JP6344443B2 - Vehicle control device - Google Patents

Description

  The present invention belongs to a technical field related to a vehicle control device that evaluates a vehicle driving operation of a driver who drives a vehicle and displays the evaluation result on a display.

  2. Description of the Related Art Conventionally, there has been known an apparatus that evaluates a vehicle driving operation of a vehicle driver and displays the evaluation result on a display (for example, see Patent Document 1). In this device, the driver's driving operation of the driver is evaluated based on the change amount (jump rate) of the acceleration of the vehicle.

  For example, as shown in Patent Document 2, when the vehicle is stopped, even if the brake pedal of the vehicle is in a non-operating state, a brake hold control is performed to maintain the brake device of the vehicle in a braking state. A brake hold system is known that releases the braking state of the brake device when the accelerator pedal of the vehicle is depressed.

Japanese Patent No. 5796315 JP 2003-002087 A

  By the way, in the vehicle in which the brake hold system as in Patent Document 2 is adopted, it is conceivable to evaluate the driving operation of the driver as in Patent Document 1 described above.

  However, in a vehicle that employs a brake hold system, when starting the vehicle when the driver depresses the accelerator pedal during execution of the brake hold control, when starting a vehicle that does not employ the brake hold system, or Even when the accelerator pedal is depressed and the acceleration pedal is depressed while the brake hold control is not being executed on a vehicle with a brake hold system, the acceleration of the vehicle increases rapidly even if the accelerator pedal is depressed. It becomes easy.

  That is, in a vehicle that does not employ a brake hold system (assuming that it has an automatic transmission), the shift lever is in the travel range position (particularly the D range position) (the automatic transmission is in the power transmission state). If the vehicle stops in a certain state), when the driver releases the brake pedal when the vehicle starts, the vehicle starts to move due to the creep torque of the automatic transmission, so the acceleration increases when the vehicle starts. Is performed in two stages: an increase in acceleration due to the creep torque and a subsequent increase in acceleration due to the driver's depression of the accelerator pedal. The same applies to a vehicle employing a brake hold system when the vehicle is started when the accelerator pedal is depressed while brake hold control is not being executed.

  In contrast, in a vehicle that employs a brake hold system, if the brake hold control is executed when the driver releases the brake pedal, the vehicle will not move due to the creep torque of the automatic transmission. For this reason, the acceleration at the start of the vehicle is performed in only one stage, ie, the acceleration is increased by the driver's depression of the accelerator pedal. As a result, when the vehicle is started when the accelerator pedal is depressed during execution of the brake hold control, the acceleration of the vehicle is likely to increase rapidly.

  Therefore, when the driver's vehicle driving operation is evaluated at the start of the vehicle when the accelerator pedal is depressed during execution of the brake hold control, even if the driver does not perform the accelerator operation suddenly. Therefore, a negative evaluation tends to be displayed on the display as an evaluation of the driver's driving operation of the vehicle. As a result, the driver who sees the negative evaluation does not remember the sudden accelerator operation, and feels dissatisfied with the evaluation.

  The present invention has been made in view of such points, and the object of the present invention is at the time of start of the vehicle when the accelerator pedal is depressed by the driver of the vehicle during execution of the brake hold control. The evaluation result of the driver's driving operation of the driver is to suppress dissatisfaction with the driver.

To achieve the above object, the present invention, on the basis of the evaluation object value based on the acceleration of the vehicle, and the driving operation evaluating means for evaluating the vehicle driving operation of the driver of the vehicle, evaluation by the driving operation evaluation means Display control means for displaying the result on a display provided at a position visible to the driver in the vehicle interior of the vehicle, and when a predetermined brake hold condition is satisfied while the vehicle is stopped, Even when the brake pedal is not operated, the brake hold control for maintaining the brake device for braking the wheels of the vehicle in a braking state is executed, and the driver's accelerator is operated by the driver during the execution of the brake hold control. When the pedal is depressed, brake device control means for releasing the braking state of the brake device, and the accelerator pedal In accordance with the operation state narrowing viewed, and a driving source control means for controlling the operation of the driving source for driving the vehicle, as a target control apparatus for a vehicle, the brake system control unit, depression of the accelerator pedal The braking device is configured to start releasing the braking state of the brake device from the start of acceleration, and when the release of the braking state of the braking device by the braking device control means is substantially completed, the acceleration caused by the depression operation of the accelerator pedal on the vehicle being adapted to occur, the driving operation evaluation unit, together with those for evaluating the accelerator pedal operation of the above vehicle driving operation is inputted to the driving operation evaluation means, at least one comprising at least the acceleration obtaining the evaluation object value from an input value, when the evaluation object value is equal to or less than the predetermined threshold, accession of the driver While performing positive evaluation as an evaluation of Rupedaru operation, when the evaluation object value is greater than the predetermined threshold value, is configured to perform a negative evaluation, the by the brake system control means during stopping of the vehicle When the vehicle starts when the accelerator pedal is depressed during execution of the brake hold control, one input value is input to the driving operation evaluation means for a predetermined period from the start of the depression operation. The evaluation target value is reduced so that at least one input value of the input value in a certain case or the input value input to the driving operation evaluation means is plural. The input value changing means for executing the input value changing process to be changed is further provided.

With the above configuration, when the vehicle starts when the accelerator pedal is depressed during execution of the brake hold control while the vehicle is stopped, the input value is changed for a predetermined period from the start of the depression operation. The evaluation target value is reduced, which makes it difficult to perform a negative evaluation during the predetermined period. As a result, the evaluation result of the vehicle driving operation by the driver at the time of starting the vehicle when the accelerator pedal is depressed during execution of the brake hold control is suppressed from giving discomfort to the driver. Can do.

In one embodiment of the vehicle control apparatus, the input value input to the driving operation evaluation means is obtained from the wheel speed of each wheel by a wheel speed sensor that detects the wheel speed of each wheel of the vehicle. The acceleration G of the vehicle obtained by differentiating the vehicle speed, and the jerk J obtained by differentiating the acceleration, and the driving operation evaluation means is the evaluation object value at a timing when the jerk reaches a peak. As described above, | J / G | is calculated, and the input value changing means is configured to execute the jerk smoothing process as the input value changing process.

  As a result, it is possible to appropriately evaluate the driver's driving operation of the driver, and at the start of the vehicle when the accelerator pedal is depressed during execution of the brake hold control, the smoothing process causes a peak of jerk. The value can be easily reduced, and the evaluation target value can be easily reduced.

In another embodiment of the control device for the vehicle, the drive source is an engine, and the drive source control means is configured such that when a predetermined automatic stop condition including that the vehicle is stopped is satisfied, When the accelerator pedal is depressed when the brake hold control is executed by the brake device control means while the engine is automatically stopped while the engine is automatically stopped. The input value changing means is configured to restart the engine, and the input value changing means is configured to execute the brake hold control by the brake device control means while the vehicle is stopped. when starting the vehicle when the accelerator pedal is depressed, configured to execute the input value change processing It has been.

  In other words, since it takes time to complete the restart of the engine after the accelerator pedal is depressed, the accelerator pedal is depressed during execution of the brake hold control while the engine is automatically stopped. The vehicle is likely to start even more rapidly, and the driver's evaluation of the vehicle driving operation is particularly likely to deteriorate. Thus, when evaluation becomes especially easy to deteriorate, the effect of this invention can be exhibited especially effectively by performing an input value change process.

In still another embodiment of the vehicle control device, the vehicle has an automatic transmission, and the input value changing means is configured to stop the vehicle while the automatic transmission is in a power transmission state. The input value changing process is executed when the vehicle starts when the accelerator pedal is depressed during the execution of the brake hold control by the brake device control means.

In still another embodiment of the vehicle control device, the input value changing means is provided when the climbing slope detected by the slope detecting means for detecting the slope of the road surface on which the vehicle is stopped is less than a predetermined value. While the vehicle is stopped, the input value changing process is executed when the vehicle starts when the accelerator pedal is depressed during execution of the brake hold control by the brake device control means. ing.

In still another embodiment of the vehicle control apparatus, the input value changing means is a preset set value in which the descending slope detected by the slope detecting means for detecting the slope of the road surface on which the vehicle is stopped is set. When the vehicle is stopped, the input value changing process is executed when the vehicle is started when the accelerator pedal is depressed during execution of the brake hold control by the brake device control means. Is configured to do.

  When the evaluation of the vehicle driving operation of the driver is likely to deteriorate as in these embodiments, the effect of the present invention can be effectively exhibited by executing the input value changing process.

In still another embodiment of the vehicle control device, the input value change means increases the generated torque of the drive source accompanying the depression operation of the accelerator pedal by the drive source control means in the input value change processing. The input value when there is one input value input to the driving operation evaluation means, or the plurality of input values when there are a plurality of input values input to the driving operation evaluation means. It is configured to change at least one input value of the input values.

As a result, when the vehicle is started when the accelerator pedal is depressed during execution of brake hold control while the vehicle is stopped, an increase in the generated torque of the drive source is restricted for a predetermined period from the start of the depression operation. As a result, the amount of change in the acceleration of the vehicle is suppressed to a small value. As a result, the input value (vehicle acceleration, jerk, etc.) input to the driving operation evaluation means changes, and the evaluation target value is basically the same. Reduced to As a result, during the predetermined period, it is difficult to make a negative evaluation.

As described above, according to the vehicle control apparatus of the present invention, the driving operation evaluation unit obtains the evaluation target value from at least one input value including at least the vehicle acceleration, which is input to the driving operation evaluation unit. When the evaluation target value is less than or equal to a predetermined threshold, a positive evaluation is performed as an evaluation of the vehicle driving operation of the driver of the vehicle. On the other hand, when the evaluation target value is greater than the predetermined threshold, a negative evaluation is performed. The driving operation is performed for a predetermined period from the start of the stepping operation when the vehicle is started when the accelerator pedal is depressed during execution of brake hold control while the vehicle is stopped. the input value when the input value input to the evaluation unit is one, or, of the plurality of input values when the input values to be input to the driving operation evaluation means is a plurality By providing an input value changing means for executing an input value changing process for changing at least one of the input values so that the evaluation target value is reduced, the accelerator pedal is depressed during execution of the brake hold control. It is possible to prevent the driver from feeling dissatisfied with the evaluation result of the driving operation of the vehicle when the vehicle starts.

It is the schematic which shows the vehicle carrying the control apparatus which concerns on embodiment of this invention. It is a block diagram which shows the structure of the control system of the said control apparatus. It is a graph which shows the relationship between the acceleration and jerk of a vehicle, and evaluation of a driver | operator's vehicle driving operation. It is the figure seen from the driver | operator side (vehicle rear side) which shows a meter indicator. It is a figure which shows the display which displays the evaluation result of a driver | operator's vehicle driving operation in a meter display. Changes in the acceleration of the vehicle, the amount of change (acceleration) of the acceleration, the hydraulic pressure to the brake device, and the accelerator opening when the vehicle is started when the accelerator pedal is depressed during execution of the brake hold control It is a time chart which shows. It is a time chart which shows the change of the acceleration of a vehicle, the hydraulic pressure to a brake device, and the accelerator opening degree at the time of start of a vehicle when an accelerator pedal is stepped on during non-execution of brake hold control. It is a flowchart which shows a part of processing operation from the stop of a vehicle to start by a control unit. It is a flowchart which shows the remainder of the processing operation from the stop of a vehicle to start by a control unit.

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

  FIG. 1 shows a vehicle C (in this embodiment, an automobile) equipped with a control device (a control unit 20 described later) according to an embodiment of the present invention. The vehicle C includes an engine 1 as a drive source for driving the vehicle C, and an automatic transmission 2 to which torque (power) generated by the engine 1 is input. The engine 1 and the automatic transmission 2 are mounted in an engine room located in the front part of the vehicle C. An output shaft (crankshaft) of the engine 1 extends in the vehicle width direction and is connected to an input shaft (extends in the vehicle width direction) of the automatic transmission 2. The drive source is not limited to the engine 1 and may be an electric motor or the like.

  The power from the automatic transmission 2 is transmitted to the differential device 9, and the power transmitted to the differential device 9 drives the left and right front wheels 11a via the left and right drive shafts 10, respectively. . Thus, the front wheels 11a are drive wheels that are driven by torque (power) output from the automatic transmission 2. Therefore, in the present embodiment, the vehicle C is an FF vehicle. The vehicle C is not limited to the FF vehicle but may be an FR vehicle.

  All the wheels 11 (front wheel 11a and rear wheel 11b) of the vehicle C are provided with brake devices 15 for braking the wheels 11, respectively. The brake device 15 of each wheel 11 is operated by the hydraulic pressure supplied to the brake device 15.

  A driver's seat 7 and a passenger's seat 8 are provided side by side in the vehicle width direction at the front of the vehicle compartment located on the vehicle rear side of the engine room in the vehicle C. Between the driver seat 7 and the passenger seat 8, a shift lever 16 is provided for the driver of the vehicle C to switch the shift range of the automatic transmission 2.

  An instrument panel (not shown) is provided on the front side of the driver seat 7 and the passenger seat 8 in the passenger compartment (the front end of the passenger compartment in the passenger compartment) so as to extend in the vehicle width direction. A steering column (not shown) for rotatably supporting the steering shaft 13 is provided at a portion of the driver's seat 7 at the front side of the vehicle. A steering wheel 12 that is operated by the driver of the vehicle C is provided at the end of the steering shaft 13 on the rear side of the vehicle.

  In addition, a display 60 (see FIGS. 4 and 5) for displaying an evaluation result to be described later is provided in an upper part of the steering column in the instrument panel (a position where the driver can visually recognize the vehicle C). Including meter display 6 is provided.

  The vehicle C is provided with a control unit 20 that controls the operation of the engine 1, the automatic transmission 2, each brake device 15, and the display 60 based on an input signal described later. The control unit 20 is a controller based on a well-known microcomputer, and includes a central processing unit (CPU) that executes a program, a memory that is composed of, for example, RAM and ROM, and stores a program and data, And an input / output (I / O) bus for inputting and outputting signals.

  The control unit 20 includes a signal from an accelerator opening sensor 21 that detects the amount of depression of the accelerator pedal (accelerator opening) by the driver of the vehicle C, and a wheel of each wheel provided on each wheel of the vehicle C. A signal from a wheel speed sensor 22 that detects the speed, a signal from a steering angle sensor 23 that detects the steering angle of the steering wheel 12 by the driver, and a brake sensor 24 that detects the amount of depression of the brake pedal by the driver. , A signal from the gradient sensor 25 that detects the gradient of the road surface on which the vehicle C is located, and a range position of the shift lever 16 of the vehicle C (D range position, R range position, N range position, P range position, etc.) ) Detects the signal from the range position sensor 26 and whether or not to allow execution of brake hold control described later is selected by the driver. A signal from the selecting operation switch 27 to work is adapted to be input. The gradient sensor 25 can detect both the climbing gradient and the descending gradient of the road surface. The gradient (%) of the road surface by the gradient sensor 25 indicates a negative value when the descending gradient is positive, and a positive value when the climbing gradient is positive. Indicates.

  The vehicle speed of the vehicle C can be obtained from the wheel speed of each wheel 11 by the wheel speed sensor 22 of each wheel 11, but a vehicle speed sensor for detecting the vehicle speed of the vehicle C may be provided separately.

In the control unit 20, an engine control unit 20a as a drive source control unit that controls the operation of the engine 1 (drive source), a transmission control unit 20b that controls the operation of the automatic transmission 2, and a brake device control unit As a braking device control unit 20c, an acceleration / depression calculation unit 20d, a driving operation evaluation unit 20e, a display control unit 20f, and an input value changing unit 20g.

  The engine control unit 20a controls the operation of the engine 1 (that is, the generated torque of the engine 1) in accordance with the accelerator opening (accelerating operation of the accelerator pedal by the driver) by the accelerator opening sensor 21. That is, the engine control unit 20a is provided in the engine body in which the throttle valve 31 provided in the intake pipe of the engine 1 and a plurality of cylinders of the engine 1 are arranged according to the accelerator opening. A fuel injection valve 32 for injecting fuel and an ignition plug 33 provided in the engine main body for igniting the fuel injected into each cylinder are controlled.

  Further, the engine control unit 20a automatically stops (idle stop) the engine 1 when a predetermined automatic stop condition including that the vehicle C is stopped (the vehicle speed of the vehicle C is 0) is satisfied. In the present embodiment, the predetermined automatic stop condition is that the vehicle C is stopped and the selection operation switch 27 is ON (the driver permits execution of the brake hold control), or It is a condition that the vehicle C is stopped, the selection operation switch 27 is OFF, and the brake pedal is depressed.

  The engine control unit 20a operates the accelerator pedal when the brake device control unit 20c performs brake hold control (described later) while the engine 1 is automatically stopped and the vehicle C is stopped. The engine 1 is restarted while the engine 1 is automatically stopped. When the selection operation switch 27 is OFF while the vehicle C is stopped, the depression of the brake pedal is released. (In more detail, when the amount of depression of the brake pedal becomes a predetermined amount or less), the engine 1 is restarted.

  When the range position by the range position sensor 26 is in the forward travel range position (for example, the D range position), the transmission control unit 20b travels the vehicle C (specifically, the accelerator position by the accelerator position sensor 21, The vehicle speed of the vehicle C) is determined using a shift map stored in the memory of the control unit 20 in advance, and the clutch provided in the automatic transmission 2 is set to the determined shift speed. And the engagement and release of a plurality of frictional engagement elements 41 including brakes. While the vehicle C is stopped, when the range position by the range position sensor 26 is in the forward travel range position, the engine control unit 20a sets the plurality of friction engagement elements 41 to the engaged or released state for realizing the first speed, The automatic transmission 2 is in a power transmission state. Further, when the vehicle C is stopped, when the range position by the range position sensor 26 is in the R range position, the engine control unit 20a causes the plurality of friction engagement elements 41 to be in an engaged or released state that achieves reverse speed. However, the automatic transmission 2 is in a power transmission state.

  The brake device control unit 20 c controls the hydraulic pressure to the brake device 15 of each wheel 11 according to the depression amount of the brake pedal by the brake sensor 24. Further, the brake device control unit 20c is configured such that when a predetermined brake hold condition is satisfied while the vehicle C is stopped, the brake devices 15 of all the wheels 11 of the vehicle C are operated even when the brake pedal of the vehicle C is not operated. When the driver depresses the accelerator pedal of the vehicle C while the brake hold control is being executed (the accelerator pedal position sensor 21 controls the accelerator pedal of the vehicle C). When the depression operation is detected), the braking state of the brake device 15 in the braking state is released by executing the brake hold control. In addition, at the time of execution of the brake hold control, only the brake device 15 of the drive wheel (the front wheel in the present embodiment) may be brought into a braking state.

  In this embodiment, the predetermined brake hold control condition is that the selection operation switch 27 is ON (the driver permits execution of the brake hold control), and the driver is stopping the vehicle C. The brake pedal depression is released (more specifically, the depression amount of the brake pedal is equal to or less than the predetermined amount). As the predetermined brake hold control condition, the selection operation switch 27 is ON, the driver releases the brake pedal while the vehicle C is stopped, and the range position by the range position sensor 26 is changed. The condition may be that the vehicle is in a travel range position (that is, a range position where the vehicle C may move due to creep torque of the automatic transmission 2 (particularly a forward travel range position)).

The driving operation evaluation unit 20e evaluates the vehicle driving operation of the driver based on an evaluation target value based on the acceleration of the vehicle C (acceleration in the front-rear direction of the vehicle C). Thus, the driving operation evaluation unit 20e constitutes a driving operation evaluation unit. In the present embodiment, the evaluation target value is when the acceleration of the vehicle C is G (unit: m / s ² ) and the change amount (jumping degree) of the acceleration G is J (unit: m / s ³ ). , J / G (unit: s ⁻¹ ) as an absolute value.

In the present embodiment, the acceleration / jump calculator 20 d calculates the acceleration G from the wheel speed of each wheel 11 by the wheel speed sensor 22 of each wheel 11. In other words, the acceleration / jump calculator 20d calculates the vehicle speed of the vehicle C from the wheel speeds of the wheels 11, and calculates the acceleration G by differentiating the vehicle speed. Further, the acceleration / jump calculator 20d calculates the jerk J by differentiating the acceleration G. And driving operation evaluation part 20e inputs acceleration G and jerk J from acceleration and jerk calculation part 20d, and obtains an evaluation object value by calculating | J / G |. Thus, the input value input to the driving operation evaluation unit 20e is the acceleration of the vehicle C obtained by differentiating the vehicle speed of the vehicle C obtained from the wheel speed of each wheel 11 by the wheel speed sensor 22, and the acceleration. It is the jerk obtained by differentiating. The driving operation evaluation unit 20e is provided with an acceleration sensor that detects the acceleration of the vehicle C instead of inputting the acceleration G from the acceleration / jump rate calculation unit 20d, and the driving operation evaluation unit 20e receives acceleration from the acceleration sensor. You may make it input G.

In the present embodiment, the driving operation evaluation unit 20e calculates the evaluation target value when the sign of the value obtained by differentiating the jerk J changes, that is, at the timing when the jerk J peaks.

The driving operation evaluation unit 20e evaluates the vehicle driving operation of the driver based on the calculated evaluation target value every time the evaluation target value is calculated at a timing when the jerk J reaches a peak. Specifically, when the calculated evaluation target value is equal to or less than the first predetermined threshold, the driving operation evaluation unit 20e performs a positive evaluation as an evaluation of the vehicle driving operation of the driver, while the calculated evaluation target When the value is larger than the first predetermined threshold value, a negative evaluation is performed.

The above evaluation will be described in detail with reference to the two-dimensional graph of FIG. The horizontal axis of this graph is the acceleration G input to the driving operation evaluation unit 20e, and the vertical axis is the jerk J input to the driving operation evaluation unit 20e. Here, it is assumed that the acceleration G and jerk J are positive values.

When the values of the acceleration G and the jerk J when the evaluation target value is calculated are plotted on the graph as coordinates (G, J), the plotted position has a slope equal to the first predetermined threshold value. If it exists on the 1st reference line L1 which becomes or the area | region (A area | region and B area | region) below this 1st reference line L1, the driving operation evaluation part 20e will perform positive evaluation. On the other hand, if the plotted position is in a region (C1 to C3 region) above the first reference line L1, the driving operation evaluation unit 20e performs a negative evaluation.

  In the A region, both the acceleration G and the jerk J are small values, and the vehicle C is traveling at a substantially constant speed. In the region B, the acceleration G is a value larger than the predetermined acceleration G1, but the acceleration G does not change to such an extent that the occupant's body of the vehicle C shakes (the jerk is small).

  On the other hand, in the region C1 to C3, the acceleration G changes so much that the occupant's body of the vehicle C shakes.

  In the present embodiment, in negative evaluation, evaluation is performed by distinguishing between slightly bad evaluation, bad evaluation, and very bad evaluation depending on the size of the evaluation target value. That is, when the evaluation target value is larger than the first predetermined threshold value and equal to or less than the second predetermined threshold value (set to a value larger than the first predetermined threshold value), the evaluation target value is a little bad. When the value is larger than the second predetermined threshold value and equal to or less than the third predetermined threshold value (set to a value larger than the second predetermined threshold value), the evaluation is bad, and the evaluation target value is larger than the third predetermined threshold value. Sometimes it is a very bad evaluation. In other words, the plotted position is above the first reference line L1 and below the second reference line L2 (the inclination of the second reference line L2 is the second predetermined threshold). If it is in the C1 region, the evaluation is a little bad, and the plotted position is above the second reference line L2 and the third reference line L3 (the inclination of the third reference line L2 becomes the third predetermined threshold value). If it is in the following C2 region, the evaluation is bad, and if the plotted position is in the C3 region above the third reference line L3, the evaluation is very bad. It should be noted that negative evaluations need not be distinguished and evaluated in this way. In this case, the evaluation target value may be compared with the first predetermined threshold value.

In the present embodiment, the driving operation evaluation unit 20e performs the vehicle driving operation of the driver based on an evaluation target value (hereinafter referred to as a longitudinal evaluation target value) based on the acceleration of the vehicle C (acceleration in the longitudinal direction of the vehicle). The driver's driving operation of the driver is also evaluated based on an evaluation target value (hereinafter referred to as a horizontal direction evaluation target value) based on the lateral acceleration of the vehicle C (the lateral acceleration of the vehicle). . The evaluation based on the front-rear direction evaluation target value corresponds to the evaluation of the driver's operation of the accelerator pedal or the brake pedal, and the evaluation based on the left-right direction evaluation target value is based on the evaluation of the driver's operation of the steering wheel. Equivalent to.

The left-right direction evaluation target value is calculated in the same way as the front-rear direction evaluation target value. That is, the left-right direction evaluation target value is | Ja / Ga |, where Ga is the lateral acceleration of the vehicle C leftward or rightward, and Ja is the amount of change (jump) of the lateral acceleration Ga. Lateral acceleration G a is also determined from the wheel speed of each wheel 11 by the wheel speed sensor 22 of each wheel 11. That is, acceleration-jerk calculation unit 20d is, the vehicle speed of the vehicle C determined from the wheel speed of each wheel 11, and a steering angle by the steering angle sensor 23, the vehicle speed and the steering angle of the vehicle C and the lateral acceleration G a based relationship preset map to determine the lateral acceleration G a. Further, the acceleration / jump calculator 20d calculates the jerk Ja by differentiating the lateral acceleration Ga. And driving operation evaluation part 20e inputs lateral acceleration Ga and jerk Ja from acceleration and jerk calculation part 20d, and obtains a horizontal direction evaluation object value by calculating | Ja / Ga |. The driving operation evaluation unit 20e is provided with a lateral acceleration sensor that detects the lateral acceleration of the vehicle C instead of inputting the lateral acceleration from the acceleration / jump rate calculation unit 20d, and the driving operation evaluation unit 20e You may make it input lateral acceleration Ga from a sensor.

  The timing for calculating the left-right evaluation target value is the same as the timing for calculating the front-rear direction evaluation target value when the sign of the value obtained by differentiating the jerk Ja, that is, the timing when the jerk Ja peaks. It is. The evaluation method based on the left-right direction evaluation target value is the same as the above-described evaluation method based on the front-rear direction evaluation target value (the left-right direction evaluation target value corresponds to each of the first to third predetermined threshold values 3 To evaluate against one threshold).

  As shown in FIG. 4, the meter display 6 has a rotation speed display unit 61 that displays the rotation speed of the engine 1 detected by an engine rotation speed sensor (not shown), and a vehicle speed display unit that displays the vehicle speed of the vehicle C. 62 and a display 60 for displaying an evaluation result based on the front-rear direction evaluation target value and an evaluation result based on the left-right direction evaluation target value. The display 60 is a TFT color liquid crystal multi-information display. In the present embodiment, the display 60 also displays information other than the two evaluation results (for example, range position, fuel remaining amount, cumulative travel distance, etc.) (see FIG. 5).

The display control unit 20f is a driving operation evaluation unit 20e, evaluation based on the front-rear direction evaluation object value, and, each time the evaluation based on the horizontal direction evaluation object value is performed, the evaluation results, received from the driving operation evaluation unit 20e And displayed on the display 60. As a result, the display control unit 20f constitutes a display control unit.

  As shown in FIG. 5, the display 60 includes a first display unit 63 that displays the evaluation based on the front-rear direction evaluation target value and the evaluation based on the left-right direction evaluation target value, and the evaluation based on the front-rear direction evaluation target value. If the evaluation based on the left and right direction evaluation target value is negative, the second display unit 64 that displays a slightly bad evaluation, a bad evaluation, and a very bad evaluation, and a slightly bad evaluation A third display unit 65 for distinguishing and displaying bad evaluation and very bad evaluation is provided. A second display unit 64 is provided on the right side of the first display unit 63 with the first display unit 63 at the center, and a third display unit 65 is provided on the left side of the first display unit 63. A picture of a pedal is drawn on the lower right side of the second display part 64, and a picture of a steering wheel is drawn on the lower left side of the third display part 65. The display unit 64 is an evaluation of the operation of the accelerator pedal or the brake pedal (evaluation based on the front-rear direction evaluation target value), and the third display unit 65 is an evaluation of the operation of the steering wheel (evaluation based on the left-right direction evaluation target value). I can understand that.

  The second display unit 64 has three segments 64a, 64b, and 64c arranged in the left-right direction. When the evaluation based on the evaluation target value in the front-rear direction is a little bad, the leftmost (on the first display unit 63) When only the closest segment 64a is displayed in white and has a bad evaluation, the leftmost segment 64a and the central segment 64b are displayed in white, and when the evaluation is very bad, three segments 64a, 64b and 64c are displayed. It is displayed in white. That is, the second display unit 64 displays a bar that extends to the right as the evaluation is worse.

  Similarly to the second display unit 64, the third display unit 65 includes three segments 65a, 65b, and 65c arranged in the left-right direction. The third display unit 65 includes a bar that extends to the left side as the evaluation becomes worse. Display is made.

  When the evaluation based on the front-rear direction evaluation target value and the evaluation based on the left-right direction evaluation target value are very good evaluations, the display control unit 20f displays the first display unit 63 in green. In addition, when the evaluation based on the front-rear direction evaluation target value and the evaluation based on the left-right direction evaluation target value are respectively good evaluations, the display control unit 20f displays the first display unit 63 in blue. When the first display unit 63 is displayed in green or blue, for the driver, which of the evaluation based on the longitudinal evaluation target value and the evaluation based on the horizontal evaluation target value is very good or good (that is, Does not know if it is a positive rating), but in the case of a positive rating, the driver does n’t care much about which rating is positive, so it does n’t matter if it ’s not. No problem. In addition, it is also possible to distinguish and display which evaluation is a positive evaluation.

  On the other hand, when the evaluation based on the front-rear direction evaluation target value and the evaluation based on the left-right direction evaluation target value are respectively negative evaluations, the display control unit 20f displays the white color on the first display unit 63. When the evaluation based on the front-rear direction evaluation target value is negative, the second display unit 64 displays a bar according to the bad degree of the evaluation, and the evaluation based on the left-right direction evaluation target value is negative. In this case, a bar is displayed on the third display unit 65 according to the degree of bad evaluation. As a result, the driver knows how bad the evaluation is.

  Here, it is assumed that the vehicle C has stopped in a state where the range position by the range position sensor 26 is in the travel range position (particularly the D range position). When the selection operation switch 27 is ON and the driver of the vehicle C releases the depression of the brake pedal, the brake device control unit 20c executes brake hold control. When the driver depresses the accelerator pedal while the brake device control unit 20c is executing the brake hold control, the brake device control unit 20c releases the braking state of the brake device 15, and the braking state is released. The vehicle C starts to move when it is almost completed. That is, as shown in FIG. 6, the hydraulic pressure to the brake device 15 starts to decrease from the start of the depression operation of the accelerator pedal, and acceleration occurs in the vehicle C when the hydraulic pressure becomes substantially zero.

  On the other hand, when the selection operation switch 27 is OFF, as shown in FIG. 7, when the driver releases the depression of the brake pedal in order to start the vehicle C, from the start of the release to the brake device 15 When the hydraulic pressure begins to decrease and the hydraulic pressure becomes substantially zero, the vehicle C starts to move due to the creep torque of the automatic transmission 2, and at this point, acceleration occurs in the vehicle C. Thereafter, when the accelerator pedal is depressed, the acceleration of the vehicle C further increases. As described above, when the accelerator pedal is depressed while the brake hold control is not being executed, the acceleration at the start of the vehicle C is the increase in the acceleration due to the creep torque and the subsequent acceleration of the driver's accelerator pedal. It is performed in two stages, that is, acceleration increase due to depression. The same applies to vehicles that do not employ a brake hold system.

  On the other hand, when the accelerator pedal is depressed during execution of the brake hold control, the increase in acceleration at the start of the vehicle C is, as described above, an increase in acceleration due to the depression of the driver's accelerator pedal. Performed in stages only. As a result, when the vehicle C starts when the accelerator pedal is depressed during execution of the brake hold control, the acceleration of the vehicle C is likely to increase rapidly.

  Therefore, when the vehicle C is started when the accelerator pedal is depressed by the driver of the vehicle C during the execution of the brake hold control, even if the driver does not perform a rapid accelerator operation, The evaluation value in the front-rear direction at the peak of jerk J (at time t1 in FIG. 6) is likely to be larger than the first predetermined threshold value. Therefore, the evaluation based on the evaluation target value in the front-rear direction is a negative evaluation. Easy to be. When the evaluation based on the front-rear direction evaluation target value is negative, the first display unit 63 of the display 60 is displayed in white, and the second display unit 64 is displayed with a bar according to the degree of poor evaluation. become. The driver who sees the negative evaluation displayed on the display 60 does not remember the sudden accelerator operation, and thus feels dissatisfied with the evaluation.

Therefore, in the present embodiment, an input value changing unit 20 g is provided in the control unit 20. When the accelerator pedal is depressed during execution of the brake hold control by the brake device controller 20c while the vehicle C is stopped, the input value changing unit 20g is for a predetermined period from the start of the depression operation. The at least one input value (acceleration G and jerk J in the present embodiment) of the plurality of input values (acceleration G and jerk J) input to the driving operation evaluation unit 20e is reduced by the longitudinal evaluation target value. The input value changing process to be changed is executed. Thus, the input value changing unit 20g constitutes an input value changing unit.

In the present embodiment, the input value changing unit 20g executes the jerk J smoothing process as the input value changing process, thereby changing the jerk J before or after being input to the driving operation evaluation unit 20e. To do. By such an annealing process of the jerk J, the peak value of the jerk J is reduced, and thereby the above-described longitudinal evaluation target value calculated at the peak of the jerk J is reduced.

In addition, instead of the smoothing process of the jerk J, the jerk J before being input to the driving operation evaluation unit 20e can be obtained by executing the smoothing process of the wheel speed or acceleration G of each wheel 11. It is also possible to change the direction evaluation target value to be reduced. The peak value of the jerk J can also be reduced by executing the smoothing process of the wheel speed or acceleration G of each wheel 11. However, the driving operation evaluation unit 20e acceleration G is also input, it is preferable not to reduce the peak value of the acceleration G to be inputted to the driving operation evaluation unit 20e. For this reason, for example, when the acceleration G smoothing process is executed, the acceleration G before the smoothing process is input to the driving operation evaluation unit 20e, and the jerk J obtained by differentiating the acceleration G after the smoothing process is input. Is input to the driving operation evaluation unit 20e.

  The smoothing processing of the jerk J is performed when the accelerator pedal is not depressed suddenly when the vehicle C starts when the accelerator pedal is depressed during execution of the brake hold control. The peak of the jerk J that occurs first from the start of the depression of the pedal (the peak that occurs at time t1 in FIG. 6) is reduced, and the evaluation based on the front-rear direction evaluation target value calculated with the peak is a positive evaluation This is an annealing process. Note that the jerk Ja when calculating the evaluation value in the left-right direction is not changed (the annealing process is not executed).

  At the end of the predetermined period, execution of the annealing process is stopped. In the present embodiment, the predetermined period is a period from when the accelerator pedal is depressed until a predetermined time elapses. This predetermined time is slightly longer than the time from the start of the depression operation of the accelerator pedal to the time when the peak of the first jerk J occurs (time t1 in FIG. 6), for example, 2 s to 4 s. Set to Instead of the predetermined time, the predetermined period may be, for example, a period from the start of the depression operation of the accelerator pedal to the peak of the first jerk J.

  The start timing of the predetermined period is the start time of the depression operation of the accelerator pedal, but the start of the depression operation of the accelerator pedal may be directly detected from the accelerator opening sensor 21. It is configured to detect the hydraulic pressure to the device 15, and indirectly from the hydraulic pressure to the brake device 15 when the brake device control unit 20c that has executed the brake hold control releases the braking state of the brake device 15. Detection (judgment) may be performed. Alternatively, the start of the accelerator pedal depression operation is indirectly detected from the signal when the brake device control unit 20c that has executed the brake hold control outputs a signal for releasing the braking state of the brake device 15. (Judgment) may be made.

  In the present embodiment, the input value changing unit 20g is operated so that the accelerator pedal is depressed while the brake device control unit 20c is executing the brake hold control while the vehicle C is stopped. When this is done, the input value changing process is executed.

  The predetermined input value change execution condition is that the engine 1 is automatically stopped and the automatic transmission 2 is in a power transmission state (particularly, the range position by the range position sensor 26 is in the forward travel range position). The climbing gradient of the road surface on which the vehicle C is stopped detected by the gradient sensor 25 is less than a predetermined value (the gradient detected by the gradient sensor 25 is a positive value, and the value is less than the predetermined value). And the descending slope of the road surface on which the vehicle C is stopped detected by the slope sensor 25 is equal to or greater than a preset value (the slope detected by the slope sensor 25 is a negative value). And the absolute value of the value is equal to or greater than a set value). That is, when the accelerator pedal is depressed during execution of the brake hold control while the predetermined input value change execution condition is satisfied, the vehicle C is likely to start abruptly. Since the evaluation based on the evaluation value in the front-rear direction tends to be a negative evaluation, the input value changing process is executed.

  It should be noted that the brake hold control by the brake device control unit 20c is not limited to when the predetermined input value change execution condition is satisfied, but also when the predetermined input value change execution condition is not satisfied. The input value changing process may be executed when the accelerator pedal is depressed during execution.

  The processing operation from the stop of the vehicle C to the start by the control unit 20 will be described with reference to the flowcharts of FIGS. Here, only the evaluation based on the longitudinal evaluation target value will be described. Further, the acceleration G and the jerk J by the acceleration / jump calculator 20d are always calculated, and are omitted here. Furthermore, it is assumed that the predetermined input value change execution condition is satisfied while the vehicle C is stopped. Further, it is assumed that the range position by the range position sensor 26 is in the forward travel range position.

  In the first step S1, it is determined whether or not the vehicle C is stopped. If the determination in step S1 is NO, the process proceeds to step S14. If the determination in step S1 is YES, the process proceeds to step S2. It is determined whether or not a predetermined brake hold condition is established.

  If the determination in step S2 is NO, the process proceeds to step S12. If the determination in step S2 is YES, the process proceeds to step S3, and the brake device control unit 20c executes brake hold control.

  In the next step S4, it is determined whether or not an accelerator pedal depression operation has been performed. When the determination in step S4 is NO, the process returns as it is, while when the determination in step S4 is YES, the process proceeds to step S5, and the brake device control unit 20c releases the braking state of the brake device 15.

  In the next step S6, the input value changing unit 20g executes the input value changing process, that is, the jerk J smoothing process.

  In the next step S7, the engine control unit 20a controls the engine 1 (throttle valve 31, fuel injection valve 32, spark plug 33, etc.) based on the accelerator opening, and the transmission control unit 20b opens the accelerator. The gear position is determined based on the speed and the vehicle speed of the vehicle C, and the engagement and release of the plurality of frictional engagement elements 41 of the automatic transmission 2 are controlled so that the determined gear position is achieved.

In the next step S8, the driving operation evaluation unit 20e calculates a longitudinal evaluation target value from the jerk J processed as an acceleration G at the timing when the smoothed jerk J reaches a peak. Based on the calculated longitudinal evaluation target value and the first to third predetermined threshold values, the driver's driving operation is evaluated. In the next step S9, the display control unit 20f displays the evaluation result on the display 60 (the first display unit 63 or both the first display unit 63 and the second display unit 64).

  In the next step S10, it is determined whether or not a predetermined time has elapsed since the start of the depression operation of the accelerator pedal. When the determination in step S10 is NO, the process returns to step S7. On the other hand, when the determination in step S10 is YES, the process proceeds to step S11, and the input value changing unit 20g performs the jerk J smoothing process. And then return.

  In step S12 that proceeds when the determination in step S2 is NO, it is determined whether or not an accelerator pedal depression operation has been performed. If the determination in step S12 is NO, the process returns as it is. If the determination in step S12 is YES, the process proceeds to step S13, and the brake device control unit 20c releases the braking state of the brake device 15, and accordingly. It progresses to step S14 later.

  In step S14, the engine control unit 20a controls the engine 1 based on the accelerator opening, and the transmission control unit 20b determines a gear position based on the accelerator opening and the vehicle speed of the vehicle C. Engagement and release of the plurality of frictional engagement elements 41 of the automatic transmission 2 are controlled so that the determined shift speed is achieved.

In the next step S15, the driving operation evaluation unit 20e calculates the longitudinal evaluation target value from the acceleration G and the jerk J (the jerk J that has not been annealed) at the timing when the jerk J peaks. At the same time, the vehicle driving operation of the driver is evaluated based on the calculated longitudinal evaluation target value and the first to third predetermined threshold values (values before the change). In the next step S16, the display control unit 20f displays the evaluation result on the display 60 (the first display unit 63 or both the first display unit 63 and the second display unit 64), and then returns.

Therefore, in this embodiment, when the accelerator pedal is depressed while the brake device control unit 20c is executing the brake hold control while the vehicle C is stopped, the input value changing unit 20g starts the depression operation. During the predetermined period (until the predetermined time elapses), the input value changing process (the jerk J smoothing process) is executed to change the jerk J so that the longitudinal evaluation target value is reduced. Thus, during the predetermined period, the peak value of jerk J is reduced and the longitudinal evaluation target value is reduced. As a result, the acceleration at the start of the vehicle C when the accelerator pedal is depressed during the execution of the brake hold control is abrupt even though the driver is not operating the accelerator. Even so, during the predetermined period, it becomes difficult for the driving operation evaluation unit 20e to perform a negative evaluation as an evaluation of the vehicle driving operation of the driver (an evaluation based on the longitudinal evaluation target value). The display control unit 20 f is less likely to display white on the first display unit 63 and display a bar on the second display unit 64. Therefore, the driver's vehicle driving operation evaluation result (evaluation result based on the longitudinal evaluation target value) when the vehicle C starts when the accelerator pedal is depressed during execution of the brake hold control is the driver It can suppress giving dissatisfaction with respect to.

  The present invention is not limited to the embodiment described above, and can be substituted without departing from the spirit of the claims.

  For example, in the above-described embodiment, the input value changing unit 20g executes the smoothing process of the jerk J in the input value changing process. However, instead of or in addition to this, the input value Even if the changing unit 20g executes the acceleration G amplification process, the longitudinal evaluation target value (| J / G |) can be reduced.

Alternatively, the input value changing unit 20g inputs the input to the driving operation evaluating unit 20e by limiting the increase in the generated torque of the engine 1 caused by the depression operation of the accelerator pedal by the engine control unit 20a in the input value changing process. Both the acceleration G and the jerk J may be changed. In this case, even if the acceleration G is reduced, the amount of change in acceleration (jeepness J) of the acceleration of the vehicle C can be further reduced, and the above-described longitudinal evaluation target value can be reduced.

In the above embodiment, the longitudinal evaluation target value is | J / G |. However, the longitudinal evaluation target value may be the absolute value of the acceleration G or the absolute value of the jerk J of the vehicle C. Good. In this case, the driving operation evaluation unit 20e obtains the longitudinal evaluation target value from the acceleration G or jerk J (acceleration G may be input from the acceleration sensor) input from the acceleration / jump calculation unit 20d, When the front-rear direction evaluation target value is less than or equal to a predetermined threshold value, a positive evaluation is performed as an evaluation of the vehicle driving operation of the driver (evaluation based on the front-rear direction evaluation target value), while the front-rear direction evaluation target value is When it is larger than the threshold value, negative evaluation is performed. Similarly, the lateral direction evaluation target value may be the lateral acceleration Ga or the jerk Ja.

Thus, when the longitudinal evaluation target value is the absolute value of the acceleration G or the absolute value of the jerk J, the input value changing unit 20g receives the acceleration G input to the driving operation evaluating unit 20e in the input value changing process. Alternatively, an annealing process of jerk J may be executed. Alternatively, the input value changing unit 20g inputs the input to the driving operation evaluating unit 20e by limiting the increase in the generated torque of the engine 1 caused by the depression operation of the accelerator pedal by the engine control unit 20a in the input value changing process. The acceleration G or jerk J may be changed.

  The above-described embodiments are merely examples, and the scope of the present invention should not be interpreted in a limited manner. The scope of the present invention is defined by the scope of the claims, and all modifications and changes belonging to the equivalent scope of the claims are within the scope of the present invention.

  INDUSTRIAL APPLICABILITY The present invention is useful for a vehicle control device that evaluates a vehicle driving operation of a driver who drives the vehicle and displays the evaluation result on a display.

C Vehicle 1 Engine (drive source)
2 Automatic transmission 15 Brake device 20 Control unit (control device)
20a Engine control unit (drive source control means)
20c Brake device control unit (brake device control means)
20e Driving operation evaluation unit (driving operation evaluation means)
20f Display control unit (display control means)
20g Input value changing unit (input value changing means)
25 Gradient sensor (gradient detection means)
60 display

Claims (7)

Driving operation evaluation means for evaluating the vehicle driving operation of the driver of the vehicle based on the evaluation target value based on the acceleration of the vehicle;
Display control means for displaying an evaluation result by the driving operation evaluation means on a display provided at a position where the driver can visually recognize the interior of the vehicle;
Brake hold control for maintaining the brake device for braking the wheels of the vehicle in the braking state even when the brake pedal of the vehicle is not operated when a predetermined brake hold condition is satisfied while the vehicle is stopped And a brake device control means for releasing the braking state of the brake device when the driver depresses the accelerator pedal of the vehicle during the execution of the brake hold control,
A vehicle control device comprising drive source control means for controlling the operation of a drive source for driving the vehicle according to a depression operation state of the accelerator pedal,
The brake device control means is configured to start releasing the braking state of the brake device from the start of the depression operation of the accelerator pedal,
When the release of the braking state of the brake device by the brake device control means is substantially completed, acceleration due to the depression operation of the accelerator pedal is generated in the vehicle,
The driving operation evaluation means evaluates an accelerator pedal operation among the vehicle driving operations, and calculates the evaluation target value from at least one input value including at least the acceleration input to the driving operation evaluation means. When the evaluation target value is less than or equal to the predetermined threshold value, a positive evaluation is performed as an evaluation of the driver's accelerator pedal operation. On the other hand, when the evaluation target value is greater than the predetermined threshold value, a negative evaluation is performed. Configured to do
When the vehicle is started when the accelerator pedal is depressed during execution of the brake hold control by the brake device control means while the vehicle is stopped, the driving is performed for a predetermined period from the start of the depression operation. At least one of the input value when there is one input value input to the operation evaluation means or the plurality of input values when there are a plurality of input values input to the driving operation evaluation means. An apparatus for controlling a vehicle, further comprising an input value changing means for executing an input value changing process for changing an input value so that the evaluation target value is reduced. The vehicle control device according to claim 1,
The input value input to the driving operation evaluation means is the acceleration of the vehicle obtained by differentiating the vehicle speed obtained from the wheel speed of each wheel by a wheel speed sensor that detects the wheel speed of each wheel of the vehicle. G and the jerk J obtained by differentiating the acceleration,
The driving operation evaluation means is configured to calculate | J / G | as the evaluation target value at a timing when the jerk reaches a peak.
The control apparatus for a vehicle, wherein the input value changing means is configured to execute the jerk smoothing process as the input value changing process. The vehicle control device according to claim 1 or 2,
The drive source is an engine,
The drive source control means automatically stops the engine when a predetermined automatic stop condition including that the vehicle is stopped and the engine is automatically stopped while the vehicle is stopped. And when the brake hold control is executed by the brake device control means, the engine is restarted when the accelerator pedal is depressed.
The input value changing means is configured such that when the accelerator pedal is depressed and the accelerator pedal is depressed during execution of the brake hold control by the brake device control means while the engine is stopped automatically . A vehicle control apparatus configured to execute the input value changing process when starting . In the control apparatus of the vehicle as described in any one of Claims 1-3,
The vehicle has an automatic transmission,
The input value changing means is the operation when the accelerator pedal is depressed while the brake device control means is executing the brake hold control while the vehicle is stopped and the automatic transmission is in a power transmission state. A vehicle control apparatus configured to execute the input value changing process when the vehicle starts . In the control apparatus of the vehicle as described in any one of Claims 1-4,
The input value changing means is controlled by the brake device control means when the climbing slope detected by the slope detecting means for detecting the slope of the road surface on which the vehicle is stopped is less than a predetermined value. A vehicle control apparatus configured to execute the input value changing process when the vehicle starts when the accelerator pedal is depressed during execution of the brake hold control. In the vehicle control device according to any one of claims 1 to 5,
The input value changing means may be configured such that when the vehicle is stopped when the descending slope detected by the slope detecting means for detecting the slope of the road surface on which the vehicle is stopped is equal to or greater than a preset set value. A vehicle configured to execute the input value changing process when the vehicle is started when the accelerator pedal is depressed while the brake device control means performs the brake hold control. Control device. In the control apparatus of the vehicle as described in any one of Claims 1-6,
In the input value changing process, the input value changing unit is configured to input an input to the driving operation evaluating unit by limiting an increase in the generated torque of the driving source accompanying the depression operation of the accelerator pedal by the driving source control unit. The input value when there is one input value or at least one input value among the plurality of input values when there are a plurality of input values input to the driving operation evaluation means is changed. It is comprised as follows. The vehicle control apparatus characterized by the above-mentioned.