled by one vehicle output arithmetic device 150. For example, there is only one device for controlling the hydraulic pressure, such as an ABS device or a skid prevention device, and the hydraulic pressure is transmitted to each caliper, and electrical communication with the operation input computing device 8 is performed through one communication path 111. A configuration that is performed via this corresponds to this example.

  FIG. 3B shows an example in which there are two communication paths and the vehicle output devices 156, 157, 159 and 160 are controlled by a plurality of vehicle output arithmetic devices 155 and 158. For example, when the front and rear wheels of the vehicle are separate hydraulic systems, there are two devices for controlling the hydraulic pressure, and two routes for electrical communication with the operation input arithmetic unit 8 are also required. . In this case, reliability can be improved by using two systems, and vehicle motion performance can be improved by performing vehicle output for each system.

  FIG. 3C illustrates an example in which the vehicle output devices 165 to 168 are controlled by different vehicle output arithmetic devices 161 to 164, respectively, although there is one communication path. For example, when electric brakes are mounted on all four wheels of a vehicle, a case in which a device for controlling vehicle output is provided on each wheel and communication with an operation input arithmetic device is performed in this example. Since all four wheels of the vehicle independently control the vehicle output, the vehicle motion performance can be improved at a high level.

  FIG. 3D shows an example in which there are two communication paths and the vehicle output devices 173 to 176 are controlled by different vehicle output devices 169 to 172, respectively. For example, when an electric brake is mounted on all four wheels of the vehicle and each wheel is equipped with a device that controls the vehicle output, the front right wheel and the rear left wheel are connected to the operation input computing device 8 via the same communication path In this configuration, the front left wheel and the rear right wheel communicate with the operation input arithmetic device 8 through the same communication path. Alternatively, when all four wheels of the vehicle are equipped with electric brakes and each wheel is equipped with a device that controls the vehicle output, the front two wheels communicate with the operation input arithmetic unit via the same communication path, and the rear The two wheels communicate with the operation input arithmetic device via the same communication path. In this case, since the communication path is duplicated, the vehicle output device belonging to the communication path on the other side operates even if a failure or failure occurs on the communication path on one side. The improvement of property can be aimed at.

  FIG. 4 is a diagram illustrating an example of a pedal device. 4A is a front view when viewed from the driver's seat when the pedal device is attached to the vehicle, and FIG. 4B is a side view.

  The illustrated pedal apparatus includes an actuator 201, a speed reducer 202, a pedal switch 203, pedal stroke sensors 204 and 205, an origin position stopper 206, and a pedal end 208.

  The actuator 201 is an electric motor or a motor, and rotates by supplying electric power or passing an electric current, or generates a force in the rotation direction. The actuator 201 can be a DC motor, a DC brushless motor, an AC induction motor, or an AC synchronous motor. The reducer 202 may be a gear, a planetary gear, or a differential reducer. The pedal switch 203 is a switch that can distinguish when the pedal is depressed and when it is not depressed. The pedal stroke sensors 204 and 205 can detect the pedal position. By providing two pedal stroke sensors, it is possible to improve the accuracy of pedal position detection, and it is possible to improve reliability by obtaining resistance to one of the failures.

  The origin position is a pedal position when the driver is not stepping on the pedal, and is generally a pedal position when the pedal device is not or hardly applied. When the pedal is at the home position, the pedal position or pedal stroke is zero. Whether the pedal is at the origin can be determined by the pedal switch 203 or the pedal stroke sensors 204 and 205. If there is a pedal at the home position, it is determined that the pedal is not depressed.

  The member 207 can move leftward as viewed in FIG. 4B until it reaches the origin position stopper 206. The movement to the left side as viewed in FIG. 4B, that is, the direction to move to the origin position is defined as the driver's seat direction, the front direction, the return direction, or the release direction. The movement to the right as viewed in FIG. 4B, that is, the direction of movement when the pedal is depressed is defined as the back direction or the stepping direction. The pedal end 208 is a portion that the driver steps on, and corresponds to the input unit 3 of the pedal device 1. When a pedal depression force is applied to the pedal end 208, the pedal strokes, and the pedal position moves, for example, 209.

  FIG. 5 schematically shows an example of the pedal device. FIG. 6 is a block diagram schematically showing the pedal device of FIG. 5 and related devices.

  The illustrated pedal device includes a passive reaction force means 221. The pedal reaction force generated by the actuator 4 is called an active reaction force, and the pedal reaction force generated by the passive reaction force means 221 is called a passive reaction force. The passive reaction force means 221 may be a spring mechanism or a viscous hydraulic mechanism such as a stroke simulator. The passive reaction force generated by the passive reaction force means 221 is determined by the mechanical characteristics of the passive reaction force means 221 and cannot be electrically controlled. The pedal device of this example can generate a pedal reaction force that combines an active reaction force and a passive reaction force. In the case where the actuator 4 can generate a sufficient pedal reaction force, the pedal device may be configured only by the active reaction force without using the passive reaction force means 221.

  FIG. 7 is an explanatory diagram illustrating an example of a relationship between a passive reaction force, an active reaction force, and a pedal reaction force. As shown in FIG. 7A, in the passive reaction force 301, the pedal reaction force with respect to a certain pedal position is mechanically determined, and does not change depending on electrical elements. The active reaction force is added to or subtracted from the passive reaction force to generate a pedal reaction force. Since the active reaction force can be arbitrarily changed depending on an electrical factor, the pedal reaction force can be changed within a range of 302 to 303, for example. The passive reaction force 301 increases as the pedal position increases, but the width of the pedal reaction force that can be changed by the active reaction force is constant regardless of the pedal position. Since the pedal reaction force obtained by applying the active reaction force around the passive reaction force 301 can take any value between 302 and 303, for example, a pedal reaction force 304 as shown in FIG. 7B can be realized. . By using the passive reaction force means, the capacity or size of the actuator 4 or the power consumption can be reduced.

  The pedal device includes an actuator control sensor 222, a pedal rotation angle sensor 223, and a pedal stroke sensor 224. The actuator control sensor 222 can detect the rotation angle or rotation phase of the actuator 4. The sensor 222 may be an encoder using light or magnetism, or may be a resolver. The pedal rotation angle sensor 223 can detect the angle at which the member 2 is rotated with respect to the rotation shaft 9. The sensor 223 may be a potentiometer or a rotary encoder using a variable resistor, may be a method of detecting with an optical pickup using a rotary slit, or a method of detecting a change in magnetism using a magnetic element. It may be. The pedal stroke sensor 224 can detect the stroke amount or the pedal position of the member 2 or the pedal end 208. The sensor 224 may be a potentiometer using a variable resistor, or may be a method of detecting a displacement width as a change in magnetic resistance using a magnetic circuit. The pedal position detection means 12 includes at least one of the sensors 222, 223, and 224.

  Here, it is defined that the pedal position or the pedal stroke takes a larger value as it goes in the back direction and takes a smaller value as it goes in the front direction. It is defined that the pedal is stepped on or depressed when the pedal is moved from the front side to the back side, and that the pedal is released or returned when the pedal is moved from the back side to the front side. It is defined that the pedal is held when the pedal is maintained so as not to change the pedal position. In a general pedal device, the pedal position when the stroke is maximized is about 0.06 to 0.1 m.

  The illustrated pedal device includes a pedal depression force sensor 227. The pedal depression force sensor 227 can detect a pedal depression force by which the driver depresses the pedal or a pedal reaction force by which the pedal pushes back the driver's foot. The pedal device is also provided with a rod force sensor 228. The rod force sensor 228 can detect a force acting between the member 2 and the passive reaction force means 221. For example, the sensors 227 and 228 may be configured to detect force using a resistance change of a strain gauge. The pedal effort can be detected using at least one of the sensors 227 and 228, and the pedal effort detection means 6 includes at least one of the sensors 227 and 228. The pedal depression force detecting means 6 may detect the pedal depression force by attaching a strain gauge to the pedal structure and measuring a resistance change due to a slight displacement of the strain gauge. The pedal depressing force when depressing the pedal is positive.

  The illustrated pedal apparatus includes a pedal switch 203. The pedal switch 203 is included in the operation state detection means 7. When the pedal device 1 is a brake pedal, the pedal switch 203 is a brake switch, and when the pedal device 1 is an accelerator pedal, the pedal switch 203 is an accelerator switch. The operation state detection means 7 may determine that the pedal is depressed if the pedal switch 203 is activated, and if the pedal position or pedaling force exceeds a predetermined threshold value, the operation state detecting means 7 may determine that the pedal is depressed. You may judge that it is rare.

  The pedal device 1 detects vehicle information using vehicle information detection means. The vehicle information includes a shift position. The vehicle information detection means includes a shift position switch 256. The shift position switch may be a shift position sensor. The shift position switch 256 detects where the shift position is. For example, the shift position may indicate an R range, a D range, an N range, or a P range.

  The pedal device 1 detects environmental information using environmental information detection means. The environmental information includes the relative relationship with other vehicles, pedestrians and obstacles, relative distance, relative speed, and collision time. The collision time is an expected time until a collision with another vehicle, a pedestrian, or an obstacle, and is represented by collision time = relative distance / relative speed.

  The environmental information detection means includes an external recognition sensor 260. The external recognition sensor 260 uses, for example, an infrared laser or a millimeter wave to detect a relative distance or relative speed with another vehicle or an obstacle, and uses an ultrasonic wave to determine a relative distance or relative speed with another vehicle or an obstacle. A detection method or a method of detecting a relative distance or a relative speed with respect to another vehicle or an obstacle using an optical camera can be used. The external recognition sensor 260 may be a system that detects a relative relationship with other vehicles, pedestrians, and obstacles that run behind the vehicle.

  FIG. 8 is a schematic diagram showing various forms of the pedal device. FIG. 8A is an example of a pedal device in which the operation input unit 402 is below the rotation shaft 401. FIG. 8B is an example of a pedal device in which the operation input unit 403 is on the rotating shaft 404. FIG. 8C shows an example in which the pedal device does not have a rotating shaft and the pedal device linearly moves in response to an operation input to the operation input unit 405. FIG. 8D shows an example of a pedal device in which the rotating shaft 406 and the actuator 407 are separate. The rotational output of the actuator 407 is converted into an output in the linear motion direction by the rotational linear motion conversion mechanism 408 and acts on the member 409, thereby moving the pedal end 410 or generating a pedal reaction force. As the rotation / linear motion conversion means, for example, a worm gear or a ball screw may be used.

  FIG. 8E shows an example of a pedal device in which the actuator 411 is not a rotary motor but can be displaced in the linear motion direction or can generate a force. When the output of the actuator 411 acts on the member 412, the pedal position is moved or a pedal reaction force is generated. The actuator 411 may be a solenoid, for example. FIG. 8F shows an example of a pedal device in which the passive reaction force means 414 is attached to the rotating shaft 413. FIG. 8G shows an example of a pedal device in which the passive reaction force means 415 is attached near the rotation axis.

  The operation input calculation device 8 controls the operation input unit using the operation information, vehicle information, or environment information. The operation input computing device 8 also transmits a vehicle output command to the vehicle output device 121 using the operation information, vehicle information, or environment information, and generates a vehicle output. Since the driver operates the vehicle while feeling the pedal position and the pedal reaction force, the relationship between the pedal position, the pedal reaction force, and the vehicle output makes it easier to drive (operability), less fatigue, and more fun to drive. Satisfaction (comfort) changes. Therefore, the pedal device controls the pedal position, the pedal reaction force, and the vehicle output so as to have an appropriate relationship.

  The pedal reaction force can be set as shown in FIG. 9, for example. 451 in FIG. 9A can be called a rigid reaction force, and is a reaction force that changes in magnitude according to the pedal position. The greater the pedal position, the greater the stiffness reaction force. It can be said that a pedal having a relatively large reaction force against the same pedal position is a hard pedal. It can be said that a pedal having a relatively small reaction force against a certain pedal position is a soft pedal. Reference numeral 453 in FIG. 9B can be called a viscous reaction force, which is a reaction force whose magnitude changes depending on the pedal speed. The greater the pedal speed, the greater the viscous reaction force. For example, when the pedal speed when the pedal is depressed is as shown in FIG. 9C, the viscous reaction force is as shown in FIG. 9D. The pedal reaction force can be the sum of the stiffness reaction force and the viscous reaction force, and is set as indicated by 452 in FIG.

When the pedal reaction force is F and the pedal position is x, the pedal speed is expressed by dx / dt. Also, if the rigid reaction force depending on the pedal position is Fk (x) and the viscous reaction force depending on the pedal speed is Fd (dx / dt)
F = Fk (x) + Fd (dx / dt)
Or
F = Fk (x) + Kd × dx / dt
It becomes. here,
Fd (dx / dt) = Kd × dx / dt
Kd is a predetermined constant.

  The vehicle output can be set as shown in FIG. 10, for example. The vehicle output must have a correlation with the operation input. Vehicle output may be generated according to the pedal position. The vehicle output may be generated according to the pedal depression force or the pedal reaction force. When the vehicle output is set based on the pedal position, the vehicle output is set so as to protrude downward as shown in FIG. When the vehicle output is set based on the pedal effort, the vehicle output is set so as to protrude upward as shown in FIG.

  FIG. 11 is a diagram illustrating an example of characteristics of pedal reaction force and vehicle output when the pedal device according to the present invention moves forward and backward. FIGS. 11A to 11C are diagrams illustrating pedal characteristics during forward travel, and FIGS. 11D and 11E are diagrams illustrating pedal characteristics during reverse travel.

  FIG. 11A is a diagram showing the relationship of the pedal reaction force with respect to the pedal position at the time of forward movement, FIG. 11B is a diagram showing the relationship of the vehicle output with respect to the pedal position at the time of forward movement, and FIG. It is a figure showing the relationship of the vehicle output with respect to pedal effort. At the time of forward movement, the pedal position strokes according to the pedal depression force and the pedal reaction force is generated according to the pedal position in the same manner as in a normal pedal device. At the time of forward movement, the vehicle output may be generated according to the pedal position as shown in FIG. 11B, and the vehicle according to the pedal depression force as shown in FIG. 11C. An output may be generated.

  FIG. 11D is a diagram illustrating the relationship of the pedal reaction force with respect to the pedal position during reverse travel. Since the pedal is fixed at the pedal position 505 during reverse travel, the pedal position is constant regardless of the pedal depression force or the pedal reaction force. FIG.11 (e) is a figure showing the relationship of the vehicle output with respect to the pedal position at the time of reverse drive. Since the pedal position does not change during reverse travel, the vehicle output is controlled according to the pedal effort. The fixed position of the pedal is a position where the vehicle can be easily operated when the foot is placed on the pedal while turning around, and is generally a position depressed by 0.02 to 0.04 m from the origin position of 0. . The human foot is able to exert a strong force in a bent state. By operating the vehicle without stroking the pedal, it is possible to drive the vehicle while maintaining a posture in which force is easily generated.

  FIG. 12 is a diagram illustrating an example of a method of switching pedal characteristics during forward and reverse travel. FIG. 12 relates to the brake pedal and the braking force.

  In step 521, it is determined whether or not the shift position is R. At the time of switching from forward to reverse, the brake pedal is generally depressed, and the vehicle is often stopped while maintaining the braking force. Therefore, in step 522, the braking force at that point is maintained.

  In many cases, the pedal depression amount during forward movement and the fixed position of the pedal during backward movement are not the same, and it is necessary to move the pedal to the fixed position when switching from forward to reverse. Therefore, the pedal is moved to the fixed position in steps 523 and 524. The movement speed of the pedal in step 523 is set to such a speed that does not give an impact to the foot and the pedal movement can be sensed by the sense of the foot. Generally, the pedal moving speed may be about 0.05 to 0.5 m / s at the pedal end. When the pedal moves to the fixed position, the process proceeds to step 525 to fix the pedal at the position.

  Next, the process proceeds to step 526, and a braking force according to the relationship of FIG. 11E is generated until the shift position becomes other than R in the determination of step 527. In step 526, a braking force is generated based on the pedal effort while the pedal position is fixed, and the vehicle can be driven.

  When switching from reverse to forward, the brake pedal is generally depressed, and the vehicle is often stopped while maintaining the braking force. When switching from reverse to forward is performed, a pedal reaction force as shown in FIG. 11A is generated according to the pedal position. However, the pedal position and the pedal effort at the time of switching from reverse to forward often deviate from the relationship between the pedal position and the pedal reaction force shown in FIG. If the pedaling force and the pedal reaction force are not balanced, the driver will feel uncomfortable or the pedal will move freely. Therefore, when switching from reverse to forward, the pedal position is moved so that the pedal effort and the pedal reaction force shown in FIG. If the pedal position is moved and then switched from backward to forward, the pedal is switched to forward with the pedaling force and pedal reaction force balanced, giving the driver a sense of discomfort or There is no movement without permission.

  If it is determined in step 527 that the shift position is other than R, in step 528, the pedal position is moved in step 529 while generating a braking force according to the relationship of FIG. By step 529 and step 530, the pedal is moved to the pedal position where the pedal reaction force with respect to the pedal position according to the relationship of FIG. The moving speed of the pedal in step 529 is set to a speed that does not give an impact to the foot and that the pedal movement can be sensed by the foot. Generally, the pedal moving speed may be about 0.05 to 0.5 m / s at the pedal end. The moving speed of the pedal in step 529 may be varied according to the pedal effort.

  If it is determined in step 530 that the pedal is at the pedal position where the pedal reaction force is the same as the pedal depression force, the process proceeds to step 531 to generate a braking force according to the relationship shown in FIGS. As shown in FIG. 11A, a pedal reaction force is generated according to a stroke corresponding to the pedal depression force and a pedal position as a pedal having the pedal reaction force characteristic.

  FIG. 13 is a diagram illustrating an example of a method of switching pedal characteristics during forward travel and reverse travel. FIG. 13 relates to the accelerator pedal and the driving force.

  In step 541, it is determined whether or not the shift position is R. Switching from forward to reverse is performed when the vehicle is stopped. Therefore, in step 542, it is determined whether or not the accelerator pedal is released, and only when the accelerator pedal is released, switching is performed during reverse travel. If the accelerator pedal is released, the routine proceeds to step 543, where the driving force is controlled to the minimum. The driving force at this time may be zero, or a small amount of driving force due to a creep phenomenon may be present.

  Next, in step 544 and step 545, the pedal is moved to the fixed position. The moving speed of the pedal in step 544 is set to a speed that does not give a shock to the foot and that the pedal movement can be sensed by the sense of the foot. Generally, the moving speed may be about 0.2 to 0.5 m / s at the pedal end. When the pedal position moves to the fixed position, the process proceeds to step 546 to fix the pedal at that position.

  Next, the process proceeds to step 547, and in step 548, a braking force according to the relationship of FIG. 11E is generated until the shift position becomes other than R. In step 548, the driving force is generated based on the pedal depression force while the pedal position is fixed, and the vehicle can be driven.

  Switching from reverse to forward is performed when the vehicle is stopped. Therefore, in step 547, it is determined whether or not the accelerator pedal is depressed, and only when the accelerator pedal is released, it is switched during forward movement. If it is determined in step 549 that the shift position is other than R, the process proceeds to step 550 to minimize the driving force, and in step 551, the pedal is moved. The driving force at this time may be zero, or may be a small amount of driving force due to a creep phenomenon. In step 551 and step 552, the pedal is moved until the pedal position becomes the origin position. The movement speed of the pedal in step 551 is set to a speed that does not give an impact to the foot and that the pedal movement can be sensed by a foot sense. This speed is generally about 0.2 to 0.5 m / s at the pedal end.

  If it is determined in step 552 that the pedal is at the origin position, the process proceeds to step 553 to generate the driving force shown in FIGS. 11B and 11C, and in step 554 shown in FIG. As a pedal having pedal reaction force characteristics, a stroke reaction force corresponding to a pedal depression force and a pedal reaction force corresponding to a pedal position are generated.

  FIG. 14 is a schematic diagram showing an example in which the pedal is moved when there is a risk of collision during reverse travel. In FIG. 14, the normal pedal position at the time of reverse travel is 563, and the pedal position when there is a risk of collision at the time of reverse travel is 564.

  Whether or not there is a danger of a collision during reverse travel is determined by the relative distance or relative speed with respect to an obstacle or pedestrian behind the vehicle detected by the external recognition sensor 260 of the environmental information detection means, or the collision time. For example, if the collision time is 1 second or less, it is determined that there is a risk of collision. By moving the pedal position from 563 to 564 when there is a danger of a collision, the driver can be made aware of the danger of a collision in a direction that is difficult to visually recognize, and can, for example, prompt the depression of the brake pedal. In addition, when there is a danger of a collision, the pedal position moves from 563 to 564, so that the pedal position is closer to the front, and it becomes easier to apply the pedaling force with the foot, so vehicle operations such as acceleration and deceleration can be performed quickly. Will be able to.

  According to the present invention, the pedal position does not change during reverse travel, and the foot is always on the pedal in the same posture during pedal operation, so by moving the pedal position when there is a danger of collision, A warning to the driver can be transmitted accurately. The movement range of the pedal position when there is a risk of collision during reverse travel requires that the driver recognize the change in the pedal position, and is generally about 0.005 to 0.01 m.

  If the pedal position is moved forward when there is a risk of a collision during reverse travel, the driver can be urged to depress, and the depressing becomes easier. Therefore, the effect is larger in the brake pedal, the movement range of the pedal position may be larger for the brake pedal, and the movement range of the accelerator pedal may be smaller. Alternatively, the accelerator pedal may not move when there is a risk of collision. Since the speed of movement of the pedal position when there is a risk of collision during reverse travel is urgent, it is faster than the speed of movement in the case of FIGS. 12 and 13 and is generally about 0.3 to 0.5 m / s. preferable.

  FIG. 15 is a diagram illustrating an example of a method of moving the pedal when there is a risk of collision during reverse travel.

  If it is determined from step 571 to step 572 that there is a risk of a collision, the process proceeds to step 573 to move the pedal position to the near side. If it is determined in step 574 that the risk of collision has disappeared, the process proceeds to step 575 to return the pedal position to the original fixed position. The movement speed of the pedal in step 575 may be slower than the movement speed of the pedal in step 573, and is generally about 0.2 to 0.4 m / s.

The system block diagram of one Example of this invention. The system block diagram of one Example of this invention. The schematic diagram which shows an example of a structure of an operation input calculating device, a vehicle output calculating device, and a communication path. The schematic diagram which shows one Example of a pedal apparatus. The schematic diagram which shows one Example of a pedal apparatus. The block diagram which shows one Example of a pedal apparatus. The graph which shows an example of the characteristic of a pedal reaction force. The schematic diagram which shows the other Example of a pedal apparatus. The graph which shows an example of the characteristic of a pedal reaction force. The graph which shows an example of the characteristic of a vehicle output. The figure which shows an example of the characteristic of the pedal reaction force and vehicle output at the time of advance and reverse. The figure which shows an example of the switching method of the pedal characteristic at the time of advance and reverse. The figure which shows an example of the switching method of the pedal characteristic at the time of advance and reverse. The schematic diagram which shows an example in the case of moving a pedal when there exists a danger of a collision at the time of reverse drive. The figure which shows an example of the method of moving a pedal when there exists a danger of a collision at the time of reverse drive.

Explanation of symbols

DESCRIPTION OF SYMBOLS 1 ... Pedal apparatus, 3 ... Operation input part, 4 ... Actuator, 6 ... Pedal depressing force detection means, 7 ... Operation state detection means, 8 ... Operation input calculating device, 12 ... Pedal position detection means, 30, 40, 50, 60 , 70, 80 ... Vehicle output device, 111 ... Communication path, 256 ... Shift position switch, 260 ... External recognition sensor

Claims (12)

Pedal,
Pedal position detecting means for detecting the position of the pedal;
Pedal depression force detecting means for detecting pedal depression force;
A vehicle output device for generating vehicle output;
Vehicle information detecting means for detecting whether the vehicle is in a forward state or a reverse state, and capable of controlling the movement of the vehicle independently of the position of the pedal,
When the vehicle information detection means detects a forward state, the pedal is stroked in response to depression, and the vehicle output of the vehicle output device is detected using a detection signal of the pedal position detection means or the pedal depression force detection means. Control
When the vehicle information detection means detects a reverse state, the pedal is fixed at a predetermined pedal position, and the vehicle of the vehicle output device is detected using a detection signal of the pedal depression force detection means at the fixed pedal position. An automobile characterized by controlling output. 2. The automobile according to claim 1, further comprising environmental information detecting means, wherein the vehicle information detecting means collides with another vehicle or an obstacle from the environmental information detected by the environmental information detecting means when the vehicle information detecting means detects a reverse state. An automobile characterized in that when it is determined that there is a danger, the pedal position where the pedal is fixed is moved to the driver seat side. 3. The automobile according to claim 1 or 2, wherein the stroke of the pedal according to depression from a state where the pedal is stroked according to depression or from a state where the pedal is fixed at the predetermined pedal position is changed. The vehicle output device maintains a constant vehicle output during the transition to the state of generating, or generates a vehicle output corresponding to a detection signal of the pedal depression force detecting means. The automobile according to any one of claims 1 to 3, wherein the vehicle is changed from a state of being stroked according to depression to a state of being fixed at a predetermined pedal position or according to depression of a state of being fixed at the predetermined pedal position. An automobile characterized by moving the pedal at a constant pedal speed during the transition to a stroke state.   5. The automobile according to claim 1, wherein when the pedal shifts from a state fixed at the predetermined pedal position to a state where the pedal strokes in response to the stepping, the pedal has the same pedal reaction force as the pedal pressing force. An automobile characterized by stroke to the pedal position.   The automobile according to any one of claims 1 to 5, wherein the pedal is a brake pedal or an accelerator pedal. Pedal,
Pedal position detecting means for detecting the position of the pedal;
Pedal depression force detecting means for detecting pedal depression force,
When the vehicle is in a forward state, the pedal is stroked in response to depression, and a vehicle output command is generated using a detection signal of the pedal position detection means or the pedal depression force detection means,
When the vehicle is in a reverse drive state, the pedal is fixed at a predetermined pedal position, and a vehicle output command is generated using a detection signal of the pedal depression force detecting means at the fixed pedal position. apparatus. 8. The pedal device according to claim 7, wherein when the vehicle receives a determination signal that there is a risk of colliding with another vehicle or an obstacle from environmental information detection means provided in the vehicle when the vehicle is in a reverse drive state. The pedal device is characterized in that the pedal position where the pedal is fixed is moved further toward the driver's seat. 9. The pedal device according to claim 7, wherein the pedal is moved from a state of being stroked according to depression to a state of being fixed at the predetermined pedal position or according to depression of the state of being fixed at the predetermined pedal position. During the transition to the stroke state, a command is generated so that the vehicle output of the vehicle output device is constant, or a command to the vehicle output device is generated using a detection signal of the pedal depression force detecting means. Pedal device characterized by The pedal device according to any one of claims 7 to 9, wherein the pedal device is changed during a change from a stroke state according to depression to a state in which the stroke is fixed to a predetermined pedal position, or in response to depression from a state in which the pedal is fixed at the predetermined pedal position. The pedal device is characterized in that the pedal is moved at a constant pedal speed during the transition to the stroke state. The pedal device according to any one of claims 7 to 10, wherein when the pedal device shifts from a state fixed at the predetermined pedal position to a state where the pedal strokes according to depression, the pedal reaction force is the same as a pedal reaction force. A pedal device characterized by stroke to a pedal position.   The pedal device according to any one of claims 7 to 11, wherein the pedal is a brake pedal or an accelerator pedal.

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