WO2014103895A1 - 車両用ターンキャンセル信号出力装置 - Google Patents
車両用ターンキャンセル信号出力装置 Download PDFInfo
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- WO2014103895A1 WO2014103895A1 PCT/JP2013/084157 JP2013084157W WO2014103895A1 WO 2014103895 A1 WO2014103895 A1 WO 2014103895A1 JP 2013084157 W JP2013084157 W JP 2013084157W WO 2014103895 A1 WO2014103895 A1 WO 2014103895A1
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- cancel
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- steering angle
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60Q—ARRANGEMENT OF SIGNALLING OR LIGHTING DEVICES, THE MOUNTING OR SUPPORTING THEREOF OR CIRCUITS THEREFOR, FOR VEHICLES IN GENERAL
- B60Q1/00—Arrangement of optical signalling or lighting devices, the mounting or supporting thereof or circuits therefor
- B60Q1/26—Arrangement of optical signalling or lighting devices, the mounting or supporting thereof or circuits therefor the devices being primarily intended to indicate the vehicle, or parts thereof, or to give signals, to other traffic
- B60Q1/34—Arrangement of optical signalling or lighting devices, the mounting or supporting thereof or circuits therefor the devices being primarily intended to indicate the vehicle, or parts thereof, or to give signals, to other traffic for indicating change of drive direction
- B60Q1/40—Arrangement of optical signalling or lighting devices, the mounting or supporting thereof or circuits therefor the devices being primarily intended to indicate the vehicle, or parts thereof, or to give signals, to other traffic for indicating change of drive direction having mechanical, electric or electronic automatic return to inoperative position
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- the present invention relates to a vehicle turn cancel signal output device that generates a turn cancel signal that gives an opportunity to cancel an operation state of a direction indicator mounted on the vehicle based on an operation state of a steering wheel of the vehicle. .
- the vehicle is equipped with a turn signal lamp as a direction indicator (blinker). Further, when a driver operates an operation lever provided in the vicinity of the steering wheel of the vehicle, a turn signal lamp disposed on the right side or the left side of the vehicle body can be blinked.
- an operation lever for switching the operation of the direction indicator has a two-stage operation position.
- the turn signal lamp blinks only while the force is applied and the lever is held. That is, when the force applied to hold the lever is released, the lever returns to a predetermined neutral position by the spring force, and the blinking operation of the turn signal lamp ends.
- the driver applies a force to the operating lever and tilts the lever greatly (position of the second stage)
- the lever position is mechanically maintained and the force applied to the lever by the driver is released. Even so, the turn signal lamp remains flashing.
- a mechanism for mechanically detecting the steering state of the steering wheel is provided, and when the steering is finished, the holding of the operation lever is automatically released.
- Patent Document 1 discloses the following technique.
- An automatic return lever switch and a steering angle sensor for detecting the rotation direction and angle of the steering are connected to the control means, and the control means outputs a predetermined turning signal based on the operation signal of the lever switch.
- the turn signal lamp blinks by this turning signal, the rotational position of the steering is detected by the steering angle sensor, the output of the turning signal is stopped at the straight traveling position, and the turn signal lamp is turned off.
- Patent Document 2 discloses a technique for automatically turning off a turn signal at a more appropriate timing when a lane is changed. Specifically, when the yaw rate sensor and rudder angle sensor are installed and the initial speed is in the high speed range, the extinction condition is determined based on the yaw rate detection signal with high reliability of the detection result during high speed running. When the speed is in the low speed region, the extinguishing condition is determined based on the steering angle detection signal with high reliability of the detection result during low speed traveling.
- Patent Document 3 discloses a technique for preventing an erroneous turn-off of a turn signal when turning right or left. Specifically, based on whether or not the steering angle of the rudder angle sensor reaches the cancel preparation angle, the right / left turn and the lane change are automatically distinguished to switch the extinction condition.
- Patent Document 4 discloses a conventional technique related to a vehicle power steering device.
- the steering angle detected by the steering angle sensor and the vehicle speed detected by the vehicle speed sensor are used. Specifically, it is determined whether or not only the turning of the steering wheel is returned from the detected steering angle. Further, a steering reaction force command value having a hysteresis characteristic with respect to the steering angle is calculated based on the steering angle and the vehicle speed, and a motor or the like is used so that the steering reaction force corresponding to the steering reaction force command value acts on the steering wheel. Drive and control the actuator.
- Japanese Unexamined Patent Publication No. 2005-35343 Japanese Unexamined Patent Publication No. 2011-88480 Japanese Unexamined Patent Publication No. 2011-131631 Japanese Unexamined Patent Publication No. 2002-19631
- an electronic control unit that controls a turn signal lamp uses a rudder angle sensor that detects a rotation angle of a steering wheel to turn off the lamp (turn cancel). Identifying conditions is conventionally known.
- the following problems are associated with the identification of the turn cancellation condition.
- the rotatable range of the steering wheel is several rotations. Therefore, when the absolute angle detected by the rudder angle sensor is identified only within the range of 0 to 360 degrees, the steering wheel rotates n times (n ⁇ 360 degrees) as the vehicle turns right or left. The state that matches the condition occurs n times. As a result, turn cancellation is detected at a timing not desired by the driver (although it is still in the middle of the turn), and the turn signal lamp is controlled to be turned off.
- the overall length of the vehicle body is long, so when making a left turn at a narrow road intersection (when the vehicle travels on the left side of the road) You have to turn the steering wheel a little and then turn the steering wheel to the left and turn left.
- the steering wheel is turned to the right and then turned back to the neutral position to turn the steering to the left (when starting a left turn).
- turn cancellation is detected, and the turn signal lamp is controlled to be turned off.
- the relationship between the rotation angle of the steering wheel and the steering angle of the wheel is greatly different between a general passenger car and a large vehicle.
- the appropriate conditions for identifying turn cancellation may also vary depending on the vehicle type. Therefore, the electronic control unit (ECU) that controls the turn signal lamp cannot be made common to various vehicle types. Such restrictions make it difficult to reduce the cost of the electronic control unit (ECU).
- the turn position of the turn signal lamp is determined in advance by the rotational position of the steering wheel. This is when the vehicle returns to the correct position (steering angle).
- the driver may feel uncomfortable between the actual steering situation and the timing when the turn signal lamp is turned off. Specifically, the situation is as follows.
- the driver recognizes that the turn signal lamp is turned off by turning off the direction indicator lamp on the meter unit or by turning off the operation sound of the relay that controls the turning on of the turn signal lamp.
- the vehicle-side device automatically turns off the turn signal lamp at a steering angle where the steering wheel is returned to a position 30 degrees before the neutral position.
- the driver When the driver is trying to return to the neutral position by operating the steering wheel relatively slowly with the turn signal lamp blinking when turning right or left, the driver feels as follows: There is. That is, when it is recognized that the turn signal lamp is extinguished, it is felt that this extinguishing operation is too early. In other words, the steering wheel is only returned to about 30 degrees from the neutral position, and it feels that the turn signal lamp has been turned off without permission even though the left / right turn has not been completed. Further, since the signal by the turn signal lamp has not been given, the user feels uneasy about whether the following vehicle or the oncoming vehicle recognizes that the vehicle is in the middle of turning right or left.
- the driver feels uncomfortable especially when the driver tries to return to the neutral position by operating the steering wheel at a relatively fast speed with the turn signal lamp blinking. Absent. That is, even if the turn signal lamp is turned off when the steering wheel is returned to about 30 degrees from the neutral position, when the driver recognizes that the turn signal lamp is turned off, the steering wheel has already returned to the almost neutral position. Accordingly, the driver feels that the turn signal lamp is turned off almost simultaneously with the completion of the right / left turn, and there is no sense of incongruity or anxiety.
- the situation changes as follows. That is, when the driver tries to return to the neutral position by operating the steering wheel relatively slowly, the sense of discomfort and anxiety is resolved. On the other hand, when the driver operates the steering wheel at a relatively high speed to return to the neutral position, a sense of incongruity occurs. That is, the turn signal lamp continues to flash even though the steering wheel has been returned to the neutral position and the left / right turn has been completed, and it feels that it takes too much time for the turn signal lamp to turn off.
- the present invention has been made in view of the above-described circumstances, and an object of the present invention is to provide a vehicle turn cancel signal output device that eliminates the uncomfortable feeling felt by the driver when making a right or left turn.
- a vehicle turn cancel signal output device is characterized by the following (1) to (5).
- a vehicle turn cancel signal output device that generates a turn cancel signal that gives an opportunity to release an operation state of a direction indicator mounted on the vehicle based on an operation state of a steering wheel of the vehicle.
- a steering angle detector for detecting a steering angle of the steering wheel
- a steering angular velocity detector that detects a steering angular velocity based on the detected steering angle
- a first cancel pulse is generated when the target edge steering angle to be detected as an edge representing the end of the turn of the vehicle is generated, and the magnitude of the steering angular velocity is determined.
- a first cancel pulse generator for correcting the target edge steering angle;
- a second cancel pulse generating unit that generates a second cancel pulse representing a rotation direction of the steering based on the steering angle detected by the steering angle detecting unit;
- a signal output terminal that outputs a signal reflecting at least one state of the first cancel pulse and the second cancel pulse.
- a vehicle turn cancel signal output device configured as described in (1) above, A storage unit for storing information on at least one parameter that affects the condition for generating the first cancel pulse; (3) A vehicle turn cancel signal output device configured as described in (2) above, The storage unit stores a first parameter that represents a reference value of the target edge steering angle that generates the first cancel pulse, and a second parameter that represents a recognition delay time, The first cancel pulse generation unit corrects the target edge steering angle using a multiplication result of the detected steering angular velocity and the second parameter. (4) A vehicle turn cancel signal output device configured as described in (3) above, The first cancel pulse generator corrects the target edge steering angle according to the steering angular velocity when the absolute value of the steering angular velocity is within a predetermined threshold.
- a vehicle turn cancel signal output device configured as described in (3) above,
- the storage unit further holds a third parameter representing a minimum value of the target edge steering angle,
- the first cancel pulse generation unit maintains the corrected absolute value of the target edge steering angle equal to or greater than the value of the third parameter.
- the target edge steering angle can be automatically corrected so as to reflect the magnitude of the steering angular velocity. Therefore, even when the speed at which the steering wheel is operated changes according to the actual driving situation, the turn cancel signal can be generated at an appropriate timing that does not give the driver a sense of discomfort or anxiety.
- the vehicle turn cancel signal output device having the configuration (2) the condition for detecting the turn cancel can be determined by the parameters held in the storage unit. Therefore, only by changing this parameter, an appropriate response according to the difference in the type of vehicle can be made.
- the vehicle turn cancel signal output device having the configuration of (3) above, it represents a delay inside the device until the driver recognizes the state after the turn signal lamp is extinguished, and a delay of the driver's own recognition.
- the turn cancel signal can be generated at an appropriate timing even when the steering angular velocity changes.
- the vehicle turn cancel signal output device configured as described in (4) above the difference in the steering angular speed at the timing when the driver recognizes that the turn signal lamp is extinguished, such as when the steering wheel is operated relatively slowly.
- the target edge steering angle can be appropriately corrected within the range in which the influence is exerted.
- the turn cancel signal can be generated before the steering wheel returns to the completely neutral position. Therefore, even if it is affected by the play that exists in the steering mechanism, the neutral position of the steering wheel, or the deviation of the installation position of the rudder angle sensor, the turn cancel signal is reliably generated when the right or left turn is completed. can do.
- the vehicle turn cancel signal output device of the present invention it is possible to eliminate the uncomfortable feeling that the driver feels when turning right or left.
- FIG. 1 is a block diagram showing a functional configuration related to a main part of the turn cancel signal output apparatus.
- FIG. 2 is a front view showing an appearance of the turn cancel signal output device.
- FIG. 3 is a block diagram showing a configuration of an actual electric circuit in the turn cancel signal output device shown in FIG.
- FIG. 4 is a flowchart showing an operation for generating the first cancel pulse C / P-1.
- FIG. 5 is a flowchart showing an operation for generating the second cancel pulse C / P-2.
- FIG. 6 is a time chart showing a specific example (1) of the operating characteristics of the turn cancel signal output device.
- FIG. 7 is a time chart showing a specific example (2) of the operating characteristics of the turn cancel signal output device.
- FIG. 1 is a block diagram showing a functional configuration related to a main part of the turn cancel signal output apparatus.
- FIG. 2 is a front view showing an appearance of the turn cancel signal output device.
- FIG. 3 is a block diagram showing a configuration of an
- FIG. 8 is a time chart showing a specific example (3) of the operating characteristics of the turn cancel signal output device.
- FIG. 9 is a flowchart showing the self-diagnosis and parameter rewriting operations in the turn-cancel signal output device.
- FIG. 10 is a block diagram illustrating a functional configuration of a turn cancel signal output device according to a modification.
- FIG. 11 is a state transition diagram illustrating a specific example of a correspondence relationship between the state transition of the steering angle and the rotation direction according to the operation of the steering wheel and the control of the direction indicator lamp.
- FIG. 12 is a schematic diagram showing a list of correction values for each steering angular velocity and cancel edge angles before and after correction.
- FIG. 13 is a graph showing the relationship between the steering angular velocity and the corrected cancel edge angle.
- FIG. 14 is a time chart showing the relationship between the detected steering angle and C / P-1 under six types of conditions.
- FIG. 15 is a state transition diagram showing a specific example of a correspondence relationship between the state transition of the steering angle and the rotation direction according to the operation of the steering wheel and the control of the direction indicator lamp.
- the vehicle turn cancel signal output device of the present invention is configured integrally with a shape as shown in FIG. 2, for example, so that it can be used in place of a general steering angle sensor mounted on a vehicle. .
- this vehicle turn cancel signal output device can output information on the steering angle in the same manner as a general steering angle sensor.
- a special turn cancel signal (corresponding to C / P-1, C / P-2 in FIG. 1) is output.
- a turn signal for a right turn / left turn, a lane change or the like of the vehicle is generated.
- an electronic control unit (ECU) on the vehicle blinks the turn signal lamp of the direction indicator.
- the turn signal In the case of a lane change, the turn signal is released by releasing the force applied by the driver to the control lever, and the turn signal lamp stops blinking as a trigger. On the other hand, in the case of a right turn or a left turn, it is necessary to continue blinking the turn signal lamp until the actual turn of the vehicle is completed. Therefore, even if the driver releases the force applied to the control lever, the turn signal remains on. Self-retained.
- the electronic control unit can automatically identify the state in which the turn of the vehicle has ended by monitoring the information on the steering angle detected by the sensor.
- the electronic control unit monitors the steering angle for the state in which the vehicle turn is completed based on the turn cancel signal; In comparison, detection is possible with a very simple process.
- the turn cancel signal output device 100 includes a steering angle detector 10, a first cancel pulse generator 21, a second cancel pulse generator 22, a steering angular velocity detector 25, a nonvolatile storage unit 30, and output terminals 41 and 42. ing.
- the steering angle detection unit 10 includes a sensor block 11 and a steering angle calculation unit 12.
- the sensor block 11 can detect the rotation angle with the rotation position of the rotation shaft for steering the vehicle as a detection target. That is, the rotation angle of the steering wheel with respect to the neutral state can be detected.
- the technique similar to the conventional rudder angle sensor marketed is utilized.
- the steering angle calculation unit 12 can sequentially output information on the latest steering angle ANGstrg ([°]) by calculating and processing the electrical signal output from the sensor block 11.
- the steering angular velocity detection unit 25 can monitor the steering angle ANGstrg output from the steering angle detection unit 10 and output the change speed as the steering angular velocity SPEEDstrg ([° / sec]). Information on the steering angular velocity SPEEDstrg is input to the first cancel pulse generator 21.
- the first cancel pulse generator 21 generates a first cancel pulse C / P-1 based on the steering angle ANGstrg output from the steering angle detector 10 and the parameters P2 to P5 stored in the nonvolatile storage unit 30. It has the function to generate.
- the first cancel pulse generator 21 automatically corrects the timing (angle) for generating the first cancel pulse C / P-1 by using the steering angular velocity SPEEDstrg input from the steering angular velocity detector 25.
- the first cancel pulse C / P-1 indicates whether or not a steering angle that should be detected as an edge indicating the end of the turn of the vehicle has been reached.
- the second cancel pulse generator 22 has a function of generating a second cancel pulse C / P-2 based on the steering angle ANGstrg output from the steering angle detector 10.
- the second cancel pulse C / P-2 represents the rotation direction of the steering shaft.
- the nonvolatile storage unit 30 can hold data of parameters P1 to P7 shown below. The contents of these parameters can be rewritten.
- P1 Steering angle ANGstrg detected by the steering angle detector 10
- P2 Cancel edge angle value
- P3 Hysteresis angle value (minute angle for giving hysteresis characteristics)
- P4 Cancel mode designation (single / multiple)
- P5 Steering angular velocity SPEEDstrg detected by the steering angular velocity detector 25
- P6 Cognitive delay time (TIME-P / D)
- P7 Cancel target angle (ANGc / t)
- the above recognition delay time (TIME-P / D) has the following meaning. That is, from when the turn signal lamp stops blinking according to the turn cancel signal (C / P-1, C / P-2) output by the turn cancel signal output device 100, until the driver actually recognizes the end. Represents the time lag. Specifically, the time delay inside the device from when the turn signal lamp blinks until it is reflected in the display and relay operation stop, and the recognition necessary for the driver to recognize changes in the display and operation sound. Including time required. As a specific example of this recognition delay time, a constant of 0.1 second (sec) can be used.
- the first cancel pulse C / P-1 generated by the first cancel pulse generator 21 is output to the output terminal 41, and the second cancel pulse C / P-2 generated by the second cancel pulse generator 22 is output from the output terminal 42. Is output.
- the host electronic control unit (ECU) that controls the direction indicator and the like
- the end of a vehicle turn can be detected with a simple process.
- the electronic control unit (ECU) ends the blinking of the turn signal lamp when triggered by this.
- the steering angle detection unit 10 When the steering angle detection unit 10 has a function corresponding to the operation of the steering angular velocity detection unit 25, the steering angular velocity detection unit 25 is omitted and the steering angular velocity output by the steering angle detection unit 10 is omitted. Information may be input to the first cancel pulse generator 21.
- FIG. 2 A specific example of the appearance of the turn cancel signal output device 100 is shown in FIG. As shown in FIG. 2, the main body of the turn cancel signal output device 100 is disposed inside the housing 101.
- the casing 101 is provided with a circular opening 102 and a connector 103.
- the diameter of the opening 102 is equal to the outer shape of the rotating shaft that supports the steering wheel of the vehicle. That is, the turn cancel signal output device 100 can be fixed to the vehicle in a state where the rotating shaft passes through the opening 102 of the turn cancel signal output device 100.
- the sensor block 11 shown in FIG. 1 can detect the amount of rotation of the rotary shaft arranged in the opening 102 of the turn cancel signal output device 100. Based on this rotation amount, the steering angle calculation unit 12 calculates the rotation angle of the steering wheel.
- the connector 103 arranged on the outside of the housing 101 has a large number of terminals. Among these terminals, the output terminals 41 and 42 shown in FIG. 1 are also included. That is, a host electronic control unit (ECU) that controls a direction indicator or the like can be connected to the turn cancel signal output device 100 via the connector 103, see C / P-1 and C / P-2. can do.
- ECU host electronic control unit
- FIG. 3 shows a configuration of an actual electric circuit in the turn cancel signal output device 100 shown in FIG.
- the turn cancel signal output apparatus 100 includes blocks 111 to 117 described below as hardware.
- the microcomputer (CPU) 111 performs processing for realizing various functions required for the turn cancel signal output device 100 by executing a program incorporated in advance. For example, each function of the steering angle calculation unit 12, the steering angular velocity detection unit 25, the first cancellation pulse generation unit 21, and the second cancellation pulse generation unit 22 illustrated in FIG. Needless to say, these functions can be realized by providing dedicated hardware other than the microcomputer.
- the first sensing block 112 and the second sensing block 113 correspond to the sensor block 11 shown in FIG. 1, and can detect the rotation amount or rotation angle of the steering wheel. That is, the first sensing block 112 and the second sensing block 113 detect the rotation amount or rotation angle of the rotation shaft arranged in the opening 102 shown in FIG.
- the memory block 114 is a non-volatile storage device that can read and rewrite data, and is composed of, for example, an EEPROM.
- the memory block 114 can hold data such as programs executed by the microcomputer 111 and constants.
- the memory block 114 includes the function of the nonvolatile storage unit 30 in FIG.
- the regulator block 115 converts the DC power supplied from the vehicle side to the power supply lines (Vcc, GND) of the connector 103 into stable DC power, and supplies the output to each circuit such as the microcomputer 111.
- the CAN interface block 116 performs signal processing in accordance with a CAN (Controller Area Network) communication standard, and enables communication connection between a communication network (CAN) on the vehicle and the turn cancel signal output device 100.
- the CAN interface block 116 is connected to a communication network (CAN) on the vehicle via signal lines (CAN-H, CAN-L) provided as terminals of the connector 103. Accordingly, various electronic control units (ECUs) on the vehicle can access the turn cancel signal output device 100 via the communication network on the vehicle.
- CAN Controller Area Network
- the cancel pulse interface block 117 performs signal processing for outputting the first cancel pulse C / P-1 and the second cancel pulse C / P-2 as signals having a predetermined signal level. Note that the functions of the first cancel pulse generating unit 21 and the second cancel pulse generating unit 22 shown in FIG. 1 can be incorporated into the cancel pulse interface block 117 as dedicated hardware.
- the microcomputer 111 executes predetermined initialization in step S11, and then reads data of parameters P2 to P4, P6, and P7 from the nonvolatile storage unit 30 in the next step S12.
- step S13 the microcomputer 111 periodically reads the latest steering angle ANGstrg information from the output of the steering angle detector 10 or as data on the memory block 114.
- step S14 the microcomputer 111 refers to the parameter P4 read in S12, and identifies whether the currently designated turn cancel mode is single or multi. In the case of the single cancel mode, the process proceeds to S15. In the case of the multi cancel mode, the process proceeds to S23.
- step S15 the microcomputer 111 calculates a difference ⁇ ANGstrg between the latest steering angle ANGstrg (N) and the previously obtained steering angle ANGstrg (N ⁇ 1).
- step S16 the microcomputer 111 calculates the steering angular velocity SPEEDstrg based on the difference ⁇ ANGstrg calculated in S15 and the reading period ⁇ ang of the steering angle ANGstrg.
- step S17 the microcomputer 111 compares the absolute value of the steering angular velocity SPEEDstrg calculated in S16 with a threshold value (250 [° / sec]). This threshold value represents the upper limit of the range in which the cancel edge angle should be corrected according to the steering angular velocity. If the condition “
- a threshold value 250 [° / sec]
- step S18 the microcomputer 111 calculates a correction value (offset_ANG_CE) of the cancel edge angle according to the steering angular velocity by the following equation.
- Correction value (offset_ANG_CE) P7 ⁇ ⁇ P2 ⁇ (
- correction is performed according to the multiplication result of the steering angular velocity (SPEEDstrg) and the recognition delay time (parameter P6). Further, the correction value is determined in consideration of the cancel target angle (parameter P7) so that the turn cancel signal is surely generated before the rotational position of the steering wheel returns to the completely neutral position (angle 0).
- step S19 the microcomputer 111 corrects the cancel edge angle value (P2) using the correction value calculated in S18. That is, the following formula is calculated.
- Cancel edge angle value after correction P2 + correction value before correction (offset_ANG_CE)
- step S20 the microcomputer 111 specifies C / P-1 identification conditions in the single cancel mode as follows.
- Conditions for switching C / P-1 to low level (low) cancellation edge detection conditions:
- Conditions for switching C / P-1 to high level (High) (Detection cancellation conditions):
- Conditions for maintaining the C / P-1 level When none of the above two conditions is met
- step S21 the microcomputer 111 identifies whether or not the cancel edge detection condition specified in S20 is satisfied. If the condition is satisfied, the process proceeds to S26, and if the condition is not satisfied, the process proceeds to S22.
- step S22 the microcomputer 111 identifies whether or not the detection cancellation condition specified in S20 is satisfied. If the condition is satisfied, the process proceeds to S27. If the condition is not satisfied, the process proceeds to S13.
- step S23 the microcomputer 111 specifies C / P-1 identification conditions in the multi-cancel mode as follows. Conditions for switching C / P-1 to low level (low) (cancellation edge detection conditions): (
- ⁇ 540 [°]: n 2
- ⁇ 180 [°]: n 1
- ⁇ 180 [°]: n 0
- step S24 the microcomputer 111 identifies whether or not the cancel edge detection condition specified in S23 is satisfied. If the condition is satisfied, the process proceeds to S26, and if the condition is not satisfied, the process proceeds to S25.
- step S25 the microcomputer 111 identifies whether or not the detection cancellation condition specified in S23 is satisfied. If the condition is satisfied, the process proceeds to S27. If the condition is not satisfied, the process proceeds to S13.
- step S26 the microcomputer 111 switches the potential of the first cancel pulse C / P-1 to be output to a low level (Low: potential close to GND, for example).
- step S27 the microcomputer 111 switches the potential of the first cancel pulse C / P-1 to be output to a high level (High: for example, a potential close to Vcc).
- a high level High: for example, a potential close to Vcc.
- FIG. 5 shows an operation for generating the second cancel pulse C / P-2. That is, the microcomputer 111 shown in FIG. 3 executes the processing shown in FIG. 5 to realize the function of the second cancel pulse generation unit 22 shown in FIG. 1, and thereby the second cancel pulse C / P ⁇ 2 is generated. The operation of FIG. 5 will be described below.
- the microcomputer 111 executes predetermined initialization in step S31, and then proceeds to the next step S32.
- step S32 the microcomputer 111 periodically reads the latest steering angle ANGstrg information from the output of the steering angle detector 10 or as data on the memory block 114.
- information on the rudder angle ANGstrg obtained in the past two processes is temporarily stored, and the latest rudder angle read in the Nth process is defined as ANGstrg (N).
- the past rudder angle read in the process is ANGstrg (N-1).
- step S33 the microcomputer 111 calculates the following equation using the steering angle information obtained in the past two processes of S32 to obtain a steering angle difference (change) ⁇ ANGstrg.
- ⁇ ANGstrg ANGstrg (N) ⁇ ANGstrg (N-1)
- step S34 the microcomputer 111 identifies whether or not the condition of “ ⁇ ANGstrg> 0” is satisfied. If this condition is satisfied, the process proceeds to S36, and if the condition is not satisfied, the process proceeds to S35.
- step S35 the microcomputer 111 identifies whether or not the condition of “ ⁇ ANGstrg ⁇ 0” is satisfied. If this condition is satisfied, the process proceeds to S37, and if the condition is not satisfied, the process proceeds to S32.
- step S36 the microcomputer 111 switches the potential of the second cancel pulse C / P-2 to a high level (High: potential close to Vcc, for example). This state represents that the rotation direction of the steering shaft is counterclockwise (CCW).
- step S37 the microcomputer 111 switches the potential of the second cancel pulse C / P-2 to a low level (Low: for example, a potential close to GND). This state represents that the rotation direction of the steering shaft is clockwise (CW).
- the operating characteristics shown in FIG. 6 are constant from +720 degrees to -720 degrees after steering in the CCW direction at a constant speed from -750 degrees to +750 degrees with the single cancel mode specified. This represents a situation where the vehicle is steered in the CW direction at a speed. In this case, the following values are used as parameters.
- P2 30 [°] (cancellation edge angle value)
- P3 2 [°] (Hysteresis angle value)
- P4 Single cancel mode
- the operation characteristic shown in FIG. 7 represents a situation in which steering is performed in the CCW direction at a constant speed from ⁇ 750 degrees to +750 degrees in the state where the multi-cancel mode is designated.
- the following values are used as parameters.
- the first cancel pulse C / P-1 is obtained when the cancel edge condition is satisfied every time the steering shaft and the steering wheel rotate once (360 degrees). A valid pulse (Low interval) appears.
- the operation characteristics shown in FIG. 8 represent the change of the second cancel pulse C / P-2 when a change in the rotation direction is given to the movement of the steering wheel. That is, the following steering is assumed in the example shown in FIG. (1) First rotate in the CCW direction within the range of the steering angle from 0 to +750 [°] (2) Next rotate in the CW direction within the range of the steering angle from +750 to -60 [°] (3) Next Rotate in the CCW direction within the range of the steering angle from -60 to +60 [°] (4) Next, rotate in the CW direction within the range of the steering angle from +60 to -750 [°] (5) Next, the steering angle- Rotate in CCW direction in the range of 750 to 0 [°]
- the second cancel pulse C / P-2 is at a high level (High) when the rotation direction in which the steering angle ANGstrg changes is CCW, and is at a low level (Low) when the rotation direction is CW.
- FIG. 12 shows a list of correction values for each steering angular velocity (SPEEDstrg) and cancel edge angles before and after correction.
- FIG. 13 shows the relationship between the steering angular velocity and the corrected cancel edge angle.
- FIG. 14 shows the relationship between the detected steering angle and C / P-1 under six types of conditions.
- the cancel edge angle value ANG C / E before correction is 30 [°] because it is the value of the parameter P2.
- cancel edge angle value ANG C / E after correction (after offset) shown in FIG. 12 is calculated in S19 of FIG. 4 as a result of adding the correction value (offset value) to P2 before correction.
- the correction value (offset value) calculated from the equation (1) is “ ⁇ 20 [°]”, and after correction (after offset)
- the cancel edge angle value ANG C / E of “10” is “10 °”.
- the correction value (offset value) is “ ⁇ 10 [°]”
- the cancel edge angle value ANGC / E after correction (after offset) is “ 20 [°] ”.
- the range of the steering angular velocity at which correction is performed is set to “ ⁇ 250 to +250 [° / sec]”
- the steering angular velocity (SPEEDstrg) and the corrected cancel edge angle (ANGANC / E) The relationship is as shown in FIG. That is, since the threshold value to be compared in step S17 in FIG. 4 is 250 [° / sec], the correction is performed within the range where the absolute value of the steering angular velocity (SPEEDstrg) is 250 or less.
- the minimum value of the corrected cancel edge angle (ANGC / E) is 5 [°].
- This minimum value can be defined by the value of the parameter P7. That is, even when the steering angular velocity is very small, the turn cancel signal is surely output when the driver returns the steering wheel to the angle 5 [°] before reaching the neutral position (0 [°]). be able to.
- Operation examples Gp11 and Gp12 shown in FIG. 14 represent operation timings under the following conditions. Correction value of cancel edge angle (ANG C / E): -20 [°] Canceled edge angle after correction (ANG C / E): 10 [°] Steering wheel rotation direction: Gp11 is CCW, Gp12 is CW
- the first cancel pulse C / P-1 becomes Low when the steering angle ANGstrg approaches the neutral position until -10 [°]. Further, when the steering angle ANGstrg reaches +32 [°] after passing through the neutral position, the first cancel pulse C / P-1 becomes High.
- the first cancel pulse C / P-1 becomes Low when the steering angle ANGstrg approaches the neutral position until +10 [°].
- the first cancel pulse C / P-1 becomes High when the steering angle ANGstrg becomes ⁇ 32 [°] after passing through the neutral position.
- the operation examples Gp21 and Gp22 shown in FIG. 14 represent operation timings under the following conditions.
- the first cancel pulse C / P-1 becomes Low when the steering angle ANGstrg approaches the neutral position until -20 [°]. Further, when the steering angle ANGstrg reaches +32 [°] after passing through the neutral position, the first cancel pulse C / P-1 becomes High.
- the first cancel pulse C / P-1 becomes Low when the steering angle ANGstrg approaches the neutral position until +20 [°].
- the first cancel pulse C / P-1 becomes High when the steering angle ANGstrg becomes ⁇ 32 [°] after passing through the neutral position.
- the operation examples Gp31 and Gp32 shown in FIG. 14 represent operation timings under the following conditions.
- the first cancel pulse C / P-1 becomes Low when the steering angle ANGstrg approaches the neutral position until -30 [°]. Further, when the steering angle ANGstrg reaches +32 [°] after passing through the neutral position, the first cancel pulse C / P-1 becomes High.
- the first cancel pulse C / P-1 becomes Low when the steering angle ANGstrg approaches the neutral position until +30 [°].
- the first cancel pulse C / P-1 becomes High when the steering angle ANGstrg becomes ⁇ 32 [°] after passing through the neutral position.
- the timing at which the first cancel pulse C / P-1 becomes Low (steering angle ANGstrg) changes according to the difference in the correction value. That is, the change in the steering angular velocity is reflected in the change in the detection timing of the cancel edge.
- Example of turn cancellation identification using C / P-1 and C / P-2 In the upper electronic control unit (ECU), by using two of C / P-1 and C / P-2 output from the above-described turn cancel signal output device 100, the turn cancel can be performed relatively easily. Identification can be made. That is, after the turn signal lamp of the direction indicator starts blinking, turn cancellation that becomes an opportunity to end the blink can be identified based on C / P-1 and C / P-2.
- the host electronic control unit is identified using the following conditions. ⁇ Example of conditions for turning off the right turn signal lamp> The rising edge (Low ⁇ High) of the first cancel pulse C / P-1 is detected, and the rotation direction of the second cancel pulse C / P-2 is CCW (High). ⁇ Example of turn-off condition for left turn signal lamp> The rising edge (Low ⁇ High) of the first cancel pulse C / P-1 is detected, and the rotation direction of the second cancel pulse C / P-2 is CW (Low).
- FIG. 11 shows a specific example of the correspondence relationship between the state transition in the steering angle and rotation direction according to the operation of the steering wheel and the control of the direction indicator lamp.
- the host electronic control unit (ECU) controls the turn-off of the turn signal lamp (turn signal lamp) as shown in FIG.
- the host electronic control unit (ECU) performs control using the above-described extinguishing conditions.
- the parameters of the turn cancel signal output device 100 assumed here are as follows. Steering angle range: -750 to +750 [°] P2: 30 [°] (cancellation edge angle value) P3: 2 [°] (Hysteresis angle value)
- the electronic control unit identifies the state of turn cancellation based on the “right turn signal” and C / P-1 and C / P-2 output from the turn cancel signal output device 100. Can do. Actually, the states C05, C14, C24, C34, and C44 shown in FIG. 11 are obtained as a result of each state transition.
- the steering wheel ST changes from state C01 ⁇ C02 ⁇ C03 ⁇ C04, and the steering angle [°] is 0 (neutral position) ⁇ “ ⁇ 135” ⁇ “ ⁇ 315” ⁇ “ ⁇ 400”. ”In the CW direction, the turn cancel state is not detected. As a result, in the state C05, the blinking operation of the right direction indicator lamp is continued.
- FIG. 15 shows a specific example of the correspondence relationship between the state transition in the steering angle and rotation direction according to the operation of the steering wheel and the control of the direction indicator lamp.
- the host electronic control unit (ECU) controls the turn-off of the turn signal lamp (turn signal lamp) as shown in FIG.
- the host electronic control unit (ECU) performs control using the above-described turn-off conditions.
- the parameters of the turn cancel signal output device 100 assumed here are as follows.
- P2 30 [°] (cancellation edge angle value)
- P3 2 [°] (Hysteresis angle value)
- P4 Single cancel mode
- P6 0.1 [sec] recognition delay time (TIME-P / D)
- P7 5 [°]
- Cancel target angle (ANGc / t) Steering angular velocity range for correction: -250 to +250 [° / sec]
- the electronic control unit identifies the state of turn cancellation based on the “right turn signal” and C / P-1 and C / P-2 output from the turn cancel signal output device 100. Can do. Actually, as a result of each state transition, the states C54, C61, and C62 shown in FIG. 15 are obtained.
- FIG. 9 ⁇ Self-diagnosis and parameter rewriting>
- the self-diagnosis and parameter rewriting operations in the turn-cancel signal output device 100 are shown in FIG.
- the microcomputer 111 (see FIG. 3) built in the turn cancel signal output device 100 executes a predetermined program, whereby the operation of FIG. 9 is realized. The processing of each step in FIG. 9 will be described below.
- the microcomputer 111 executes a predetermined initialization in step S41, and then proceeds to the process of S42.
- step S42 the microcomputer 111 executes a predetermined self-diagnosis process. For example, a diagnosis regarding the function of the microcomputer 111 itself, a disconnection of each block (112, 113, 116, 117, etc.) connected to the microcomputer 111, an abnormality in the signal level, and the like are performed. Further, it is also diagnosed whether or not the correct steering angle can be detected.
- step S43 the microcomputer 111 identifies whether or not an abnormal diagnosis result is obtained as a result of S42. If an abnormality is detected, the process proceeds to S44, and if no abnormality is detected, the process proceeds to S45.
- step S44 since the correct steering angle cannot be detected, the microcomputer 111 prohibits the output of the first cancel pulse C / P-1 and the second cancel pulse C / P-2 (the signal level is set to High).
- the cancel pulse interface block 117 is controlled so as to be fixed.
- step S45 the microcomputer 111 starts a predetermined process so that the turn cancel signal output apparatus 100 performs a normal operation. Thereby, for example, the processing shown in FIG. 4 and the processing shown in FIG. 5 are normally executed. Therefore, the first cancel pulse C / P-1 and the second cancel pulse C / P-2 can be output.
- step S46 the microcomputer 111 monitors the status of the CAN interface block 116 to identify whether or not CAN communication has started. When starting CAN communication, it progresses to following S47.
- step S47 the microcomputer 111 determines whether the CAN interface block 116 has received a “data transmission request” command from another electronic control unit (ECU) connected to the communication network (CAN) on the vehicle. Identify. If a “data transmission request” is received, the process proceeds to S48, and if not received, the process proceeds to S49.
- ECU electronice control unit
- step S48 the latest steering angle ANGstrg data detected by the steering angle detection unit 10 is read, and this data is sent to the communication network (CAN) on the vehicle via the CAN interface block 116.
- CAN communication network
- step S49 the microcomputer 111 identifies whether a “parameter rewrite request” command has been received from another electronic control unit (ECU) connected to the communication network (CAN) on the vehicle. If a “parameter rewrite request” is received, the process proceeds to S50, and if not received, the process proceeds to S46.
- ECU electronice control unit
- CAN communication network
- step S50 the microcomputer 111 rewrites the data of the parameters P2 to P4, P6, and P7 held on the memory block 114 (nonvolatile storage unit 30) according to the content of the received “parameter rewrite request”.
- FIG. 10 shows a functional configuration of the turn cancel signal output device 100 in this modification.
- the actual hardware of the electric circuit is the same as that in FIG. 3, but the number of terminals provided in the connector 103 and the contents of the signals are changed. Further, the cancel pulse interface block 117 is also changed along with the change of the signal.
- a third cancel pulse generator 23 is added as a new component.
- the first cancel pulse C / P-1 output from the first cancel pulse generator 21 and the second cancel pulse C / P-2 output from the second cancel pulse generator 22 are the third cancel pulse generator. 23.
- the right turn signal TurnR and the left turn signal TurnL are input to the third cancel pulse generation unit 23 from input terminals 44 and 45 newly provided in the connector 103.
- the right turn signal TurnR and the left turn signal TurnL represent the current direction indication state, and are output from a host electronic control unit (ECU).
- the right turn signal TurnR is turned on (for example, Low level) in the control state (the vehicle is in a right turn) in which the right direction indicator lamp is blinking.
- the left turn signal TurnL is turned on in a control state in which the left direction indicator lamp is blinking (the vehicle is in a right turn).
- the third cancel pulse generator 23 generates a third cancel pulse C / P-3 based on each input signal (C / P-1, C / P-2, TurnR, TurnL).
- the third cancel pulse C / P-3 is output to the output terminal 43.
- the output terminal 43 and the input terminals 44 and 45 are disposed on the connector 103.
- the host electronic control unit ECU
- the host electronic control unit ECU
- the right turn signal TurnR and the left turn signal TurnL the third cancel pulse.
- C / P-3 can be input.
- the third cancel pulse C / P-3 is a signal that can be used as an opportunity to end the blinking of the left and right direction indicators.
- the host electronic control unit ECU
- the blinking of the left direction indicator lamp may be terminated when a pulse appears on C / P-3.
- the third cancel pulse generator 23 can generate the third cancel pulse C / P-3 according to the following conditions.
- the vehicle turn cancel signal output device (100) cancels the operating state of the direction indicator mounted on the vehicle based on the operating state of the steering wheel of the vehicle.
- a turn cancel signal is generated to give an opportunity to
- a first cancel pulse generator (21) that generates a second cancel pulse that represents a rotation direction of steering based on the steering angle detected by the steering angle detector, and Signal output terminals (41, 4) for outputting a signal reflecting at least one state of the first cancel pulse and the second cancel pulse ) And a.
- the vehicle turn cancel signal output device (100) includes at least one parameter (P2 to P4, P6, P7) that affects the condition for generating the first cancel pulse.
- a storage unit (nonvolatile storage unit 30) that holds information is further provided.
- the storage unit includes a first parameter (P2) indicating a reference value of the target edge steering angle for generating the first cancel pulse, and a first delay time indicating a recognition delay time.
- P2 a reference value of the target edge steering angle for generating the first cancel pulse
- P6 a first delay time indicating a recognition delay time.
- P6 the first cancel pulse generator (21) corrects the target edge steering angle by using the multiplication result of the detected steering angular velocity and the second parameter.
- the first cancel pulse generation unit (21) corrects the target edge steering angle according to the steering angular velocity (S18, S19) when the absolute value of the steering angular velocity is within a predetermined threshold. (S17).
- the storage unit (nonvolatile storage unit 30) further holds a third parameter (P7) representing the minimum value of the target edge steering angle, and the first cancel pulse generation unit The absolute value of the target edge steering angle is maintained to be equal to or greater than the value of the third parameter (S18, S19).
- the present invention it is possible to simplify the processing to be performed by the host electronic control unit (ECU) that controls the turn signal lamp and the like in order to recognize appropriate turn cancellation.
- ECU host electronic control unit
- the present invention that exhibits this effect is useful in the field of a vehicle turn cancel signal output device that generates a turn cancel signal.
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Abstract
Description
例えば、トラックやバスのような大型車の場合には、ステアリングホイールの回転可能範囲は数回転に及ぶ。従って、舵角センサの検出した絶対角度を0~360度の範囲内でのみ識別する場合には、車両の右折または左折に伴ってステアリングホイールがn回転(n×360度の回転)する間に、条件と一致する状態がn回発生することになる。その結果、運転者が希望しないタイミングで(まだターンの途中であるのに)ターンキャンセルが検出され、ターンシグナルランプが消灯制御されてしまう。
(1) 車両のステアリングホイールの操作状態に基づいて、前記車両に搭載された方向指示器の動作状態を解除するための契機を与えるターンキャンセル信号を生成する車両用ターンキャンセル信号出力装置であって、
前記ステアリングホイールの操舵角度を検出する操舵角度検出部と、
検出した前記操舵角度に基づいて操舵角速度を検出する操舵角速度検出部と、
前記操舵角度検出部が検出した操舵角度に基づき、車両のターンの終了を表すエッジとして検出すべき目標エッジ操舵角度になった時に、第1キャンセルパルスを生成すると共に、前記操舵角速度の大小に応じて前記目標エッジ操舵角度を補正する第1キャンセルパルス生成部と、
前記操舵角度検出部が検出した操舵角度に基づき、操舵の回転方向を表す第2キャンセルパルスを生成する第2キャンセルパルス生成部と、
前記第1キャンセルパルスおよび第2キャンセルパルスの少なくとも一方の状態を反映した信号を出力する信号出力端子と
を備えること。
(2) 上記(1)の構成の車両用ターンキャンセル信号出力装置であって、
前記第1キャンセルパルスを生成する条件に影響を与える少なくとも1つのパラメータの情報を保持する記憶部
を更に備えること。
(3) 上記(2)の構成の車両用ターンキャンセル信号出力装置であって、
前記記憶部は、前記第1キャンセルパルスを生成する前記目標エッジ操舵角度の基準値を表す第1のパラメータと、認知遅延時間を表す第2のパラメータとを保持し、
前記第1キャンセルパルス生成部は、検出した前記操舵角速度と、前記第2のパラメータとの乗算結果を用いて、前記目標エッジ操舵角度を補正すること。
(4) 上記(3)の構成の車両用ターンキャンセル信号出力装置であって、
前記第1キャンセルパルス生成部は、前記操舵角速度に応じた前記目標エッジ操舵角度の補正を、前記操舵角速度の絶対値が所定の閾値以内の場合に行うこと。
(5) 上記(3)の構成の車両用ターンキャンセル信号出力装置であって、
前記記憶部は、前記目標エッジ操舵角度の最小値を表す第3のパラメータを更に保持し、
前記第1キャンセルパルス生成部は、補正後の前記目標エッジ操舵角度の絶対値を、前記第3のパラメータの値以上に維持すること。
上記(2)の構成の車両用ターンキャンセル信号出力装置によれば、ターンキャンセルを検出する条件を、前記記憶部に保持されたパラメータにより決定することができる。従って、このパラメータを変更するだけで、車両の車種の違い等に応じた適切な対応が可能になる。
上記(3)の構成の車両用ターンキャンセル信号出力装置によれば、ターンシグナルランプが消灯してからその状態を運転者が認知するまでの機器内部の遅延や運転者自身の認知の遅延を表す認知遅延時間を考慮して、前記操舵角速度が変化する場合でも適切なタイミングでターンキャンセル信号を生成することができる。
上記(4)の構成の車両用ターンキャンセル信号出力装置によれば、ステアリングホイールを比較的ゆっくりと操作する場合のような、運転者がターンシグナルランプの消灯を認知するタイミングに前記操舵角速度の違いが影響を及ぼす範囲内において、前記目標エッジ操舵角度を適切に補正することが可能になる。
上記(5)の構成の車両用ターンキャンセル信号出力装置によれば、ステアリングホイールが完全な中立位置に戻る前に、ターンキャンセル信号を生成することができる。従って、操舵機構に存在する遊びや、ステアリングホイールの中立位置のずれや、舵角センサの取り付け位置のずれの影響を受ける場合であっても、右左折が終了した時には確実にターンキャンセル信号を生成することができる。
本発明の車両用ターンキャンセル信号出力装置は、車両上に搭載される一般的なステアリング用の舵角センサの代わりとして使用できるように、例えば図2に示すような形状で一体的に構成される。
ターンキャンセル信号出力装置100の主要部に関する機能上の構成を図1に示す。
このターンキャンセル信号出力装置100は、操舵角度検出部10、第1キャンセルパルス生成部21、第2キャンセルパルス生成部22、操舵角速度検出部25、不揮発性記憶部30および出力端子41、42を備えている。
P1:操舵角度検出部10が検出した舵角ANGstrg
P2:キャンセルエッジ角度値
P3:ヒステリシス角度値(ヒステリシス特性を与えるための微少角度)
P4:キャンセルモード指定(シングル/マルチのいずれか)
P5:操舵角速度検出部25が検出した操舵角速度SPEEDstrg
P6:認知遅延時間(TIME-P/D)
P7:キャンセル目標角度(ANGc/t)
ターンキャンセル信号出力装置100の外観の具体例を図2に示す。図2に示すように、ターンキャンセル信号出力装置100の本体は筐体101の内部に配置されている。
図2に示したターンキャンセル信号出力装置100における実際の電気回路の構成を図3に示す。図3に示すように、このターンキャンセル信号出力装置100にはハードウェアとして、以下に説明する111~117の各ブロックが備わっている。
<C/P-1の生成動作>
第1キャンセルパルスC/P-1を生成する動作を図4に示す。すなわち、図3に示したマイクロコンピュータ111が図4に示す処理を実行することにより、図1に示した第1キャンセルパルス生成部21の機能を実現し、これにより第1キャンセルパルスC/P-1が生成される。図4の動作について以下に説明する。
補正値(offset_ANG_CE)=P7-{P2-(|SPEEDstrg|×P6)}
補正後のキャンセルエッジ角度値=補正前のP2+補正値(offset_ANG_CE)
C/P-1を低レベル(Low)に切り替える条件(キャンセルエッジ検出条件):
|ANGstrg|≦ P2
C/P-1を高レベル(High)に切り替える条件(検出解除の条件):
|ANGstrg|≧ (P2+P3)
C/P-1のレベルを維持する条件:上記2つのいずれの条件にも該当しない場合
C/P-1を低レベル(Low)に切り替える条件(キャンセルエッジ検出条件):
(|ANGstrg|-360×n)≦ P2
C/P-1を高レベル(High)に切り替える条件(検出解除の条件):
(|ANGstrg|-360×n)≧ (P2+P3)
C/P-1のレベルを維持する条件:上記2つのいずれの条件にも該当しない場合
但し、nの値は次の通り:
|ANGstrg|≧ 540[°]の場合:n=2
|ANGstrg|≧ 180[°]の場合:n=1
|ANGstrg|< 180[°]の場合:n=0
なお、S26、S27のいずれも実行しない時には、第1キャンセルパルスC/P-1の電位は、それまでと同じ電位に維持される。
第2キャンセルパルスC/P-2を生成する動作を図5に示す。すなわち、図3に示したマイクロコンピュータ111が図5に示す処理を実行することにより、図1に示した第2キャンセルパルス生成部22の機能を実現し、これにより第2キャンセルパルスC/P-2が生成される。図5の動作について以下に説明する。
ΔANGstrg=ANGstrg(N)-ANGstrg(N-1)
<操舵角速度に応じた補正をしない場合の動作>
上述のターンキャンセル信号出力装置100における動作特性の具体例を図6、図7、図8にそれぞれ示す。
P2: 30[°](キャンセルエッジ角度値)
P3: 2[°](ヒステリシス角度値)
P4: シングルキャンセルモード
P2: 30[°](キャンセルエッジ角度値)
P3: 2[°](ヒステリシス角度値)
P4: マルチキャンセルモード
(1)最初に舵角の0~+750[°]までの範囲でCCW方向に回転
(2)次に舵角の+750~-60[°]までの範囲でCW方向に回転
(3)次に舵角の-60~+60[°]までの範囲でCCW方向に回転
(4)次に舵角の+60~-750[°]までの範囲でCW方向に回転
(5)次に舵角の-750~0[°]までの範囲でCCW方向に回転
操舵角速度(SPEEDstrg)毎の補正値および補正前後のキャンセルエッジ角度の一覧を図12に示す。また、操舵角速度と補正後のキャンセルエッジ角度との関係を図13に示す。更に、6種類の条件下における検出操舵角度とC/P-1との関係を図14に示す。
P2: 30[°](キャンセルエッジ角度値:ANG C/E)
P3: 2[°](ヒステリシス角度値)
P4: シングルキャンセルモード
P6: 0.1[sec]認知遅延時間(TIME-P/D)
P7: 5 [°]キャンセル目標角度(ANGc/t)
補正を実施する操舵角速度の範囲:-250~+250[°/sec]
補正値(offset value)=P7-{P2-(|SPEEDstrg|×P6)} ・・・(1)
図14に示した動作例Gp11およびGp12は、次のような条件下での動作タイミングを表している。
キャンセルエッジ角度(ANG C/E)の補正値:-20[°]
補正後のキャンセルエッジ角度(ANG C/E): 10[°]
ステアリングホイールの回転方向:Gp11はCCW、Gp12はCW
キャンセルエッジ角度(ANG C/E)の補正値:-10[°]
補正後のキャンセルエッジ角度(ANG C/E): 20[°]
ステアリングホイールの回転方向:Gp21はCCW、Gp22はCW
キャンセルエッジ角度(ANG C/E)の補正値: 0[°]
補正後のキャンセルエッジ角度(ANG C/E): 30[°]
ステアリングホイールの回転方向:Gp21はCCW、Gp22はCW
上位の電子制御装置(ECU)においては、上述のターンキャンセル信号出力装置100から出力されるC/P-1、C/P-2の2つを利用することにより、比較的簡単にターンキャンセルの識別を行うことができる。すなわち、方向指示器のターンシグナルランプの点滅を開始した後、点滅を終了させるための契機となるターンキャンセルの識別を、C/P-1、C/P-2に基づいて行うことができる。
<右方向ターンシグナルランプの消灯条件の例>
第1キャンセルパルスC/P-1の立ち上がり(Low→High)を検出
且つ、第2キャンセルパルスC/P-2の回転方向がCCW(High)
<左方向ターンシグナルランプの消灯条件の例>
第1キャンセルパルスC/P-1の立ち上がり(Low→High)を検出
且つ、第2キャンセルパルスC/P-2の回転方向がCW(Low)
<操舵角速度に応じた補正をしない場合>
ステアリングホイールの操作に応じた舵角および回転方向の状態遷移と方向指示灯の制御との対応関係の具体例を図11に示す。すなわち、ステアリングホイールの操作による状態遷移に伴って、上位の電子制御装置(ECU)が図11に示すように方向指示灯(ターンシグナルランプ)の消灯を制御する。図11に示す例では、上記の消灯条件を用いて上位の電子制御装置(ECU)が制御を行う。ここで想定しているターンキャンセル信号出力装置100のパラメータについては次の通りである。
操舵角度の範囲: -750~+750[°]
P2: 30[°](キャンセルエッジ角度値)
P3: 2[°](ヒステリシス角度値)
車両を右折するために運転者が操作レバーを操作すると、方向指示灯を制御する上位の電子制御装置(ECU)は、「右ターン信号」をオンにする。これにより、右方向指示灯の点滅動作が開始される。これが図11に示す最初の状態C00に相当する。ここで、右方向指示灯の点滅を終了させるためにはターンキャンセルの状態を検出する必要がある。
ステアリングホイールの操作に応じた舵角および回転方向の状態遷移と方向指示灯の制御との対応関係の具体例を図15に示す。すなわち、ステアリングホイールの操作による状態遷移に伴って、上位の電子制御装置(ECU)が図15に示すように方向指示灯(ターンシグナルランプ)の消灯を制御する。図15に示す例では、上記の消灯条件を用いて上位の電子制御装置(ECU)が制御を行う。ここで想定しているターンキャンセル信号出力装置100のパラメータについては次の通りである。
P2: 30[°](キャンセルエッジ角度値)
P3: 2[°](ヒステリシス角度値)
P4: シングルキャンセルモード
P6: 0.1[sec]認知遅延時間(TIME-P/D)
P7: 5 [°]キャンセル目標角度(ANGc/t)
補正を実施する操舵角速度の範囲:-250~+250[°/sec]
車両を右折するために運転者が操作レバーを操作すると、方向指示灯を制御する上位の電子制御装置(ECU)は、「右ターン信号」をオンにする。これにより、右方向指示灯の点滅動作が開始される。これが図15に示す最初の状態C50に相当する。ここで、右方向指示灯の点滅を終了させるためにはターンキャンセルの状態を検出する必要がある。
ターンキャンセル信号出力装置100における自己診断およびパラメータ書き換えの動作を図9に示す。ターンキャンセル信号出力装置100に内蔵されているマイクロコンピュータ111(図3参照)が所定のプログラムを実行することにより、図9の動作が実現される。図9の各ステップの処理について以下に説明する。
この変形例におけるターンキャンセル信号出力装置100の機能上の構成を図10に示す。実際の電気回路のハードウェアについては図3と同様であるが、コネクタ103に設ける端子の数や信号の内容が変更されている。また信号の変更に伴って、キャンセルパルスインタフェースブロック117にも変更が加えられている。
第1キャンセルパルスC/P-1の立ち上がり(Low→High)を検出
且つ、第2キャンセルパルスC/P-2の回転方向がCCW(High)
の条件を満たす時に、C/P-3に1つの有効なパルスを出力するか、あるいはターンキャンセルを表す信号レベルを出力する。
第1キャンセルパルスC/P-1の立ち上がり(Low→High)を検出
且つ、第2キャンセルパルスC/P-2の回転方向がCW(Low)
の条件を満たす時に、C/P-3に1つの有効なパルスを出力するか、あるいはターンキャンセルを表す信号レベルを出力する。
(1)図1に示したように、車両用ターンキャンセル信号出力装置(100)は、車両のステアリングホイールの操作状態に基づいて、前記車両に搭載された方向指示器の動作状態を解除するための契機を与えるターンキャンセル信号を生成する。また、前記ステアリングホイールの操舵角度を検出する操舵角度検出部(10)と、検出した前記操舵角度に基づいて操舵角速度を検出する操舵角速度検出部(25)と、前記操舵角度検出部が検出した操舵角度に基づき、車両のターンの終了を表すエッジとして検出すべき目標エッジ操舵角度になった時に、第1キャンセルパルスを生成すると共に、前記操舵角速度の大小に応じて前記目標エッジ操舵角度を補正する第1キャンセルパルス生成部(21)と、前記操舵角度検出部が検出した操舵角度に基づき、操舵の回転方向を表す第2キャンセルパルスを生成する第2キャンセルパルス生成部(22)と、前記第1キャンセルパルスおよび第2キャンセルパルスの少なくとも一方の状態を反映した信号を出力する信号出力端子(41、42)とを備えている。
11 センサブロック
12 舵角演算部
21 第1キャンセルパルス生成部
22 第2キャンセルパルス生成部
23 第3キャンセルパルス生成部
25 操舵角速度検出部
30 不揮発性記憶部
41,42,43 出力端子
44,45 入力端子
100 ターンキャンセル信号出力装置
101 筐体
102 開口部
103 コネクタ
111 マイクロコンピュータ
112 第1センシングブロック
113 第2センシングブロック
114 メモリブロック
115 レギュレータブロック
116 CANインタフェースブロック
117 キャンセルパルスインタフェースブロック
C/P-1 第1キャンセルパルス
C/P-2 第2キャンセルパルス
C/P-3 第3キャンセルパルス
P1,P2,P3,P4,P5,P6,P7 パラメータ
TurnR 右ターン信号
TurnL 左ターン信号
Claims (4)
- 車両のステアリングホイールの操作状態に基づいて、前記車両に搭載された方向指示器の動作状態を解除するための契機を与えるターンキャンセル信号を生成する車両用ターンキャンセル信号出力装置であって、
前記ステアリングホイールの操舵角度を検出する操舵角度検出部と、
検出した前記操舵角度に基づいて操舵角速度を検出する操舵角速度検出部と、
前記操舵角度検出部が検出した操舵角度に基づき、車両のターンの終了を表すエッジとして検出すべき目標エッジ操舵角度になった時に第1キャンセルパルスを生成すると共に、前記操舵角速度の大小に応じて前記目標エッジ操舵角度を補正する第1キャンセルパルス生成部と、
前記操舵角度検出部が検出した操舵角度に基づき、操舵の回転方向を表す第2キャンセルパルスを生成する第2キャンセルパルス生成部と、
前記第1キャンセルパルスおよび第2キャンセルパルスの少なくとも一方の状態を反映した信号を出力する信号出力端子と
を備える車両用ターンキャンセル信号出力装置。 - 前記第1キャンセルパルスを生成する条件に影響を与える少なくとも1つのパラメータの情報を保持する記憶部
を更に備える請求項1に記載の車両用ターンキャンセル信号出力装置。 - 前記記憶部は、前記第1キャンセルパルスを生成する前記目標エッジ操舵角度の基準値を表す第1のパラメータと、認知遅延時間を表す第2のパラメータとを保持し、
前記第1キャンセルパルス生成部は、検出した前記操舵角速度と、前記第2のパラメータとの乗算結果を用いて、前記目標エッジ操舵角度を補正する
請求項2に記載の車両用ターンキャンセル信号出力装置。 - 前記第1キャンセルパルス生成部は、前記操舵角速度に応じた前記目標エッジ操舵角度の補正を、前記操舵角速度の絶対値が所定の閾値以内の場合に行う
請求項3に記載の車両用ターンキャンセル信号出力装置。
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US14/654,770 US9511709B2 (en) | 2012-12-26 | 2013-12-19 | Vehicle turn cancel signal output device |
EP13867681.2A EP2923890A4 (en) | 2012-12-26 | 2013-12-19 | DIRECTION FAULT SUPPRESSION SIGNAL OUTPUT DEVICE |
KR1020157016921A KR20150090173A (ko) | 2012-12-26 | 2013-12-19 | 차량용 턴 캔슬 신호 출력 장치 |
CN201380068424.5A CN104903149A (zh) | 2012-12-26 | 2013-12-19 | 车辆转向取消信号输出装置 |
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EP (1) | EP2923890A4 (ja) |
JP (1) | JP6002575B2 (ja) |
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JP6722722B2 (ja) * | 2018-06-26 | 2020-07-15 | 本田技研工業株式会社 | 車両運転支援システム |
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US9511709B2 (en) | 2016-12-06 |
EP2923890A4 (en) | 2016-12-07 |
JP2014125118A (ja) | 2014-07-07 |
KR20150090173A (ko) | 2015-08-05 |
CN104903149A (zh) | 2015-09-09 |
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