JP2012107602A - Driving control device for vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a technique for preventing sudden acceleration of a vehicle generated when an accelerator pedal is erroneously stepped according to a driving condition such as when the vehicle is located in a parking lot or while the vehicle travels on a highway road.SOLUTION: A body ECU 2 mounted on the vehicle 1 determines a present driving state of the vehicle 1 based on information notified from a position detection part 3 and a driving operation detection part 5. The body EUC 2 controls a throttle motor 4 according to a driving state to prevent sudden acceleration when it is detected that the accelerator pedal is rapidly stepped based on information notified from an accelerator pedal position sensor 51.

Description

  The present invention relates to a vehicle operation control device. In particular, the present invention relates to a technique for preventing sudden acceleration of a vehicle that occurs when an accelerator pedal is depressed by mistake.

  In a vehicle with an automatic transmission specification, an erroneous operation may occur in which the driver depresses the accelerator pedal accidentally as a brake pedal and accelerates the vehicle unexpectedly. A mechanism for preventing such an erroneous operation has been proposed.

  For example, taking into account the elapsed time since releasing the brake pedal depressing operation or changing the shift position from neutral to drive or reverse, it is determined whether the accelerator pedal depressing operation is an incorrect operation. A technique for controlling the driving of a vehicle is disclosed (Patent Document 1). Further, there is disclosed a technique for controlling the driving of the vehicle when the accelerator pedal is depressed while the shift position is reverse and the accelerator pedal and the brake pedal are not depressed for a predetermined time or more ( Patent Document 2).

JP-A-6-299880 Japanese Patent No. 4172185

  However, the above technique merely determines whether or not the accelerator pedal depressing operation is an erroneous operation according to the time elapsed from the release of the accelerator pedal or brake pedal depressing operation or the shift position changing operation. The driving situation of the vehicle is not considered at all. For this reason, depending on the driving situation of the vehicle, there is a problem that it is dangerous to limit the acceleration by determining that the depression operation of the accelerator pedal is an erroneous operation.

  For example, even when the vehicle is parked at a highway service area or parking area parking lot, or at a highway junction, the vehicle operation control device prevents acceleration of the vehicle for a certain period of time. In this case, even if acceleration is required on the expressway within a certain time during which acceleration is prevented, it is dangerous because acceleration is forcibly limited when the accelerator pedal is depressed.

  Further, for example, it is assumed that the driver of the vehicle switches the position of the shift lever to neutral or parking while waiting for a signal, turns off the IG (abbreviation of ignition) power, and stops the engine. The IG power source is a power source that is turned on when the vehicle engine is started. Even in the case of so-called eco-driving in which the signal turns blue and the driver tries to start the vehicle, acceleration is limited, and the operation of the vehicle may be contrary to the driver's will.

  In view of such circumstances, the present invention determines whether or not the accelerator pedal can be depressed by considering the driving situation, and when it is determined that acceleration is necessary, the accelerator pedal is normally depressed. When it is determined that the acceleration is dangerous and the accelerator pedal is determined to be dangerous, it is intended to provide a vehicle operation control device that prevents the accelerator pedal from being regarded as an erroneous operation.

  A vehicle driving control device mounted on a vehicle, the position detecting unit for detecting the position of the vehicle, the driving operation detecting unit for detecting the driving operation state of the vehicle, and the detection result or position detecting unit by the driving operation detecting unit Based on the detection result, the parking state determination means for determining whether or not the vehicle is in a parking state, and when the parking state determination means determines that the vehicle is in the parking state, A power engine restricting means for restricting the operation of the power engine of the vehicle when it is detected that the accelerator pedal provided in the vehicle is depressed at a certain depressing speed or a depressing acceleration of a certain amount or more. And

  Based on the position of the vehicle detected by the position detector and the operation of the driver detected by the driving operation detector, the parking state determination means determines whether or not the vehicle is in a parking state. By monitoring the accelerator pedal and limiting the operation of the power engine only when the vehicle is in the parking state, it is possible to prevent sudden acceleration according to the driving situation.

  Further, the parking state determination means according to the present invention is in the parking state when the driving operation detection unit detects that the shift position of the automatic transmission included in the vehicle continues in a reverse time for a predetermined time or more. You may judge.

  There are cases where the driver puts the shift position in reverse, moves the vehicle backward, and parks. Therefore, it is determined that the vehicle is in the parking state when the shift position is reverse for a certain time or more. Also, it is determined that the vehicle is in the parking state only when the shift position is in reverse for a certain period of time or longer. Do not judge. This makes it possible to prevent sudden acceleration according to the driving situation.

  Moreover, the parking state determination means which concerns on this invention may determine that it is a parking state, when acquiring the positional information that a vehicle exists in a parking lot by a position detection part.

  When the vehicle is located in the parking lot, it can be determined that the driver is about to park the vehicle. Therefore, in such a case, it can be determined that the vehicle is parked.

  Further, the parking state determination means according to the present invention, when acquiring position information that the vehicle exists on the highway by the position detection unit, the parking state regardless of the presence or absence of the position information that the vehicle exists in the parking lot You may decide not.

  It is determined whether or not the vehicle is on the highway, and if the vehicle is on the highway, the parking state determination means determines that the vehicle is not in the parking state. As a result, when the vehicle is on a highway, the operation of the sudden acceleration prevention function is suppressed and safe driving is enabled.

  In addition, the vehicle operation control device according to the present invention determines the parking state when the accelerator pedal is depressed or when the brake pedal is depressed and the vehicle moving speed continues for a certain time or more. The means may determine that the vehicle is not parked.

  When the parked vehicle is started, the vehicle leaves the parking area after a certain period of time. In such a case, it is determined that the vehicle is not parked.

  In the vehicle operation control device according to the present invention, when the driving operation detection unit detects that the accelerator pedal is not depressed, the limitation of the operation of the power engine by the power engine limiting unit may be released. .

  After it is detected that the accelerator pedal is not depressed, it is possible to prevent the limitation of acceleration contrary to the intention of the driver by canceling the limitation of the operation of the power engine.

  Moreover, you may provide the alerting | reporting part which alert | reports to the driver | operator of the vehicle that the vehicle is in a parking state and that the power engine limiting means is operating.

  The driver is notified that the vehicle is parked and that the power engine restricting means is operating, and the driver is notified that the sudden stop of the vehicle by the power engine restricting means is not due to a vehicle failure.

  Further, the vehicle operation control device according to the present invention may be able to switch between valid and invalid of the power engine limiting means.

  By enabling the power engine limiting means to be switched between valid and invalid, the deterioration of drivability is prevented.

  According to the vehicle operation control device of the present invention, when it is determined that acceleration is necessary according to the driving situation, normal acceleration is performed by depressing the accelerator pedal, and it is determined that acceleration is dangerous. In such a case, it is possible to prevent acceleration by depressing the accelerator pedal as an erroneous operation.

Device configuration diagram of the embodiment State transition diagram related to operation of the embodiment

  Hereinafter, embodiments will be described with reference to the accompanying drawings. FIG. 1 shows an apparatus configuration diagram provided in the embodiment. The vehicle 1 includes a body ECU (abbreviation of Electronic Control Unit) 2, a position detection unit 3, a throttle motor 4, a driving operation detection unit 5, and a notification unit 6. The position detection unit 3 includes a car navigation (abbreviation for car navigation system) 31 and an ETC (abbreviation for Electronic Toll Collection) terminal 32. The driving operation detection unit 5 includes an accelerator pedal position sensor 51, a brake pedal position sensor 52, a shift position sensor 53, an IG (abbreviation of ignition) power supply 54, and a vehicle speed sensor 55. The notification unit 6 includes an indicator 61 and an alarm device 62.

  The body ECU 2 is a device that controls the vehicle 1 and is an example of a vehicle operation control device. The body ECU 2 is connected to the position detection unit 3, the throttle motor 4, the driving operation detection unit 5, and the notification unit 6 through a standard wired network or wireless network such as CAN or LIN. The body ECU 2 detects the position and operation state of the vehicle 1 from the position detection unit 3 and the driving operation detection unit 5. The body ECU 2 controls the throttle valve provided in the vehicle 1 by controlling the throttle motor 4 and controls the amount of air supplied to the combustion chamber of the engine. Thereby, the body ECU 2 controls the output of the engine provided in the vehicle 1. Further, the body ECU 2 notifies the driver of the operation of the body ECU 2 by controlling the notification unit 6.

  The car navigation system 31 detects the current position state of the vehicle 1 using a global positioning system, and displays a map of the surroundings to the driver of the vehicle 1 based on the detected position information. Device. The car navigation system 31 acquires and holds position information regarding whether or not the vehicle 1 is on a parking lot or an expressway. The body ECU 2 acquires position information from the car navigation 31 as necessary.

  The ETC terminal 32 is a terminal used to use an electronic toll collection (Electronic Toll Collection) system. The electronic toll collection system is a system for paying a fee without stopping at a toll booth when using a toll road. When using the electronic fee collection system, a device installed at a toll booth and an ETC terminal 32 mounted on the vehicle 1 exchange information by communication, and a fee is automatically paid. The ETC terminal 32 acquires and holds position information regarding whether or not the vehicle 1 is traveling on an expressway. The body ECU 2 acquires position information from the ETC terminal 32 as necessary.

  The accelerator pedal position sensor 51 detects the position of the accelerator pedal and notifies the body ECU 2 of the detection result. The brake pedal position sensor 52 detects the position of the brake pedal and notifies the body ECU 2 of the detection result. Shift position sensor 53 detects the position of the shift lever and notifies detection result to body ECU 2. The IG power source 54 is connected to the body ECU 2, and the body ECU 2 detects whether or not power is currently supplied from the IG power source.

  The indicator 61 and the alarm device 62 notify the operating state of the body ECU 2 to the driver of the vehicle 1 by visual and auditory means according to the control of the body ECU 2.

  FIG. 2 shows a state transition diagram regarding the operation of this embodiment. When the vehicle 1 is located on the highway, when the parking operation is not being performed, or when the IG power is off and is not in a rest state (S7) described later, the body ECU 2 is in a normal state (S1). In the normal state (S1), when the body ECU 2 determines that the vehicle 1 is in the parking operation and is not on the highway (arrow A1), the process proceeds to the first parking state (S3). Here, it is detected by the shift position sensor 53 that the shift position has continued to reverse for one second or more, or based on the position information notified by the car navigation system 31, it is detected that the vehicle 1 is currently on the parking lot. If this happens, the body ECU 2 determines that the vehicle 1 is in the parking operation. Further, based on the position information acquired and held by the car navigation 31 or the position information acquired and held by the ETC terminal 32, the body ECU 2 receives the notification of the position information and the vehicle 1 is on the highway. Judge that there is.

  The first parking state (S3) is a state in which it is determined that the driver is about to park the vehicle 1 in the parking lot.

  In the first parking state (S3), when the first parking state (S3) continues for a certain time or longer (arrow A3), the state shifts to the normal state (S1). Here, the certain time required to shift to the normal state (S1) is the time from when the vehicle 1 enters the parking lot until the parking is completed, or the parking lot when the parked vehicle 1 starts moving. Set assuming the time to leave. Further, when it is determined that the vehicle 1 is not on the parking lot based on the position information acquired and held from the car navigation 31 (arrow A3), the state shifts from the first parking state (S3) to the normal state (S1). . Alternatively, when it is determined that the vehicle 1 is on the highway based on the position information acquired and held by the car navigation 31 or the ETC terminal 32 (arrow A3), the normal state (S1) from the first parking state (S3) The state transitions to.

  In the first parking state (S3), the body ECU 2 monitors the accelerator pedal position sensor 51, the brake pedal position sensor 52, and the vehicle speed sensor 55. When it is determined that a certain time has elapsed with the accelerator pedal and the brake pedal not being depressed (arrow A5), the state shifts from the first parking state (S3) to the second parking state (S5). When it is determined that the vehicle speed is approximately 0 m / s and the vehicle 1 is stopped when the brake pedal is depressed (arrow A5), the first parking state (S3) to the second parking state (S5). ) State.

  In the second parking state (S5), the vehicle 1 is about to be parked in the parking lot, and the vehicle 1 is moved after the driver's foot is separated from the accelerator pedal and the brake pedal or the brake pedal is depressed. It is in a stopped state. The second parking state (S5) is a state in which the driver is easily misoperated. This is because if the driver's feet are separated from the accelerator pedal or brake pedal for a certain period of time and the brake must be applied with the judgment of the heel, the driver does not visually check the brake pedal. You have to step in. Therefore, the driver may depress the accelerator pedal by mistake in the pedal position. Further, when the vehicle 1 is stopped after the brake pedal is depressed, there is a possibility that an erroneous operation of depressing the accelerator pedal may occur. In the second parking state (S5), the body ECU 2 controls the indicator 61 provided in the notification unit 6 to notify the driver that the vehicle is in the second parking state. It is intended to notify the driver that the driver is warned that acceleration is limited even if the accelerator pedal is depressed suddenly.

  In the second parking state (S5), the body ECU 2 monitors the accelerator pedal position sensor 51, the brake pedal position sensor 52, and the vehicle speed sensor 55. In the second parking state (S5), when it is determined that a certain time has passed without the accelerator pedal and the brake pedal being depressed, or when the brake pedal is depressed, the vehicle speed is approximately 0 m / sec. When it is determined that the vehicle 1 is stopped (arrow A13), the second parking state (S5) is continued.

  In the second parking state (S5), the accelerator pedal position sensor 51 detects the movement of the accelerator pedal and notifies the body ECU 2. Here, the body ECU 2 detects the depression speed of the accelerator pedal from the information notified from the accelerator pedal position sensor 51. If the detected stepping speed is equal to or greater than a certain amount, the body ECU 2 determines that the accelerator pedal has been depressed suddenly (arrow A15), and the state shifts to the intake cut state (S9). Further, the body ECU 2 may detect acceleration of depression of the accelerator pedal instead of the depression speed of the accelerator pedal. In this case, when the detected depression acceleration is equal to or greater than a certain amount, the body ECU 2 determines that the accelerator pedal has been depressed suddenly.

  In the intake cut state (S9), the body ECU 2 determines that the accelerator pedal has been depressed by mistake. The body ECU 2 controls the throttle motor 4 to forcibly close the throttle valve provided in the vehicle 1 and cut the intake air into the combustion chamber of the engine provided in the vehicle 1. With the above control, the engine included in the vehicle 1 is forcibly stopped by the body ECU 2. In addition, the body ECU 2 controls the indicator 61 and the alarm device 62 included in the notification unit 6 to notify the driver of the vehicle 1 that the intake air is cut. The purpose of this is to notify the driver that the engine has stopped due to the function of preventing an erroneous operation of depressing the accelerator pedal and is not dependent on a failure.

  In the intake cut state (S9), when it is determined that the accelerator pedal is not stepped on by the driver based on information notified from the accelerator pedal position sensor 51 to the body ECU 2 (arrow A17), the second parking state (S5) ) State.

  In the second parking state (S5), when the IG power supply 54 is turned off (arrow A9), the state of the body ECU 2 transitions to the resting state (S7). When the IG power supply 54 is turned on in the rest state (S7) (arrow A10), the state of the body ECU 2 transitions to the second parking state (S5). Here, the resting state (S7) is a state in which the vehicle 1 is parked in the parking lot and the IG power source is turned off.

  In the second parking state (S5), the body ECU 2 monitors the car navigation 31 and the ETC terminal 32. In the second parking state (S5), when the accelerator pedal is depressed or when the vehicle speed is not 0 m / second and a certain time has elapsed (arrow A7), the state shifts to the normal state (S1). Here, the fixed time required to shift to the normal state (S1) is the time from when the vehicle 1 enters the parking lot until the parking is completed, or during parking, as in the first parking state (S3). It is set assuming the time from the start of movement of the vehicle 1 until it leaves the parking lot. In this case, the reason for shifting from the second parking state (S5) to the normal state (S1) is that it is determined that the vehicle 1 has already moved from the parking lot and has shifted to the normal traveling state.

  When it is determined that the parking operation is not being performed based on the position information notified from the car navigation 31 and the information notified by the driving operation detection unit 3, the state is changed from the second parking state (S5) to the normal state (S1). Will migrate. In addition, when it is determined that the vehicle is on a highway based on position information notified from the car navigation 31 or the ETC terminal 32 (arrow A7), the state shifts from the second parking state (S5) to the normal state (S1). Here, the reason for shifting to the normal state when the vehicle is on a highway is to avoid danger on the highway. On the highway, acceleration is performed for the accelerator pedal depression operation. This is because on the expressway, it is necessary to prevent the function of preventing erroneous operation of the accelerator pedal from being operated in order to avoid danger.

  Next, based on the state transition diagram of FIG. 2, the operation of the body ECU 2 when the vehicle 1 is parked in a parking lot other than the highway, the operation of the body ECU 2 on the highway, and the operation of the body ECU 2 during eco-driving Will be explained.

  When the vehicle 1 is parked in a parking lot other than the parking lot on the expressway such as a service area or a parking area, the body ECU 2 determines that the vehicle 1 is currently located in the parking lot from the position information notified by the car navigation system 31 and performs the parking operation. It can be determined that it is in the middle. In addition, when the shift position is reversed by a shift position sensor 53 provided in the driving operation detection unit 5 for a predetermined time, for example, 1 second or more, it can be determined that the vehicle 1 is in a parking operation. Further, it can be determined that the vehicle 1 is not located on the expressway based on the position information notified from the car navigation 31 or the ETC terminal 32 provided in the position detection unit 3. Based on the above determination, the state of the body ECU 2 shifts from the normal state (S1) to the first parking state (S3).

  On the highway, the body ECU 2 is in a normal state (S1) because it can be determined that the vehicle 1 is located on the highway based on position information notified from the car navigation 31 or the ETC terminal 32 provided in the position detection unit 3. To maintain.

  Further, when the vehicle 1 is temporarily stopped during eco-driving, since the shift position is neutral or parking, the information notified from the shift position sensor 53 to the body ECU 2 indicates that the parking operation is being performed. Is not judged. Further, the position information notified by the car navigation 31 does not determine that the vehicle is in the parking operation because the vehicle is not located on the parking lot. Therefore, the body ECU 2 maintains the normal state (S1).

  It should be noted that the sudden acceleration prevention function by the body ECU 2 shown in the present embodiment can be arbitrarily turned on / off according to the operation of the driver or the like. As a result, it is possible to prevent deterioration of drivability.

  In the following, the operational effects of the present embodiment will be described. The body ECU 2 according to the present embodiment determines the driving state of the vehicle 1 from information obtained from the position detection unit 3 and the driving operation detection unit 5. And it shifts to the 1st parking state (S3) only when it is judged that the vehicle 1 is not located on the highway and the driver is trying to park the vehicle. Thereby, when the vehicle 1 exists on the highway or when the eco-driving is performed, the transition to the intake cut state (S9) is prevented. With the above operation, it is possible to prevent sudden acceleration according to the driving situation.

  Further, in the second parking state (S5) and the intake cut state (S9), the body ECU 2 controls the notification unit 6 to indicate that the driver is currently in the second parking state (S5) or the intake cut state (S9). To notify. As a result, in the second parking state (S5), the driver is notified that the driver is warned that the acceleration is limited even if the accelerator pedal is depressed suddenly. Further, in the intake cut state (S9), it is notified that the engine has stopped due to the function of preventing an erroneous operation of depressing the accelerator pedal and is not due to a failure.

  The transition from the intake cut state (S9) to the second parking state (S5) is made after releasing the accelerator pedal. Thereby, after recognizing that the driver has accidentally depressed the accelerator pedal instead of the brake pedal, the operation of the engine of the vehicle 1 can be resumed.

  In addition, the transition from the second parking state (S5) to the normal state (S1) is a certain time or more in a state where the accelerator pedal is depressed or the brake pedal is depressed and the vehicle speed is not 0 m / second. After it has passed. Thereby, after starting from a parking lot, it becomes possible to return to a normal state (S1) appropriately.

  The body ECU 2 is an example of a vehicle operation control device. The throttle motor 4 is an example of a power engine limiting unit. The engine is an example of a power engine. The first parking state and the second parking state are examples of the parking state. Moreover, the state transition diagram shown in FIG. 2 is an example of the operation of the parking state determination means provided in the vehicle driving control device.

  In addition, this invention is not limited to the said Example, Of course, various improvement and deformation | transformation are possible within the range which does not deviate from the summary of this invention. Naturally, even if the vehicle 1 is an electric vehicle or a hybrid vehicle having an electric motor instead of the engine, an operation equivalent to that of the present embodiment is possible.

1 Vehicle 2 Body ECU
3 Position detection unit 4 Throttle motor 5 Driving operation detection unit 6 Notification unit 31 Car navigation system 32 ETC terminal 51 Accelerator pedal position sensor 52 Brake pedal position sensor 53 Shift position sensor 54 IG power supply 55 Vehicle speed sensor 61 Indicator 62 Alarm

Claims (8)

A vehicle driving control device mounted on a vehicle,
A position detector for detecting the position of the vehicle;
A driving operation detection unit for detecting a driving operation state of the vehicle;
Based on the detection result by the driving operation detection unit or the detection result by the position detection unit, a parking state determination unit that determines whether or not the vehicle is in a parking state that is about to be parked,
When the parking state determining means determines that the vehicle is in the parking state, the driving operation detection unit may have depressed the accelerator pedal of the vehicle with a stepping speed of a certain amount or more or a stepping acceleration of a certain amount or more. If detected, power engine limiting means for limiting the operation of the power engine of the vehicle;
A vehicle driving control device comprising: The parking state determination means determines that the vehicle is in the parking state when the driving operation detection unit detects that the shift position of the automatic transmission included in the vehicle continues in reverse for a predetermined time or longer. The vehicle operation control device according to claim 1. The vehicle according to claim 1, wherein the parking state determination unit determines that the vehicle is in the parking state when the position detection unit acquires position information indicating that the vehicle is present in a parking lot. Operation control device. When the position detection unit acquires position information that the vehicle exists on an expressway, the parking state determination unit is not in the parking state regardless of the presence or absence of position information that the vehicle exists in a parking lot. The vehicle operation control device according to claim 3, wherein the vehicle operation control device is determined. The parking state determination means is a state where the accelerator pedal is depressed or a brake pedal is depressed by the driving operation detection unit, and the vehicle moving speed is equal to or higher than a predetermined speed, The vehicle driving control device according to any one of claims 1 to 4, wherein it is determined that the vehicle is not parked. 6. The operation restriction of the power engine by the power engine restriction means is canceled when the driving operation detection unit detects that the accelerator pedal is not depressed. The vehicle operation control device according to claim 1. The vehicle driving control according to any one of claims 1 to 6, further comprising a notification unit that notifies a driver of the vehicle that the vehicle is in a parked state and that the power engine limiting means is operating. apparatus. The vehicle operation control device according to claim 1, wherein the power engine restriction means can be switched between valid and invalid.

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