JP2011088480A - Turn signal lighting control device - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To automatically turn off a turn signal with more appropriate timing when changing a lane in a turn signal lighting control device. <P>SOLUTION: When an initial speed V1 is in a high speed region, the turn signal lighting control device determines whether a condition for turning off a signal is satisfied based on a yaw rate detection signal Sγ acquired by a yaw rate sensor 14 providing highly reliable detection results during high speed traveling. When the initial speed is in a low speed region, the turn signal lighting control device determines whether the condition for turning off the signal is satisfied based on a steering angle detection signal Sθ acquired by a steering angle sensor 13 providing highly reliable detection results during low speed traveling. Thus, a turn indicator control device 11 can turn off the turn signal with more appropriate timing. <P>COPYRIGHT: (C)2011,JPO&INPIT

Description

  The present invention relates to turn signal lighting control of a vehicle, and more particularly to a turn signal lighting control device that automatically turns off a turn signal that is lit.

  The vehicle is provided with a turn signal indicating the direction of turning left or right or changing the course. The turn signal lighting control device controls turning on and off of the turn signal in accordance with an operation of a turn lever provided in the vicinity of the steering of the driver's seat. The turn signal lighting control device performs control to turn off the turn signal at an appropriate timing when the vehicle turns right or left or changes lanes. For example, the turn signal lighting control device described in Patent Document 1 includes a steering angle sensor that detects the steering angle amount of the steering, determines whether or not a light-off condition is satisfied based on the detection result of the steering angle sensor, Turn off the turn signal.

  Specifically, when the lane is changed to the right lane, the steering is turned counterclockwise after the steering is turned clockwise from the neutral position. Therefore, as shown in FIG. The steering angle θ detected by the above changes in a sine wave shape. Here, with reference to the neutral position of the steering wheel, a cancel preparation angle θ1 and a cancel angle θ2 that is smaller than the cancel preparation angle θ1 are set. For example, when the lane is changed to the right lane, the steering is turned clockwise, so that the steering angle θ reaches the cancel preparation angle θ1, and then the steering is turned counterclockwise to be less than the cancel angle θ2. The turn signal is turned off when Similarly, when the lane is changed to the left lane, when the steering is turned counterclockwise and the steering angle θ reaches the cancel preparation angle θ1, the steering angle is turned back clockwise and becomes equal to or less than the cancel angle θ2. Turns off.

  By the way, as shown in FIG. 9, the lane change route, and hence the steering angle amount of the steering differs depending on the vehicle speed. This is because the steering can be greatly rotated when the vehicle is traveling at a low speed, but when the vehicle is traveling at a high speed, excessive lateral acceleration is applied to the occupant. This is because the lane cannot be changed by greatly turning the steering wheel. Under such circumstances, if the cancel preparation angle θ1 and the cancel angle θ2 are set to be constant, the turn signal may not be turned off at an appropriate timing. Therefore, the cancel preparation angle θ1 and the cancel angle θ2 are set according to the vehicle speed when the turn lever is operated. Specifically, the cancellation preparation angle θ1 and the cancellation angle θ2 are set small during high-speed traveling, and the cancellation preparation angle θ1 and the cancellation angle θ2 are set large during low-speed traveling. Thereby, the turn signal can be turned off at an appropriate timing.

  It is also possible to automatically turn off the turn signal at an appropriate timing using a yaw rate sensor that detects a rotation accompanying a change in the course of the vehicle when turning right or left and changing lanes. Specifically, as shown in FIG. 10, the yaw rate γ detected by the yaw rate sensor at the time of lane change changes in a sine wave shape according to the change in the rotational angular velocity in the turning direction of the vehicle. Here, since the rotational angular velocity in the turning direction of the vehicle changes depending on the turning operation of the steering, that is, the steering angle θ, the output waveform of the yaw rate sensor is basically the same as the output waveform of the steering angle sensor. . Accordingly, in FIG. 10, by setting the first threshold value γ1 corresponding to the cancellation preparation angle θ1 and the second threshold value γ2 corresponding to the cancellation angle θ2, the turn signal is automatically turned off using the yaw rate sensor. Is possible. Similar to the cancel preparation angle θ1, etc., both threshold values γ1, γ2 are set to different values depending on the vehicle speed.

JP-A-11-70833

  By the way, as shown in FIG. 11, as the speed increases, the steering angle amount of the steering, and thus the amplitude of the steering angle θ detected by the steering angle sensor, tends to decrease. For this reason, the higher the speed, the more accurate the detection of the steering angle is required. However, depending on the detection accuracy (resolution) of the steering angle sensor mounted on the vehicle, it is difficult to accurately detect the timing when the steering angle θ reaches the cancellation preparation angle θ1 and the timing when the steering angle θ becomes equal to or less than the cancellation angle θ2. Is concerned. That is, in the type in which the turn-off determination is performed based on the steering angle θ, the turn signal may not be turned off at an appropriate timing during high-speed traveling.

  In addition, the yaw rate sensor may not be able to correctly detect the yaw rate γ according to the course of the vehicle, particularly when traveling at a low speed. Specifically, as shown in FIG. 12, when the vehicle is traveling at 20 km / h at the start of lane change, it is assumed that the vehicle is decelerated to 10 km / h by a brake operation or the like during lane change. Here, the relationship “angular velocity = vehicle speed / curvature radius” is established. As shown in FIG. 12, the radius of curvature here is a radius of curvature of the arcuate path of the vehicle accompanying the lane change. According to the above formula, when the vehicle speed is halved from 20 km / h to 10 km / h, the angular speed is also halved. Therefore, as indicated by the one-dot chain line in FIG. 10, the yaw rate γ is greatly reduced, so that the yaw rate γ does not reach the first threshold value γ1 or becomes the second threshold value γ2 or less during the lane change. Thus, in the type that performs the extinction determination based on the yaw rate γ, the turn signal may not be extinguished at the correct timing.

  An object of the present invention is to provide a turn signal lighting control device capable of automatically turning off a turn signal at a more appropriate timing when a lane is changed.

Hereinafter, means for achieving the above-described object and its operation and effects will be described.
According to the first aspect of the present invention, when the operating means provided near the driver's seat of the vehicle is operated, the turn signal is switched from the previously extinguished state to the blinking state, and the vehicle speed sensor and the steering angle sensor are switched from the vehicle speed sensor. From the steering angle of the steering wheel and information on the rotational angular velocity applied to the vehicle based on the change in the course direction from the angular velocity sensor, respectively, and are set in advance based on at least one of the steering angle and the rotational angular velocity and the vehicle speed. In a turn signal lighting control device that automatically turns off the turn signal when it is determined that a turn-off condition is satisfied, a vehicle speed acquired through the vehicle speed sensor is preset when an operation of the operation means is detected. When determining whether the vehicle belongs to the high speed region or the low speed region and determining that the vehicle speed belongs to the high speed region If at least the information obtained through the angular velocity sensor determines whether the turn-off condition is successful, and if it is determined that the vehicle speed belongs to the low speed region, the light is turned off based on the information obtained through the steering angle sensor. The gist is to turn off the turn signal when it is determined whether or not the condition is met and it is determined that the extinction condition is satisfied.

  According to this configuration, for example, when the lane is changed, it is determined whether the vehicle speed belongs to the high speed region or the low speed region. When the vehicle speed belongs to the low speed region, the light-off condition is judged based on the information acquired through the steering angle sensor. When the vehicle speed belongs to the high speed region, the information acquired through at least the angular velocity sensor is used. Based on this, it is determined whether the turn-off condition is successful.

  Here, the angular velocity applied to the vehicle increases as the vehicle speed increases. Therefore, when traveling at high speed, more accurate determination can be made by determining whether or not the extinguishing condition is satisfied based on information acquired through the angular velocity sensor. On the other hand, when the vehicle is traveling at a low speed, the steering is greatly rotated, so that the steering angle amount can be accurately detected by the steering angle sensor.

  In view of the circumstances as described above, when the vehicle speed is in the high speed region, the success or failure of the turn-off condition is determined based on the information acquired through at least the angular velocity sensor with high reliability of the detection result during high speed traveling. In the case of the low-speed region, the success or failure of the turn-off condition is determined based on information acquired through a steering angle sensor with high reliability of the detection result during low-speed traveling. Therefore, the turn signal lighting control device can turn off the turn signal at a more appropriate timing.

The invention according to claim 2 is the turn signal lighting control device according to claim 1,
When a medium speed region is set between the high speed region and the low speed region and it is determined that the vehicle speed belongs to the medium speed region, the light is turned off based on information acquired through the angular velocity sensor and the steering angle sensor. The gist is to determine whether the condition is successful.

According to this configuration, in the medium speed region, it is possible to more accurately determine whether the turn-off condition is successful based on information acquired from both the steering angle sensor and the angular velocity sensor.
According to a third aspect of the present invention, in the turn signal lighting control device according to the second aspect of the present invention, in the medium speed region, the vehicle speed at the time when the operation of the operation means is detected is used as a reference value, from the reference value. When the vehicle speed fluctuates beyond a threshold set based on fluctuations in the vehicle speed in which the credibility is recognized in the information from the angular velocity sensor, the success or failure of the turn-off condition is determined based on the information acquired through the steering angle sensor. When the vehicle speed is equal to or lower than the threshold value, the gist is to determine whether the turn-off condition is successful based on information acquired through the angular velocity sensor and the steering angle sensor.

  As described above, in particular, fluctuations in vehicle speed during low-speed traveling affect the angular velocity detection result. However, even when the vehicle is traveling at medium speed, if the vehicle speed fluctuates greatly, the detection result of the angular velocity sensor may be affected. Therefore, according to the above configuration, when the fluctuation of the vehicle speed exceeds the threshold value in the medium speed range, the information acquired through the steering angle sensor is regarded as not credible because the information acquired through the angular speed sensor is not reliable. Based on this, it is determined whether the turn-off condition is successful. Therefore, the success / failure of the turn-off condition can be determined more accurately during medium speed traveling.

  According to the present invention, in the turn signal lighting control device, the turn signal can be automatically turned off at a more appropriate timing.

(A) in this embodiment is a top view of a vehicle, (b) is a front view of steering. The block diagram which shows the electric constitution of the direction indicator in this embodiment. The front view of the steering which shows the cancellation angle etc. in this embodiment. The graph which shows the change of the steering angle (theta) detected by the steering angle sensor in this embodiment. The graph which shows the change of the yaw rate (gamma) detected by the yaw rate sensor in this embodiment. The table | surface which shows the mode etc. in each speed area | region in this embodiment. The flowchart which shows the process sequence of the blink control program in this embodiment. The graph which shows the change of the steering angle detected by the conventional steering angle sensor. Explanatory drawing which shows the path | route at the time of lane change. The graph which shows the change of the yaw rate (gamma) detected by the conventional yaw rate sensor. The graph which shows the change of the steering angle (theta) detected by the steering angle sensor at the time of high speed driving | running | working. Explanatory drawing which shows the vehicle which decelerates at the time of a lane change.

Hereinafter, an embodiment in which a turn signal lighting control device according to the present invention is embodied in a direction indicating device will be described with reference to the drawings.
As shown in FIG. 1 (a), the direction indicating device informs the driver of the other vehicle of the traveling direction of the host vehicle by blinking a pair of left and right turn signals 2 and 3 provided on the front and rear of the vehicle 1, respectively. A direction indicating operation is performed. As shown in FIG. 1B, the base end portion of the turn lever 4 is cantilevered on the steering column 5 of the vehicle 1, and the tip end portion of the turn lever 4 protrudes outside the steering column 5. . The base end portion of the turn lever 4 can be tilted with respect to the steering column 5 by a predetermined angle in a direction along the rotation direction of the steering 6 about a rotation shaft (not shown) disposed inside the steering column 5. It is supported. The direction indicating operation is performed through the tilting operation of the turn lever 4.

  Specifically, the turn lever 4 is held at the operation neutral position P indicated by a one-dot chain line in FIG. When the turn lever 4 is tilted upward from the operation neutral position P, the turn lever 4 tilts to the left turn operation position PL. As a result, the left turn signal 2 starts blinking. Further, when the turn lever 4 is tilted downward from the operation neutral position P, the turn lever 4 tilts to the right turn operation position PR. Thereby, the right turn signal 3 starts blinking. When the operating force to the turn lever 4 is released, the turn lever 4 returns to the operation neutral position P by the action of a return mechanism (not shown). That is, in this example, a momentary turn lever is employed. Even if the turn lever 4 returns to the operation neutral position P, the turn signals 2 and 3 continue to flash unless a light-off condition described later is satisfied.

Next, the electrical configuration of the direction indicating device will be described.
As shown in FIG. 2, the direction indicating device 10 includes a direction indicator control device 11 composed of a CPU, a ROM, a RAM, and the like (not shown). The ROM of the direction indicator control device 11 stores a blinking control program for controlling blinking and extinguishing of the turn signals 2 and 3. The RAM is a work area for the CPU to execute various processes by developing the blinking control program stored in the ROM.

A vehicle speed sensor 12, a steering angle sensor 13, and a yaw rate sensor 14 are connected to the direction indicator control device 11.
The vehicle speed sensor 12 detects the traveling speed of the vehicle 1 and outputs a vehicle speed detection signal SV corresponding to the detected speed to the direction indicator control device 11.

  The steering angle sensor 13 detects a steering angle, which is the rotation angle when the steering 6 is rotated by the driver, and outputs a steering angle detection signal Sθ according to the detected steering angle to the direction indicator control device. 11 to output.

The yaw rate sensor 14 detects a change in the rotational direction of the vehicle 1 when changing the lane, for example, and outputs the detection result to the direction indicator control device 11 as a yaw rate detection signal Sγ.
Further, a turn switch 16 that is turned on and off in conjunction with the operation of the turn lever 4 is connected to the direction indicator control device 11. When the turn switch 16 detects that the turn lever 4 is tilted from the operation neutral position P to the left turn operation position PL, the turn switch 16 outputs an operation position detection signal SP indicating that to the direction indicator control device 11. Further, when the turn switch 16 detects that the turn lever 4 has been turned to the right turn operation position PR, the turn switch 16 outputs an operation position detection signal SP indicating that to the direction indicator control device 11. Further, turn signals 2 and 3 are connected to the direction indicator control device 11.

The direction indicator control device 11 blinks the turn signals 2 and 3 when detecting the operation of the turn lever 4 to the operation positions PL and PR based on the operation position detection signal SP.
Further, the direction indicator control device 11 is based on detection signals Sθ and Sγ from the rudder angle sensor 13 and the yaw rate sensor 14 when the turn signals 2 and 3 start blinking in a predetermined vehicle speed region to be described later. Then, it is determined whether or not the extinction condition is satisfied. Then, the direction indicator control device 11 turns off the turn signals 2 and 3 when determining that the turn-off condition is satisfied.

  The direction indicator control device 11 makes a determination related to establishment of the extinguishing condition based on at least one of the detection signals Sθ and Sγ from the steering angle sensor 13 and the yaw rate sensor 14. Here, first, a determination method related to establishment of the extinguishing condition based on the steering angle detection signal Sθ from the steering angle sensor 13 will be described.

  As shown in FIG. 3, the ROM of the direction indicator control device 11 stores a cancel preparation angle θ1 with a neutral position (0 °) as a reference and a cancel angle θ2 smaller than the cancel preparation angle θ1. The direction indicator control device 11 determines a change in the steering angle θ based on the steering angle detection signal Sθ from the steering angle sensor 13. Then, the direction indicator control device 11 turns off the turn signals 2 and 3 assuming that the turn-off condition is satisfied when the steering angle θ reaches the cancel preparation angle θ1 and then becomes the cancel angle θ2 or less.

  Specifically, the direction indicator control device 11 starts detection of the steering angle θ of the steering 6 from the time when the turn signals 2 and 3 start blinking by the direction indication operation. In FIG. 4, the steering angle θ at that time is set to zero with reference to the position of the steering wheel 6 when the vehicle 1 goes straight. In this example, the rudder angle sensor 13 outputs a positive steering angle θ with respect to 0 ° when the steering 6 is turned clockwise from the neutral position (0 °). When 6 is rotated counterclockwise, a negative steering angle θ is output. Therefore, when the steering 6 is rotated clockwise from the neutral position (0 °), the value of the steering angle θ is increased and the course of the vehicle 1 is changed from straight to right. Further, when the steering 6 is rotated counterclockwise from the neutral position (0 °), the value of the steering angle θ is decreased, and the course of the vehicle 1 is changed from straight to left. That is, when the lane is changed, as shown in FIG. 4, the steering angle θ changes by one cycle in a sine wave shape.

  For example, when the lane is changed to the right lane, the direction indicator control device 11 causes the steering angle θ to become equal to or less than the cancel angle θ2 after reaching the cancel preparation angle θ1 (time t1 in FIG. 4) (in FIG. 4). At time t2), the right turn signal 3 is turned off, assuming that the turn-off condition is satisfied.

The cancel preparation angle θ1 and the cancel angle θ2 are set according to the vehicle speed (initial speed V1) when the turn signals 2 and 3 start blinking. Specifically, when driving at high speed,
The cancel preparation angle θ1 and the cancel angle θ2 are set to be small when the steering angle amount of the steering wheel 6 is small, and the cancel preparation angle θ1 and the cancel angle θ2 are set to be large when the steering angle amount of the steering wheel 6 is large at low speeds. The Thereby, the turn signals 2 and 3 are turned off at an appropriate timing when the lane is changed. The turn-off of the left turn signal 2 when changing to the left lane is performed in the same way. Note that the turn signals 2 and 3 can be automatically turned off based on the comparison of the steering angle θ and the cancel preparation angle θ1 and the cancel angle θ2 not only when changing lanes but also when turning left or right.

Next, a determination method relating to establishment of the extinction condition through the detection result of the yaw rate sensor 14 will be described.
The direction indicator control device 11 detects the yaw rate (rotational angular velocity in the turning direction of the host vehicle) γ based on the yaw rate detection signal Sγ from the time when the direction indicating operation is started.

  Since the vehicle 1 turns by the steering angle operation of the steering 6, the yaw rate γ is basically output in the same waveform as the steering angle θ as shown in FIG. 5. Therefore, the yaw rate γ changes so as to take the maximum value Max and the minimum value Min in a sine wave form from the start to the completion of the lane change. The direction indicator control device 11 sets the determination reference value width TH with reference to the maximum value Max or the minimum value Min of the yaw rate γ. The determination reference value width TH is a timing suitable for turning off the turn signals 2 and 3 when the vehicle 1 changes lanes and turns left or right according to the vehicle speed (initial speed V1) at the start of blinking of the turn signals 2 and 3. The yaw rate γ is set to a value that deviates from the determination reference value width TH. Specifically, when the vehicle 1 follows the same route when changing lanes, the absolute value of the maximum value Max and the minimum value Min of the yaw rate γ increases as the vehicle speed increases, so the determination reference value width TH is set to be large. Is done. Thereby, the turn signals 2 and 3 are turned off at an appropriate timing when the lane is changed.

When the value of the yaw rate γ deviates from the determination reference value width TH, the direction indicator control device 11 turns off the turn signals 2 and 3 assuming that the turn-off condition is satisfied.
As shown in the table of FIG. 6, the direction indicator control device 11 establishes the extinction condition based on the detection signals Sθ and Sγ from either the steering angle sensor 13 or the yaw rate sensor 14 according to the speed region. Decide whether to make such a decision.

  Specifically, in the low speed region of the vehicle speed of 6 to 40 km / h, the steering angle mode in which the determination regarding establishment of the extinguishing condition is made based on the steering angle detection signal Sθ from the steering angle sensor 13. In the medium speed range of the vehicle speed of 41 to 80 km / h, the combined mode in which the determination relating to establishment of the extinguishing condition is made based on both detection signals Sθ and Sγ from both the sensors 13 and 14, or the steering angle mode described above. In a high speed region where the vehicle speed is 81 km / h or higher, the yaw rate mode is selected in which the determination regarding establishment of the extinguishing condition is made based on the yaw rate detection signal Sγ from the yaw rate sensor 14. In the slow region where the vehicle speed is 0 to 5 km / h, the slow mode is performed in which no determination is made regarding the establishment of the turn-off condition.

Next, the basis for setting the mode in each speed region will be described.
In the rudder angle mode in the low speed region, the determination regarding the establishment of the turn-off condition is not performed based on the yaw rate detection signal Sγ from the yaw rate sensor 14. This is because the reliability of the detection result of the yaw rate sensor 14 is low particularly in the low speed region. Specifically, as described with reference to FIG. 12 in the above prior art, when the vehicle is traveling at 20 km / h, a lane change is started and a brake operation or the like is performed during the lane change. It is assumed that the speed is reduced to 10 km / h. Here, since a proportional relationship is established between the angular velocity and the vehicle speed, the angular velocity is also halved when the vehicle speed is halved from 20 km / h to 10 km / h. Therefore, the yaw rate γ may decrease regardless of the direction of the vehicle 1. As a result, as indicated by a one-dot chain line in FIG. 5, the yaw rate γ may deviate from the determination reference value width TH at an inappropriate timing. In this respect, in this example, in the low speed region, since the determination regarding establishment of the extinguishing condition is not performed based on the yaw rate detection signal Sγ from the yaw rate sensor 14, such a problem does not occur. The turn signals 2 and 3 can be turned off at an appropriate timing based on the steering angle detection signal Sθ from the steering angle sensor 13 that can be detected with high accuracy in the region. The same problem occurs not only by deceleration but also by acceleration, and the maximum value Max as a reference shown in FIG. 5 is not correctly detected, and it is difficult to turn off the turn signals 2 and 3 at an appropriate timing.

  On the other hand, in the yaw rate mode in the high speed region, no determination is made regarding establishment of the extinguishing condition based on the steering angle detection signal Sθ from the steering angle sensor 13. This is because the reliability of the detection result of the rudder angle sensor 13 is low particularly in a high speed region. Specifically, as described with reference to FIG. 11 in the above prior art, the amplitude of the steering angle θ is small during high-speed traveling, so that the steering angle sensor 13 can accurately detect the steering angle θ. Have difficulty. Specifically, in FIG. 4, the time t1 when the steering angle θ reaches the cancel preparation angle θ1 and the time t2 when the steering angle θ becomes equal to or less than the cancellation angle θ2 cannot be accurately detected, and the turn signal 2 is detected at an inappropriate timing. , 3 may go out. In this regard, in this example, in the high speed region, since the determination regarding the establishment of the extinguishing condition is not performed based on the steering angle detection signal Sθ from the steering angle sensor 13, such a problem does not occur, as described above. Based on the yaw rate detection signal Sγ from the yaw rate sensor 14, the turn signals 2 and 3 can be turned off at an appropriate timing.

  Next, in the combined mode in the medium speed region, both problems in the high speed region and the low speed region do not occur. Therefore, based on both detection signals Sθ and Sγ from the rudder angle sensor 13 and the yaw rate sensor 14, the turn-off condition is satisfied. Make a decision. In this case, the turn signals 2 and 3 are turned off when it is determined that the turn-off condition is satisfied based on the detection signals Sθ and Sγ of the steering angle sensor 13 and the yaw rate sensor 14.

  Further, in the medium speed range, when the fluctuation of the vehicle speed is large, the mode is switched to the steering angle mode. Specifically, assuming that the vehicle speed at the start of blinking of the turn signals 2 and 3 is the initial speed V1, and the current vehicle speed is the current speed V2, the fluctuation rate is expressed by the equation “| (V2 / V1) × 100-100 |”. Can be derived as a percentage. For example, when the speed is reduced from 20 km / h to 10 km / h, the fluctuation rate is 50%. In the combined mode, when the fluctuation rate exceeds 20%, the mode is switched to the steering angle mode. In other words, when the fluctuation rate exceeds 20%, the determination regarding the establishment of the extinguishing condition based on the yaw rate detection signal Sγ from the yaw rate sensor 14 is not performed. Here, 20% corresponding to the threshold value of the fluctuation rate is set based on the fluctuation of the vehicle speed at which the reliability from the information from the yaw rate sensor 14 is recognized. Thereby, even if it is a medium speed area | region, generation | occurrence | production of the problem accompanying the said acceleration / deceleration which can arise can be prevented.

  In addition, by determining the degree of acceleration / deceleration from the fluctuation rate in this way, the vehicle speed is more accurately compared with the case where the degree of acceleration / deceleration is determined based on a certain threshold regardless of the magnitude of the initial speed V1. The influence of the fluctuation on the angular velocity (yaw rate γ) can be recognized. For example, according to the rate of change, the allowable vehicle speed fluctuation at the time of acceleration / deceleration during low-speed traveling with a large influence on the yaw rate γ is small, and the allowable vehicle speed at the time of acceleration / deceleration during high-speed traveling with a small influence on the yaw rate γ The fluctuation can be increased.

  Further, in the slow driving mode in the slow driving region, no determination is made regarding the establishment of the extinguishing condition. This is because it is difficult to assume a situation where the vehicle 1 changes lanes at a vehicle speed of 0 to 5 km / h. Accordingly, when the lane is not changed, for example, the turn signals 2 and 3 are automatically turned off by turning the steering 6 while the turn signals 2 and 3 are blinking and the vehicle is stopped before turning right or left. Can be suppressed. In the present specification, “slowing” includes stopping.

  Next, the operation of the direction indicating device 10 configured as described above will be described with reference to the flowchart shown in FIG. This flowchart is executed according to a blinking control program that takes into account the table of FIG. 6 and is stored in the ROM of the direction indicator control device 11.

  First, the turn signals 2 and 3 are blinked (S101). Based on the vehicle speed detection signal SV from the vehicle speed sensor 12, the initial speed V1 of the vehicle 1 is acquired (S102). Next, it is determined whether or not the initial speed V1 is 5 km / h or less (S103).

  When it is determined that the initial speed V1 is 5 km / h or less (NO in S103), the slow speed mode is set (S117), and the blink control program ends without making a determination regarding establishment of the extinguishing condition. That is, the turn signals 2 and 3 are not automatically turned off in the slow mode.

  On the other hand, when it is determined that the initial speed V1 exceeds 5 km / h (YES in S103), it is determined whether or not the initial speed V1 is 6 to 40 km / h (S104). When the initial speed V1 is 6 to 40 km / h (YES in S104), the steering angle mode is set (S105). In the steering angle mode, it is determined whether the extinction condition is satisfied based on the steering angle detection signal Sθ from the steering angle sensor 13 (S106).

  As described above, after waiting for the extinction condition to be established through the steering angle θ (NO in S106), when it is determined that the extinction condition is established (YES in S106), the turn signals 2 and 3 are extinguished. (S107). This ends the blinking control program.

  On the other hand, when it is determined that the initial speed V1 is not 6 to 40 km / h (NO in S104), it is determined whether or not the initial speed V1 is 41 to 80 km / h, that is, the middle speed region ( S108). When it is determined that the initial speed V1 is 41 to 80 km / h (YES in S108), the combined mode is set (S109).

  Next, the current speed V2 of the vehicle 1 is acquired through the vehicle speed detection signal SV from the vehicle speed sensor 12 (S110). The variation rate is calculated from the current speed V2 and the initial speed V1 by the above formula “| (V2 / V1) × 100-100 |” (S111). Then, it is determined whether or not the calculated variation rate exceeds 20% (S112).

  If it is determined that the fluctuation rate is 20% or less (YES in S112), it is determined whether the extinction condition is satisfied in the state where the combination mode is set (S113). When it is determined that the extinction condition is satisfied (YES in S113), the turn signals 2 and 3 are extinguished (S107), and the blinking control program ends.

  If it is not determined that the turn-off condition is satisfied (NO in S113), the process returns to step S110, and after the current speed V2 is acquired again, the fluctuation rate is calculated and compared (S111 and S111). S112). In this way, until it is determined that the extinction condition is satisfied (YES in S113), the variation rate is monitored for each predetermined period.

  When it is determined that the fluctuation rate has exceeded 20% (NO in S112), the process proceeds to step S105, and the steering angle mode is set. Then, it is determined whether the turn-off condition is satisfied in the state where the steering angle mode is set (S106). When it is determined that the turn-off condition is satisfied (YES in S106), the turn signals 2 and 3 are turned off (S107), and the blinking control program ends. As described above, when it is determined that the fluctuation rate exceeds 20%, the determination regarding the establishment of the extinguishing condition is not performed based on the yaw rate detection signal Sγ from the yaw rate sensor 14, and therefore, when the lane change described above is performed. The occurrence of problems associated with the acceleration / deceleration of the vehicle 1 can be prevented.

  If the initial speed V1 is not 41 to 80 km / h (NO in S108), the initial speed V1 is determined to be 81 km / h or higher, that is, a high speed region (S114), and the yaw rate mode is set ( S115). In the yaw rate mode, it is determined whether the extinction condition is satisfied based on the yaw rate detection signal Sγ from the yaw rate sensor 14 (S116).

  As described above, after waiting for the extinction condition to be established through yaw rate γ (NO in S116), when it is determined that the extinction condition is established (YES in S116), turn signals 2 and 3 are extinguished. (S107). This ends the blinking control program.

As described above, according to the embodiment described above, the following effects can be obtained.
(1) When the initial speed V1 is in the high speed region, the success or failure of the turn-off condition is determined based on the yaw rate detection signal Sγ acquired through the yaw rate sensor 14 with high reliability of the detection result during high speed running. When V1 is in the low speed region, the success or failure of the turn-off condition is determined based on the steering angle detection signal Sθ acquired through the steering angle sensor 13 with high reliability of the detection result during low speed traveling. Therefore, the direction indicator control device 11 can turn off the turn signals 2 and 3 at a more appropriate timing.

(2) In the medium speed region, the success or failure of the turn-off condition can be determined more accurately based on the detection signals Sθ and Sγ acquired from both the steering angle sensor 13 and the yaw rate sensor 14.
(3) In the medium speed range, when the fluctuation rate of the vehicle speed with reference to the initial speed V1 exceeds the threshold value of 20%, the yaw rate detection signal Sγ acquired through the yaw rate sensor 14 is not reliable. As described above, the success or failure of the turn-off condition is determined based only on the steering angle detection signal Sθ acquired through the steering angle sensor 13. Therefore, the success / failure of the turn-off condition can be determined more accurately during medium speed traveling.

  (4) In the high-speed region, the judgment regarding establishment of the extinguishing condition is not made based on the steering angle detection signal Sθ from the steering angle sensor 13, so even if the steering angle sensor 13 with low detection accuracy is used, the full speed In the area, the turn signals 2 and 3 can be automatically turned off at an appropriate timing.

In addition, the said embodiment can be implemented with the following forms which changed this suitably.
Next, the technical idea that can be grasped from the embodiment will be described together with the effects.
-In the said embodiment, 6-40 km / h was made into the low speed area | region, However For example, it is good also considering a low speed area as 21-40 km / h and 6-20 km / h as a right-left turn area. Accordingly, it is possible to determine whether the turn signals 2 and 3 are turned on according to the right / left turn or the lane change based on the initial speed V1 acquired through the vehicle speed sensor 12. Therefore, when the initial speed V1 is the right / left turn region, the cancel preparation angle θ1 and the cancel angle θ2 suitable for the right / left turn can be set.

  In the above embodiment, when indicated by a mark X in the table of FIG. 6, for example, when the vehicle speed is in the low speed region, the yaw rate detection signal Sγ from the yaw rate sensor 14 is used for determination related to establishment of the extinction condition. Although not performed, the detection of the yaw rate sensor 14 was executed. However, the detection operation of the yaw rate sensor 14 may be stopped. The same applies to the rudder angle sensor 13 when the vehicle speed is in the high speed region, and the rudder angle sensor 13 and yaw rate sensor 14 when the vehicle speed is also in the slow region. Further, when the vehicle speed is in the middle speed range, the detection operation of the yaw rate sensor 14 is stopped when the combined mode is switched to the steering angle mode, that is, when the process proceeds from step S112 to step S105 in FIG. Is done. Thus, by stopping the detection operations of the rudder angle sensor 13 and the yaw rate sensor 14, unnecessary power consumption can be eliminated.

  In the above embodiment, the direction indicator control device 11 calculates the fluctuation rate of the vehicle speed in step S111 of FIG. 7, and if it is determined in step S112 that the fluctuation rate exceeds 20%, step S105 The process is shifted to and the mode is switched from the combined mode to the steering angle mode. However, the direction indicator control device 11 does not derive the fluctuation rate, and the initial speed V1 is used as a reference value. If the current speed V2 fluctuates more than a preset threshold value from the reference value, the yaw rate sensor 14 If the detection result is not credible, the combined mode may be switched to the steering angle mode. The threshold value is set to a value that is reliable in the detection result of the yaw rate sensor 14 or less.

-The speed of each speed area shown in the table of Drawing 6 in the above-mentioned embodiment is an example, and is not limited to this.
In the above embodiment, a total of four modes are set in the speed region shown in the table of FIG. However, the mode set in each speed area is not limited to this, and for example, the slow speed area and the medium speed area may be omitted. For example, the low speed region is set to 0 to 80 km / h, and the high speed region is set to 81 km / h or more. Even in this case, it is possible to determine whether the extinction condition is satisfied by the yaw rate sensor 14 suitable for high speed traveling in the high speed region and the steering angle sensor 13 suitable for low speed traveling in the low speed region.

  Further, the high speed region may be set to the combined mode. As described above, it is difficult to accurately detect the lane change at the time of high speed traveling by the rudder angle sensor 13, but unlike the yaw rate sensor 14 in the low speed region, it is erroneous due to the detection result of the rudder angle sensor 13. This is because no judgment is made. Even in the high-speed region, when the calculated fluctuation rate exceeds 20%, the steering angle mode may be switched. That is, if it is determined that the extinction condition is satisfied based on the detection result of the yaw rate sensor 14, it is possible to determine the reliability of the detection result through the variation rate in the entire speed region.

Next, the technical idea that can be grasped from the embodiment will be described together with the effects.
(A) In the turn signal lighting control device according to any one of claims 1 to 3, a slow speed region that is a vehicle speed region from a state in which the vehicle is stopped to less than the low speed region is set, and the vehicle speed is A turn signal lighting control device that does not execute the automatic turn-off process of the turn signal when it is determined that it belongs to the slow-moving region.

  According to this configuration, the turn signal automatic extinguishing process is not executed in the slow speed region. Here, there is a high possibility that the vehicle is stopped or slowing down in the slowing down region. Therefore, for example, when the vehicle whose turn signal blinks to turn left or right is stopped due to a signal or the like, the turning-off operation is established based on the information acquired through the angular velocity sensor by turning the steering. Therefore, it is possible to prevent the turn signal from being turned off automatically.

(B) The turn signal lighting control device according to claim 3, wherein the threshold value is set to a predetermined rate of a reference value of the vehicle speed.
According to this configuration, the threshold value is set to a predetermined rate of the vehicle speed reference value. For example, when the vehicle speed reference value is 100 km / h and the predetermined rate is 20%, the threshold value is set to 20 km / h. That is, when it fluctuates from 100 km / h to over 20 km / h, it is determined whether the turn-off condition is successful based on information acquired through the steering angle sensor. In this way, the angular velocity detected by the angular velocity sensor when the vehicle accelerates or decelerates compared to the case where the threshold value is constant regardless of the magnitude of the vehicle speed by looking at the degree of vehicle speed fluctuation from the predetermined rate of the reference value. It is possible to accurately grasp the influence on the environment. Therefore, the threshold value can be set to a value that more closely matches the fluctuation of the angular velocity due to the acceleration / deceleration of the vehicle, and as a result, the deviation of the turn signal turn-off timing can be suppressed.

  (C) When an operating means provided in the vicinity of the driver's seat of the vehicle is operated, the turn signal is switched from the previously extinguished state to the blinking state, the vehicle speed sensor to the vehicle speed, the steering angle sensor to the steering angle of the steering wheel, Information on the rotational angular velocity applied to the vehicle based on the change in the course direction is acquired from the angular velocity sensor, respectively, and a preset extinction condition is established based on at least one of the steering angle and the rotational angular velocity and the vehicle speed. In the turn signal lighting control device that automatically turns off the turn signal when judged, the vehicle speed at the time when the operation of the operation means is detected is used as a reference value, and the vehicle speed fluctuates beyond the threshold value from the reference value. If the vehicle speed is less than or equal to the threshold value, a determination is made as to whether the turn-off condition is successful based on information acquired through the steering angle sensor. Based on the information obtained through the angular rate sensor and the steering angle sensor, turn signal lighting controller for determining the success or failure of off conditions.

  According to this configuration, whether to determine whether the turn-off condition is successful or not is determined based on information from which sensor depending on whether or not the fluctuation in the vehicle speed exceeds a threshold value.

  DESCRIPTION OF SYMBOLS 4 ... Turn lever (operation means), 10 ... Direction indicator, 11 ... Direction indicator control device (turn signal lighting control device), 12 ... Vehicle speed sensor, 13 ... Rudder angle sensor, 14 ... Yaw rate sensor (angular velocity sensor).

Claims (3)

When the operating means provided near the driver's seat of the vehicle is operated, the turn signal is switched from the previously unlit state to the blinking state, from the vehicle speed sensor to the vehicle speed, from the steering angle sensor to the steering angle of the steering, from the angular velocity sensor Information on the rotational angular velocity applied to the vehicle based on the change in the course direction is acquired, and it is determined that a preset extinction condition is established based on at least one of the steering angle and the rotational angular velocity and the vehicle speed. In the turn signal lighting control device that automatically turns off the turn signal sometimes,
When an operation of the operating means is detected, it is determined whether the vehicle speed acquired through the vehicle speed sensor belongs to a preset high speed region or a low speed region, and it is determined that the vehicle speed belongs to the high speed region. In this case, whether or not the turn-off condition is satisfied is determined based on at least the information acquired through the angular velocity sensor. If it is determined that the vehicle speed belongs to the low speed range, the information acquired through the steering angle sensor A turn signal lighting control device that turns off the turn signal when determining whether or not the extinguishing condition is satisfied based on the judgment that the extinguishing condition is established. In the turn signal lighting control device according to claim 1,
When a medium speed region is set between the high speed region and the low speed region and it is determined that the vehicle speed belongs to the medium speed region, the light is turned off based on information acquired through the angular velocity sensor and the steering angle sensor. A turn signal lighting control device that determines whether or not a condition is met. In the turn signal lighting control device according to claim 2,
In the medium speed range, the vehicle speed at the time when the operation of the operation means is detected is used as a reference value, and the vehicle speed is set based on the vehicle speed fluctuation from which the reliability is recognized in the information from the angular velocity sensor. When it fluctuates beyond the threshold value, based on the information acquired through the rudder angle sensor, the success or failure of the turn-off condition is determined,
A turn signal lighting control device that determines whether a turn-off condition is successful based on information acquired through the angular velocity sensor and the steering angle sensor when the vehicle speed is equal to or less than the threshold value.

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