WO2011142203A1 - 車両制御装置 - Google Patents
車両制御装置 Download PDFInfo
- Publication number
- WO2011142203A1 WO2011142203A1 PCT/JP2011/059218 JP2011059218W WO2011142203A1 WO 2011142203 A1 WO2011142203 A1 WO 2011142203A1 JP 2011059218 W JP2011059218 W JP 2011059218W WO 2011142203 A1 WO2011142203 A1 WO 2011142203A1
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- WO
- WIPO (PCT)
- Prior art keywords
- vehicle
- control
- pressing
- abnormal state
- speed
- Prior art date
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- 238000003825 pressing Methods 0.000 claims abstract description 75
- 230000002159 abnormal effect Effects 0.000 claims abstract description 56
- 238000000034 method Methods 0.000 claims description 36
- 230000005856 abnormality Effects 0.000 claims description 28
- 238000001514 detection method Methods 0.000 claims description 17
- 230000006641 stabilisation Effects 0.000 claims description 10
- 238000011105 stabilization Methods 0.000 claims description 10
- 238000012544 monitoring process Methods 0.000 claims description 6
- 230000004044 response Effects 0.000 claims description 5
- 230000000087 stabilizing effect Effects 0.000 claims description 2
- 238000004891 communication Methods 0.000 description 13
- 230000000994 depressogenic effect Effects 0.000 description 7
- 239000000446 fuel Substances 0.000 description 5
- 230000007935 neutral effect Effects 0.000 description 5
- 230000007704 transition Effects 0.000 description 5
- 230000008569 process Effects 0.000 description 4
- 230000004913 activation Effects 0.000 description 3
- 230000033228 biological regulation Effects 0.000 description 3
- 238000010586 diagram Methods 0.000 description 3
- 238000012545 processing Methods 0.000 description 3
- 238000005096 rolling process Methods 0.000 description 3
- 238000002347 injection Methods 0.000 description 2
- 239000007924 injection Substances 0.000 description 2
- 230000001133 acceleration Effects 0.000 description 1
- 230000005540 biological transmission Effects 0.000 description 1
- 238000013461 design Methods 0.000 description 1
- 238000012986 modification Methods 0.000 description 1
- 230000004048 modification Effects 0.000 description 1
- 230000000153 supplemental effect Effects 0.000 description 1
- 230000001629 suppression Effects 0.000 description 1
Images
Classifications
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60R—VEHICLES, VEHICLE FITTINGS, OR VEHICLE PARTS, NOT OTHERWISE PROVIDED FOR
- B60R16/00—Electric or fluid circuits specially adapted for vehicles and not otherwise provided for; Arrangement of elements of electric or fluid circuits specially adapted for vehicles and not otherwise provided for
- B60R16/02—Electric or fluid circuits specially adapted for vehicles and not otherwise provided for; Arrangement of elements of electric or fluid circuits specially adapted for vehicles and not otherwise provided for electric constitutive elements
- B60R16/023—Electric or fluid circuits specially adapted for vehicles and not otherwise provided for; Arrangement of elements of electric or fluid circuits specially adapted for vehicles and not otherwise provided for electric constitutive elements for transmission of signals between vehicle parts or subsystems
- B60R16/0231—Circuits relating to the driving or the functioning of the vehicle
- B60R16/0232—Circuits relating to the driving or the functioning of the vehicle for measuring vehicle parameters and indicating critical, abnormal or dangerous conditions
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
- B60K28/00—Safety devices for propulsion-unit control, specially adapted for, or arranged in, vehicles, e.g. preventing fuel supply or ignition in the event of potentially dangerous conditions
- B60K28/10—Safety devices for propulsion-unit control, specially adapted for, or arranged in, vehicles, e.g. preventing fuel supply or ignition in the event of potentially dangerous conditions responsive to conditions relating to the vehicle
- B60K28/14—Safety devices for propulsion-unit control, specially adapted for, or arranged in, vehicles, e.g. preventing fuel supply or ignition in the event of potentially dangerous conditions responsive to conditions relating to the vehicle responsive to accident or emergency, e.g. deceleration, tilt of vehicle
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60R—VEHICLES, VEHICLE FITTINGS, OR VEHICLE PARTS, NOT OTHERWISE PROVIDED FOR
- B60R16/00—Electric or fluid circuits specially adapted for vehicles and not otherwise provided for; Arrangement of elements of electric or fluid circuits specially adapted for vehicles and not otherwise provided for
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60R—VEHICLES, VEHICLE FITTINGS, OR VEHICLE PARTS, NOT OTHERWISE PROVIDED FOR
- B60R25/00—Fittings or systems for preventing or indicating unauthorised use or theft of vehicles
- B60R25/01—Fittings or systems for preventing or indicating unauthorised use or theft of vehicles operating on vehicle systems or fittings, e.g. on doors, seats or windscreens
- B60R25/02—Fittings or systems for preventing or indicating unauthorised use or theft of vehicles operating on vehicle systems or fittings, e.g. on doors, seats or windscreens operating on the steering mechanism
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W50/00—Details of control systems for road vehicle drive control not related to the control of a particular sub-unit, e.g. process diagnostic or vehicle driver interfaces
- B60W50/02—Ensuring safety in case of control system failures, e.g. by diagnosing, circumventing or fixing failures
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W50/00—Details of control systems for road vehicle drive control not related to the control of a particular sub-unit, e.g. process diagnostic or vehicle driver interfaces
- B60W50/02—Ensuring safety in case of control system failures, e.g. by diagnosing, circumventing or fixing failures
- B60W50/029—Adapting to failures or work around with other constraints, e.g. circumvention by avoiding use of failed parts
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W50/00—Details of control systems for road vehicle drive control not related to the control of a particular sub-unit, e.g. process diagnostic or vehicle driver interfaces
- B60W50/08—Interaction between the driver and the control system
- B60W50/082—Selecting or switching between different modes of propelling
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W2300/00—Indexing codes relating to the type of vehicle
- B60W2300/17—Construction vehicles, e.g. graders, excavators
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W2540/00—Input parameters relating to occupants
- B60W2540/215—Selection or confirmation of options
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W2552/00—Input parameters relating to infrastructure
- B60W2552/05—Type of road, e.g. motorways, local streets, paved or unpaved roads
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W2555/00—Input parameters relating to exterior conditions, not covered by groups B60W2552/00, B60W2554/00
- B60W2555/60—Traffic rules, e.g. speed limits or right of way
Definitions
- the present invention it is possible to control the operating state of the drive source of the vehicle or the power supply state to the on-vehicle equipment according to the pressing switch provided inside the vehicle room so as to be pressed by the driver and pressing the pressing switch.
- the present invention relates to a vehicle control device including a control unit, which prohibits the control by the pressing operation on the pressing switch when a predetermined condition of the vehicle is satisfied.
- a smart key system uses a portable electronic key and a control device capable of wireless communication with the electronic key.
- door unlocking / locking and engine start / stop are controlled via wireless communication (authentication processing) between the electronic key and the control device ⁇ e.g. "JP 2003-278629 A.”
- JP2003-278629A it is determined whether the vehicle is traveling based on a vehicle information signal such as vehicle speed information. Then, when the vehicle is traveling, the pressing operation of the switch unit (19) for controlling the start / stop (on / off) of the engine is prohibited, and the pressing operation signal from the switch unit is made invalid. Do not perform processing based on the operation (paragraphs [0023], [0024], [0039]).
- JP2003-278629A when the vehicle is traveling, the pressing operation on the switch portion is prohibited, and the pressing operation signal is invalidated.
- JP2003-278629A an abnormal state occurs in which information for determining whether the vehicle is traveling can not be obtained due to some abnormality (for example, disconnection of a vehicle speed sensor) while the vehicle is traveling. The treatment has not been considered at all. For this reason, when such an abnormal state occurs, the system described in JP2003-278629A can not sufficiently cope, and the driver's convenience can not be sufficiently ensured.
- the pressing operation of the switch portion is permitted while the vehicle is traveling. This is more convenient for the driver.
- the present invention has been made in consideration of such problems, and has an object to provide a vehicle control device capable of improving the convenience of the driver when an abnormal state occurs in the vehicle.
- a vehicle control device includes a pressing switch provided in a vehicle interior of the vehicle so as to be capable of pressing by a driver, and power supply to an on-vehicle device or an operating state of a drive source of the vehicle according to pressing operation on the pressing switch.
- Control means capable of controlling the state, the control means prohibiting the control by the pressing operation on the pressing switch when a predetermined condition in the vehicle is satisfied, and further, an abnormal state in the vehicle
- the control means may perform the pressing switch regardless of whether or not the predetermined condition is satisfied. It is characterized in that the control by the pressing operation is permitted.
- the control of the operating state of the drive source of the vehicle or the power supply state to the in-vehicle device by the pressing operation of the pressing switch is prohibited, while the occurrence of the abnormal state in the vehicle When detected, the control is permitted. Therefore, when an abnormal state has not occurred, control as to whether or not control is performed by the press switch is controlled according to the presence or absence of the predetermined condition, and when an abnormal state occurs, the pressure switch is used even if the predetermined condition is met. Enables control. As a result, in the vehicle in which the condition that the pressing switch is not operated is set, when the abnormality occurs, the pressing switch can be functioned, and the convenience of the driver can be improved.
- a switch for switching on / off (start / stop) of a drive source (engine, driving motor, etc.) of the vehicle can be used.
- the predetermined condition for example, it can be used that the vehicle is traveling.
- the control means permits the control by the pressing operation of the pressing switch in the first operation method when the predetermined condition is not met, and the pressing switch in the first operation method when the predetermined condition is met. Prohibiting the control by the pressing operation and permitting the control by the pressing operation of the pressing switch in the second operation method in which the operation time is longer or the number of operations is longer than the first operation method.
- the control by the pressing operation of the pressing switch in the first operation method is permitted. It is also good.
- the predetermined condition in the vehicle is satisfied, the operating state of the drive source of the vehicle or the power supply state to the in-vehicle device only with the second operation method in which the operation time or the number of operations is larger than the first operation method. Allow control of Therefore, in this case, the driver's erroneous operation can be prevented.
- the control by the first operation method having the operation time or the number of operations smaller than the second operation method is permitted. By doing this, the control can be performed promptly, and the convenience of the driver is improved.
- Receiving means capable of receiving the abnormality, and the abnormality detecting means generates the abnormal state on the basis of the fact that the monitoring signal is not received by the receiving means or the activation signal of the airbag is received. It may be detected.
- the occurrence of an abnormal state is detected based on a monitoring signal from another control means or an actuation signal of the air bag. Even in the case of using either the monitoring signal or the operation signal, the occurrence of the abnormal state can be accurately detected because the abnormal state occurs in the vehicle. Further, in the case of the activation signal, the possibility of occurrence of an abnormality in other devices is much higher than that under normal conditions when the air bag is activated. Under such a premise, the driver's convenience can be enhanced by recognizing the control by the pressing operation of the pressing switch.
- control means for example, at least one of a vehicle speed sensor, a wheel speed sensor, a shift position sensor, a fuel injection control device, and a vehicle behavior stabilization control device can be used.
- the vehicle control device is further capable of detecting the type of the road on which the vehicle is traveling, and acquiring speed of the vehicle, the speed acquisition means capable of acquiring the set speed set according to the type of the road, The abnormality detecting means continues the state in which the speed detected by the vehicle speed detecting means exceeds the speed which can not normally be taken on the road of the type detected by the speed acquiring means for a predetermined time or more It may be determined that the abnormal state has occurred.
- the state in which the speed of the vehicle exceeds the speed which can not be originally taken continues for a predetermined time or more, it can be estimated that an abnormal state occurs in the vehicle.
- the control by the pressing operation on the pressing switch is permitted even if the predetermined condition is satisfied.
- the pressing switch is an on / off switch of the drive source, it is possible to turn off the drive source and reduce the speed of the vehicle. Therefore, even in a special situation where the accelerator pedal is depressed instead of the brake pedal due to the driver's misunderstanding, the operating state of the drive source and the power supply state to the in-vehicle device through the pressing operation of the pressing switch Can be controlled.
- the vehicle control device further includes simultaneous operation detection means capable of detecting that an accelerator pedal and a brake pedal are simultaneously operated, and a braking device for generating a braking force on the vehicle according to the operation of the brake pedal.
- a posture stabilizing device for controlling the braking device to stably hold the posture of the vehicle, and the abnormality detecting means is a simultaneous operation detecting means in which the accelerator pedal and the brake pedal are operated at the same time When it detects that the abnormal state has occurred, and the control means is pressed by the pressing switch in a state where the abnormal state detection means determines that the abnormal state has occurred.
- the driving force from the drive source of the vehicle may be shut off, and the operation of the braking device and the posture stabilization device may be maintained.
- the rolling resistance can decelerate the vehicle in order to shut off the driving force from the driving source of the vehicle in order to cope with the erroneous operation.
- the operation of the braking device and the posture stabilization device is maintained, the vehicle can be decelerated while being stabilized.
- the vehicle control device further includes a steering lock device that regulates the rotation of a steering wheel of the vehicle in response to a stop of a drive source of the vehicle or a cutoff of a power supply to the in-vehicle device.
- the control means detects that the drive source of the vehicle is stopped or the power supply to the in-vehicle device is interrupted when the occurrence of the abnormal state is detected by the abnormality detection means. May prohibit the regulation of the rotation of the steering wheel by the steering lock device. As a result, by prohibiting the steering lock operation when detecting an abnormal state due to an accident or the like, movement or the like of the vehicle can be smoothly performed, and the convenience of the driver is improved.
- FIG. 1 is a block diagram of a vehicle equipped with a smart power control device as a vehicle control device according to an embodiment of the present invention. It is explanatory drawing of the operation method of the said smart power control apparatus. It is a flowchart which selects stop control of an engine and a related apparatus in the said embodiment. It is a flowchart which calculates the determination flag used in control of FIG.
- FIG. 1 is a block diagram of a vehicle 10 equipped with a smart power control device 12 (hereinafter referred to as “smart PCU 12”) as a vehicle control device according to an embodiment of the present invention.
- FIG. 2 is an explanatory diagram of a method of operating the smart PCU 12.
- the vehicle 10 is, for example, a gasoline car. Alternatively, it may be an electric vehicle including a hybrid vehicle and a fuel cell vehicle.
- the vehicle 10 has a so-called smart entry function and a smart start function, and in addition to the smart PCU 12, the portable electronic key 14 and a push (press) type engine start / stop switch 16 ⁇ hereinafter referred to as "SSSW 16" SSSW: Start / Stop Switch. ⁇ , An electric steering lock device 18 (hereinafter referred to as “ESL device 18”), and a smart PCU on / off switch 20 (hereinafter referred to as "on / off switch 20").
- ESL device 18 electric steering lock device 18
- on / off switch 20 smart PCU on / off switch 20
- the smart PCU 12 includes an input / output device, an arithmetic device, a storage device, a wireless communication device, etc. (not shown), and as its functional units, an unlocking / locking control unit 22 (hereinafter also referred to as “control unit 22”) / Stop control unit 24 (hereinafter also referred to as “control unit 24") (control means, abnormality detection means, reception means, simultaneous operation detection means), and output control unit 26 (hereinafter also referred to as “control unit 26”) Have.
- the unlocking / locking control unit 22 controls unlocking and locking of a door (not shown). Specifically, the control unit 22 performs authentication with the electronic key 14 by wireless communication, and permits the unlocking of the door when the authentication is successful. In addition, when a predetermined operation is performed on a button (not shown) provided on the door, or after a predetermined period has elapsed since wireless communication with the electronic key 14 is not possible, the control unit 22 Lock the door.
- the start / stop control unit 24 controls the start and stop of the engine 30. Specifically, when the condition for starting the engine 30 is satisfied while the engine 30 is stopped, the control unit 24 controls the engine via the fuel injection control device 32 (hereinafter referred to as "FI ECU 32"). Start 30
- VSA ECU 40 vehicle speed sensor 34, the wheel speed sensor 36, and the vehicle behavior stabilization control device 40 mounted on the vehicle 10 (posture stabilization device). And permits power supply (power supply) to the auxiliary restraint system control device 44 (hereinafter referred to as "SRS ECU 44"). That is, the control unit 24 switches the on / off switch (not shown) provided on the power line (not shown) connecting these devices and the battery (not shown) from off to on to start power supply.
- the shift position sensor 46 detects the position of a shift lever (not shown), and the door SW 48 is provided on each door (not shown) to detect the open / close state of each door.
- Seat belt SW50 is provided in each seat belt (not shown), and detects the wearing state of each seat belt.
- control unit 24 determines whether or not the operation satisfies the condition for performing the process of stopping the engine 30. When the condition is satisfied, the control unit 24 performs a process of stopping the engine 30 (details will be described later).
- control unit 24 determines whether the engine 30 is to be stopped, output signals Svv, Svw, Sna, etc. from the vehicle speed sensor 34, the wheel speed sensor 36, the navigation device 38 (speed acquisition means) and the SRS ECU 44. Use Sop.
- the vehicle speed sensor 34 is based on a first Hall element (not shown) for detecting rotation of a countershaft (not shown) of the transmission 52 (hereinafter referred to as "T / M 52"), and an output of the first Hall element. And a first calculation unit (not shown) for calculating the vehicle speed Vv [km / h]. The first calculation unit is provided in the FI ECU 32.
- the wheel speed sensor 36 calculates the wheel speed Vw [km / h] based on the second Hall element (not shown) for detecting the rotation of each wheel (not shown) and the output of the second Hall element. And a second operation unit (not shown). The second calculation unit is provided in the VSA ECU 40.
- the navigation device 38 guides the route to the input destination, and stores the type and speed limit of each road in association with the map information.
- the navigation device 38 identifies the type of road on which the vehicle 10 is currently traveling and the speed limit, and transmits an output signal Sna indicating the specified speed limit to the smart PCU 12.
- the VSA ECU 40 constitutes a part of a vehicle behavior stabilization system (VSA system) and controls the entire VSA system.
- the VSA system includes a brake actuator 42 (braking device) provided on each wheel.
- the VSA system controls an anti-brake lock system (ABS) that prevents wheel lock during braking, a traction control system (TCS) that prevents wheel slippage during acceleration, etc., and a side slip suppression system during turning.
- ABS anti-brake lock system
- TCS traction control system
- side slip suppression system during turning.
- the SRS ECU 44 constitutes a part of a supplemental restraint system (SRS) and controls the entire SRS.
- the SRS has an airbag 54.
- Sop activation signal
- the output control unit 26 of the smart PCU 12 controls the output of the engine 30 via the FI ECU 32 in accordance with the operation amount ⁇ a (degrees) of the accelerator pedal 56 detected by the first operation amount sensor 58 or the like. Further, the control unit 26 controls the brake actuator 42 via the VSA ECU 40 in accordance with the operation amount ⁇ b [degree] of the brake pedal 60 detected by the second operation amount sensor 62 or the like.
- the ESL device 18 regulates the rotation of the steering wheel 64 when the vehicle 10 is off in order to prevent the vehicle 10 from being stolen.
- the on / off switch 20 is a switch that switches on / off of the smart PCU 12 and is normally kept on.
- the smart PCU 12 is turned off, for example, when it is desired to stop the start / stop control unit 24. That is, as described later, in the present embodiment, even if the vehicle 10 is traveling, if a predetermined condition (for example, that the excessive high speed state continues for a predetermined time) is satisfied, the simple operation of the SSSW 16 is performed. A process of stopping the engine 30 can be performed. Therefore, when it is desired to avoid such processing when traveling on a circuit, the on / off switch 20 is turned off.
- Start control and stop control of the engine 30 and related devices (1) Start control of the engine 30 and related devices
- the start / stop control unit 24 includes the engine 30 and on-vehicle devices related thereto (FI ECU 32, vehicle speed sensor 34, wheel speed sensor
- FI ECU 32 vehicle speed sensor 34
- wheel speed sensor wheel speed sensor
- the driver performs a predetermined operation on the SSSW 16 while the VSA 36, the VSA ECU 40, the SRS ECU 44, etc. are stopped, it is determined whether the other conditions for starting the engine 30 etc. are satisfied.
- the SSSW 16 is provided on the instrument panel 66 on the right side of the steering wheel 64 in the traveling direction of the vehicle 10.
- the control unit 24 starts the engine 30 via the FI ECU 32.
- Other conditions for starting the engine 30 include, for example, successful authentication between the electronic key 14 and the control unit 24, and that the shift position is "P" (parking).
- the shift position is determined based on the output signal Ssh from the shift position sensor 46.
- the control unit 24 causes the meter 70 (FIG. 1) to light the warning lamp.
- the buzzer 72 is operated to alert the driver.
- FIG. 3 is a flowchart for selecting the stop control of engine 30 and the related devices.
- the start / stop control unit 24 of the smart PCU 12 determines whether the SSSW 16 has been pressed once while the engine 30 is operating. When the SSSW 16 is not pressed (S1: NO), step S1 is repeated. When the SSSW 16 is pressed (S1: YES), in step S2, the control unit 24 determines a determination flag FLG indicating the presence or absence of the occurrence of an abnormal state in the vehicle 10.
- FIG. 4 is a flowchart of determining the determination flag FLG.
- the control unit 24 determines whether the communication state with another device is normal.
- the other devices referred to here include, for example, the FI ECU 32 (vehicle speed sensor 34), the VSA ECU 40 (wheel speed sensor 36), the SRS ECU 44, and the shift position sensor 46.
- the vehicle 10 of the present embodiment when the communication state between the smart PCU 12 and any one of the ECUs 32, 40, 44 and the sensor 46 becomes abnormal and communication can not be performed while the vehicle 10 is traveling, the vehicle 10 is traveling. It is designed to determine
- the smart PCU 12 when the smart PCU 12 can not receive the output signal Svv from the vehicle speed sensor 34 of the FI ECU 32, the smart PCU 12 controls each part assuming that the vehicle 10 is traveling. Similarly, when the smart PCU 12 can not receive the output signal Svw from the wheel speed sensor 36 of the VSA ECU 40, the smart PCU 12 controls each part assuming that the vehicle 10 is traveling. Furthermore, when the smart PCU 12 can not receive the output signal Ssh from the shift position sensor 46, the smart PCU 12 controls each part assuming that the vehicle 10 is traveling.
- step S12 the control unit 24 determines whether the airbag 54 is deployed based on the output signal Sop from the SRS ECU 44. If the air bag 54 is not deployed (S12: NO), the control unit 24 continues the excessive high speed state using the vehicle speed Vv from the vehicle speed sensor 34 and the speed limit from the navigation device 38 in step S13. Determine if it is. For example, when a speed obtained by adding a predetermined speed to the speed limit is determined as a speed for determining an excessive high speed state (determination speed), the time when the vehicle speed Vv exceeds the determination speed continues for a predetermined time or more It is determined that the excessive high speed state is continuing. In addition, the said determination can also be performed using the wheel speed Vw (for example, average value about each wheel) of each wheel (not shown) instead of the vehicle speed Vv.
- the wheel speed Vw here indicates the speed of the vehicle 10 in a broad sense.
- step S14 the control unit 24 determines whether or not both the accelerator pedal 56 and the brake pedal 60 have been depressed for a predetermined time or more in step S14.
- step S15 the control unit 24 sets “0” as the determination flag FLG, which means that an abnormal state has not occurred. Do.
- step S16 the control unit 24 sets "1", which means occurrence of an abnormal state, to the determination flag FLG.
- step S3 the control unit 24 determines whether the determination flag FLG is one. If the determination flag FLG is not 1 (S3: NO), the control unit 24 determines whether the vehicle 10 is at a stop in step S4. In order for the vehicle 10 to be stopped, for example, it is a condition that the vehicle speed Vv and the wheel speeds Vw of the respective wheels are all 0 km / h and that the shift position is “P” (parking).
- step S5 the control unit 24 performs stop control (normal time stop control) of the engine 30 and related devices while the vehicle 10 is stopped.
- the control unit 24 operates the ESL device 18 to restrict the rotation of the steering wheel 64.
- the engine 30 is stopped via the FI ECU 32.
- the power supply to the FI ECU 32, the navigation device 38, the VSA ECU 40, etc. is stopped, and the entire vehicle 10 is turned off.
- the wireless communication with the electronic key 14 is continued.
- the normal-time stop control is started based on one pressing operation on the SSSW 16 ⁇ first operation method (operation procedure) ⁇ .
- step S6 the control unit 24 performs a predetermined operation ⁇ second operation method (operation procedure for turning off the power while the vehicle 10 is traveling) ) Is determined for SSSW 16.
- a predetermined operation in order to avoid that the engine 30 is stopped due to the driver's erroneous operation, it is more preferable than the operation (first operation method) for shifting to the normal time stop control (S5 in FIG. 3) Many conditions are added.
- the SSSW 16 is continuously pressed a predetermined number of times (for example, 3 times) (a predetermined number of consecutive hits), or the SSSW 16 is continuously pressed for a predetermined time (for example, 3 seconds) Can be used as the predetermined operation.
- step S7 the control unit 24 performs stop control (emergency stop control) of the engine 30 and related devices while the vehicle 10 is traveling. For example, the control unit 24 stops the engine 30 via the FI ECU 32. On the other hand, the control unit 24 keeps the VSA ECU 40 and the brake actuator 42 operated until the vehicle speed Vv and the wheel speeds Vw of the respective wheels become 0 km / h, and maintains the braking function and the attitude stabilization function of the vehicle 10 . When the vehicle speed Vv and the wheel speed Vw all become 0 km / h, the control unit 24 also stops the VSA ECU 40 and the brake actuator 42.
- the ESL device 18 is not operated in the emergency stop control.
- the control unit 24 prohibits the regulation of the rotation of the steering wheel 64 by the ESL device 18. If the power is turned off urgently, there may be some accident, in which case there is a possibility that it is necessary to apply external force to move the vehicle 10 such as a tow truck after the vehicle 10 is stopped. It is a thing.
- the control unit 24 determines that the SSSW 16 has been pressed once in step S8 regardless of whether the vehicle 10 is traveling or not. Stop control (stop control at the time of abnormality occurrence) of the engine 30 and related devices is started. For example, the control unit 24 stops the engine 30 via the FI ECU 32. Alternatively, the control unit 24 can separate the engine 30 and the wheels (not shown) via the FI ECU 32 and the T / M 52 to make the vehicle neutral by rolling resistance, thereby decelerating the vehicle 10.
- the latter control is particularly effective when it is determined that an abnormal state occurs in the vehicle 10 due to depression of both the accelerator pedal 56 and the brake pedal 60 (S14 in FIG. 4: YES). Therefore, only in this case, the engine 30 may be neutral, and in other cases, the engine 30 may be stopped.
- control unit 24 keeps the VSA ECU 40 and the brake actuator 42 operated until the vehicle speed Vv and the wheel speeds Vw of the respective wheels become all 0 km / h, and maintains the braking function and the attitude stabilization function of the vehicle 10 .
- the abnormality generated in the vehicle 10 is a communication failure to the vehicle speed sensor 34, the wheel speed sensor 36 or the VSA ECU 40, these devices can not be used.
- the control unit 24 stops the engine 30, the VSA ECU 40, and the brake actuator 42.
- the ESL device 18 is not operated in the abnormality occurrence stop control.
- the engine 30 is started only by pressing the SSSW 16 once without stepping on the brake pedal 60 at the next start of the engine 30. As a result, the start of the engine 30 can be facilitated, and the response to an abnormality can be facilitated.
- the engine 30 and related devices are not stopped only by pressing the SSSW 16 once (normal stop control)
- the engine 30 and related devices are stopped by pressing the SSSW 16 only once (permission to transition to stop control upon abnormal occurrence) . Therefore, when the abnormal state does not occur, the transition condition (operation method of SSSW 16) to stop control of the engine 30 and the related devices is changed according to whether the vehicle 10 is traveling and the abnormal state occurs.
- the transition condition to stop control stop control at the time of abnormality occurrence
- the transition condition to stop control normal time stop control
- the control unit 24 permits stopping of the engine 30 and related devices by pushing the SSSW 16 once (the first operation method) while the vehicle 10 is stopped, and pushes the SSSW 16 once while the vehicle 10 is traveling. In addition to prohibiting the stop control (normal time stop control) of the engine 30 and related devices in (the first operation method), and pressing the SSSW 16 three consecutive times or for 3 seconds (the second operation method) When the stop control (emergency stop control) of engine 30 and related devices is permitted and the occurrence of an abnormal state is detected, the first operation method is performed regardless of whether or not vehicle 10 is traveling. The stop control of the engine 30 and related devices by the pressing operation of the SSSW 16 is permitted.
- the stop control (emergency stop control) of the engine 30 and related devices is permitted only by the second operation method in which the operation time or the number of operations is larger than the first operation method. . Therefore, in this case, the driver's erroneous operation can be prevented.
- the engine according to the first operation method in which the operation time or the number of operations is smaller than the second operation method, regardless of whether the vehicle 10 is traveling or not. Since the engine 30 can be stopped promptly by permitting the stop control (control at the time of abnormality occurrence) 30 and related devices, the convenience of the driver is improved.
- the control unit 24 detects that one of the output signals Svv, Svw, and Ssh from the vehicle speed sensor 34, the wheel speed sensor 36 and the shift position sensor 46 is not received, or the output signal Sop of the airbag 54 Detects the occurrence of an abnormal state based on the reception of Thus, the occurrence of an abnormal state is detected based on these output signals Svv, Svw, Ssh, Sop. Even when any one of the output signals Svv, Svw, Ssh, and Sop is used, since the abnormal state occurs in the vehicle 10, the occurrence of the abnormal state can be accurately detected.
- the control unit 24 determines whether the excessive high speed state continues based on the vehicle speed Vv from the vehicle speed sensor 34 and the speed limit from the navigation device 38.
- the vehicle speed Vv of the vehicle 10 continues to exceed the impossible speed, it can be estimated that the vehicle 10 is in an abnormal state.
- the stop control of the engine 30 and the related devices stop control at the occurrence of abnormality
- the engine 30 can be turned off and the vehicle speed Vv can be reduced. Therefore, even in a special situation where the accelerator pedal 56 is depressed instead of the brake pedal 60 due to driver's misunderstanding, it is possible to turn off the engine 30 by pressing the SSSW 16 only once. Become.
- the control unit 24 when detecting that the accelerator pedal 56 and the brake pedal 60 are simultaneously operated, the control unit 24 determines that an abnormal state has occurred. Furthermore, the controller 24 shuts off the driving force from the engine 30 (if the engine 30 is in neutral) if the SSSW 16 is pressed once in a state where it is determined that an abnormal state is occurring. At the same time, the control (the braking function and the posture stabilization function, etc.) by the VSA ECU 40 is maintained.
- the accelerator pedal 56 and the brake pedal 60 are operated at the same time, it can be said that the driver is performing an erroneous operation unless a special operation such as a so-called heel and toe operation is performed.
- a special operation such as a so-called heel and toe operation.
- the vehicle 10 in order to put the engine 30 into the neutral state by pressing the SSSW 16 once even if the vehicle 10 is traveling, the vehicle 10 is decelerated by the rolling resistance so as to respond to the erroneous operation. Can. Therefore, even if both the accelerator pedal 56 and the brake pedal 60 are depressed due to the driver's misunderstanding, the vehicle 10 can be stopped through the pressing operation of the SSSW 16. Further, at that time, since the operations of the VSA ECU 40 and the brake actuator 42 are maintained, the vehicle 10 can be decelerated while being stabilized.
- the control unit 24 prohibits the regulation of the rotation of the steering wheel 64 by the ESL device 18 even if the engine 30 is stopped.
- the control unit 24 prohibits the steering lock operation when detecting an abnormal state due to an accident or the like, movement or the like of the vehicle 10 can be smoothly performed, and the convenience of the driver is improved.
- the vehicle 10 was a gasoline vehicle, it may be an electric vehicle containing a hybrid vehicle and a fuel cell vehicle.
- a target controlled by the control unit 24 of the smart PCU 12 is, for example, a traveling motor instead of the engine 30. That is, normally, when the vehicle 10 is traveling, the travel motor is not stopped even if the SSSW 16 is pressed once (even when the first operation method is performed), but the first operation is performed when an abnormal state occurs. Stop the traveling motor by the method.
- the stop control of the fuel cell system may be employed.
- the SSSW 16 is pressed once as an operation to stop the engine 30 and related devices while the vehicle 10 is stopped, and the SSSW 16 is pressed as an operation to stop the engine 30 and related devices while the vehicle 10 is traveling.
- the pressing is performed three times consecutively or for three seconds or more, the present invention is not limited to this as long as a more complicated operation is required when the vehicle 10 is traveling.
- the conditions for prohibiting the control by the pressing operation on the SSSW 16 are not limited to this.
- the pressing operation on the SSSW 16 that the ELS device 18 is operating, that the shift position is not "P" (parking), or that communication is not established between the smart PCU 12 and the electronic key 14 It can also be a condition that prohibits control by. Then, even when these conditions are satisfied, after the occurrence of an abnormal state in the vehicle 10 is detected, the control by the pressing operation on the SSSW 16 can be permitted.
- the fact that the vehicle 10 is stopped (S4: YES) is used as the condition for operating the ESL device 18 in the normal time stop control (S5 in FIG. 3). Then, for example, the vehicle speed Vv and the wheel speeds Vw of the respective wheels are all 0 km / h and the shift position is “P” in order to say that the vehicle 10 is stopped.
- the ESL device 18 may be operated in response to the control unit 24 detecting that the SSSW 16 has been switched from the “on” state to the “off” state.
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Abstract
Description
1.全体的な構成の説明
図1は、この発明の一実施形態に係る車両制御装置としてのスマートパワー制御装置12(以下「スマートPCU12」という。)を搭載した車両10のブロック図である。図2は、スマートPCU12の操作方法の説明図である。車両10は、例えば、ガソリン車である。或いは、ハイブリッド車両及び燃料電池車を含む電気自動車であってもよい。
(1)エンジン30及び関連機器の始動制御
始動/停止制御部24は、エンジン30及びこれに関連する車載機器(FI ECU32、車速センサ34、車輪速センサ36、VSA ECU40、SRS ECU44等)が停止している状態において、運転者がSSSW16に対して所定の操作をすると、エンジン30等を始動するその他の条件が満たされているかどうかを判定する。図2に示すように、SSSW16は、車両10の進行方向に向かってステアリングホイール64よりも右側においてインスツルメントパネル66に設けられる。そして、運転者がSSSW16を押すことで、エンジン30が作動しない「オフ」と、エンジン30は作動しないがナビゲーション装置38、オーディオ機器等のアクセサリがオンする「ACC」(アクセサリ)と、エンジン30が作動可能な「オン」とを順次切り替えることができる。そして、SSSW16を「オン」に切り替える際、ブレーキペダル60が踏まれていると、制御部24は、エンジン30を始動させる。
図3は、エンジン30及び関連機器の停止制御を選択するフローチャートである。ステップS1において、スマートPCU12の始動/停止制御部24は、エンジン30が作動している状態で、SSSW16が1回押されたかどうかを判定する。SSSW16が押されていない場合(S1:NO)、ステップS1を繰り返す。SSSW16が押された場合(S1:YES)、ステップS2において、制御部24は、車両10における異常状態の発生の有無を示す判定フラグFLGを判定する。
以上説明したように、本実施形態によれば、車両10が走行中である場合には、SSSW16を1回押すだけではエンジン30及び関連機器を停止させない(通常時停止制御への移行を禁止する)一方、車両10における異常状態の発生が検出されたときは、SSSW16を1回押すだけでエンジン30及び関連機器を停止させる(異常発生時停止制御への移行を許可する)。従って、異常状態が発生していないときには、車両10が走行中であるかどうかに応じてエンジン30及び関連機器の停止制御への移行条件(SSSW16の操作手法)を変化させると共に、異常状態が発生したときには、車両10が走行中である場合における停止制御(異常発生時停止制御)への移行条件を、車両10が停車中である場合における停止制御(通常時停止制御)への移行条件と合わせる。これにより、運転者の利便性を向上させることが可能となる。
なお、この発明は、上記実施形態に限らず、この明細書の記載内容に基づき、種々の構成を採り得ることはもちろんである。例えば、以下の構成を採用することができる。
Claims (6)
- 運転者により押圧操作可能に車両(10)の室内に設けられる押圧スイッチ(16)と、該押圧スイッチ(16)に対する押圧操作に応じて前記車両(10)の駆動源(30)の作動状態又は車載機器(18、20、32、34、36、38、40、44、46、48、50、58、62、70)への電源供給状態の制御が可能な制御手段(24)とを備え、前記制御手段(24)は、前記車両(10)における所定条件の成立時に前記押圧スイッチ(16)への押圧操作による前記制御を禁止する車両制御装置(12)であって、
さらに、前記車両(10)における異常状態の発生を検出する異常検出手段(24)を備え、
前記制御手段(24)は、前記異常検出手段(24)により前記異常状態の発生が検出された場合には、前記所定条件の成立時か否かにかかわらず、前記押圧スイッチ(16)への押圧操作による前記制御を許可する
ことを特徴とする車両制御装置(12)。 - 請求項1記載の車両制御装置(12)において、
前記制御手段(24)は、
前記所定条件の不成立時には、第1の操作手法での前記押圧スイッチ(16)の押圧操作による前記制御を許可し、
前記所定条件の成立時には、前記第1の操作手法での前記押圧スイッチ(16)の押圧操作による前記制御を禁止すると共に、前記第1の操作手法よりも操作時間が長い又は操作回数が多い第2の操作手法での前記押圧スイッチ(16)の押圧操作による前記制御を許可し、
前記異常検出手段(24)により前記異常状態の発生が検出された場合には、前記所定条件の成立時か否かにかかわらず、前記第1の操作手法での前記押圧スイッチ(16)の押圧操作による前記制御を許可する
ことを特徴とする車両制御装置(12)。 - 請求項1記載の車両制御装置(12)において、
前記車両(10)に搭載される他の制御手段(32、40、44)から逐次送信され、前記他の制御手段(32、40、44)が制御する被制御系が正常に動作しているかどうかを示す監視信号(Svv、Svw)又は前記車両(10)に搭載されるエアバッグ(54)の作動信号(Sop)を受信可能な受信手段(24)を備え、
前記異常検出手段(24)は、前記受信手段(24)により前記監視信号(Svv、Svw)が受信されなくなったこと又は前記エアバッグ(54)の作動信号(Sop)が受信されたことに基づいて、前記異常状態の発生を検出する
ことを特徴とする車両制御装置(12)。 - 請求項1記載の車両制御装置(12)において、さらに、
前記車両(10)が走行中の道路の種別を検出可能であると共に、前記道路の種別に応じて設定される設定速度を取得可能な速度取得手段(38)と、
前記車両(10)の速度を検出する車速検出手段(34、36)と
を備え、
前記異常検出手段(24)は、前記車速検出手段(34、36)により検出された速度が、前記速度取得手段(38)により検出された種別の道路では本来取り得ない速度を上回る状態が所定時間以上継続したとき、前記異常状態が発生したと判定する
ことを特徴とする車両制御装置(12)。 - 請求項1記載の車両制御装置(12)において、さらに、
アクセルペダル(56)とブレーキペダル(60)とが同時に操作されていることを検出可能な同時操作検出手段(24)と、
前記ブレーキペダル(60)の操作に応じて前記車両(10)に制動力を発生する制動装置(42)と、
前記車両(10)の姿勢を安定に保持すべく前記制動装置(42)を制御する姿勢安定装置(40)と
を備え、
前記異常検出手段(24)は、前記同時操作検出手段(24)が前記アクセルペダル(56)と前記ブレーキペダル(60)とが同時に操作されていることを検出したとき、前記異常状態が発生しているものと判定し、
前記制御手段(24)は、前記異常状態が発生していると前記異常検出手段(24)が判定している状態で、前記押圧スイッチ(16)の押圧操作が検出された場合には、前記車両(10)の駆動源からの駆動力を遮断するとともに、前記制動装置(42)及び前記姿勢安定装置(40)の作動を維持させる
ことを特徴とする車両制御装置(12)。 - 請求項1記載の車両制御装置(12)において、さらに、
前記車両(10)の駆動源が停止されたこと又は前記車載機器(20、32、34、36、38、40、44、46、48、50、58、62、70)への電源供給が遮断されたことに応じて前記車両(10)のステアリングホイール(64)の回転を規制するステアリングロック装置(18)を備え、
前記制御手段(24)は、前記異常検出手段(24)により前記異常状態の発生が検出された場合に、前記車両(10)の駆動源(30)が停止されたこと又は前記車載機器(20、32、34、36、38、40、44、46、48、50、58、62、70)への電源供給が遮断されたことを検出した場合には、前記ステアリングロック装置(18)による前記ステアリングホイール(64)の回転の規制を禁止する
ことを特徴とする車両制御装置(12)。
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- 2011-04-13 WO PCT/JP2011/059218 patent/WO2011142203A1/ja active Application Filing
- 2011-04-13 CN CN201180022878.XA patent/CN102883917B/zh active Active
- 2011-04-13 US US13/697,131 patent/US8818597B2/en active Active
- 2011-04-13 EP EP11780460.9A patent/EP2570320B1/en not_active Not-in-force
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Cited By (5)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
JP2014185549A (ja) * | 2013-03-22 | 2014-10-02 | Suzuki Motor Corp | 車両用エンジン制御装置 |
US20150166074A1 (en) * | 2013-12-18 | 2015-06-18 | Honda Motor Co., Ltd. | Vehicle control device |
US9511775B2 (en) * | 2013-12-18 | 2016-12-06 | Honda Motor Co., Ltd. | Vehicle control device with abnormality judgment unit for traveling judgment signals |
US9865413B2 (en) | 2015-04-10 | 2018-01-09 | Honda Motor Co., Ltd. | Vehicle control device |
WO2017175648A1 (ja) * | 2016-04-05 | 2017-10-12 | 株式会社東海理化電機製作所 | 変速機操作装置 |
Also Published As
Publication number | Publication date |
---|---|
EP2570320B1 (en) | 2017-01-04 |
EP2570320A1 (en) | 2013-03-20 |
EP2570320A4 (en) | 2014-12-24 |
US8818597B2 (en) | 2014-08-26 |
JP5661752B2 (ja) | 2015-01-28 |
JPWO2011142203A1 (ja) | 2013-07-22 |
CN102883917A (zh) | 2013-01-16 |
US20130066507A1 (en) | 2013-03-14 |
CN102883917B (zh) | 2015-04-08 |
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