JPH03160127A - Automatic stopping device of vehicle - Google Patents

Abstract

PURPOSE:To improve safety of a vehicle, by braking the vehicle, when the doze of a driver is detected, while stopping the braking of the vehicle following an increase of an accelerator operating amount so as to easily stop, the braking of the vehicle due to misdetection of a doze. CONSTITUTION:A doze of a driver is detected by a means M1. When the doze of the driver is detected, a vehicle is braked by a means M2. Here an accelerator operating amount is detected by a means M3. On the other hand, when the vehicle is braked, whether it is increased or not is judged by a means M4 based on the detected accelerator operating amount. When the accelerator operating amount is judged increased, braking of the vehicle by the means M2 is stopped by a means M5. That is, even in the case of braking the vehicle by misdetecting the doze of the driver, the braking of the vehicle is easily stopped, by increasing the accelerator operating amount, and safe running can be attained.

Description

DETAILED DESCRIPTION OF THE INVENTION [Field of Industrial Application] The present invention relates to an automatic vehicle stopping device that detects when a driver falls asleep and applies braking force to the vehicle to automatically stop the vehicle.

[Prior Art] Conventionally, as a safety measure against driver dozing off, it has been considered to detect the driver's dozing off based on physiological phenomena such as palm skin resistance values and steering phenomena in the steering state, and to sound an alarm such as a buzzer. ing.

Also, if the driver does not wake up due to the alarm,
It has also been considered to further improve safety by activating the brakes to stop the vehicle (for example, Japanese Utility Model Publication No. 621743).

[Problems to be Solved by the Invention] However, as mentioned above, when stopping a vehicle, if drowsiness is falsely detected, the brakes will be activated and the vehicle will stop, resulting in a decrease in drivability, which can lead to problems. If there is a false detection in a place with a lot of traffic, there is a problem in that it will unnecessarily impede the flow of traffic.

Therefore, the present invention provides an automatic vehicle stopping device that applies braking force to the vehicle when it detects that the driver is dozing off.If the driver's dozing is erroneously detected and braking force is applied to the vehicle, the system automatically stops braking based on the driver's command. This was done for the purpose of being able to stop.

[Means for Solving the Problems] That is, the present invention, which has been made to achieve the above object, includes, for example, as illustrated in FIG. A braking means M2 that applies a braking force to the vehicle when a driver is detected to be falling asleep, and an accelerator operation amount detection means M that detects an accelerator operation amount.
3, a determining means M4 for determining whether or not the accelerator operating amount has increased based on the detection result of the accelerator operating amount detecting means M3 when the braking means M2 is in operation; The gist of the present invention is to provide an automatic vehicle stopping device comprising: a brake stopping means M5 that stops the operation of the braking means M2 when it is determined that the braking means M2 has increased.

[Operation] In the vehicle automatic stop system of the present invention configured as described above, when the dozing detection means M1 detects that the driver is dozing off, the braking means M2 is activated to apply a braking force to the vehicle. On the other hand, the accelerator operation amount detection means M3 constantly detects the accelerator operation amount. The braking means M2 applies ti to the vehicle.
When power is being applied, the determining means M4 determines whether the accelerator operation amount has increased or not, using the accelerator operation amount detection means M
Judgment is made based on the detection result of step 3. When the determination means M4 determines that the accelerator operation amount has increased, the brake stop means M5 stops the operation of the brake means M2.

As described above, even if the drowsiness detection means M1 erroneously detects that the driver is drowsy and applies braking force, it is possible to easily stop the braking and drive safely by increasing the accelerator operation. Can be done.

[Example] An embodiment of the present invention will be described below with reference to the drawings.

First, FIG. 2 is a schematic configuration diagram showing the engine surroundings and brake hydraulic system of a vehicle equipped with an automatic vehicle stop device according to an embodiment, in which 1 is an engine, 2 is a piston, 3 is a spark plug, and 4 is an intake air 5 is a fuel injection valve, 6 is a surge tank, 7 is an air flow meter, and 8 is an air cleaner. In this embodiment, in addition to the main throttle valve 10 which is conventionally provided in the intake passage between the air flow meter 7 and the surge tank 6 and which adjusts the amount of intake air in conjunction with the accelerator pedal 9, a DC motor is also installed. The main throttle valve 10 is equipped with a sub-throttle valve 14 which is driven by the main throttle valve 12 and adjusts the intake air amount in the same way as the main throttle valve 10 described above. The secondary throttle opening sensor 16 is provided on the secondary throttle valve 14, and the secondary throttle opening sensor 17 is provided on the secondary throttle valve 14, respectively.

Next, 21 is the brake pedal, 22 is the brake pedal 2
1 is a brake mask cylinder that generates brake oil pressure according to the amount of depression; 23 is a sub-mask cylinder that generates brake oil pressure when dozing is detected; 24 is a brake device. A change valve 25 consisting of a shuttle valve is provided in the hydraulic system from the brake mask cylinder 22 to the brake device 24, and the brake hydraulic pressure generated from the brake mask cylinder 22 or the sub-mask cylinder 23, whichever is larger, is changed. The signal is configured to be transmitted to the brake device 24 as it is.

Reference numeral 40 denotes a hydraulic system for driving the sub-mask cylinder 23 to generate brake hydraulic pressure when the driver's dozing is detected, and a hydraulic pump that pumps oil flowing into this hydraulic system from the reservoir tank 41. 42, check valves 43 and 44 for preventing backflow of this pumped oil, and an accumulator 45 for accumulating pressure oil in order to use this oil as an energy source for driving the sub-mask cylinder 23.
and a two-position valve 47 for driving a sub-mask cylinder, the valve position of which is changed so that oil at a predetermined hydraulic pressure stored in an accumulator 45 is transmitted to the sub-master cylinder 23 when the driver is detected to be falling asleep. It is equipped with still,
The two-position valve 47 is a single-solenoid type electromagnetically operated valve, which is normally fixed to the valve position shown in the figure by a spring, and can be switched to the other valve position by energizing the solenoid. . Also, in the figure 48
49 represents a vehicle speed sensor provided, for example, on the output shaft of a transmission (not shown) to detect the vehicle speed V, and 49 represents a dozing sensor provided to detect the driver's dozing.

As the drowsiness sensor, for example, a well-known sensor such as a steering wheel angle hinge provided on a steering wheel shaft (not shown) may be used in order to detect a steering phenomenon in a steering state.

Reference numeral 50 denotes a release switch for canceling the lurching motion performed by the sub-slot valves 1 to 14 and the brake device 24, and is an automatic return contact switch that is turned on when operated by the driver.

Also, in the figure, 60 is a speed sensor 48, a drowsiness sensor 4
9. Release switch 50. Main throttle opening sensor 16,
and a control circuit composed of a microcomputer that receives signals from the sub-throttle opening sensor 17, detects drowsiness of the driver, opens and closes the sub-throttle valve 14, and increases/decreases the brake pressure of the brake device 24. It represents. The control circuit 60 inputs and extracts data detected by the vehicle speed sensor 48, drowsiness sensor 49, release switch 50, main throttle angle sensor 16, and auxiliary throttle opening sensor 17 according to a control program. A central processing unit (CP) performs processing to drive and control the two-position valve 47 and the DC motor 12.
62, a read-only memory (ROM 63) in which control programs are stored, and a random access memory (RAM) 64 in which data from the above-mentioned sensors and data necessary for trunk control are temporarily read. , input/output, f?-
The bus line 67 connects the CPU 62, ROM 63, and other elements and the input/output board 66 and serves as a path for various data.

Next, the automatic stop control executed by the control circuit 60 configured as described above will be explained in detail with reference to the flowchart shown in FIG. Note that this process is performed on the crow for a predetermined period of time.

When the process starts, in step 100, it is determined whether the driver is dozing off based on the detection result of the dozing sensor 49, and if it is determined that dozing is detected, the process moves to step 110.

In step 110, it is determined whether or not the flag F, which is set by the input of the release switch 50, is not set. If the flag F is in the reset state, step 120 is performed.
Move to. Furthermore, in step 120, it is determined whether the release switch 50 is in the ON state and operated by the driver, and if the release switch 50 is in the OFF state,
The process moves to step 130.

In step 130, the secondary throttle valve 14 is closed by a predetermined angle θ by driving the DC motor 12.
The process moves to step 140. Note that this operation suppresses the intake air amount of the engine 1, reduces engine torque, and applies braking force to the vehicle.

In step 140, it is determined whether the accelerator opening has increased based on the detection result of the main throttle opening sensor 16, and if the accelerator opening has not increased, the process moves to step 150.

In step 150, it is determined whether the vehicle speed ■ detected by the vehicle speed sensor 48 is 101 m/h or more, and ■≧10
If KIn/h, immediately terminate the process and V<1
If it is 0KIn/h, the process moves to step 160. In step 160, the two-position valve 47 is activated and the brake device 2
4 is in operation, and if it is in operation, the process is immediately terminated; if it is not in operation, the 2-position valve 47 is driven in step 170, and the brake device 2 is activated.
4 and terminate the process once.

On the other hand, if it is not determined in step 140 that the accelerator opening degree has increased, the process moves to step 180, and after opening the sub-throttle valve 14 by a predetermined angle θ, the process moves to step 190. That is, in step]80, the opening degree of the sub throttle valve 14 returns to the value before step 130.

In step 190, the 2-position valve 47 is driven, and it is determined whether or not the brake device 24 is in operation. If it is not in operation, the process is immediately terminated, and if it is in operation, the 2-position valve 47 is activated. The valve 47 is returned to its original position, the operation of the brake device 24 is stopped, and the process is temporarily terminated.

Further, in step 120, the release switch 50 is turned OFF.
If it is determined that the state is N, flag F is set in step 210, and then the process moves to step 220. In step 220, it is determined whether or not the sub-throttle valve 14 is fully open. If it is, the flag is reset in step 230, and then the process moves to step 190. If the sub-throttle valve 14 is not fully open, the process moves to step 180.

Furthermore, in step 100 or step 110,
If no dozing is detected or flag F is set, the process moves to step 220.

In this way, in this embodiment, when the driver's dozing is detected, the sub-throttle valve 14 is gradually closed by a predetermined angle θ, and when the vehicle speed V reaches approximately 10/M, the brake device 24 is closed. When used together, it applies braking force to the vehicle and brings the vehicle to a safe stop.

On the other hand, if the driver is not asleep and the accelerator pedal 9 is further depressed in order to maintain the vehicle speed, the opening degree of the auxiliary throttle valve 14 is maintained and the braking by the brake device 24 is stopped. Therefore, when drowsiness is erroneously detected and braking force is applied to the vehicle, when the driver depresses the accelerator pedal 9, the braking operation is stopped and the vehicle can continue to drive. Furthermore, since the braking force exerted by the sub-throttle valve 14 is maintained, safety is ensured even if the driver accidentally depresses the accelerator pedal 9 while falling asleep.

Furthermore, when the driver's dozing is no longer detected or the driver operates the release switch 50, the sub-throttle valve 14 is gradually opened by a predetermined angle θ and fully opened.
Further, the braking by the brake device 24 can be stopped to return to the normal running state.

In this embodiment, if a doze is not detected, the braking force of the sub throttle valve 14 is maintained even if the accelerator pedal 9 is depressed, but the sub throttle valve 14 is returned to full open when the accelerator pedal 9 is depressed. It may also be a configuration.

Furthermore, in this embodiment, braking force is applied to the vehicle using the sub-throttle valve 14 and the brake device 24;
In addition, υ1 power may be applied to the vehicle by, for example, engine ignition timing retard control, fuel cut control, or the like.

[Effects of the Invention] As detailed above, the vehicle automatic stopping device of the present invention has the following features:
When the driver is detected to be falling asleep, a braking force is applied to the vehicle, and if the accelerator pedal operation increases during the braking operation, the braking operation is stopped. Therefore, if the driver falls asleep, the vehicle can be stopped to ensure safety, and even if drowsiness is falsely detected and braking force is applied to the vehicle, the driver may reduce the amount of accelerator operation in order to maintain the vehicle speed. By increasing the number, braking is stopped, which further improves safety.

[Brief explanation of the drawing]

FIG. 1 is a block diagram showing the configuration of the present invention, FIG. 2 is a schematic diagram showing the engine surroundings and brake hydraulic system of the embodiment, and FIG. 3 is a flow chart showing the processing executed by the control circuit. M1...Drowsiness detection means M2...Brake means M3...Accelerator operation amount detection means M4...Judgment means M5...Brake stop means 1...Engine 9...Accelerator pedal 10... Main throttle valve 14...Sub-throttle valve 16...Main slot 1 health open [Decay sensor 40...Hydraulic system 48...Vehicle speed sensor 49...Drowsiness sensor 50...Release switch 60... control circuit

Claims (1)

[Scope of Claims] A vehicle comprising: a dozing detection means for detecting dozing off by a driver; and a braking means for applying a braking force to the vehicle when the dozing detecting means detects dozing off at the driver. The automatic stop device includes an accelerator operation amount detection means for detecting an accelerator operation amount, and, when the braking means is in operation, whether or not the accelerator operation amount has increased based on a detection result of the accelerator operation amount detection means. A vehicle automatic stopping device comprising: a determining means for determining whether the amount of operation of the accelerator has increased; and a braking stop means for stopping the operation of the braking means when the determining means determines that the amount of operation of the accelerator has increased. .