JP2011207405A - Device for controlling vehicle stop holding - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a device for controlling stop holding which prevents a driver from getting off a vehicle stopped by a stop holding control.SOLUTION: A stop holding ECU 1 determines the driver's getting-off intention with a getting-off intention determining part 1 while performing the stop holding control. Here, a braking force lowering control is performed when it is determined that the driver has the getting-off intention. In the braking force lowering control, a braking force provided for the vehicle is decreased, and an alarm is given to the driver. Moreover, when the braking force is decreased, the braking force is gradually decreased.

Description

  The present invention relates to a vehicle stop and hold control device.

  2. Description of the Related Art In recent years, there are also known vehicles that perform stop control for maintaining the stop state of a stopped vehicle in addition to performing brake control when performing travel control. In performing such stop holding control, there is a vehicle brake system in which a vehicle is parked by a purely mechanical stop maintaining device (see, for example, Patent Document 1). This vehicle brake system detects that the driver has exited and that the hydraulic brake is maintained in the activated state when stop holding control is performed and the vehicle is held in a stopped state by the hydraulic brake. To do. At this time, when the movement of the vehicle in a state where the accelerator pedal is not operated is detected, the pure mechanical stop maintaining device is operated to put the vehicle in a parking state.

JP 2005-280640 A

  In the vehicle brake system disclosed in Patent Document 1, stop holding control is performed. When the hydraulic brake is activated and the vehicle is stopped, the vehicle is in a parked state. There is a possibility that the vehicle will start running. For this reason, it is desirable that the driver is in a state of getting on the vehicle in preparation for the start of traveling.

  However, in the vehicle brake system disclosed in Patent Document 1, the driver determines whether the hydraulic brake is activated and stop holding control is performed or the vehicle is parked. It is difficult. For this reason, there has been a problem that the driver may be assumed to be in a parked state and stop the vehicle even though the stop holding control is performed.

  Therefore, an object of the present invention is to provide a stop and hold control device that can prevent a driver from getting off from a vehicle that is stopped by stop and hold control.

  The stop and hold control device according to the present invention that has solved the above-described problems enables braking control for applying braking force to the vehicle and stop and hold control for holding the vehicle in a stopped state according to conditions other than the driver's stop request operation. The vehicle stop and hold control device is provided with a get-off intention detecting means for detecting the driver's intention to get off, and is applied to the vehicle when the driver's intention to get off is detected during stop-hold control. Brake force reduction control for reducing power is performed.

  In the stop and hold control device according to the present invention, when the driver's intention to get off is detected during the stop and hold control, the braking force reduction control is performed to reduce the braking force applied to the vehicle. For this reason, when the driver tries to get off while performing the stop holding control, the braking force is reduced and the vehicle starts to move, so that the driver can recognize that the vehicle is not in the parking state. Therefore, it is possible to prevent the driver from getting off from the vehicle stopped by the stop holding control.

  Here, when reducing the braking force applied to the vehicle, the braking force can be gradually reduced.

  As described above, when the braking force applied to the vehicle is reduced, the braking force is gradually reduced, so that the sudden movement of the vehicle can be suppressed when the braking force is reduced.

  In addition, a driver operation detection unit that detects a driver operation by the driver may be provided, and the braking force reduction control may be terminated when the driver operation is detected during the braking force reduction control.

  As described above, when the driver operation is detected during the braking force reduction control, the braking control or stop is performed after the driver recognizes that the vehicle is not parked by terminating the braking force reduction control. It is possible to shift to holding control.

  Furthermore, when the braking amount by the braking control exceeds a predetermined value, the stop holding control can be started.

  Thus, when the braking amount by the braking control exceeds a predetermined value, the stop holding control can be started at a suitable timing by starting the stop holding control.

  And it can be equipped with the boarding state detection means which detects a boarding state of a driver, and a boarding intention detection means can be set as the aspect which detects a driver's boarding intention when a driver is in a boarding state.

  As described above, when the driver is in the boarding state, it is possible to perform the accurate determination of getting off the vehicle and the braking force reduction control by detecting the driver's intention to get off.

  According to the stop and hold control device of the present invention, it is possible to prevent the driver from getting off from the vehicle stopped by the stop and hold control.

It is a block block diagram of the stop holding | maintenance control apparatus which concerns on this invention. It is a flowchart which shows the process sequence in a stop holding | maintenance control apparatus. It is a flowchart which shows the other process sequence in a stop holding | maintenance control apparatus.

  Hereinafter, embodiments of the present invention will be described with reference to the accompanying drawings. In the description of the drawings, the same elements are denoted by the same reference numerals, and redundant description is omitted. For the convenience of illustration, the dimensional ratios in the drawings do not necessarily match those described.

  FIG. 1 is a block diagram of a stop and hold control device according to the present invention. As shown in FIG. 1, the stop / hold control device M according to this embodiment includes a stop / hold ECU (Electronic Control Unit) 1. An accelerator pedal sensor 2, a brake pedal sensor 3, a seat belt sensor 4, and a door switch sensor 5 are connected to the stop holding ECU 1. The stop holding ECU 1 is connected to an inter-vehicle distance sensor 6, a vehicle speed sensor 7, an adaptive cruise control (hereinafter referred to as “ACC”) ECU 8, and a hybrid ECU 9.

  The accelerator pedal sensor 2 is attached to an accelerator pedal in a vehicle, for example, and detects the amount of depression of the accelerator pedal. The accelerator pedal sensor 2 transmits an accelerator pedal depression signal to the stop holding ECU 1 when the accelerator pedal is depressed.

  The brake pedal sensor 3 is attached to a brake pedal in a vehicle, for example, and detects the amount of depression of the brake pedal. The brake pedal sensor 3 transmits a brake pedal depression signal to the stop holding ECU 1 when the brake pedal is depressed.

  The seat belt sensor 4 is provided on the buckle of the seat belt in the driver's seat of the vehicle, and detects that the tongue attached to the strap is coupled to the buckle. The seat belt sensor 4 transmits a seat belt wearing signal to the stop and hold ECU 1 when the tongue is coupled to the buckle. Further, when the tongue is removed from the buckle, a seat belt separation signal is transmitted to the stop holding ECU 1.

  The door switch sensor 5 is provided on the driver's seat side door of the vehicle, and detects the open / closed state of the driver's seat side door of the vehicle. The door switch sensor 5 transmits a door opening signal to the stop holding ECU 1 when the driver's seat side door of the vehicle is in an open state. When the driver's seat side door of the vehicle is closed, a door closing signal is transmitted to the stop holding ECU 1.

  Here, the driver's seat side door of the vehicle has an open state and a closed state, the state where the driver's seat side door is completely closed becomes the closed state, and the state other than the closed state becomes the open state. Therefore, even if the driver's seat side door is not fully opened, it is in an open state if it is not closed.

  The inter-vehicle distance sensor 6 includes, for example, a millimeter wave sensor attached to the front grill of the vehicle, and detects the inter-vehicle distance between the preceding vehicle and the host vehicle. The inter-vehicle distance sensor 6 transmits an inter-vehicle distance signal related to the detected inter-vehicle distance to the stop holding ECU 1. The vehicle speed sensor 7 includes a wheel speed sensor attached to, for example, a vehicle wheel, and detects the vehicle speed of the vehicle. The vehicle speed sensor 7 transmits a vehicle speed signal related to the detected vehicle speed to the stop holding ECU 1.

  The ACC ECU 8 performs traveling control that follows the preceding vehicle based on the vehicle speed and vehicle acceleration of the host vehicle and the preceding vehicle, and the inter-vehicle distance between the host vehicle and the preceding vehicle. The ACC ECU 8 performs deceleration control when the host vehicle is decelerated. Further, when the stop holding control for holding the state of stopping the host vehicle is started, a stop holding control start signal is transmitted to the stop holding ECU 1. The conditions for starting the deceleration control or the stop holding control in the ACC ECU 8 are the conditions other than the stop request operation of the driver of the present invention. Note that the driver's stop request operation may include depressing the brake pedal or operating the hand brake lever.

  The hybrid ECU 9 controls an engine and a motor that apply driving force to the vehicle, and manages operating states of the engine and the motor. The hybrid ECU 9 transmits an engine stop signal to the stop holding ECU 1 when the vehicle is stopped and the engine is stopped.

  The stop holding ECU 1 includes a driver boarding determination unit 11, a driver getting-off intention determination unit 12, a stop holding control determination unit 14, a stop holding command unit 15, and an alarm control unit 16. Based on the accelerator pedal signal transmitted from the accelerator pedal sensor 2, the brake pedal signal transmitted from the brake pedal sensor 3, and the seat belt wearing signal transmitted from the seat belt sensor 4, the driver boarding determination unit 11 Get on board. The driver boarding determination unit 11 outputs the boarding information to the driver boarding state storage unit 13 when it is determined that the driver has boarded as a result of the boarding determination of the driver.

  Based on the seat belt separation signal transmitted from the seat belt sensor 4 and the door closing signal transmitted from the door switch sensor 5, the driver disappointment intention determination unit 12 determines the driver's intention to get off. Specifically, in the driver disappointment intention determination unit 12, the driver's intention to dismount when the seatbelt separation signal transmitted from the seatbelt sensor 4 is transmitted or when the door closing signal is transmitted from the door switch sensor 5. Judge that there is. When it is determined that the driver has an intention to get off as a result of the driver's intention to get off, the driver's getting-off intention determination unit 12 outputs the getting-off intention information to the driver boarding state storage unit 13 and the stop holding control determination unit 14. The driver getting-off intention determination unit 12 constitutes a getting-off intention detecting means of the present invention.

  The driver boarding state storage unit 13 stores a driver boarding flag relating to the boarding state of the driver. The driver boarding state storage unit 13 stores the driver boarding flag as ON or OFF based on the boarding information output from the driver boarding determination unit 11 and the boarding intention information output from the driver boarding intention determination unit 12. The driver boarding state storage unit 13 turns on the driver boarding flag when boarding judgment information indicating boarding is output from the driver boarding judgment unit 11 when the driver boarding flag is OFF. Further, when the driver getting-off intention information is output from the driver getting-off intention determining unit 12 when the driver getting-on flag is ON, the driver getting-on flag is turned OFF.

  The stop holding control determination unit 14 starts the stop holding control when a stop holding control start signal is transmitted from the ACC ECU 8. When the host vehicle is held in the stopped state by the stop holding control, the stop holding command information is output to the stop holding command unit 15. Further, when the getting-off intention information is output from the driver getting-off intention determination unit 12 while the stop holding control is being performed, the braking force reduction control is performed on condition that a predetermined condition is satisfied. The conditions here will be described later. The stop holding command unit 15 outputs braking force reduction information to the stop holding command unit 15 and outputs warning information to the alarm control unit 16 when performing braking force reduction control. Further, when an engine stop signal is transmitted from the hybrid ECU 9, the getting-off determination is performed.

  When the stop / hold command information is output from the stop / hold control determining unit 14, the stop / hold command unit 15 brakes a stop / hold signal that causes the brake actuator 21 to develop a braking force that can hold the vehicle in a stopped state. It transmits to the actuator 21. In addition, when the braking force reduction information is output from the stop holding control determination unit 14, a braking force reduction signal that gradually decreases the braking force expressed by the brake actuator 21 is transmitted to the brake actuator 21. The alarm control unit 16 transmits an alarm signal to the alarm device 22 when alarm information is output from the stop and hold control determination unit 14.

  Further, the stop and hold command unit 15 ends the braking force reduction control when detecting a driver operation while performing the braking force reduction control. The stop holding command unit 15 constitutes a driver operation detection unit of the present invention. The driver's operation is determined based on an accelerator pedal signal transmitted from the accelerator pedal sensor 2, a brake pedal signal transmitted from the brake pedal sensor 3, or an operation signal from a steering wheel or a shift lever.

  A brake actuator 21 and an alarm device 22 are connected to the stop holding ECU 1. The brake actuator 21 is an actuator that applies a braking force to the wheels of the vehicle. When the stop holding signal is transmitted from the stop holding command unit 15, the brake actuator 21 sets the braking force applied to the wheels to such a magnitude that the vehicle stops. In addition, when a braking force reduction signal is transmitted from the stop / hold command unit 15, the braking force applied to the wheels of the vehicle is gradually reduced. The alarm device 22 includes sound output means such as a speaker. In the alarm device 22, when an alarm signal is transmitted from the alarm control unit 16, warning information for suppressing getting off the vehicle is output from the sound output means to the driver.

  Next, a processing procedure in the stop holding control device M according to this embodiment will be described. FIG. 2 is a flowchart showing a processing procedure in the stop and hold control apparatus according to the present embodiment. As shown in FIG. 2, in the stop / hold control apparatus M according to the present embodiment, first, it is determined whether stop / hold control is being performed (S1). The determination as to whether or not stop holding control is being performed is made based on whether or not a stop holding control start signal has been transmitted from the ACC ECU 8. In the ACC ECU 8, when the braking amount exceeds a predetermined braking amount threshold value, a stop holding control start signal for starting the stop holding control is transmitted to the stop holding ECU 1. As a result, when the stop holding control is not performed, the determination in step S1 is repeated until the stop holding control is performed.

  Here, when the stop holding control start signal is transmitted from the ACC ECU 8 and the stop holding control is started, the stop holding control determination unit 14 determines whether or not the driver has an intention to get off (S2). Whether or not the driver has an intention to get off is determined by the driver getting-off intention determination unit 12. Here, when it is determined that the driver does not have an intention to get off, the process returns to step S1 to repeat the determination of whether or not the stop holding control is performed.

  On the other hand, when it is determined that the driver has an intention to get off the vehicle, the driver is about to get off the vehicle even though the stop holding control is performed. Here, in order to prevent the driver from getting off when the stop holding control is being performed, an alarm is given by the alarm device 22 (S3). By giving an alarm by the alarm device 22, the driver is prevented from getting off.

  Here, even if a warning is given, the driver may not understand the meaning of the warning and may further attempt to continue getting off. For this reason, after giving an alarm, the stop holding control is once ended and the brake hydraulic pressure is reduced (S4) to perform the braking force reduction control. By performing the braking force reduction control, the braking force applied to the vehicle is reduced, so that the vehicle starts to move slightly. When the vehicle starts to move, the driver stops getting off to stop the vehicle. For this reason, it is possible to prevent the driver from getting off from the vehicle stopped by the stop holding control.

  Further, in performing the braking force reduction control, the stop holding command unit 15 starts the braking force reduction control and then gradually lowers the brake hydraulic pressure to gradually reduce the braking force. For this reason, after the braking force reduction control is started, the vehicle gradually moves faster. When the vehicle starts to move, usually, the driver can immediately recognize that the vehicle has moved, so that the sudden movement of the vehicle can be suppressed.

  Thereafter, it is determined whether or not a driver operation has been performed (S5). Examples of the driver's operation here include depression of an accelerator pedal and a brake pedal, steering operation of a steering wheel, operation of a shift lever, and the like. As a result, when it is determined that the driver has operated, it is considered that the driver has an intention to drive and has no intention to get off. Therefore, the process is terminated as it is, and control according to the situation is started.

  When it is determined that there is no driver operation, it is determined whether or not the vehicle is moving backward (S6). This determination is made based on the inter-vehicle distance signal transmitted from the inter-vehicle distance sensor 6 and the vehicle speed signal transmitted from the vehicle speed sensor 7. When the inter-vehicle distance with the preceding vehicle calculated based on the inter-vehicle distance signal becomes shorter and it is determined that the vehicle has started traveling based on the vehicle speed signal, it is determined that the vehicle is moving backward.

  As a result, when it is determined that the vehicle is moving backward, there is a possibility of contact with the following vehicle. In this case, stop holding control is performed (S8), the vehicle is held in a stopped state, and the process is terminated. When the preceding vehicle cannot be detected by the inter-vehicle distance sensor 6, it cannot be determined whether the vehicle is moving forward or backward. Accordingly, in this case as well, as in the case where it is determined that the vehicle is moving backward, stop holding control is performed (S8), the vehicle is held in a stopped state, and the process is terminated.

  On the other hand, if it is determined that the vehicle is not moving backward, it is determined whether or not the preceding vehicle is approaching (S7). This determination is made based on whether the inter-vehicle distance calculated from the inter-vehicle distance signal transmitted from the inter-vehicle distance sensor 6 is below a predetermined threshold value. As a result, if the inter-vehicle distance falls below a predetermined threshold and it is determined that the preceding vehicle is approaching, there is a possibility that the preceding vehicle will come into contact. In this case, stop holding control is performed (S8), the vehicle is held in a stopped state, and the process is terminated. If it is determined that the inter-vehicle distance is equal to or greater than the predetermined threshold value and the preceding vehicle is not approaching, the process returns to step S5 to determine whether or not a driver operation has been performed.

  As described above, in the stop and hold control device M according to the present embodiment, when the stop and hold control is performed, the driver's intention to get off is detected by removing the seat belt on the driver's seat side or opening the door. In this case, the braking force reduction control is started. When the braking force reduction control is started, the braking force is reduced and the vehicle starts to move, so that the driver can recognize that the vehicle is not parked. Therefore, it is possible to prevent the driver from getting off from the vehicle stopped by the stop holding control.

  Further, when the braking force reduction control is performed, the braking force is gradually reduced. For this reason, sudden movement of the vehicle can be prevented. Further, when a driver operation is performed, the braking force reduction control is terminated and the process proceeds to stop holding control. For this reason, when the driver recognizes that the vehicle is not parked, it is possible to shift to the stop holding control.

  Moreover, when performing stop holding | maintenance control, it can also be set as the aspect which refers a driver's boarding state. Hereinafter, the processing procedure at this time will be described as another processing procedure. FIG. 3 is a flowchart showing another processing procedure in the stop holding control apparatus.

  As shown in FIG. 3, in the stop and hold control device according to the present embodiment, first, it is determined whether or not there is a request for getting off (S11). This determination is made based on whether or not an engine stop signal is transmitted from the hybrid ECU 9. As a result, when it is determined that the engine stop signal is not transmitted from the hybrid ECU 9 and there is no request for getting off the vehicle, the process returns to step S11 to repeat the determination of whether there is a request for getting off the vehicle.

  On the other hand, when it is determined that the getting-off determination request has been made by transmitting the engine stop signal, it is determined whether or not the driver boarding flag stored in the driver boarding state storage unit 13 is ON (S12). As a result, when it is determined that the driver boarding flag is not ON, the process is terminated without performing the getting-off determination.

  If it is determined that the driver boarding flag is ON, it is determined whether or not the driver has an intention to get off (S13). This determination is performed in the same manner as step S2 shown in FIG. Here, when it is determined that the driver does not have an intention to get off, the process is terminated as it is without making a get-off determination.

  On the other hand, if it is determined that the driver has an intention to get off, the driver boarding flag is turned OFF (S14). After that, measures for getting off the vehicle are implemented (S15). As measures for getting off the vehicle, the processes from Step S1 and Steps S3 to S9 except Step S2 in the flow shown in FIG. 2 are performed.

  Thereafter, it is determined whether or not the driver is on board (S15). The determination as to whether the driver is on board is made based on the boarding signal output from the driver boarding determination unit 11. The driver boarding determination unit 11 outputs a boarding signal indicating that the driver has boarded when the accelerator pedal, the brake pedal, the steering, or the shift lever is operated, or when the seat belt is worn.

  If it is determined that the driver is on board, the driver boarding flag is set to ON (S16), and the process ends. On the other hand, if it is determined that the driver is not in the vehicle, the process returns to step S14 to continue the measures for getting off the vehicle.

  As described above, in the stop holding control device according to the present embodiment, when taking the measures for getting off, the driver's boarding state with respect to the vehicle is detected, and when the driver is in the boarding state, the driver's intention to get off is detected. ing. For this reason, accurate getting-off determination and braking force low rotation control can be performed. Therefore, it is possible to more accurately perform the getting-off determination and the braking force lowering control by detecting the driver's intention to get off.

  The preferred embodiment of the present invention has been described above, but the present invention is not limited to the above embodiment. For example, in the above-described embodiment, the braking control by ACC is taken as an example of the condition other than the driver stop request operation, but other control for applying the braking force to the vehicle according to the condition other than the driver stop request operation, etc. It can also be. Moreover, although the hybrid vehicle is targeted in the above-described embodiment, it is also possible to target a vehicle using only an engine other than the hybrid vehicle as a drive source, an electric vehicle using only a motor as a drive source, and the like.

  DESCRIPTION OF SYMBOLS 1 ... Stop holding ECU, 2 ... Accel pedal sensor, 3 ... Brake pedal sensor, 4 ... Seat belt sensor, 5 ... Door switch sensor, 6 ... Inter-vehicle distance sensor, 7 ... Vehicle speed sensor, 8 ... ACC ECU, 9 ... Hybrid ECU, DESCRIPTION OF SYMBOLS 11 ... Driver boarding determination part, 12 ... Driver getting-off intention determination part, 14 ... Stop hold control judgment part, 15 ... Stop hold command part, 16 ... Alarm control part, 21 ... Brake actuator, 22 ... Alarm device, M ... Stop hold Control device.

Claims (5)

A vehicle stop and hold control device capable of braking control for applying braking force to the vehicle and stop and hold control for holding the vehicle in a stopped state according to conditions other than the driver's stop request operation,
Provided with a means of detecting the intention to get off the driver,
A vehicle stop and hold control device that performs a braking force reduction control to reduce a braking force applied to the vehicle when the driver's intention to get off is detected during the stop and hold control.   The vehicle stop and hold control device according to claim 1, wherein the braking force is gradually reduced when the braking force applied to the vehicle is reduced. Driver operation detection means for detecting driver operation by the driver is provided,
3. The vehicle stop and hold control device according to claim 1, wherein the braking force reduction control is terminated when the driver operation is detected during the braking force reduction control. 4.   The vehicle stop and hold control device according to any one of claims 1 to 3, wherein the stop and hold control is started when a braking amount by the brake control exceeds a predetermined value. Riding state detection means for detecting the riding state of the driver,
The vehicle stop and hold control device according to any one of claims 1 to 4, wherein when the driver is in a boarding state, the get-off intention detection unit detects the driver's intention to get off.

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