JP2016164448A - Slip-down warning device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a slip-down warning device which can warn the slip-down of a vehicle at a proper period.SOLUTION: In the case that a gradient of a road face on which a vehicle exists is in a direction corresponding to a shift position, that is, the shift position is a D-position, when a gradient is an uphill gradient which is not smaller than a prescribed value S(%) in a forward direction of the vehicle, the slip-down of the vehicle is warned until a vehicle speed after a start of the reverse traveling of the vehicle goes below a prescribed value V(km/h) being a vehicle speed at which an engine stall occurs.SELECTED DRAWING: Figure 5

Description

  The present invention relates to a device that warns of a vehicle slipping on a slope.

  In a vehicle using an engine as a drive source, the output of the engine is transmitted to drive wheels via a transmission such as an automatic transmission (AT) or a continuously variable transmission (CVT).

  For example, on an uphill road that has an upward slope in the forward direction of the vehicle, if the vehicle continues to coast without the accelerator and brake operations being performed while the shift position of the transmission is in the forward position, the vehicle speed is increased. After falling to 0 km / h, the vehicle starts to move backward. In addition, on an uphill road with a steep slope, when the shift position of the transmission is set to the forward position and the vehicle is started, the vehicle moves backward from the release of the brake operation until the accelerator operation is performed. There is.

  2. Description of the Related Art Conventionally, a device that warns of a reverse of a vehicle has been proposed (for example, see Patent Document 1). In this conventional apparatus, an alarm is issued when the reverse of the vehicle in the neutral state of the transmission is detected. However, in a state where the shift position of the transmission is the forward position, no alarm is issued even if the vehicle moves backward.

  Further, in the conventional apparatus, the alarm is continuously issued while the vehicle is moving backward. Therefore, from the content of the proposal, when considering warning of vehicle reverse, that is, so-called slip-down when the shift position of the transmission is the forward position, the warning period is at least what period. It is unknown whether it is preferable.

JP 11-59268 A

  An object of the present invention is to provide a falling warning device that can warn a vehicle falling in an appropriate period.

  In order to achieve the above-mentioned object, a falling warning device according to the present invention is a falling warning device used in a vehicle equipped with an engine and a transmission for shifting the output of the engine and transmitting it to drive wheels. A gradient determination unit that acquires a shift position of the transmission and a gradient of a road surface on which the vehicle is located, and that determines whether the gradient is an upward gradient of a predetermined value or more in a direction corresponding to the shift position; When it is determined that the road slope is an upward slope of a predetermined level or more, a warning is given for a predetermined period at least after the vehicle starts to travel in the direction opposite to the direction corresponding to the shift position until the engine stall occurs. And warning means for outputting.

  According to this configuration, the shift position of the transmission is acquired. Further, the gradient of the road surface where the vehicle is located is acquired. The slope of the road surface is greater than or equal to a predetermined direction in the direction corresponding to the shift position (the forward direction of the vehicle when the shift position is the forward position; the reverse direction of the vehicle when the shift position is the reverse position). In the case of an uphill slope, a warning is output at least for a predetermined period from when the vehicle starts to travel in the direction opposite to the direction corresponding to the shift position until engine stall occurs.

  In a vehicle that uses an engine as a drive source, if the vehicle travels in the opposite direction to the shift position, that is, continues to slide down, an excessive load is applied to the engine due to the torque transmitted from the drive wheels to the engine, causing engine stall. Occur. By outputting a warning during a predetermined period from when the vehicle starts to slide down to when engine stall occurs, it is possible to prompt the driver to perform an accelerator operation or a brake operation for suppressing the sliding down. As a result, the driver's accelerator operation or brake operation can be performed, so that the vehicle can be prevented from sliding down, and the occurrence of engine stall due to continued sliding down can be suppressed.

  The vehicle holds the brake force applied to the vehicle until the vehicle speed increases to a predetermined release speed or a predetermined release delay time elapses after the brake operation is released in a stopped state. Means may be provided.

  In this case, when the brake force is being held by the hill hold means and neither the accelerator operation nor the brake operation is performed at a predetermined timing before the release delay time has elapsed since the start of the holding of the brake force, A warning output may be started. Thus, before the vehicle slips down, it is possible to warn of a concern that the vehicle will slip down, and to prompt the driver to perform an accelerator operation or a brake operation. As a result, the accelerator operation or the brake operation is performed by the driver, so that the vehicle can be prevented from sliding down, and the engine stall caused by the sliding down can be further suppressed.

  It should be noted that the warning about the vehicle falling includes, in a broad sense, a warning about the possibility of the vehicle falling.

  According to the present invention, it is possible to warn the vehicle to fall down in an appropriate period, and the warning can prompt the driver to perform an accelerator operation or a brake operation for suppressing the slipping down. As a result, the driver's accelerator operation or brake operation can be performed, so that the vehicle can be prevented from sliding down, and the occurrence of engine stall due to continued sliding down can be suppressed.

It is a block diagram which shows the structure of the falling warning apparatus which concerns on one Embodiment of this invention. It is a flowchart which shows the flow of the warning necessity determination process for determining the necessity of the warning of the vehicle falling down and the concern of the occurrence. It is a timing chart for demonstrating the warning necessity determination process, and shows each state in case an anxiety of generation | occurrence | production of the vehicle sliding down is warned. It is a timing chart for demonstrating the warning necessity determination process, and shows each state in case the vehicle slips down. It is a figure which shows notionally the period when the vehicle sliding down is warned.

  Hereinafter, embodiments of the present invention will be described in detail with reference to the accompanying drawings.

<Configuration of the falling warning device>

  FIG. 1 is a block diagram showing a configuration of a falling warning device 1 according to an embodiment of the present invention.

  The slip-down warning device 1 is used in a vehicle equipped with a transmission for shifting the engine and the output of the engine and transmitting it to drive wheels, and is a device that warns of a vehicle slip-down on a hill road and the concern about the occurrence thereof. . As the transmission, for example, AT (Automatic Transmission), CVT (Continuously Variable Transmission), DCT (Dual Clutch Transmission), etc. according to the running state of the vehicle Examples are those in which the gear ratio is automatically changed (shifted).

  The sliding down warning device 1 includes a control unit 2 and an alarm device 3.

  The control unit 2 includes a CPU, a ROM, a RAM, and the like, and various kinds of instruments arranged in one of a plurality of ECUs (Electronic Control Units) mounted on the vehicle, for example, a meter unit. It is built in the meter ECU for controlling the lamps and warning lamps. The plurality of ECUs are connected so as to be capable of bidirectional communication using a CAN (Controller Area Network) communication protocol.

  Various types of information necessary for determining whether or not the warning of sliding down is necessary is input to the control unit 2. Various types of information include information on the slope of the road surface where the vehicle is located, the shift position (shift range) of the transmission, vehicle speed, accelerator opening, brake operation on / off, parking brake on / off, and hill hold control function. (Hill hold information) is included. These pieces of information are obtained by inputting a detection signal of a sensor disposed in the vehicle to the control unit 2 and acquiring the detection signal from the detection signal, or incorporating the control unit 2 into the detection signal of the sensor. It is also possible to input to the control unit 2 information that is input to an ECU other than the ECU and that is acquired from the detection signal by the ECU.

  The gradient (%) of the road surface can be obtained from, for example, a detection signal of the G sensor. The G sensor is a sensor that outputs a signal corresponding to the acceleration of the vehicle as a detection signal. When the vehicle is stopped, the gravitational acceleration can be calculated from the detection signal of the G sensor, and the gradient can be calculated from the gravitational acceleration. In a state where the vehicle is running, the acceleration is calculated from the detection signal of the G sensor, the acceleration is calculated by the differential calculation of the vehicle speed, and the difference between the acceleration calculated from the detection signal of the G sensor and the differential value of the vehicle speed ( The gradient can be calculated from the acceleration component (according to the gradient of the road surface).

  The shift position can be obtained from a detection signal of the shift position sensor, for example. The shift position sensor outputs a signal corresponding to the position of the shift lever (select lever) as a detection signal. As positions of the shift lever, for example, a P position (parking position), an R position (reverse position), an N position (neutral position), and a D position (forward position) are provided. The P position, the R position, the N position, and the D position correspond to the P range (parking range), R range (reverse range), N range (neutral range), and D range (forward range), respectively. The shift lever can be operated between the P position, the R position, the N position, and the D position, and the shift range is switched by operating the shift lever.

  The vehicle speed can be obtained from a detection signal of a vehicle speed sensor, for example. The vehicle speed sensor includes a rotor made of a magnetic body that rotates as the vehicle travels, and an electromagnetic pickup provided in a non-contact manner with the rotor. Each time the rotor rotates by a certain angle, a pulse signal is output from the electromagnetic pickup. Since the frequency of the pulse signal corresponds to the vehicle speed, the frequency of the pulse signal (detection signal) output as a detection signal from the vehicle speed sensor can be converted into the vehicle speed.

  The accelerator opening can be obtained from a detection signal of an accelerator sensor, for example. The accelerator sensor outputs a signal corresponding to an operation amount of an accelerator pedal (not shown) as a detection signal. Based on the detection signal of the accelerator sensor, the ratio of the operation amount to the maximum operation amount of the accelerator pedal, that is, the percentage when 0% when the accelerator pedal is not depressed and 100% when the accelerator pedal is fully depressed It is possible to calculate the accelerator opening.

  The on / off state of the brake operation can be obtained from, for example, a detection signal of the brake sensor. The brake sensor outputs a signal corresponding to the operation amount of the brake pedal as a detection signal. Based on the detection signal of the brake sensor, the operation amount of the brake pedal can be calculated. If the operation amount is a predetermined amount or more, it can be determined that the brake operation is being performed (ON), If the operation amount is less than the predetermined amount, it can be determined that the brake operation is not performed (OFF). The brake sensor may output an on signal as a detection signal when the operation amount of the brake pedal is equal to or greater than a predetermined amount, and output an off signal as a detection signal when the operation amount of the brake pedal is less than the predetermined amount.

  The on / off of the parking brake can be obtained from, for example, a detection signal of a parking brake sensor. The parking brake sensor outputs a first level signal as a detection signal when the parking brake is on (actuated), and outputs a second level signal as a detection signal when the parking brake is off (non-actuated). Therefore, if the detection signal of the parking brake sensor is the first level signal, it can be determined that the parking brake is on. If the detection signal of the parking brake sensor is the second level signal, the parking brake is detected. It can be determined that the brake is off.

  The hill hold information can be acquired from an ECU that executes control for the hill hold control function. In the control for the hill hold control function, a valve that controls the hydraulic pressure supplied to the brake so that the brake force during operation of the brake pedal is maintained when the brake pedal is released while the vehicle is stopped. Is adjusted. And the measurement of the elapsed time after the holding | maintenance (hill hold) of the brake force is started is started. Thereafter, when the vehicle speed increases to a predetermined release speed or when the elapsed time from the start of hill hold reaches a predetermined release delay time (hill hold timeout), the hill hold is released.

  The control unit 2 activates the alarm device 3 when it is determined from various information that a warning of falling is necessary. The alarm device 3 may be a warning lamp disposed on the meter panel, a speaker that outputs a warning sound, or both.

<Warning necessity determination processing>

  FIG. 2 is a flowchart showing a flow of a warning necessity determination process for determining whether or not a warning about the vehicle slipping down and the concern about the occurrence thereof is necessary. 3 and 4 are timing charts for explaining the warning necessity determination process.

  In order to determine whether or not a warning about the slipping down and the occurrence of the warning is necessary, the control unit 2 repeatedly executes the warning necessity determination process shown in FIG. 2 while the start switch of the vehicle is on, for example.

  In the warning necessity determination process, it is first determined whether or not the parking brake is off and the shift position is the D position (the shift range is the D range) (step S1).

  When the parking brake is off and the shift position is the D position (YES in step S1), the road surface where the vehicle is located is in a direction corresponding to the D position as the shift position, that is, forward. It is determined whether or not the upward gradient is equal to or greater than a predetermined value S (%) greater than 0 in the direction (step S2).

  If the road surface slope is an upward slope equal to or greater than the predetermined value S (YES in step S2), it is then determined by the hill hold control function whether the brake force is being held, that is, whether the hill hold is being executed (step S3). ).

  If the hill hold is in progress (YES in step S3, time T1 in FIG. 3, time T11 in FIG. 4), whether the elapsed time from the start of the hill hold is immediately before the hill hold timeout due to reaching a predetermined release delay time It is determined whether or not (step S4).

  Specifically, when the hill hold is started, as described above, the measurement of the elapsed time from the start of the hill hold is started (time T2 in FIG. 3). The elapsed time from the start of the hill hold is measured by a hill hold release delay timer. When the time measured by the hill hold cancellation delay timer reaches a time obtained by multiplying the cancellation delay time by a predetermined ratio, it is determined that it is immediately before the hill hold timeout. For example, when the release delay time is 3 seconds and the predetermined ratio is 2/3, when the measurement time by the hill hold release delay timer reaches 2 seconds, it is determined to be immediately before the hill hold timeout.

  When it is determined that it is immediately before the hill hold timeout (YES in step S4), the immediately before timeout determination flag provided in the RAM of the control unit 2 is turned on (time T3 in FIG. 3). Then, it is determined whether or not the accelerator operation and the brake operation are both off, that is, whether or not the accelerator opening is 0% and the brake operation is not performed (step S5).

  When the accelerator operation and the brake operation are both off (YES in step S5), there is a concern that the vehicle will slide down (reverse) when the hill hold is released. The lighting and / or alarm sound output warns of the possibility of the slippage (step S6, time T3 in FIG. 3). Then, the warning necessity determination process is terminated.

  On the other hand, when it is not immediately before the hill hold time-out (NO in step S4), the alarm device 3 is not activated, and there is no warning of the occurrence of the slip (step S7), and the warning necessity determination process is terminated. The

  Also, immediately before the hill hold timeout, also when the accelerator operation is on, that is, when the accelerator opening is not 0%, or when the brake operation is on (NO in step S5), the alarm 3 Is not activated, and there is no warning about the occurrence of sliding down (step S7), and the warning necessity determination process is terminated.

  In addition, after the warning about the occurrence of the slip down is warned, in the new warning necessity determination process, it remains immediately before the hill hold timeout, but it is determined that the accelerator operation or the brake operation is ON (step After the operation of the alarm device 3 is stopped and the warning is stopped (step S7, time T5 in FIG. 3), the warning necessity determination process is ended.

  When the warning necessity determination process is started, the parking brake is off, the shift position is the D position (YES in step S1), and the slope of the road surface on which the vehicle is located is an ascending slope of a predetermined value S or more. If yes (YES in step S2) and not in hill hold (NO in step S3), it is determined whether or not both the accelerator operation and the brake operation are off (step S8).

  If both the accelerator operation and the brake operation are off (YES in step S8), it is subsequently determined whether or not the vehicle speed is less than 0 km / h (step S9).

  Even if the driver was warned about the possibility of slipping during hill hold, the hill hold release delay time will be reached when the time measured by the hill hold release delay timer reaches the release delay time. Is released, the hill hold release delay timer is stopped (turned off), and the determination flag immediately before timeout is turned off (time T4). In this case, when the hill hold is released, the vehicle starts to slide down due to the slope of the road surface.

  In addition, while the shift position of the transmission is in the D position, the accelerator is not operated and the brake is not operated, and the vehicle reaches an uphill road (road surface having an upward slope in the forward direction), and the vehicle continues to coast. Then, after the vehicle speed decreases to 0 km / h, the vehicle starts to slide down (time T12 in FIG. 4).

  In these cases, the vehicle speed is less than 0 km / h because the hill hold is not being performed and both the accelerator operation and the brake operation are off (YES in step S8) and the vehicle starts to slide down (step 0). (YES in S9), the vehicle speed determination flag provided in the RAM of the control unit 2 is turned on (time T4 in FIG. 3, time T12 in FIG. 4), and the alarm device 3 is activated. By the operation of the alarm device 3, a warning lamp is turned on and / or an alarm sound is output to warn of the vehicle slipping down (step S10). Then, the warning necessity determination process is terminated.

  On the other hand, when the hill hold is not being performed and the accelerator operation or the brake operation is on (NO in step S8), the alarm device 3 is not activated, the warning of sliding down is not issued (step S11), and the necessity of warning is required. The determination process is terminated.

  After the warning of the slipping down, if it is determined in the new warning necessity determination process that the accelerator operation or the brake operation is on (NO in step S8), the operation of the alarm device 3 is stopped and the sliding down is performed. Is stopped (step S11, time T13 in FIG. 4), the warning necessity determination process is terminated.

  In addition, the driver does not perform the accelerator operation and the brake operation in spite of the warning of the slip down, and the vehicle speed of the vehicle is less than the predetermined value V (km / h) in the new warning necessity determination process, in other words. For example, if it is determined that the vehicle speed in the reverse direction of the vehicle is greater than the absolute value of the predetermined value V (NO in step S9), the vehicle speed determination flag is turned off and the operation of the alarm device 3 is stopped. After the down warning is stopped (step S11), the warning necessity determination process is terminated.

  The vehicle speed determination flag is also turned off when the vehicle speed becomes 0 km / h or more due to an accelerator operation or a brake operation (time T6 in FIG. 3 and time T13 in FIG. 4).

  If the parking brake is on or the shift position is other than the D position at the start of the warning necessity determination process (NO in step S1), the alarm device 3 is not activated (step S1). S11), the warning necessity determination process is terminated.

  If the road surface slope where the vehicle is located is not an upward slope greater than a predetermined value S in the forward direction at the start of the warning necessity determination process, that is, whether the road surface slope is an upward slope less than the predetermined value S in the forward direction, Even when the road surface is flat or the road surface has a downward slope (NO in step S2), the alarm device 3 is not activated (step S11), and the warning necessity determination process is terminated.

<Effect>

  FIG. 5 is a diagram conceptually illustrating a period during which a down warning is output.

  As described above, when the parking brake is off, the shift position is the D position, and the road gradient is an upward gradient equal to or greater than the predetermined value S in the forward direction, the accelerator operation and the brake operation are not turned on. When the vehicle speed becomes less than 0 km / h, that is, when the vehicle starts to slide down, the vehicle is warned of the slipping down. When the vehicle speed in the reverse direction of the vehicle becomes greater than the absolute value of the predetermined value V without the accelerator operation and the brake operation being performed by the driver in spite of the warning of the skidding, the skidding warning is stopped. Is done.

  That is, when the parking brake is off, the shift position is the D position, and the accelerator operation and the brake operation are off, the road gradient and the vehicle speed are within the hatched area in FIG. If it is included, the vehicle will be warned of slipping down.

  The predetermined value V is set to a vehicle speed at which engine stall occurs when the vehicle slips (travels in a direction opposite to the direction corresponding to the shift position). As a result, the vehicle is warned of the slippage over a period from when the vehicle starts to slide down until the engine stall occurs, and the warning can prompt the driver to perform an accelerator operation or a brake operation for suppressing the slipping. As a result, the driver's accelerator operation or brake operation can be performed, so that the vehicle can be prevented from sliding down, and the occurrence of engine stall due to continued sliding down can be suppressed.

  The vehicle speed at which engine stall occurs can be calculated from the engine speed at which engine stall occurs, the transmission gear ratio (variable gear ratio, final gear ratio), and tire diameter.

  In addition, during a hill hold, after a predetermined timing before the release delay time elapses from the start of the hill hold, specifically after a time obtained by multiplying the release delay time by a predetermined ratio from the start of the hill hold. If neither the accelerator operation nor the brake operation is performed, the fear of the occurrence of slipping is warned. Accordingly, it is possible to prompt the driver to perform an accelerator operation or a brake operation before the vehicle slips. As a result, the accelerator operation or the brake operation is performed by the driver, so that the vehicle can be prevented from sliding down, and the engine stall caused by the sliding down can be further suppressed.

<Modification>

  As mentioned above, although one Embodiment of this invention was described, this invention can also be implemented with another form.

  The predetermined value V is set to a vehicle speed at which the engine stall occurs due to the vehicle slipping down, but may be set to a vehicle speed lower than the vehicle speed at which the engine stall occurs.

  The AT, CVT, and DCT are exemplified as transmissions that are automatically changed to the gear ratio according to the running state of the vehicle, but other examples include CVT with a sub-transmission, power split type continuously variable transmission, and the like. can do. The power split continuously variable transmission includes a belt-type continuously variable transmission mechanism that continuously changes power by changing a transmission ratio, a constant transmission mechanism that changes power at a constant transmission ratio, and a continuously variable transmission mechanism. The transmission includes an output gear mechanism that outputs power and / or power from a constant speed change mechanism, and is capable of dividing the power of the drive source into two systems for transmission.

  The transmission mounted on the vehicle may be an MT (Manual Transmission).

  Further, although the case where the vehicle is warned about the reverse of the vehicle in a state where the shift position is the D position and the concern about the occurrence thereof is taken as an example, the slip warning device 1 may be used in addition to or instead of the shift position. The vehicle may be configured to warn of the forward movement of the vehicle in the R position and the concern about the occurrence thereof.

  In addition, various design changes can be made to the above-described configuration within the scope of the matters described in the claims.

1 Slip-down warning device 2 Control unit (gradient judgment means, warning means)
3 Alarm (warning means)

Claims (1)

A slip warning device used in a vehicle equipped with an engine and a transmission for shifting the output of the engine and transmitting it to drive wheels,
A gradient determination means for acquiring a shift position of the transmission and a gradient of a road surface where the vehicle is located, and determining whether the gradient is an upward gradient of a predetermined value or more in a direction corresponding to the shift position;
When it is determined by the gradient determining means that the gradient of the road surface is an upward gradient equal to or greater than the predetermined value, an engine stall occurs at least after the vehicle starts to travel in a direction opposite to the direction corresponding to the shift position. And a warning means for outputting a warning for a predetermined period of time.

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