JP2007023922A - Control device for drive assist device - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To prevent power source of a drive assist device from being turned off in an operation condition or a abnormal condition of an acceleration system or a brake system during engine stop action or prevent an engine from being started in the operation condition or the abnormal condition of the acceleration system or the brake system during engine start action. <P>SOLUTION: In a device and method for controlling the drive assist device manually operated by a driver and provided with an operation device 10 for directing operation of an accelerator drive system 30 or a brake control system 20 of a vehicle, a drive control means 44 controlling the directed accelerator drive system or the brake drive system according to operation quantity of the operation device and putting the operating accelerator drive system or the operating brake drive system under a non-operation condition if the accelerator drive system or the brake drive system is under the operation condition during engine stop action or engine start action, is provided. <P>COPYRIGHT: (C)2007,JPO&INPIT

Description

  The present invention relates to a control device and a control method for a driving assistance device, and more particularly to a control device and a control method for a driving assistance device in which a driver manually operates an operation device to operate an acceleration system or a braking system.

As an apparatus for assisting driving of a vehicle by a physically handicapped person, Patent Document 1 discloses an operation apparatus including an operation lever that is manually operated by a driver to indicate driving amounts of a brake pedal and an accelerator pedal of the vehicle, A driving assist device composed of a brake driving system that drives the brake pedal, an accelerator driving system that drives the accelerator pedal, a control device that controls the driving amount of the brake driving system and the accelerator driving system according to the instruction amount of the operation lever, and the like. Is disclosed
JP-A-8-216737

  However, when the engine is started or the engine is stopped in the mode in which the disabled person drives (disabled person operation mode), the accelerator drive system or the brake drive system may be operated in the operating state. For example, the driver may accidentally move the operating device while the engine is stopped, and the engine may be started as it is, or the accelerator drive system or the brake drive system may be broken. For example, when the engine is started while the accelerator operation system is operating, the accelerator pedal may be depressed, and the engine may rotate at a high speed. If the engine is rotated at a high speed before the engine oil penetrates, the engine will be in a high load state. Further, if the engine rotates at a high speed before the catalyst attached to the exhaust pipe warms up, the effect of the catalyst is low and exhaust gas containing a large amount of NOx or the like can be discharged.

  For example, when the driver tries to stop the engine, the operating device may be moved by mistake, and the engine may be stopped as it is. In this case, for example, the power of the driving assistance device is turned off while the accelerator operation system is operating. If it does so, it will be in the state where the accelerator pedal was stepped on, and when the engine is started next, there is a possibility that the engine will become high rotation. Thus, the accelerator drive system or the brake drive system is required to be in a non-operating state for engine start or engine stop operation.

  The present invention is such that when the engine is stopped, the driving system is turned off while the acceleration system or the braking system is operating or abnormal, or when the engine is started, the acceleration system or the braking system is operating or abnormal. It is an object of the present invention to provide a control device and a control method for a driving assistance device capable of preventing the engine from starting.

  The present invention relates to a control device for a driving assistance device including an operating device that is manually operated by a driver to instruct an operation of an acceleration system or a braking system of a vehicle, and is instructed according to an operation amount of the operating device. Drive control means for controlling the acceleration system or braking system, and abnormality determination means for determining whether the acceleration system or braking system is in operation when the engine is stopped or started. When the acceleration system or the braking system is determined to be in the operating state, the drive control device is a control device for the driving assistance device that puts the acceleration system or the braking system into a non-operating state. According to the present invention, when the acceleration system or the braking system is in an operating state at the time of engine start or engine stop operation, the acceleration system or the braking system is set to a non-operating state. This prevents the driving assistance device from being turned off while the acceleration system or braking system is operating when the engine is stopped, or starting the engine while the acceleration system or braking system is operating when the engine is started. can do.

  In the present invention, when the abnormality determination unit determines that the acceleration system or the braking system is in an operating state at the time of engine stop operation or engine start, the abnormality determination unit is a signal for warning the driver. Can be output to the alarm device. According to the present invention, at the time of engine stop operation or engine start, when the acceleration system or the brake system is in the operating state, the driver can be made to recognize that the operating device is returned to the non-operating state. Therefore, when the engine is stopped, the driving assist device is turned off while the acceleration system or the braking system is operating, or when the engine is started, the acceleration system or the braking system is started while the engine is operating. It can be surely prevented.

  According to the present invention, when the abnormality determination unit determines that the acceleration system or the braking system is in an operating state at the time of engine stop operation or engine start, the drive control unit determines that the acceleration system and the braking system are not operated. It can be set as the control apparatus of the driving assistance apparatus characterized by making it the state corresponding to an operation state. According to the present invention, when the acceleration system or the braking system is in an operating state at the time of engine stop operation or engine start, the operating device can be returned to a non-operating state. Therefore, when the engine is stopped, the driving assist device is turned off while the acceleration system or the braking system is operating, or when the engine is started, the acceleration system or the braking system is started while the engine is operating. It can be surely prevented.

  According to the present invention, when the abnormality determining means determines that the acceleration system or the braking system is in an operating state when the engine is started, the drive control means does not allow the engine to start. It can be. According to the present invention, when starting the engine, if the acceleration system or the braking system is in an operating state, the engine start is not permitted. Thereby, it is possible to more reliably prevent the engine from being started while the acceleration system or the braking system is in operation.

  The present invention relates to a control device for a driving assistance device including an operating device that is manually operated by a driver to instruct an operation of an acceleration system or a braking system of a vehicle, and is instructed according to an operation amount of the operating device. If the operation amount does not correspond to the instructed operation amount of the acceleration system or the braking system at the time of engine stop operation or engine start and the drive control means for controlling the acceleration system or the braking system, the braking system Or it is an abnormality determination means which determines an acceleration system as abnormality, It is a control apparatus of the driving assistance apparatus characterized by the above-mentioned. According to the present invention, the abnormality of the acceleration system or the braking system is appropriately determined. As a result, when the engine is stopped, the driving assist device is turned off when the acceleration system or the braking system is abnormal, or when the engine is started, the engine is started when the acceleration system or the braking system is abnormal. Can be prevented.

  According to the present invention, when the abnormality determination unit determines that the acceleration system or the braking system is abnormal during the engine stop operation or the engine start, the abnormality determination unit outputs a signal for warning the driver. It can be set as the control apparatus of the driving assistance device characterized by outputting. According to the present invention, the driver can be made aware of abnormality in the acceleration system or the braking system. Therefore, when the engine is stopped, the driving assist device is turned off when the acceleration system or the braking system is abnormal, or when the engine is started, the engine is started when the acceleration system or the braking system is abnormal. It can prevent more reliably.

  In the present invention, it is preferable that the drive control unit does not permit engine start when the abnormality determination unit determines that the acceleration system or the brake system is abnormal when the engine is started. It can be a control device of the apparatus. According to the present invention, it is possible to more reliably prevent the engine from starting with an abnormal acceleration system or braking system when the engine is started.

  The present invention provides an operating device that is manually operated by a driver to instruct an operation of an acceleration system or a braking system of a vehicle, and the instructed acceleration system or braking system according to an operation amount of the operating device. And a drive control means for controlling, in the control device of the driving assistance device, when the acceleration system or the braking system is in the operating state at the time of engine stop operation or engine start, the acceleration system or the braking system in the operating state is not operated It is a control method of the driving assistance device characterized by having the step which makes a state. According to the present invention, when the engine is stopped, the driving assist device is turned off while the acceleration system or the braking system is operating, or when the engine is started, the engine is started while the acceleration system or the braking system is operating. This can be prevented.

  The present invention provides an operating device that is manually operated by a driver to instruct an operation of an acceleration system or a braking system of a vehicle, and the instructed acceleration system or braking system according to an operation amount of the operating device. In the control method of the driving assistance device comprising the drive control means to control, when the operation amount does not correspond to the instructed operation amount of the acceleration system or the braking system at the time of engine stop operation or engine start, An abnormality determination step of determining that the acceleration system or the braking system is abnormal. According to the present invention, the abnormality of the acceleration system or the braking system is appropriately determined, and when the engine is stopped, the driving assist device is turned off while the acceleration system or the braking system is abnormal, or when the engine is started. Further, it is possible to prevent the engine from being started when the acceleration system or the braking system is abnormal.

  According to the present invention, when the engine is stopped, the driving assist device is turned off while the acceleration system or the braking system is operating or abnormal, or when the engine is started, the acceleration system or the braking system is operating or abnormal. It is possible to provide a control device and a control method for a driving assistance device that can prevent the engine from being started in a state.

  Embodiments will be described below with reference to the drawings.

  FIG. 1 is a block diagram of a driving assistance device 100 including a control device 40 according to the first embodiment. The driving assistance device 100 includes an operating device 10, a control device 40 (FM-ECU), a brake drive system 20 that controls a brake pedal 29, and an accelerator drive system 30 that controls an accelerator pedal 39. Further, a warning buzzer 46 and a warning light 48 for warning the driver are provided. The operating device 10 includes an operating lever 12 that is manually operated by a driver and instructs the operation of an accelerator driving system 30 (vehicle acceleration system) or a brake driving system 20 (vehicle braking system). 12 operation positions (operation amounts) are output to the control device 40. The drive control means 44 of the control device 40 controls the accelerator drive system 30 (acceleration system) or the brake drive system 20 (braking system) instructed according to the operation amount of the operation lever 12.

  FIG. 2 is a diagram for explaining the configuration and operation of the controller device 10 in detail. In the operating device 10, the operating lever 12 is manually operated by the driver. Referring to FIG. 2A, when operating the accelerator drive system 30, the operation lever 12 is tilted forward, and when operating the brake drive system 20, the operation lever 12 is tilted backward. The position of the operating lever 12 that operates the accelerator driving system 30 is the accelerator area, and the position of the operating lever 12 that operates the brake operating system 20 is the brake area. The right side of FIG. 2A corresponds to “front” and the left side corresponds to “rear”. When neither the accelerator driving system 30 nor the brake driving system 20 is operated, the position of the operation lever 12 is set to a neutral area between the accelerator area and the brake area. When no force is applied to the operation lever 20, the position of the operation lever 12 is set to be in the neutral region by a spring or the like. The position of the operation lever 12 is detected by detecting the angle with the angle detector 14. The detected position of the operation lever 12 is output to the control device 40 as an operation amount for instructing the operation amount to the accelerator drive system 30 or the brake drive system 20.

  Referring to FIG. 2B, the drive control means 44 of the control device 40 converts the operation amount of the operation device 10 into a corresponding target operation amount. More specifically, when the position (operation amount) of the operation lever 12 on the horizontal axis is in the accelerator region, the target operation amount of the accelerator drive system 30 is set to be larger as the position of the operation lever 12 is in front. In the case of the brake region, the later the position of the operation lever 12 is, the larger the target operation amount of the brake drive system 20 is set. In the case of the neutral region, the target motion amount is set to zero. In FIG. 2B, the target operation amount (upward is positive) of the accelerator drive system 30 is above 0 on the vertical axis, and the target operation amount (below is positive) of the brake drive system 20 is below 0. The target operation amount and operation amount of the accelerator drive system 30 are 0 when the accelerator pedal 39 is not depressed, and the maximum value is obtained when the accelerator pedal 39 is depressed most. The value is expressed as an angle. The same applies to the target operation amount and the operation amount of the brake drive system 20.

  The brake drive system 20 drives a brake pedal 29. The brake drive system 29 includes a motor 22, a brake position sensor 24 that detects the rotation amount of the motor 22, a drive circuit 26 that drives the motor 22, a connecting member 28 that connects the output shaft of the motor 22 and the brake pedal 29, and the like. ing. The motor 22 rotates the connecting member 28 to drive the brake pedal 29 to operate a brake provided in the vehicle. The drive circuit 26 performs feedback control using the target operation amount instructed from the drive control means 44 as a target amount, the operation amount detected by the brake position sensor 24 as a control amount, and an instruction output to the motor 22 as an operation amount. When the brake drive system 20 is not operating, the brake pedal 29 is set to return to a state where it is not depressed by a spring or the like (not shown).

  The mechanism by which the vehicle is braked by the operation of the brake pedal 29 is the same as that of a normal vehicle. That is, when the brake pedal 29 is driven by the brake drive system 20, the operation is transmitted to the brake cylinder. The brake pad is driven by the hydraulic pressure generated in the brake cylinder, and the braking force is applied to the brake disc by the operation amount of the brake pedal 29.

  The accelerator driving system 30 drives an accelerator pedal 39. The accelerator drive system 30 includes a motor 32, an accelerator position sensor 34 that detects the amount of rotation of the motor 32, a drive circuit 36 that drives the motor 32, a connecting member 38 that connects the output shaft of the motor 32 and the accelerator pedal 39, and the like. ing. The motor 32 rotates the connecting member 38 to drive the accelerator pedal 39 to operate the accelerator provided in the vehicle. The drive circuit 36 performs feedback control using the target operation amount instructed from the drive control means 44 as the target amount, the operation amount detected by the accelerator position sensor 34 as the control amount, and the instruction output to the motor 32 as the operation amount. When the accelerator driving system 30 is not operating, the accelerator pedal 39 is set to return to a state where it is not depressed by a spring or the like (not shown).

  The configuration in which the vehicle is accelerated by the operation of the accelerator pedal 39 is the same as that of a normal vehicle. That is, when the accelerator pedal 39 is driven by the accelerator drive system 30, the operation is detected by the accelerator opening sensor, and the detected control amount is output to the engine ECU 70. The engine ECU 70 adjusts the intake air amount by driving the throttle drive system in accordance with the operation amount of the accelerator pedal 39. Thereby, the output of the engine is controlled according to the operation amount of the accelerator pedal 39.

  Next, the control method on the accelerator side when the engine is stopped by the control device 40 will be described with reference to the flowchart shown in FIG. In step S10, a value of N that is the number of times of determination is set. In step S12, it is determined whether the ignition switch is off. In No, it returns to step S12. In the case of Yes, this corresponds to a case where an operation for stopping the engine is performed. In this case, the engine is stopped by the engine ECU 70.

  Hereinafter, the abnormality determination means 42 sets 0 to the counter I in step S14. In step S16, the counter I is counted. In step S18, the operation amount of the accelerator operation system 30 is acquired from the accelerator position sensor 34 of the accelerator drive system 30. In step S <b> 20, the motor current value of the motor 32 is acquired from the drive circuit 36. In step S <b> 22, an output value (target operation amount) to the motor 32 is acquired from the drive circuit 36.

  In step S <b> 24, it is determined whether the acquired motion amount is greater than the criterion 1. In the case of Yes, it determines with the accelerator drive system 30 being in an operation state, and progresses to step S32. In the case of No in step S24, the process proceeds to determination step S26, and it is determined whether the acquired motor current value is larger than the determination criterion 2. In the case of Yes, it determines with the accelerator drive system 30 being in an operation state, and progresses to step S32. In the case of No in step S26, the process proceeds to determination step S28, and it is determined whether the acquired output value to the motor is larger than the determination criterion 3. In the case of Yes, it determines with the accelerator drive system 30 being in an operation state, and progresses to step S32.

  In the case of No in step S28, it is determined that the accelerator drive system 30 is in a non-operating state (a state where the accelerator pedal is not depressed), and the process proceeds to step S30. The control device 40 turns off the power of the driving assistance device 100.

  If it is determined Yes in step S24, S26 or S28, that is, if it is determined that the accelerator drive system 30 is in an operating state (a state where the accelerator pedal is depressed), the abnormality determining unit 42 determines that N is I in step S32. Determine if greater than. In the case of Yes, in step S34, the drive control means 44 outputs to the accelerator drive system 30 so that it may be in a non-operation state. Specifically, the drive control unit 44 outputs 0 as the target operation amount to the drive circuit 36. The drive circuit 36 outputs the motor 32 so that the operation amount is zero, that is, the accelerator does not operate. As a result, the accelerator drive system 30 enters a non-operating state (a state where the accelerator pedal is not depressed).

  In step S36, the abnormality determination unit 42 outputs a signal to the warning buzzer 46 or the warning lamp 48 in order to warn the driver that the position of the operation lever 12 is in the neutral region. Step S36 need not be performed, but is preferably performed. Thereafter, the process returns to step S16 and the counter I is counted. Thereafter, Steps S18 to S28 are performed again. If it is determined in steps S24 to S28 that the accelerator drive system 30 is in a non-operating state, the process proceeds to step S30. The control device 40 turns off the power of the driving assistance device 100.

  If the abnormality determination means 42 determines in step S24 to step S28 that the accelerator drive system 30 is in the operating state, the process proceeds to step S32. If the counter I is smaller than the set number N, step S34 is performed again. If the counter I is greater than the set number, the process proceeds to step S38. In this case, a failure of the accelerator drive system 30 can be considered, so that the driver is warned to that effect. Then, the control apparatus 40 turns off the power supply of the driving assistance apparatus 100 (step S30).

  As described above, when the abnormality determination unit 42 determines that the accelerator drive system (acceleration system) is in the operating state during the engine stop operation (ignition switch off) (in the case of Yse in step S24, S26, or S28), the drive control unit 44 puts the accelerator drive system 30 in a non-operating state (step S34). Thereby, for example, even when the operation lever 20 mistakenly instructs the operation of the accelerator driving system 30 or when the accelerator driving system 30 is in an operating state due to an abnormality of the accelerator driving system 30, the accelerator driving system 30 is The power of the driving assistance device 100 can be turned off in the non-operating state. Therefore, it is possible to prevent the accelerator drive system 30 from starting in the operating state when the engine is started next time.

  In addition, when the abnormality determination unit 42 determines that the accelerator drive system (acceleration system) is in an operating state during the engine stop operation (in the case of Yse in steps S24, S26, or S28), the abnormality determination unit 42 Signals for warning are output to the warning devices 46 and 48 (steps S38 and S36). As a result, the driver can be made to recognize that the operation lever 12 is returned to the neutral region or the brake region. Therefore, it is possible to more reliably prevent the accelerator drive system 30 from starting the engine in the operating state. Further, it is possible to notify the abnormality of the accelerator driving system.

  In FIG. 3, the abnormality determination means 42 determines the operating state of the accelerator drive system 30 from the operation amount (step S24), the motor current value (step S26), and the output value to the motor (step S28). It can also be determined by at least one of the following. Further, as long as the operating state of the accelerator driving system 30 can be determined, the determination may be made by other items. By determining with three items, it can be determined more accurately. Further, the determination criteria 1, 2 and 3 are criteria determined by whether or not the accelerator driving system 30 can be determined to be in the operating state.

  Next, referring to FIG. 4, a control method of the control device 40 at the time of engine start will be described using the flowchart of FIG. First, in step S40, the power supply of the control device 40 is turned on. In step S42, the control device 40 sets a value of N that is the number of times to perform the determination. In step S44, it is confirmed whether the ignition switch is on. In No, it returns to step S44. In the case of Yes, this corresponds to the case where the engine is started.

  The abnormality determination unit 42 sets the counter I to 0 (step S46). Counter I is counted (step S48). In step S50, the operation amounts of the accelerator drive system 30 and the brake drive system 20 are acquired from the accelerator position sensor 34 and the brake position sensor 24 of the accelerator drive system 30 and the brake drive system 20. In step S <b> 52, the operation amount of the operation lever 12 is acquired from the operation device 10. In step S54, when the operation of the accelerator driving system 30 is instructed from the acquired operation amount, the process proceeds to step S56. When the operation of the brake drive system 20 is instructed, the process proceeds to step S60. If neither is instructed, the process proceeds to step S66. The drive control means 44 permits the engine ECU 70 to start the engine, and the engine ECU 70 starts the engine.

  In step S56, the abnormality determination unit 42 determines whether (operation amount−operation amount) of the accelerator drive system 30 is greater than the determination criterion. In No, it determines with the instruction | indication of the operating device 10 and operation | movement of the accelerator drive system 30 corresponding, and progresses to step S58. In step S58, it is determined whether the counter I is smaller than the set number N. In the case of Yes, in step S68, the driver is warned to return the operation lever 12 to the neutral region. Proceeding to step S70, the drive control means 44 outputs to the accelerator drive system 30 so as to be in a non-operating state as in step S34. Thereafter, the process returns to step S48, and the abnormality determination means 42 counts the counter I.

  In the case of No in step S58, the abnormality determination means 42 is a case where the instruction of the operating device 10 and the operation of the accelerator drive system 30 do not match even though the steps S68 and S70 are performed N times. This may be because the driver does not return the operation lever 12 to the neutral region or the brake region, or the accelerator drive system 30 or the operation device 10 is abnormal. Therefore, in step S64, in order to warn the driver, a signal is output to the warning buzzer 46 or the warning lamp 48, and the drive control means 44 does not allow the engine ECU 70 to start the engine, and therefore the engine ECU 70 does not start the engine. finish.

  In the case of Yes in step S56, the abnormality determination means 42 does not match the instruction of the operating device 10 and the operation of the accelerator drive system 30, and an abnormality of the accelerator drive system 30 is considered. Therefore, the abnormality determination means 42 proceeds to step S62 and determines that the accelerator drive system 30 is abnormal. In step S64, in order to warn the driver, a signal is output to the warning buzzer 46 or the warning lamp 48, and the drive control means 44 does not allow the engine ECU 70 to start the engine, so the engine ECU 70 ends without starting the engine. To do.

  In step S54, the abnormality determination means 42 determines whether (operation amount−operation amount) of the brake drive system 20 is larger than the determination criterion in step S60. In the case of Yes, since the instruction of the operating device 10 and the operation of the accelerator drive system 30 do not match, an abnormality of the brake drive system 20 can be considered. Therefore, in step S64, in order to warn the driver, a signal is output to the warning buzzer 46 or the warning lamp 48, and the drive control means 44 does not allow the engine ECU 70 to start the engine, so the engine ECU 70 starts the engine. Quit. In the case of No in step S60, it is considered that the brake is operating normally. In step S66, the drive control means 44 permits the engine ECU 70 to start the engine, and the engine ECU 70 starts the engine.

  As described above, when the abnormality determination unit 42 determines that the accelerator drive system 30 (acceleration system) is in an operating state when the engine is started (ignition switch is turned on) (No in step S56), the drive control unit 44 The drive system 30 is set in a non-operating state (step S70). Thereby, for example, even when the operation lever 20 instructs the operation of the accelerator driving system 30, the accelerator driving system 30 can be brought into a non-operating state. Therefore, it is possible to prevent the accelerator drive system 30 from starting the engine in the operating state.

  In addition, when the abnormality determination unit 42 determines that the accelerator drive system 30 (acceleration system) is in an operating state at the time of engine startup (No in step S56), the abnormality determination unit 42 performs a warning to the driver. Is output to the warning devices 46 and 48 (step S68). As a result, the driver can be made to recognize that the operation lever 12 is returned to the neutral region or the brake region. Therefore, it is possible to more reliably prevent the accelerator drive system 30 from starting the engine in the operating state.

  Further, when the abnormality determination unit 42 determines that the accelerator drive system 30 (acceleration system) is in an operating state at the time of engine startup (No in step S56), the drive control unit 44 allows the engine ECU 70 to start the engine. It is finished without. Thereby, it can prevent more reliably that the accelerator drive system 30 starts an engine in an operating state.

  Further, the abnormality determination means 42 determines that the operation amount of the operating device 10 and the operation amount of the accelerator drive system 30 (acceleration system) or the brake drive system 20 (brake system) do not correspond at the time of engine start (step In the case of S56 or Yes in step S60), the accelerator drive system 30 (acceleration system) or the brake drive system 20 (braking system) is determined to be abnormal (step S62). Thereby, it is possible to appropriately determine whether the accelerator drive system 30 or the brake drive system 20 is abnormal, and to prevent the engine from being started in an abnormal state.

  Further, when the abnormality determining means 42 determines that the accelerator driving system 30 (acceleration system) or the brake driving system 20 (braking system) is abnormal (step S62), the abnormality determining means 42 warns the driver. Is output to the warning devices 46 and 48 (step 64). As a result, the driver can be notified of an abnormality in the accelerator drive system 30 or the brake drive system 20. Therefore, it is possible to more reliably prevent the engine from starting when the accelerator drive system 30 or the brake drive system 20 is abnormal.

  Further, when the abnormality determining means 42 determines that the accelerator drive system 30 (acceleration system) or the brake drive system 20 (braking system) is abnormal at the time of engine start (step S62), the drive control means 44 sends the engine ECU 70 the engine It is finished without permitting the start of. Thereby, it can prevent more reliably that an engine is started in the state in which the accelerator drive system 30 or the brake drive system 20 is abnormal.

  In FIG. 4, the operating state of the accelerator driving system 30 is determined by the difference between the operating amount of the accelerator driving system 30 and the operating amount of the operating device 10, but as shown in FIG. Judgment items may be added. Thus, as long as the operating state of the accelerator driving system 30 can be determined, it may be determined by other items. Conversely, the determination of the operation state of the accelerator drive system 30 in FIG. 3 may be determined by the difference between the operation amount of the accelerator drive system 30 and the operation amount of the controller device 10 as shown in FIG. The determination criterion is a criterion determined based on whether the accelerator driving system 30 is in an operating state and whether it is possible to determine whether the operation amount matches the operation amount of the controller device 10.

  Further, the drive control means 44 controls the accelerator driving system 30 to be in a non-operating state when the engine driving system 30 is in an operating state at the time of engine start and engine stop operation. This control is performed during the engine stop operation because the accelerator drive system 30 is deactivated during the engine stop operation so that the accelerator operation system 30 is reliably deactivated when the engine is started. Therefore, this control may be performed either when the engine is started or when the engine is stopped. Furthermore, the abnormality determination of the accelerator drive system 30 or the brake drive system 20 based on the comparison between the operation amounts of the drive systems 30 and 20 and the operation amount of the operation device 10 performed in FIG. 4 can be performed during the engine stop operation.

The warnings in steps S36, S38, S64, and S68 are performed by outputting a signal to the warning buzzer 46 or the warning lamp 48. Even if it is other than these, what is necessary is just a means to make a driver recognize abnormality, such as a warning by voice.

  In the first embodiment, when the accelerator driving system 30 is in the operating state, the accelerator driving system 30 is in a non-operating state, but the present invention can also be applied to the brake driving system 20. That is, when the abnormality determination unit 42 determines that the brake drive system (braking system) 20 is in an operating state at the time of engine stop operation or engine start, the drive control unit may cause the brake drive system 30 to be in a non-operating state. it can. Similarly, in this case, the abnormality determination unit 42 can also output a signal for warning the driver to the warning devices 46 and 48. Further, the drive control means 44 may not allow the engine ECU 70 to start the engine.

  For example, the engine stop operation is realized by changing each step in FIG. 3 as follows. Step S18 obtains the operation amount of the brake drive system 20 from the brake of the brake drive system 20, step S20 obtains the motor current value of the motor 22 from the drive circuit 26, and step S22 sends the motor 22 from the drive circuit 26. Obtain and change the output value that was output. Further, steps S24, 26, and 28 are determined by the amounts acquired in steps S18, 20, and 22, respectively. Furthermore, step S34 is changed to the non-operation state output to the brake drive system 20.

  Further, when the engine is started, each step in FIG. 4 is changed as follows. In step S54, in the case of a brake input, the process proceeds to step S56, and in the case of an accelerator input, the process is changed to proceed to step S60. Step S56 is determined based on (operation amount−operation amount) of the brake drive system 20, and step S60 is changed so as to be determined based on (operation amount−operation amount) of the accelerator drive system 30. In step S70, the brake drive system 20 is changed to a non-operating output.

  Next, a first modification of the first embodiment will be described. The modified example 1 has an operating device drive system 50 as shown in FIG. The operation device drive system 50 includes a motor 52 that drives the operation lever 12, an angle detector 14 that detects the angle of the motor 52, and a drive circuit 54 that controls the motor 52 according to instructions from the control device 40. Other configurations are the same as those of the first embodiment shown in FIG.

  As a control method of the control device 40, instead of or in addition to step S36 in FIG. 3 and step S68 in FIG. 4, the drive control means 44 puts the operation lever 12 in the neutral state (accelerator drive system 30 A step for outputting to a state corresponding to the non-operating state) is added. In this step, the drive control means 44 instructs the drive circuit 54 of the operation device drive system 50 to return the operation lever 12 to a state where the operation amount corresponds to zero. The drive circuit 54 performs feedback control with the operation amount 0 as a target. As a result, the operation lever 12 returns to the lever position corresponding to the operation amount of 0, and the operation device 10 enters a state in which the accelerator drive system 30 corresponds to the non-operation state. The above steps can be performed not only when the accelerator drive system 30 is in the operating state, but also when the brake control system 20 is in the operating state.

  As described above, when the abnormality determination unit 42 determines that the accelerator drive system 30 (acceleration system) or the brake drive system 20 (braking system) is in an operating state at the time of engine stop operation or engine start, the drive control unit 44 The operating device is brought into the operating device state corresponding to the non-operating state of the accelerator driving system 30 (acceleration system) or the brake driving system 20 (braking system). When no force is applied to the operation lever 12, the operation lever 12 is set to return to the neutral region. However, according to the first modification, the operation lever 12 can be It is possible to reliably return to the neutral region. Therefore, it is possible to more reliably prevent the engine from starting when the accelerator drive system 30 or the brake drive system 20 is operating.

  Next, a second modification of the first embodiment will be described. Modification 2 is an example of a vehicle in which the control device 40 does not drive the accelerator pedal 39 and the brake pedal 29 by the accelerator drive system 30 and the brake drive system 20, and the control device 40 directly controls the engine ECU 70 and the brake ECU 60. . FIG. 6 is a diagram showing the configuration.

  When the handicapped person drives, the control device 40 outputs the operation of the engine throttle 74 corresponding to the operation amount of the operation device 10 to the engine ECU 70, and the engine ECU 70 operates the engine throttle 74 by the throttle drive system 72 to output the engine. To control. The control device 40 outputs a brake operation corresponding to the operation amount of the operation device 10 to the brake ECU 60, and the brake ECU 60 causes the brake system 64 to operate the brake by the brake actuator 62.

  On the other hand, when a healthy person drives, the accelerator pedal 39 and the brake pedal 29 output the accelerator and brake operations to the engine ECU 70 and the brake ECU 60.

  Even in the vehicle configured as described above, the engine ECU 70 and the throttle drive system 72 are replaced by the brake ECU 60 and the brake instead of the brake drive system 20 (braking system) instead of the accelerator drive system 30 (acceleration system) of the first embodiment. If the actuator 62 is used, the same control as that in the first embodiment can be performed, and the same effect can be obtained.

  In the first embodiment, the operation state of the accelerator drive system 30 is a state where the accelerator pedal 39 is depressed, and the non-operation state is a state where the accelerator pedal 39 is not depressed. In the second modification, the operating state is a state in which the engine throttle 74 is open, and the non-operating state corresponds to a closed state. In the first embodiment, the operating state of the brake drive system 20 is a state where the brake pedal 29 is stepped on, and the non-operating state is a state where it is not stepped on. In the second modified example, the operating state corresponds to a state where the brake system 64 is braked, and the non-operating state corresponds to a state where the brake is not applied.

  In the first embodiment and the modified example, the driver is configured to operate the operation device 10 with the operation lever 12. However, if the driver has a function of manually instructing the drive system to perform the operation, However, the present invention is not limited to this, and other method configurations may be used.

  Further, the angle detector 14, the brake position sensor 24, and the accelerator position sensor 34 detect the position of the operation lever 12 and the operation amount of the drive system by the rotation angle, but any means for detecting the position and the operation amount can be used. However, it is not limited to these. The amount of movement uses an angle, but it can also be expressed by an angle other than the angle.

  Furthermore, in the first embodiment, the case of a vehicle powered by an internal combustion engine has been described. However, the present invention is not limited to this, and includes an electric vehicle, a hybrid vehicle, a fuel cell vehicle, and the like for acceleration and braking. The present invention can be applied to any vehicle.

FIG. 1 is a block diagram of a control device and a driving assistance device according to the first embodiment. FIG. 2A is a schematic diagram of an operating device that operates the control device according to the first embodiment, and FIG. 2B is a diagram illustrating a relationship between the position of the operating lever and the target operation amount of the drive system. FIG. 3 is a flowchart (part 1) illustrating a control method performed by the control device according to the first embodiment. FIG. 4 is a flowchart (part 2) illustrating a control method performed by the control device according to the first embodiment. FIG. 5 is a block diagram of the control device and the driving assistance device according to the first modification of the first embodiment. FIG. 6 is a block diagram of a control device and a driving assistance device according to the second modification of the first embodiment.

Explanation of symbols

DESCRIPTION OF SYMBOLS 10 Operation part 12 Operation lever 14 Angle detector 20 Brake drive system 22 Motor 24 Brake position sensor 26 Drive circuit 28 Connecting member 29 Brake pedal 30 Accelerator drive system 32 Motor 34 Accelerator position sensor 36 Drive circuit 38 Connection member 39 Accel pad 40 Control Device 42 Abnormality determination means 44 Drive control means 46 Warning buzzer 48 Warning light 50 Operating device drive system 52 Motor 54 Drive circuit 60 Brake ECU
62 Brake actuator 64 Brake system 70 Engine ECU
72 Throttle drive system 74 Engine throttle

Claims (9)

In a control device of a driving assistance device including an operation device that is manually operated by a driver and instructs an operation of an acceleration system or a braking system of a vehicle,
Drive control means for controlling the instructed acceleration system or braking system according to the operation amount of the operation device;
An abnormality determining means for determining whether the acceleration system or the braking system is in an operating state at the time of engine stop operation or engine start,
When the abnormality determination unit determines that the acceleration system or the braking system is in an operating state, the drive control device puts the acceleration system or the braking system into a non-operating state. When the abnormality determining means determines that the acceleration system or the braking system is in an operating state at the time of engine stop operation or engine start,
The control device for a driving assistance device according to claim 1, wherein the abnormality determination unit outputs a signal for warning the driver to an alarm device. When the abnormality determining means determines that the acceleration system or the braking system is in an operating state at the time of engine stop operation or engine start,
3. The control device for a driving assistance device according to claim 1, wherein the drive control unit sets the operation device in a state in which the acceleration system and the braking system correspond to a non-operation state. 4. When the abnormality determining means determines that the acceleration system or the braking system is in an operating state when the engine is started,
4. The control device for a driving assistance device according to claim 1, wherein the drive control means does not permit engine start. In a control device of a driving assistance device including an operation device that is manually operated by a driver and instructs an operation of an acceleration system or a braking system of a vehicle,
Drive control means for controlling the instructed acceleration system or braking system according to the operation amount of the operation device;
An abnormality determination means for determining that the braking system or the acceleration system is abnormal when the operation amount does not correspond to the commanded operation amount of the acceleration system or the braking system at the time of engine stop operation or engine start; A control device for a driving assistance device. When the abnormality determination means determines that the acceleration system or the braking system is abnormal at the time of engine stop operation or engine start,
6. The control device for a driving assistance device according to claim 5, wherein the abnormality determination means outputs a signal for giving a warning to the driver. When the abnormality determination means determines that the abnormality determination means is abnormal in the acceleration system or the braking system when the engine is started,
The control device for a driving assistance device according to claim 5 or 6, wherein the drive control means does not permit engine start. An operating device that is manually operated by a driver to instruct an operation of an acceleration system or a braking system of the vehicle, and a drive control that controls the instructed acceleration system or the braking system according to an operation amount of the operating device A control device for a driving assistance device comprising:
When the acceleration system or the braking system is in an operating state at the time of engine stop operation or engine start, the method for controlling the driving assistance device includes a step of bringing the acceleration system or the braking system in the operating state into a non-operating state. . An operating device that is manually operated by a driver to instruct an operation of an acceleration system or a braking system of the vehicle, and a drive control that controls the instructed acceleration system or the braking system according to an operation amount of the operating device Means for controlling a driving assistance device comprising:
An abnormality determination step of determining that the acceleration system or the braking system is abnormal when the operation amount does not correspond to the operation amount of the instructed acceleration system or the braking system when the engine is stopped or started. A method for controlling a driving assistance device.

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