JP2010158956A - Vehicle stop state monitoring device and vehicle stop state holding control device with the same - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To perform an automatic and smooth control coinciding with an actual action of a vehicle by precisely detecting both a vehicle stop state and a vehicle moving state. <P>SOLUTION: It is discriminated in response to a vehicle velocity signal got from a vehicle velocity sensor 2 whether or not a vehicle velocity pulse per unit time becomes a set value or less to cause the vehicle to be stopped. As a result of this discrimination, when it is discriminated that the vehicle stops, a sum ΣP of the vehicle velocity pulse signals is calculated from that time, it is discriminated that the vehicle is under a stop state when the sum ΣP of the vehicle velocity pulse signals is lower than a predetermined discrimination value Cp, and in turn, when the sum ΣP exceeds the discrimination value Cp, it is discriminated that the vehicle is moving. The predetermined operating condition is accomplished on the basis of the vehicle moving state and the vehicle stop state discriminated in this way and further when it is discriminated that the vehicle is under its stop state, the vehicle stop state holding is started to generate a predetermined braking force. In turn, when it is discriminated that the vehicle is under its moving state during the vehicle stop state, the operation is transferred to a fail-safe control of the vehicle stop state controlling operation. <P>COPYRIGHT: (C)2010,JPO&INPIT

Description

  The present invention relates to a stop of a vehicle, a stop monitoring device for a vehicle that monitors movement when the vehicle stops, and a stop holding control device for a vehicle including the stop monitoring device for a vehicle.

  2. Description of the Related Art In recent years, in vehicles, various vehicle stop holding control devices that generate a braking force on a vehicle and hold the vehicle stop state in a predetermined manner have been put into practical use. For example, stop holding control of a vehicle has been put into practical use as one form of auto cruise control that controls the distance between the vehicle and the preceding vehicle to be constant. In addition, hill hold control and the like have been put into practical use in which when a vehicle is stopped on a hill or the like, a braking force is generated on the vehicle to prevent the vehicle from moving on the hill regardless of a foot brake operation.

For example, in Japanese Patent Application Laid-Open No. 2007-309486, when it is determined that the vehicle speed is equal to or less than a predetermined stop determination value, the accelerator pedal is not depressed, and the slope is a gradient equal to or greater than the predetermined value, Hill hold control is disclosed in which it is determined that the hold control condition is satisfied, and a braking force is generated on the vehicle to prevent the vehicle from moving on a slope regardless of the foot brake operation.
JP 2007-309486 A

  In the stop hold control such as the hill hold control as disclosed in the above-mentioned Patent Document 1, in order to determine whether the vehicle is stopped or start moving, the vehicle speed generally output from the vehicle speed calculation system having the wheel speed sensor is used. is doing.

  However, since the vehicle speed calculation method in the vehicle speed calculation system is generally calculated based on the number of wheel speed pulses received from the wheel speed sensor counted per unit time, the vehicle is moving at an extremely low speed. There is a problem that the vehicle speed cannot be detected. For this reason, there is a problem that it is difficult to accurately determine whether the vehicle is stopped and it is difficult to perform natural and smooth control that matches the actual behavior of the vehicle.

  The present invention has been made in view of the above circumstances, and it is possible to detect a stop state and a movement state of a vehicle with high accuracy, and to perform a natural and smooth control that matches the actual behavior of the vehicle, and a vehicle stop monitoring device, and An object of the present invention is to provide a vehicle stop holding control device including a vehicle stop monitoring device.

  The present invention relates to a pulse signal generation means for generating a predetermined pulse signal as the vehicle travels, a vehicle stop detection means for detecting that the vehicle has stopped, and the vehicle stop detection means when the vehicle stop detection is detected. When the sum of the pulse signals generated by the pulse signal generating means from within is determined and the sum of the pulse signals is within a preset judgment value, the vehicle is determined to be in a stopped state. It is characterized by comprising vehicle state determining means for determining the moving state.

  According to the vehicle stop monitoring device and the vehicle stop holding control device provided with the vehicle stop monitoring device according to the present invention, the stop state and the moving state of the vehicle are accurately detected to match the actual behavior of the vehicle. Natural and smooth control is possible.

Hereinafter, embodiments of the present invention will be described with reference to the drawings.
1 to 4 show an embodiment of the present invention, FIG. 1 is a functional block diagram of a vehicle stop holding control device, FIG. 2 is a flowchart of a vehicle state estimation program, and FIG. 3 is a vehicle stop holding control program. The flowchart and FIG. 4 are time charts showing an example of vehicle movement-stop state monitoring.

  In FIG. 1, reference numeral 1 denotes a vehicle stop holding control device. A control unit 10 includes a vehicle speed sensor 2 that detects a vehicle speed V, an accelerator opening sensor 3 that detects an accelerator opening, and a gradient that detects a gradient of a travel path. A sensor 4, a select lever position sensor 5 that detects the position of the select lever, and a brake pedal switch 6 that detects whether the brake pedal is ON (depressed) -OFF (non-depressed) are connected. The road gradient, select lever position, and brake pedal ON / OFF signals are input.

  Here, the vehicle speed sensor 2 is a well-known sensor, for example, is provided in the wheel hub portion, and is counted per unit time by outputting a vehicle speed pulse signal corresponding to the rotational speed of the tone wheel that rotates with the wheel. The vehicle speed V is calculated from the number of vehicle speed pulses, and the detection lower limit speed is about 2 km / h, for example. That is, the vehicle speed sensor 2 is provided as pulse signal generation means.

  Then, based on the vehicle speed signal from the vehicle speed sensor 2, the control unit 10 determines whether or not the vehicle speed pulse per unit time is equal to or less than the set value and the vehicle has stopped. As a result of this determination, the vehicle has stopped. If it is determined that the vehicle speed pulse signal total ΣP is calculated from that time, and if the vehicle speed pulse signal total ΣP is within the predetermined determination value Cp, the vehicle is determined to be in a stopped state while exceeding the determination value Cp. In this case, it is determined that the vehicle is in a moving state.

  Based on the moving state and the stopping state of the vehicle thus determined, when the preset operating condition is established and it is determined that the vehicle is stopped, the vehicle stop holding is started and a signal is sent to the brake control unit 7. Output to generate a predetermined braking force. On the other hand, when the vehicle moving state is determined while the vehicle is stopped, the vehicle shifts to the fail-safe control of the stop holding control and outputs a signal to the brake control unit 7 to increase the braking force. A signal is output to the control unit 8 to cause a predetermined alarm lamp or the like to blink.

  For this reason, the control unit 10 is mainly composed of a vehicle state estimation unit 11 and a stop holding control unit 12.

  The vehicle state estimation unit 11 receives a vehicle speed V signal (and a vehicle speed pulse signal) from the vehicle speed sensor 2. Then, according to the vehicle state estimation program shown in FIG. 2, the vehicle state (vehicle movement state or vehicle stop state) is estimated, and the estimation result is output to the stop holding control unit 12.

  FIG. 2 shows a program that is repeatedly executed at predetermined time intervals. First, in step (hereinafter abbreviated as “S”) 101, it is determined whether or not the vehicle speed V is approximately 0. If the vehicle speed V is not approximately 0, FIG. The process proceeds to S102, where the sum ΣP of the vehicle speed pulse signals is cleared (ΣP = 0), and the process proceeds to S103, where the mode determination flag MF is cleared (MF = 0). The mode determination flag MF is a flag that is set to 0 when in the stop determination mode for determining whether the vehicle is stopped, and is set to 1 when in the movement determination mode for determining movement of the vehicle.

  Thereafter, the process proceeds to S104, where the vehicle is determined to be in a moving state (vehicle state flag CF = 0), and the process proceeds to S115.

  When the vehicle speed V is determined to be substantially 0 in S101 described above, the process proceeds to S105, and it is determined whether MF = 0 (stop determination mode). As a result of this determination, if MF = 0 (stop determination mode), the process proceeds to S106, and whether or not the pulse interval of the vehicle speed pulse is equal to or longer than the set time (the vehicle speed pulse per unit time is less than a predetermined threshold value). Is determined.

  As a result of the determination in S106, when the pulse interval of the vehicle speed pulse is smaller than the set time (when the vehicle speed pulse per unit time is equal to or greater than a predetermined threshold value), the process proceeds to S107, and the vehicle is determined to be in the moving state (vehicle (Status flag CF = 0), the process proceeds to S115.

  Conversely, when the pulse interval of the vehicle speed pulse is equal to or longer than the set time (when the vehicle speed pulse per unit time is less than a predetermined threshold value), the process proceeds to S108 and the mode determination flag MF is set to the movement determination mode. (MF = 1), the process proceeds to S109, the vehicle is determined to be stopped (vehicle state flag CF = 1), and the process proceeds to S115.

  On the other hand, when MF = 1 (movement determination mode) in the determination of S105 described above, the process proceeds to S110, and the total number ΣP of vehicle speed pulse signals up to the previous time is added to the number of pulses Np counted in the loop from the previous time to the current time. The sum ΣP of vehicle speed pulse signals up to this time is calculated (ΣP = ΣP + Np), and the process proceeds to S111.

  In S111, it is determined whether or not the sum ΣP of the vehicle speed pulse signals up to this time exceeds a preset determination value Cp (ΣP> Cp).

  As a result of the determination in S111, if the total sum ΣP of the vehicle speed pulse signals up to this time is equal to or less than a predetermined determination value Cp (in the case of ΣP ≦ Cp), the process proceeds to S112 and the vehicle is determined to be in a stopped state (vehicle Status flag CF = 1), the process proceeds to S115.

  Further, when the sum ΣP of the vehicle speed pulse signals up to this time exceeds the preset determination value Cp (when ΣP> Cp), the process proceeds to S113, where the mode determination flag MF is set to the stop determination mode (MF = 0), the process proceeds to S114, the vehicle is determined to be in a moving state (vehicle state flag CF = 0), and the process proceeds to S115.

  When the vehicle state flag CF is set in any of S104, S107, S109, S112, and S114 and the process proceeds to S115, the vehicle state flag CF is output to the stop holding control unit 12 to exit the program.

  Thus, in the vehicle state estimation unit 11, the function as the vehicle stop detection unit is realized by the processing up to S109, and the function as the vehicle state determination unit is realized by the processing from S110 to S114. .

  The stop holding control unit 12 receives a signal of the vehicle speed V from the vehicle speed sensor 2, a signal of the accelerator opening from the accelerator opening sensor 3, a signal of the gradient of the travel path from the gradient sensor 4, and a select lever from the select lever position sensor 5. , A brake pedal ON-OFF signal is input from the brake pedal switch 6, and a vehicle state flag CF signal is input from the vehicle state estimation unit 11.

  That is, in the present embodiment, the stop holding control unit 12 is a control unit that realizes so-called hill hold control as an example of the stop holding control, and when it is determined that the road has a slope with a predetermined slope or more, In addition, when the vehicle speed V is substantially zero, the brake pedal is turned on, the accelerator pedal is not depressed (the accelerator opening is equal to or less than a predetermined value), and the select lever is in the “D” range, It is determined that the hill hold control condition (stop holding operation condition) is satisfied, and further, when CF = 1 (the vehicle is stopped), a signal is output to the brake control unit 7 to generate a braking force on the vehicle to generate a foot brake. Regardless of the operation, the hill hold control that prevents the vehicle from moving on the slope is started. Also, during hill hold control, for example, when the accelerator pedal is depressed (accelerator opening is greater than or equal to a predetermined value), it is determined that the hill hold control release condition (stop hold release condition) is satisfied, and the hill hold control is performed. Is released. Furthermore, during hill hold control, even if the above-mentioned stop hold release condition is not satisfied, if CF = 0 (vehicle movement state), the fail hold control of the stop hold control is entered. Then, a signal is output to the brake control unit 7 to increase the braking force, and a signal is output to the alarm control unit 8 to blink a predetermined alarm lamp or the like.

  That is, FIG. 3 shows a program that is repeatedly executed at predetermined time intervals. First, in S201, it is determined whether or not the vehicle speed V is substantially zero. If it is substantially 0, the process proceeds to S202.

  In S202, it is determined whether or not the vehicle is currently in a stop holding operation (stop holding operation flag AF = 1).

  As a result of the determination, if the vehicle is not in the stop holding operation (stop holding operation flag AF = 1), that is, if the stop holding operation flag AF = 0, the process proceeds to S203, and whether or not the above stop holding operation condition is satisfied. To determine.

  As a result of the determination, if the stop holding operation condition is satisfied, the process proceeds to S204, where it is determined whether CF = 0 (vehicle movement state), and if CF = 1 (vehicle stop state), the process proceeds to S205. Then, the stop holding operation flag AF is set to 1, the stop holding is started, and the program is exited.

  If the stop holding operation condition is not satisfied in S203 described above, or if CF = 0 (vehicle movement state) in S204, the program is exited as it is.

  On the other hand, if the stop holding operation (stop holding operation flag AF = 1) is currently in S202, the process proceeds to S206, and it is determined whether or not the stop holding release condition is satisfied.

  As a result of the determination in S206, when the stop holding release condition is satisfied, the process proceeds to S207, the stop holding operation flag AF is set to 0, the stop holding is released, and the program is exited.

  If the stop holding release condition is not satisfied, the process proceeds to S208, where it is determined whether or not CF = 0 (vehicle moving state). If CF = 1 (vehicle stopping state), the program exits and CF = In the case of 0 (vehicle movement state), the process proceeds to S209 to execute fail-safe control (output a signal to the brake control unit 7 to increase the braking force, and output a signal to the alarm control unit 8) Then, a predetermined alarm lamp or the like blinks) to exit the program.

  Next, an example of vehicle movement / stop state monitoring by the vehicle state estimation unit 11 will be described with reference to a time chart of FIG.

  Until time t1, the vehicle speed signal from the vehicle speed sensor 2 is not substantially zero, so the vehicle is determined to be in a moving state, the vehicle state flag CF = 0 is set, and the mode determination flag MF is set to the stop determination mode (MF = 0).

  At time t1, the vehicle speed signal from the vehicle speed sensor 2 is substantially zero, but the state where the pulse interval of the vehicle speed pulse is still smaller than the set time (the state where the vehicle speed pulse per unit time is equal to or greater than a predetermined threshold). Therefore, the vehicle is determined to be in the moving state, the vehicle state flag CF = 0 is set, and the mode determination flag MF is left in the stop determination mode (MF = 0) as it is.

  Thereafter, at time t2, the pulse interval of the vehicle speed pulse becomes equal to or longer than the set time (the vehicle speed pulse per unit time is less than a predetermined threshold value), the vehicle is determined to be in a stopped state, and the vehicle state flag CF = 1, the mode determination flag MF is switched to the movement determination mode (MF = 1).

  From time t2, the sum ΣP of vehicle speed pulse signals from time t2 is calculated.

  From time t2 to before time t3, the sum ΣP of vehicle speed pulse signals from time t2 is equal to or smaller than a predetermined determination value Cp, so the vehicle is determined to be in a stopped state and the vehicle state flag CF = 1 is set. The mode determination flag MF is left as it is in the movement determination mode (MF = 1).

  Thus, at time t3, the sum ΣP of the vehicle speed pulse signals from time t2 exceeds the predetermined determination value Cp, so that the vehicle is determined to be in the moving state, the vehicle state flag CF = 0 is set, and the mode determination flag MF Is switched to the stop determination mode (MF = 0).

  Further, at time t4, the vehicle speed signal from the vehicle speed sensor 2 is not substantially zero, so the vehicle is determined to be in the moving state, the vehicle state flag CF = 0 is set, and the mode determination flag MF is set to the stop determination mode (MF = 0).

  As described above, according to the embodiment of the present invention, based on the vehicle speed signal from the vehicle speed sensor 2, it is determined whether the vehicle speed pulse per unit time is equal to or less than the set value and the vehicle has stopped. As a result, if it is determined that the vehicle has stopped, the sum ΣP of the vehicle speed pulse signals is calculated from that time, and if the sum ΣP of the vehicle speed pulse signals is within a preset determination value Cp, the vehicle is determined to be in a stopped state. On the other hand, when the determination value Cp is exceeded, it is determined that the vehicle is in a moving state. Based on the moving state and the stopping state of the vehicle determined in this way, when a preset operating condition is established and it is determined that the vehicle is in the stopping state, the vehicle stop holding is started and a predetermined braking force is generated. . On the other hand, when the vehicle moving state is determined while the vehicle is stopped, the process shifts to the fail-safe control of the stop holding control. That is, when it is determined that the vehicle is stopped based only on the speed signal having the detection lower limit limit from the vehicle speed sensor 2, the vehicle moving at an extremely low speed below the detection limit is actually moving. Regardless, the speed may be detected as 0 and the vehicle may be determined to be in a stopped state, and control may be performed. Therefore, there is a possibility that natural and smooth control in accordance with the actual vehicle state cannot be performed. However, in this embodiment, since the actual movement state of the vehicle that can be determined not only from the speed signal but also from the vehicle speed pulse is monitored to determine whether the vehicle is moving or stopped, the movement and stopping of the vehicle are reliably determined. Since the stop holding control is executed in accordance with the determination result, natural and smooth control that matches the actual behavior of the vehicle is possible.

  In the present embodiment, the vehicle state estimation unit 11 of the control unit 10 determines the movement state and the stop state (stop monitoring function), and the stop holding control unit 12 performs hill hold control as an example of the stop holding control. Although the example to perform is demonstrated, it cannot be overemphasized that this invention is applicable also to stop holding control other than hill hold control.

  For example, it can be used for start / release conditions in idling stop control that automatically stops the engine when idling, or automatic neutral control that automatically sets the automatic transmission to the neutral position when the vehicle is braked and stopped It is.

  It can also be used to determine when the vehicle is stopped when stopping by the auto cruise control device that controls the distance from the preceding vehicle to be constant, stop holding control, stop holding control by electric parking brake control, etc. Is possible.

  Furthermore, in the present embodiment, the brake control unit 7 may be any unit that can generate a braking force, and may be an electric parking brake, for example.

  In addition, the hill hold control condition and the hill hold control release condition of the hill hold control described as an example of the stop holding control in the present embodiment are merely examples, and other conditions may be used.

Functional block diagram of a vehicle stop holding control device Flow chart of vehicle state estimation program Flowchart of vehicle stop holding control program Time chart showing an example of vehicle movement-stop state monitoring

1 Stop holding control device 2 Vehicle speed sensor (pulse signal generating means)
DESCRIPTION OF SYMBOLS 3 Accelerator opening sensor 4 Gradient sensor 5 Select lever position sensor 6 Brake pedal switch 7 Brake control part 8 Alarm control part 10 Control unit 11 Vehicle state estimation part (vehicle stop detection means, vehicle state determination means)
12 Stop holding control unit

Claims (4)

Pulse signal generating means for generating a predetermined pulse signal as the vehicle travels;
Vehicle stop detection means for detecting that the vehicle has stopped;
The sum of pulse signals generated by the pulse signal generation means from when the vehicle stop detection means detects the stop of the vehicle is calculated, and if the sum of the pulse signals is within a predetermined determination value, the vehicle is in a stopped state. On the other hand, vehicle state determination means for determining that the vehicle is in a moving state when the determination value is exceeded,
A vehicle stop monitoring apparatus comprising:   2. The vehicle according to claim 1, wherein the vehicle stop detection means determines that the vehicle has stopped when a pulse signal per unit time generated by the pulse signal generation means is less than a predetermined threshold value. Stop monitoring device.   The vehicle stop monitoring device according to claim 1 or 2 is provided, and control is performed to hold the vehicle stop under a condition that at least the vehicle stop monitoring device determines that the vehicle is stopped. A vehicle stop holding control device.   The vehicle stop monitoring device according to claim 1 or 2, wherein the vehicle stop monitoring device detects a moving state of the vehicle during the control for holding the vehicle stop. A stop holding control device for a vehicle, wherein safe control is executed.

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