JP2019090392A - Vehicle control device - Google Patents

Abstract

To improve the certainty of restrictions on drive force when a vehicle approaches an obstacle with a simple structure.SOLUTION: A collision prevention system prevents a collision between a vehicle and an obstacle and includes: a front distance sensor 61 and a rear distance sensor 62 which detect a relative distance between a vehicle 100 and an obstacle in a travel direction; cutout relays 31, 32 configured to cut power supply to a fuel injection device 10; and a collision prevention C/U 60 which controls the cutout relays 31, 32 to cut the power supply based on the relative distance detected by the front distance sensor 61 and the rear distance sensor 62.SELECTED DRAWING: Figure 1

Description

  The present invention relates to a vehicle control device.

  As a conventional vehicle control device, for example, as described in Patent Document 1, when the relative distance between the vehicle and the obstacle becomes short, the driving force generated in the vehicle is reduced, whereby the vehicle and the obstacle are reduced. There is known a technique intended to prevent a collision with an object in advance.

Unexamined-Japanese-Patent No. 2-212231

  However, in the vehicle control device of Patent Document 1, the driving force generated on the vehicle is limited by changing the gear position of the automatic transmission. Therefore, even if the gear is changed to the high gear side when the vehicle and the obstacle are in proximity, for example, when the accelerator pedal is accidentally depressed with the brake pedal when starting the vehicle, etc. The limitation of the driving force generated in the vehicle may be insufficient.

  Therefore, in view of the above problems, the present invention has an object to provide a vehicle control device in which the certainty of driving force limitation is improved with a simple configuration when the vehicle is in proximity to an obstacle. .

  For this reason, the vehicle control device according to the present invention drives the vehicle when the power supply is interrupted among the distance measuring means for detecting the relative distance to the obstacle in the traveling direction of the vehicle and the on-vehicle device mounted on the vehicle. Control means for controlling the interruption of the power supply by the current interruption means based on the relative distance detected by the distance measurement means and the current interruption means configured to interrupt the power supply to the specific in-vehicle device whose power decreases And have.

  According to the vehicle control device of the present invention, it is possible to improve the reliability of the driving force restriction with a simple configuration when the vehicle is in proximity to an obstacle.

It is a schematic circuit diagram showing an example of the vehicle control device concerning an embodiment. It is an internal block diagram which shows an example of the interruption | blocking relay applied to the vehicle control apparatus. It is an internal block diagram which shows another example of the interruption | blocking relay applied to the vehicle control apparatus. It is a flowchart of a main routine which shows an example of collision prevention control processing. It is a flowchart which shows an example of an abnormality detection process subroutine at the time of operation start. It is a flowchart which shows an example of a collision prevention control processing subroutine at the time of start. It is a flowchart which shows an example of a collision prevention control processing subroutine at the time of driving | running | working. It is the schematic which shows the 1st modification of the vehicle control apparatus. It is the schematic which shows the 2nd modification of the vehicle control apparatus. It is the schematic which shows the 3rd modification of the vehicle control apparatus. It is the schematic which shows the 4th modification of the vehicle control apparatus. It is explanatory drawing which shows the setting method of relative distance. It is the schematic which shows the 5th modification of the vehicle control apparatus.

  Hereinafter, embodiments of the present invention will be described in detail with reference to the attached drawings. FIG. 1 shows an example of an embodiment in which a vehicle control device according to the present invention is applied to a fuel injection device.

  The fuel injection device 10 has a plurality of fuel injection valves provided at least one for each cylinder of an internal combustion engine (not shown) mounted on the vehicle 100. Although two fuel injection valves 11 and 12 are shown in the drawing to simplify the following description, these two fuel injection valves 11 and 12 are provided one for each cylinder of a two-cylinder internal combustion engine. Alternatively, two cylinders may be provided for a single-cylinder internal combustion engine.

  The fuel injection valve 11 is lifted by a plunger biased in a valve closing direction by a spring by the electromagnetic force of the electromagnetic coil 11C, whereby the injection port at the tip is opened, and the fuel is injected from the injection port to the outside. Similarly, in the fuel injection valve 12, the plunger biased in the valve closing direction by the spring is lifted by the electromagnetic force of the electromagnetic coil 12C, whereby the injection port at the tip is opened to inject fuel from the injection port to the outside.

  One end of each of the electromagnetic coil 11C of the fuel injection valve 11 and the electromagnetic coil 12C of the fuel injection valve 12 is connected to the positive electrode side of the vehicle battery B by the first power supply line BL1, and the other end is connected by the second power supply line BL2. It is connected to the negative side of the in-vehicle battery B.

  The first power supply line BL1 connected to the fuel injection valve 11 is provided with a current adjustment circuit 21 for adjusting the current flowing to the electromagnetic coil 11C, and the first power supply line connected to the fuel injection valve 12 The current adjustment circuit 22 for adjusting the current flowing to the electromagnetic coil 12C is interposed in the BL1. The current adjustment circuits 21 and 22 have switching elements (not shown) that can be controlled by an external fuel injection control device, and switch the on and off states of the switching elements to switch the on-vehicle battery B and the electromagnetic coils 11C and 12C. The electrical circuit that connects the By switching on and off the switching elements, the plungers of the fuel injection valves 11 and 12 move up and down to control the injection period and injection timing for injecting the fuel from the injection port to the outside.

  Further, on the first power supply line BL1 connected to the fuel injection valve 11, a cut-off relay 31 as a conduction cut-off means for cutting off the power supply from the on-board battery B to the electromagnetic coil 11C of the fuel injection valve 11 is interposed. In the first power supply line BL1 connected to the fuel injection valve 12, a cut-off relay 32 as a conduction cut-off means for cutting off the power supply from the on-board battery B to the electromagnetic coil 12C of the fuel injection valve 12 is interposed. The blocking relay 31 cuts off the power supply to the electromagnetic coil 11C based on a relay control signal input from the external control device. The blocking relay 32 cuts off the power supply to the electromagnetic coil 12C based on a relay control signal input from the external control device. As the blocking relays 31 and 32, contact relays or semiconductor relays can be used.

  As a contact relay, for example, as shown in FIG. 2, a coil portion C which generates an electromagnetic action by being energized by control of an external control device, and an electrical contact mechanically opens and closes by the electromagnetic action of the coil portion C. A B-contact relay provided with the contact portion SW can be used. When the coil portion C is energized, the contact point of the contact portion SW is opened, and the power supply to the electromagnetic coil 11C of the fuel injection valve 11 from the on-vehicle battery B is cut off. In the case of a contact relay, the energization of the coil portion C under the control of the external control device corresponds to the input of the relay control signal.

  A semiconductor relay does not have a mechanical movable part, and includes a switching element electronically opened and closed by an electronic circuit formed of a semiconductor. As the semiconductor relay, for example, as shown in FIG. 3, a NOT circuit including two resistors R1 and R2 and an npn bipolar transistor tr1 and two N channel MOSFETs (Metal-Oxide-Semiconductor Field-Effect) on the input side and the output side. (Transistor) tr2, tr3 can be configured. In npn bipolar transistor tr1, the collector (C) is connected to a constant voltage power supply via a resistor, the emitter (E) is connected to ground, and the base (B) is a source of N channel MOSFET tr2 on the input side via resistor R2. It is connected with (S). The drain (D) of the N-channel MOSFET tr2 on the input side is connected to a constant voltage power supply. By inputting a control signal of Hi level corresponding to a relay control signal from the external control device to the gate (G) of N-channel MOSFET tr2 on the input side, from the constant voltage power supply connected to the drain of N-channel MOSFET tr2 on the input side When a relatively small current flows to the emitter through the base of npn bipolar transistor tr1, a relatively large current flows from the collector to the emitter of npn bipolar transistor tr1. As a result, the output of the NOT circuit serving as the gate signal of the N-channel MOSFET tr3 on the output side becomes Lo level due to the voltage drop of the resistor R1, the N-channel MOSFET tr3 on the output side Shut off the power supply to the electromagnetic coil.

  Next, a control system of the vehicle 100 will be described with reference to FIG. In the control system of the vehicle 100, an internal combustion engine control unit (hereinafter referred to as "internal combustion engine C / U") 40 for controlling an internal combustion engine, a transmission control unit for controlling a transmission (hereinafter referred to as "transmission C / U" And an anti-collision control unit (hereinafter referred to as "anti-collision C / U") 60 that performs control to suppress a collision with an obstacle in the traveling direction of the vehicle 100, that is, anti-collision control.

  Internal combustion engine C / U 40, transmission C / U 50 and collision prevention C / U 60 are microcomputers each having a central processing unit (CPU), a read only memory (ROM), a random access memory (RAM) and an input / output interface The power supply voltage is supplied when the ignition switch IGN of the vehicle 100 is turned on, and various control processes become possible.

  In addition, the internal combustion engine C / U 40, the transmission C / U 50, and the collision prevention C / U 60 are connected to an on-board LAN (Local Area Network) such as CAN (Controller Area Network) or FlexRay (registered trademark) via their respective input / output interfaces. And 70) are mutually communicably connected.

  The internal combustion engine C / U 40 outputs an output signal from a vehicle speed sensor 41 that detects a vehicle speed V, an output signal from a rotational speed sensor 42 that detects an engine rotational speed Ne, and an output from a load sensor 43 that detects a load Q of the internal combustion engine A signal is configured to be input via an input / output interface, and based on these output signals, the injection amount and injection timing of fuel to be injected from the fuel injection valves 11 and 12 are determined. As the load Q of the internal combustion engine, for example, a state quantity closely related to the torque of the internal combustion engine, such as an intake air flow rate, an intake negative pressure, a supercharging pressure, an accelerator opening degree, etc. can be used. Then, the internal combustion engine C / U 40 outputs an injection pulse signal to the current adjustment circuits 21 and 22 to thereby control the injection amount and injection timing of the fuel injected from the fuel injection valves 11 and 12. It is eggplant.

  The transmission C / U 50 is configured to receive an output signal from the shift position sensor 51 that detects the shift position SFT of the transmission, and perform shift control based on the output signal.

  The collision prevention C / U 60 is a distance sensor that detects a relative distance to an obstacle in the traveling direction of the vehicle 100, more specifically, a forward distance sensor 61 that detects a relative distance to an obstacle in the forward direction of the vehicle 100, It is electrically connected to a rear distance sensor 62 that detects a relative distance to an obstacle in the reverse direction of the vehicle 100. As the front distance sensor 61 and the rear distance sensor 62, for example, various distance measuring means such as a millimeter wave radar, image recognition by a camera, and an ultrasonic sensor can be used. In addition, the collision prevention C / U 60 is electrically connected to an operation switch 63 operated by the user for operating the collision prevention C / U 60.

  The collision prevention C / U 60 is configured to receive output signals from the front distance sensor 61, the rear distance sensor 62, and the operation switch 63 via the input / output interface. In addition, the collision prevention C / U 60 receives information of the vehicle speed V and the engine rotational speed Ne from the internal combustion engine C / U 40 via the in-vehicle LAN 70, and receives information of the shift position SFT of the transmission from the transmission C / U 50. It is configured to Then, the collision prevention C / U 60 is based on the output signals from the front distance sensor 61, the rear distance sensor 62 and the operation switch 63, the information of the vehicle speed V, the information of the engine rotational speed Ne, and the information of the shift position SFT. The external control device (control means) is configured to control the interruption of the power supply by the interruption relays 31 and 32 which are the electricity interruption means. The blocking relays 31 and 32, the collision prevention C / U 60, the front distance sensor 61, the rear distance sensor 62, and the operation switch 63 constitute a collision prevention system (vehicle control device).

  FIG. 4 is triggered by the fact that the ignition switch IGN is turned on when the actuation switch 63 is in the on state, or triggered by the fact that the actuation switch 63 is turned on when the ignition switch IGN is in the on state. An example of the collision prevention control processing performed in collision prevention C / U60 is shown.

  In step S1 (abbreviated as "S1" in the figure, and so forth), the collision prevention C / U 60 operates to determine whether or not there is an abnormality in the collision prevention system when starting the collision prevention control. Perform start error detection processing. Details of the abnormality detection process at the start of operation will be described later.

  In step S2, if the collision prevention C / U 60 determines that the collision prevention system is normal by the abnormality detection process at the start of operation (YES), the process proceeds to step S3 to continue the collision prevention control process. On the other hand, when it is determined that the collision prevention system is abnormal by the abnormality detection process at the start of operation (NO), the reliability of the collision prevention control is not secured, and thus the collision prevention control process is ended.

  When the collision prevention C / U 60 determines that the collision prevention system is abnormal and ends the collision prevention control processing, lighting or blinking of a warning light with an LED (Light Emitting Diode) or the like, or a voice message or alarm The driver may be informed that there is an abnormality in the anti-collision system by the output of sound. The same applies to the following.

  In step S3, the collision prevention C / U 60 determines whether the front distance sensor 61 and the rear distance sensor 62 are normal. The collision prevention C / U 60 performs the same determination as in step S3 in the operation start abnormality detection process in step S1, but monitors whether or not an abnormality occurs in the collision prevention system even after the operation start abnormality detection process. To maintain the reliability of the anti-collision control.

  The normal range of these output signals of the front and rear distance sensors 61 and 62 is defined in advance, whereby the normal range of the input signal input to the collision prevention C / U 60 can also be set in advance. Therefore, when the collision prevention C / U 60 receives output signals from the front and rear distance sensors 61 and 62, the front and rear distance sensors 61 and 62 depend on whether the input signal is included in a predetermined normal range. Can be determined.

  When the collision prevention C / U 60 determines that the front and rear distance sensors 61 and 62 are normal (YES) in step S3, the process proceeds to step S4, while the front and rear distance sensors 61, If it is determined that at least one of the two 62 is abnormal (NO), the collision prevention control process is ended.

  In step S4, the collision prevention C / U 60 receives the information of the vehicle speed V from the internal combustion engine C / U 40 via the in-vehicle LAN 70.

  In step S5, the collision prevention C / U 60 determines whether or not the information on the vehicle speed V has been successfully received. The collision prevention C / U 60 performs the same determination as in step S5 in the operation start abnormality detection process, but monitors whether or not an abnormality has occurred in the collision prevention system even after the operation start abnormality detection process. , To maintain the reliability of anti-collision control.

  For example, when the in-vehicle LAN 70 is CAN, when the collision prevention C / U 60 detects a bit error, a staff error, a CRC error or a form error a plurality of times or one or more times, It can be determined that it could not be received.

  Then, in step S5, when the collision prevention C / U 60 determines that the information of the vehicle speed V can be normally received (YES), the process proceeds to step S6, while the information of the vehicle speed V can not be received normally. If it is determined (NO) that the anti-collision system is abnormal and the reliability of the anti-collision control is not secured, the anti-collision control process is ended.

  In step S6, the collision prevention C / U 60 determines whether the vehicle 100 is in the stopped state based on the information of the vehicle speed V received in step S4. For example, the collision prevention C / U 60 can determine whether the vehicle 100 is in the stopped state by determining whether the vehicle speed V is less than or equal to 0 km / hr or its neighboring value. When the collision prevention C / U 60 determines that the vehicle 100 is in the stopped state (YES), it proceeds the process to step S7, and determines that the vehicle 100 is in the traveling state in which the vehicle 100 is not in the stopped state. (NO), the process proceeds to step S8.

  In step S7, the collision prevention C / U 60 executes a start collision prevention control process that suppresses a collision with an obstacle in the traveling direction of the vehicle 100 when the vehicle 100 is in a stopped state. In step S8, the collision prevention C / U 60 executes a traveling collision prevention control process that suppresses a collision with an obstacle in the traveling direction of the vehicle 100 when the vehicle 100 is in the traveling state. Details of the start collision prevention control processing and the traveling collision prevention control processing will be described later.

  In step S9, when the collision prevention C / U 60 determines that the collision prevention system is normal in the start collision prevention control process or the traveling collision prevention control process (YES), the process proceeds to step S10, When it is determined that the collision prevention system is abnormal in the start collision prevention control process or the running collision prevention control process (NO), the reliability of the collision prevention control is not ensured, and thus the collision prevention control process is ended. Do.

  In step S10, the collision prevention C / U 60 determines whether the internal combustion engine is stopped by the start collision prevention control processing or the traveling collision prevention control processing. For example, the collision prevention C / U 60 determines whether the engine rotation speed Ne received from the internal combustion engine C / U 40 via the in-vehicle LAN 70 is less than a first threshold N1th. The first threshold value N1th can be set as the lower limit value of the engine rotation speed Ne at which the internal combustion engine can continuously rotate.

  Then, in step S10, when the collision prevention C / U 60 determines that the internal combustion engine is stopped (YES), the collision prevention control processing is executed until the internal combustion engine is restarted by the operation of the ignition switch IGN. The collision prevention control process is temporarily ended because the driving force of the vehicle 100 is not affected. On the other hand, when it is determined that the internal combustion engine does not stop (NO), the collision prevention C / U 60 returns the process to step S3 to perform start collision prevention control processing or traveling collision prevention control processing again. Do.

  FIG. 5 shows an example of an operation start abnormality detection process which is a subroutine of the above-mentioned collision prevention control process.

  In step S11, the collision prevention C / U 60 receives the information of the vehicle speed V from the internal combustion engine C / U 40 via the in-vehicle LAN 70, as in step S4 described above.

  In step S12, the collision prevention C / U 60 determines whether the information of the vehicle speed V can be normally received as in the case of the above-mentioned step S5, and determines that the information of the vehicle speed V can be normally received. (YES), while proceeding to step S13, if it is determined that the information on vehicle speed V could not be normally received (NO), the process proceeds to step S19 and it is determined that the collision prevention system is abnormal. .

  In step S13, the collision prevention C / U 60 determines whether the vehicle 100 is in the stopped state based on the information on the vehicle speed V received in step S11, as in step S6 described above. When the collision prevention C / U 60 determines that the vehicle 100 is in the stopped state (YES), the process proceeds to step S14, and in the case where it is determined that the vehicle 100 is in the traveling state other than the stopped state. (NO), Step S14 to Step S16 are omitted, and the process proceeds to Step S17.

  In step S14, the collision prevention C / U 60 determines whether the engine rotational speed Ne received from the internal combustion engine C / U 40 via the in-vehicle LAN 70 is larger than a second threshold N2th. The second threshold N2th temporarily sets the fuel injection from the fuel injection valves 11 and 12 to the lower limit value of the engine rotation speed Ne at which the internal combustion engine can continuously rotate, that is, the first threshold N1th, by step S15 described later. It is a value obtained by adding a reduction amount of the engine rotational speed Ne while the engine is stopped.

  Then, in step S14, when the collision prevention C / U 60 determines that the engine rotation speed Ne is larger than the second threshold N2th (YES), the collision prevention C / U 60 determines that the internal combustion engine will not stop, and the process proceeds to step S15. On the other hand, if it is determined that the engine rotational speed Ne is equal to or lower than the second threshold N2th (NO), it is determined that the internal combustion engine may stop, and the engine rotational speed Ne exceeds the second threshold N2th. Step S14 is performed.

  In step S14, the collision prevention C / U 60 determines whether the collision prevention system is abnormal by determining whether or not the information of the engine rotational speed Ne can be received from the internal combustion engine C / U 40 via the in-vehicle LAN 70. It may be determined whether or not. The same applies to the following.

  In step S15, the collision prevention C / U 60 outputs a relay control signal to the cutoff relays 31 and 32 so as to temporarily shut off the power supply to the fuel injection valve.

  In step S16, the collision prevention C / U 60 determines whether or not the cutoff relays 31, 32 operate normally by execution of step S15. Specifically, the collision prevention C / U 60 receives information related to the operating state of the internal combustion engine from the internal combustion engine C / U 40 via the in-vehicle LAN 70, and the cutoff relays 31 and 32 normally operate based on such information. Determine if it is working. For example, the collision prevention C / U 60 receives information of the engine rotational speed Ne before and after the execution of step S15 from the internal combustion engine C / U 40, and the cutoff relay 31 when the change amount of the engine rotational speed Ne is larger than the predetermined amount ΔN. , 32 can be determined to be operating normally.

  Then, in step S16, when the collision prevention C / U 60 determines that the blocking relays 31 and 32 are operating normally (YES), the process proceeds to step S17, while the blocking relays 31 and 32 are normal. If it is determined that the system is not operating (NO), the process proceeds to step S19, and it is determined that the anti-collision system is abnormal.

  In step S17, the collision prevention C / U 60 determines whether the front and rear distance sensors 61 and 62 are normal, as in step S3 described above. Then, when the collision prevention C / U 60 determines that the front and rear distance sensors 61 and 62 are normal (YES), the process proceeds to step S18 and the collision prevention system is determined to be normal. If it is determined that at least one of the front and rear distance sensors 61 and 62 is abnormal (NO), the process proceeds to step S19, and it is determined that the collision prevention system is abnormal.

  FIG. 6 shows an example of the start collision prevention control process, which is a subroutine of the aforementioned collision prevention control process.

  In step S101, the collision prevention C / U 60 determines whether the engine rotation speed Ne is larger than a third threshold N3th, as in step S14 described above. The third threshold N3th is the lower limit value of the engine rotation speed Ne at which the internal combustion engine can continuously rotate, that is, the first threshold N1th, and the fuel injection from the fuel injection valves 11 and 12 is stopped by the processing of step S105 described later. It may be a value obtained by adding a reduction amount of the engine rotational speed Ne during operation, and may be substantially the same value as the second threshold N2th.

  When the collision prevention C / U 60 determines in step S101 that the engine rotation speed Ne is larger than the third threshold N3th (YES), it determines that the internal combustion engine will not stop, and the process proceeds to step S102. Advance. On the other hand, when the collision prevention C / U 60 determines that the engine rotation speed Ne is equal to or lower than the third threshold N3th (NO), it determines that the internal combustion engine may stop and advances the process to step S109. A relay control signal is output to shutoff relays 31 and 32 to allow power supply to fuel injection valves 11 and 12 in order to maintain the rotation of the internal combustion engine.

  In step S102, the collision prevention C / U 60 determines whether or not the vehicle 100 at the time of stopping and the obstacle in the forward direction are in the close state. Specifically, the collision prevention C / U 60 calculates the relative distance DA to the obstacle in the forward direction of the vehicle 100 based on the output signal of the front distance sensor 61, and the relative distance DA becomes equal to or less than the predetermined distance DAs1. Sometimes, it can be determined that the vehicle 100 at the time of stopping and the obstacle in the forward direction are in the close state. Here, the predetermined distance DAs1 is a distance at which the vehicle 100 at the time of stopping may collide with an obstacle in the forward direction of the vehicle 100 when the accelerator pedal is depressed.

  Then, in step S102, when the collision prevention C / U 60 determines that the vehicle 100 at the time of stopping and the obstacle in the forward direction are in the close state (YES), the process proceeds to step S103 while stopping If it is determined that the hour vehicle 100 and the obstacle in the forward direction are not in the proximity state (NO), the process proceeds to step S106.

  In step S102, the collision prevention C / U 60 determines whether the collision prevention system is abnormal by determining whether the front and rear distance sensors 61 and 62 are normal as in step S3 described above. It may be determined whether or not. The same applies to the following.

  In step S103, the collision prevention C / U 60 receives the information on the shift position SFT from the transmission C / U 50 via the in-vehicle LAN 70. In step S103, the collision prevention C / U 60 determines whether or not the collision prevention system is abnormal by determining whether or not the information on the shift position SFT can be received from the transmission C / U 50 via the in-vehicle LAN 70. It may be determined. The same applies to the following.

  In step S104, the collision prevention C / U 60 determines whether the shift position SFT of the transmission is a forward shift based on the information of the shift position SFT received in step S103. The forward shift is a shift for the vehicle 100 to move forward, for example, a shift other than the “P (parking)” range, the “N (neutral)” range, and the “R (reverse)” range.

  Then, in step S104, when the collision prevention C / U 60 determines that the shift position SFT is a forward shift (YES), the vehicle 100 at the time of stopping may collide with an obstacle in the forward direction. Then, the process proceeds to step S105. On the other hand, when the collision prevention C / U 60 determines that the shift position SFT is not a forward shift (NO), it is determined that the vehicle 100 at the time of stopping is not likely to collide with an obstacle in the forward direction. The process proceeds to step S109, and a relay control signal is output to cutoff relays 31 and 32 so as to permit power supply to fuel injection valves 11 and 12 in order to maintain the rotation of the internal combustion engine.

  In step S105, the collision prevention C / U 60 outputs a relay control signal to the cut-off relays 31, 32 so as to cut off the power supply to the fuel injection valves 11, 12.

  In step S106, the collision prevention C / U 60 determines whether or not the vehicle 100 at the time of stopping and the obstacle in the backward direction are in the close state. Specifically, the collision prevention C / U 60 calculates the relative distance DB to the obstacle in the reverse direction of the vehicle 100 based on the output signal of the rear distance sensor 62, and the relative distance DB becomes equal to or less than the predetermined distance DBs1. Sometimes, it can be determined that the vehicle 100 at the time of stopping and the obstacle in the backward direction are in the close state. Here, the predetermined distance DBs1 is a distance at which the vehicle 100 at the time of stopping may collide with an obstacle in the reverse direction of the vehicle 100 when the accelerator pedal is depressed.

  Then, in step S106, when collision prevention C / U 60 determines that vehicle 100 at the time of stopping and the obstacle in the backward direction are in the close state (YES), the process proceeds to step S107 while stopping If it is determined that the vehicle 100 and the obstacle in the backward direction are not in close proximity to each other (NO), the process proceeds to step S109 to continue the rotation of the internal combustion engine; The relay control signal is output to the cutoff relays 31 and 32 so as to permit the power supply to the switch.

  In step S107, the collision prevention C / U 60 receives the information on the shift position SFT from the transmission C / U 50 via the in-vehicle LAN 70.

  In step S108, the collision prevention C / U 60 determines whether the shift position SFT of the transmission is a reverse shift based on the information of the shift position SFT received in step S107. The reverse shift is a shift for the vehicle 100 to reverse, and is, for example, the “R” range.

  Then, in step S108, when the collision prevention C / U 60 determines that the shift position SFT is a reverse shift (YES), the vehicle 100 at the time of stopping may collide with an obstacle in the reverse direction. Then, the process proceeds to step S105. On the other hand, when the collision prevention C / U 60 determines that the shift position SFT is not a reverse shift (NO), it determines that there is no possibility that the vehicle 100 at the time of stopping will collide with an obstacle in the backward direction. The process proceeds to step S109, and a relay control signal is output to cutoff relays 31 and 32 so as to permit power supply to fuel injection valves 11 and 12 in order to maintain the rotation of the internal combustion engine.

  In step S110, the collision prevention C / U 60 determines whether or not the cutoff relays 31 and 32 operate normally by executing step S105 or step S109, as in step S16 of the abnormality detection processing at the start of operation described above. Do. The collision prevention C / U 60 performs the same determination as in step S110 in the abnormality detection process at the start of operation, but monitors whether or not an abnormality occurs in the collision prevention system even after the abnormality detection process at the start of operation. , To maintain the reliability of anti-collision control.

  For example, the collision prevention C / U 60 receives information of the engine rotational speed Ne before and after execution of step S105 from the internal combustion engine C / U 40, and the cutoff relay 31 when the amount of change of the engine rotational speed Ne is larger than the predetermined amount ΔN1. , 32 can be determined to be operating normally. In addition, the collision prevention C / U 60 receives information of the engine rotational speed Ne before and after the execution of step S109 from the internal combustion engine C / U 40, and the change amount of the engine rotational speed Ne is smaller than a predetermined amount ΔN2 (≦ ΔN1). It can be determined that the cutoff relays 31 and 32 operate normally.

  Then, in step S110, when the collision prevention C / U 60 determines that the blocking relays 31 and 32 operate normally (YES), the process proceeds to step S111, and the collision prevention system is normal. If it is determined that the blocking relays 31 and 32 are not operating normally (NO), the process proceeds to step S112, and it is determined that the collision prevention system is abnormal.

  FIG. 7 shows an example of a collision prevention control process during traveling which is a subroutine of the collision prevention control process described above. In addition, in each step of collision prevention control processing at the time of running and each step (refer to FIG. 6) of collision prevention control processing at start, if the last digit of the step number is the same, they have substantially the same processing contents So, I will explain some of the differences and omit other explanations.

  In step S202, the collision prevention C / U 60 determines whether the vehicle 100 at the time of traveling and the obstacle in the forward direction are in a close state, as in step S102 described above. Specifically, the collision prevention C / U 60 calculates the relative distance DA to the obstacle in the forward direction of the vehicle 100 based on the output signal of the front distance sensor 61, and the relative distance DA becomes equal to or less than the predetermined distance DAd1. Sometimes, it can be determined that the traveling vehicle 100 and an obstacle in the forward direction are in proximity.

  Here, the predetermined distance DAd1 defines a distance at which the vehicle 100 at the time of traveling may collide with an obstacle in the forward direction of the vehicle 100 when the accelerator pedal is depressed. Specifically, the predetermined distance DAd1 is variably set according to the relative speed between the vehicle 100 and the obstacle so that the relative speed of the vehicle 100 becomes longer with respect to the obstacle in the forward direction of the vehicle 100. can do.

  In step S206, the collision prevention C / U 60 determines whether the vehicle 100 at the time of traveling and the obstacle in the backward direction are in a close state, as in step S106 described above. Specifically, the collision prevention C / U 60 calculates the relative distance DB to the obstacle in the reverse direction of the vehicle 100 based on the output signal of the rear distance sensor 62, and the relative distance DB becomes equal to or less than the predetermined distance DBd1. Sometimes, it can be determined that the vehicle 100 during traveling and an obstacle in the forward direction are in proximity.

  Here, the predetermined distance DBd1 defines a distance in which the vehicle 100 at the time of traveling may collide with an obstacle in the reverse direction of the vehicle 100 by the depression of the accelerator pedal. Specifically, predetermined distance DBd1 is variably set according to the relative speed of vehicle 100 and the obstacle so that the relative speed of vehicle 100 becomes longer with respect to the obstacle in the backward direction of vehicle 100 as the relative speed of vehicle 100 increases. can do.

  According to the vehicle control device (collision preventing system) according to the embodiment as described above, when the vehicle 100 and the obstacle in the traveling direction are in the close state, there is a possibility that the obstacle may collide with the accelerator pedal by stepping on. When it is determined that the fuel injection valve is stopped, the shutoff relays 31 and 32 interposed in the power supply line for the fuel injection valve are turned off to shut off the power supply to the fuel injection valve 11 and 12. The driving force is reduced. Therefore, according to the vehicle control device according to the embodiment, even when the accelerator pedal is mistakenly stepped on with the brake pedal when the vehicle 100 and the obstacle in the traveling direction are in the close state, the gear position of the transmission As compared with the case of changing to the high-speed stage side, not only the certainty of the driving force restriction is improved, but also such an effect can be realized with a simple configuration.

First Modification
Next, a first modified example of the vehicle control device according to the above-described embodiment will be described. In addition, about the same component as above-mentioned embodiment, the same code | symbol is attached | subjected and description is abbreviate | omitted or simplified. The same applies to the following modifications.

  FIG. 8 schematically shows features of the vehicle control device according to the first modification. FIG. 8A shows the obstacle X in the forward direction of the vehicle 100 when the vehicle is stopped, but in the collision prevention C / U 60, the vehicle 100 when the vehicle is stopped and the obstacle X in the forward direction are less than a predetermined distance DAs1. Power supply to the two fuel injection valves 11 and 12 is shut off, while the vehicle 100 at the time of stopping and the obstacle X in the forward direction are at a predetermined distance longer than the predetermined distance DAs1. When close to each other in the separated state equal to or less than DAs2, the power supply to one fuel injection valve 11 is shut off.

  Similarly, FIG. 8 (b) shows the obstacle Y in the reverse direction of the vehicle 100 at the time of stopping, but in the collision prevention C / U 60, the vehicle 100 at the time of stopping and the obstacle Y in the backward direction are predetermined. When the two fuel injection valves 11 and 12 are close to each other in the separated state of less than the distance DBs1, the power supply to the two fuel injection valves 11 and 12 is shut off, while the vehicle 100 at the time of stopping and the obstacle Y in the reverse direction When close in a separated state of a long predetermined distance DBs2 or less, the power supply to one fuel injection valve 11 is shut off.

  Here, each of the predetermined distance DAs1 and the predetermined distance DAs2 is a distance at which the vehicle 100 at the time of stopping may collide with the obstacle X in the forward direction of the vehicle 100 when the accelerator pedal is depressed. Further, each of the predetermined distance DBs1 and the predetermined distance DBs2 is a distance at which the vehicle 100 at the time of stopping may collide with the obstacle Y in the backward direction of the vehicle 100 when the accelerator pedal is depressed. However, while the predetermined distance DAs1 and the predetermined distance DBs1 have a relatively high possibility of collision, the predetermined distance DAs2 and the predetermined distance DBs2 have a relatively low possibility of collision.

  Therefore, in the vehicle control device according to the first modification, even when it is determined that the vehicle 100 and the obstacle are in the proximity state, the vehicle 100 and the vehicle 100 are not immediately shut off with respect to all the plurality of fuel injection valves. The driving power of the vehicle 100 is limited stepwise by increasing the number of fuel injection valves that shut off the power supply as the possibility of collision with an obstacle increases.

  Specifically, in the collision prevention control process (refer to FIG. 6) at collision start C / U 60, vehicle 100 at the time of stopping at step S102 and obstacle X in the forward direction are at predetermined distance DAs2 or less and predetermined distance When it is determined that they are in close proximity in the separated state of DAs1 or more, step S105 is performed as follows. That is, the collision prevention C / U 60 permits the power supply to the other fuel injection valve 12 while outputting the relay control signal to the cutoff relay 31 so as to shut off the power supply to one fuel injection valve 11. The relay control signal is output to the cut-off relay 32 as shown in FIG. On the other hand, when the collision prevention C / U 60 determines in step S102 that the vehicle 100 at the time of stopping and the obstacle X in the forward direction are close in the separated state less than the predetermined distance DAs1, step S105 is performed. The relay control signal is output to the shutoff relays 31 and 32 so as to shut off the power supply to the two fuel injection valves 11 and 12.

  Further, in the collision prevention control process (see FIG. 6) at the time of start, the collision prevention C / U 60 separates the vehicle 100 at the time of stopping in step S106 and the obstacle in the backward direction from the predetermined distance DBs2 or less and the predetermined distance DBs1 When it is determined in the state that they are in proximity, in the case of executing step S105, the following is performed. That is, the collision prevention C / U 60 permits the power supply to the other fuel injection valve 12 while outputting the relay control signal to the cutoff relay 31 so as to shut off the power supply to one fuel injection valve 11. The relay control signal is output to the cut-off relay 32 as shown in FIG. On the other hand, when the collision prevention C / U 60 determines in step S102 that the vehicle 100 at the time of stopping and the obstacle in the backward direction are close in the separated state less than the predetermined distance DBs1, step S105 is executed. A relay control signal is output to the cutoff relays 31 and 32 so as to shut off the power supply to the two fuel injection valves 11 and 12.

  The stepwise restriction of the driving force in the start collision prevention control process can be applied to the traveling collision prevention control process as well, and thus the description thereof will be omitted.

  According to the vehicle control device according to the first modification, the driving force of the vehicle 100 can be increased by increasing the number of fuel injection valves that shut off the power supply as the possibility of the vehicle 100 colliding with the obstacle increases. Is limited stepwise, so appropriate driving force limitation is possible according to the level of collision possibility.

Second Modified Example
Next, a second modified example of the vehicle control device according to the above-described embodiment will be described.

  FIG. 9 shows a vehicle control device according to a second modification. In the vehicle control device according to the second modification, the first power supply is supplied from the on-vehicle battery B without interposing the blocking relays 31 and 32 in the first power supply lines BL1 connected to the fuel injection valves 11 and 12, respectively. One common cutoff relay 30 is interposed on the common power supply line BL0 before branching to the line BL1. The common blocking relay 30 has the same internal configuration as the blocking relays 31 and 32.

  In the case where the collision prevention C / U 60 executes step S105 when it is determined in step S102 or step S106 that the vehicle 100 and the obstacle in the traveling direction are in the proximity state in the start collision prevention control process, A relay control signal is output to the common cutoff relay 30 so as to shut off the power supply to the fuel injection valves 11 and 12. In addition, the collision prevention C / U 60 performs the same control in the running collision prevention control processing.

  According to the vehicle control device of the second modification, when there is a possibility that the vehicle 100 and an obstacle may collide, the collision prevention C / U 60 supplies power to the two fuel injection valves 11 and 12 first. As in the modification example, in the case of interrupting collectively without interrupting individually considering the possibility of collision, the number of parts can be reduced by using the common interrupting relay 30 instead of the interrupting relays 31 and 32. Can.

Third Modification
Next, a third modified example of the vehicle control device according to the above-described embodiment will be described.

  FIG. 10 shows a vehicle control device according to a third modification. In the vehicle control device according to the third modification, a current detector CDR1 is interposed in the first power supply line BL1 connected to the fuel injection valve 11, and the first power supply line BL1 connected to the fuel injection valve 12 A current detector CDR2 is interposed. In the case of, for example, a shunt resistor type, the current detectors CDR1 and CDR2 flow a current flowing through the first power supply line BL1 to the shunt resistor halfway and output a signal corresponding to a voltage drop due to the shunt resistor to the outside. It is configured. The collision prevention C / U 60 A / D (Analog to Digital) converts the output signals of the current detectors CDR1 and CDR2, and detects the current value of the first power supply line BL1 based on the A / D conversion value.

  In step S16, step S110 and step S210, the collision prevention C / U 60 determines whether the cutoff relays 31 and 32 operate normally based on the current value of the first power supply line BL1.

  For example, when the current value of the first power supply line BL1 detected after the execution of step S15, step S105 or step S205 is smaller than the predetermined current value I1, the collision prevention C / U 60 normally operates. It can be determined that it is operating. Further, in the collision prevention C / U 60, the blocking relays 31, 32 are normal when the current value of the first power supply line BL1 detected after execution of step S109 or step S209 is larger than the predetermined current value I2 ((I1). It can be determined that it is operating.

  According to the vehicle control device of the third modification, the internal combustion engine can be continuously rotated, particularly when it is determined in step 16 of the abnormality detection process at the time of operation start whether the cutoff relays 31 and 32 are operating normally. Even before the complete explosion state, it can be determined whether the blocking relay has operated normally.

  As in the second modification, even if the common shutoff relay 30 is configured to shut off the power supply to the two fuel injection valves 11 and 12 collectively, current detection on the first power supply line BL1 is performed. By inserting the relays CDR1 and CDR2, it can be determined whether the blocking relays 31 and 32 operate normally based on the current value detected from the output signal of the current detectors CDR1 and CDR2. Alternatively, instead of the current detectors CDR1 and CDR2, one common current supply is connected to the common power supply line BL0, so that the common cutoff relay 30 is based on the current value detected from the output signal of the current detector. It may be determined whether or not it is operating normally.

Fourth Modified Example
Next, a fourth modification of the vehicle control device according to the above-described embodiment will be described.

  FIG. 11 shows a vehicle control device according to a fourth modification. In the vehicle control device according to the fourth modification, blocking relays 31, 32, collision prevention C / U 60, front distance sensor 61, rear distance sensor 62, and activation switch 63 are separate collisions that can be retrofitted to vehicle 100. It is configured as a protection module 80.

  The anti-collision C / U 60 has a communication connector 64 at the tip of a communication line extending to the outside through the input / output interface. The communication connector 64 is configured to be connectable to a connection connector 71 connected to the in-vehicle LAN 70, such as an OBD (On-Board Diagnostics) connector. The collision prevention C / U 60 is configured to be able to communicate with the internal combustion engine C / U 40 and the transmission C / U 50 via the in-vehicle LAN 70 by connecting the communication connector 64 to the connection connector 71. .

  The blocking relays 31 and 32 can be interposed at any positions of the first power supply line BL1, respectively, but may be as follows. For example, when fuses H1 and H2 respectively interrupting an excessive current from vehicle battery B to fuel injection valves 11 and 12 are interposed in first power supply line BL1 and housed in fuse box HB, fuse H1 The cutoff relay 31 can be connected to the location from which the fuse H has been removed, and the cutoff relay 32 can be connected to the location from which the fuse H2 has been removed. Alternatively, the cutoff relay 31 and the fuse H1 can be connected in series and the cutoff relay 32 and the fuse H2 can be connected in series without removing the fuses H1 and H2.

  Further, as a part of the collision prevention module 80, a distance setting button 65 may be connected to the collision prevention C / U 60. The distance setting button 65 detects the actual relative distance from the vehicle 100 to the obstacle based on the output signals of the front and rear distance sensors 61 and 62 according to the mounting position of the front distance sensor 61 and the rear distance sensor 62 in the vehicle 100 When the user deviates with respect to the relative distance to be set, the user is the operation means for performing setting to reduce the deviation of the relative distance.

  FIG. 12 shows a method of setting the relative distance by the distance setting button 65. As shown in FIG. 12A, when the front distance sensor 61 is attached to the foremost part of the vehicle 100, the relative distance DA detected based on the output signal of the front distance sensor 61 is the front of the vehicle 100. And the actual relative distance DAT from the part to the obstacle X in the forward direction of the vehicle 100 (DA = DAT). Similarly, when the rear distance sensor 62 is attached to the rearmost part of the vehicle 100, the relative distance DB detected based on the output signal of the rear distance sensor 62 is the reverse direction of the vehicle 100 from the rearmost part of the vehicle 100. Is substantially the same as the actual relative distance DBT to the obstacle Y (DB = DBT).

  However, as shown in FIG. 12B, when the front distance sensor 61 is attached to the rear of the foremost part of the vehicle 100, the relative distance DA detected based on the output signal of the front distance sensor 61 is This is a distance longer than the actual relative distance DAT from the foremost part of the vehicle 100 to the obstacle X in the forward direction of the vehicle 100 (DA> DAT). Similarly, when the rear distance sensor 62 is mounted in front of the rear end of the vehicle 100, the relative distance DB detected based on the output signal of the rear distance sensor 62 is the rear end of the vehicle 100 and the vehicle 100. The distance is longer than the actual relative distance DBT to the obstacle Y in the reverse direction (DB> DBT).

  Therefore, when the front distance sensor 61 is attached behind the foremost part of the vehicle 100, when the relative distance DA is detected based on the output signal of the front distance sensor 61, the actual relative distance DAT is known. The actual relative distance DAT is stored in the collision prevention C / U 60 by the input operation of the distance setting button 65. Similarly, when the rear distance sensor 62 is mounted in front of the rear end of the vehicle 100, the actual relative distance DBT may be known when the relative distance DB is detected based on the output signal of the rear distance sensor 62. For example, the actual relative distance DBT is stored in the collision prevention C / U 60 by the input operation of the distance setting button 65. Thereby, the collision prevention C / U 60 corresponds to the distance from the foremost part of the vehicle 100 to the mounting position of the front distance sensor 61 from the relative distance DA detected based on the output signal of the front distance sensor 61 (DA- The actual relative distance DAT can be calculated by subtracting the error of DAT). Further, the collision prevention C / U 60 corresponds to the distance from the rear end of the vehicle 100 to the mounting position of the rear distance sensor 62 from the relative distance DB detected based on the output signal of the rear distance sensor 62 (DB-DBT The actual relative distance DBT can be calculated by subtracting the error of.

  When the front and rear distance sensors 61 and 62 are configured to detect the height of obstacles, a height setting button is connected to the collision prevention C / U 60 as a part of the collision prevention module 80. The height of the obstacle Z which the vehicle 100 can get over can be stored in the collision prevention C / U 60 by the input operation of the height setting button. Thereby, even if the collision prevention C / U 60 detects the relative distance between the vehicle 100 and the obstacle Z in the traveling direction based on the output signals from the front distance sensor 61 and the rear distance sensor 62, the obstacle Z It becomes possible not to recognize as an obstacle. Alternatively, the collision prevention C / U 60 may not detect the relative distance of the obstacle Z.

  According to the vehicle control device according to the fourth modification, even when the collision prevention system is not mounted at the time of manufacture of the vehicle 100, the collision prevention module 80 is mounted at the time of manufacture of the vehicle 100 by retrofitting the vehicle 100. The same function as the collision prevention system can be exhibited.

Fifth Modification
Next, a fifth modified example of the vehicle control device according to the above-described embodiment will be described.

  FIG. 13 shows a vehicle control device according to a fifth modification. In the vehicle control device according to the fifth modification, a cutoff relay 33 is interposed in a signal line SL1 connected from the internal combustion engine C / U 40 to the current adjustment circuit 21, and also connected from the internal combustion engine C / U 40 to the current adjustment circuit 22. The cut-off relay 34 is interposed in the signal line SL2. Cutoff relays 33 and 34 shut off the power supply from vehicle battery B to fuel injection valves 11 and 12 by shutting off the injection pulse signals output from internal combustion engine C / U 40 to current adjustment circuits 21 and 22. It is a means. The current adjustment circuits 21 and 22 are configured to cut off the current from the on-board battery B to the fuel injection valves 11 and 12 when the injection pulse signal is not input.

  When the collision prevention C / U 60 determines that the vehicle 100 and the obstacle in the traveling direction are in the proximity state in step S102 or step S106 in the start collision prevention control processing, and executes step S105, the fuel injection valve The relay control signal is output to the cut-off relays 33 and 34 so as to cut off the power supply to the switches 11 and 12. In addition, the collision prevention C / U 60 performs the same control in the running collision prevention control processing.

  Note that, as in the first modification, even when it is determined that the vehicle 100 and the obstacle are in the close state, the signal for blocking the drive pulse signal as the possibility of the collision between the vehicle 100 and the obstacle becomes high. By increasing the number of lines SL1 and SL2, the driving force of vehicle 100 can also be limited stepwise.

  According to the vehicle control device of the fifth modification, the power supply from the on-board battery B to the fuel injection valves 11 and 12 is not directly shut off, but the injection pulse signal output to the current adjustment circuits 21 and 22 is shut off. Therefore, the cut-off relay can be miniaturized.

  Although the contents of the present invention have been specifically described with reference to the preferred embodiments, it is obvious that various modifications can be made by those skilled in the art based on the basic technical concept and teaching of the present invention. is there. For example, although two fuel injection valves 11 and 12 are used to simplify the description, the vehicle control device according to the present invention can be applied to three or more fuel injection valves.

  In the above embodiment, the vehicle control device (collision prevention system) according to the present invention is applied to the fuel injection device 10. However, instead of this, for example, an intake device of an internal combustion engine, an ignition device of an internal combustion engine or a vehicle 100 The present invention may be applied to a braking device or the like. In short, the vehicle control device (collision preventing system) according to the present invention is one of the on-vehicle devices mounted on the vehicle 100, in which the driving force of the vehicle 100 is reduced when the power supply is cut off (hereinafter Can be applied to

  For example, in an electronically controlled throttle, which is an intake system of an internal combustion engine, a throttle valve driven by a throttle motor is always urged in a valve closing direction. Therefore, by shutting off the power supply to the throttle motor, the throttle valve Since the intake valve is closed to shut off the intake, the driving force of the vehicle 100 is reduced.

  Further, if the power supply to the ignition device of the internal combustion engine is shut off, the spark discharge from the ignition plug is eliminated, and the driving power of the vehicle 100 is reduced by stopping the combustion of the internal combustion engine.

  Furthermore, the electric brake actuator included in the braking device of vehicle 100 supplies power to the electric brake actuator when configured to increase the brake fluid pressure as a fail-safe operation when power supply is interrupted. Can be reduced to reduce the driving force of the vehicle 100.

  In addition, what the power supply supply is interrupted | blocked by collision prevention C / U 60 may be not only one specific vehicle-mounted apparatus but several specific vehicle-mounted apparatuses. Also, depending on the possibility of a collision with an obstacle, the number of specific in-vehicle devices that shut off the power supply can be changed.

  In the above-described embodiment, the collision prevention C / U 60 forcibly ends the collision prevention control process when it detects an abnormality in the collision prevention system. In addition to this, the collision prevention C / U 60 receives an output signal of an illuminance sensor such as a solar radiation sensor, and the collision prevention is also performed when it is determined that the weather is poor such as rainfall or snowfall based on the output signal. The control process may be forcibly terminated.

  Although the contact relays shown in FIG. 2 or the semiconductor relays shown in FIG. 3 are exemplified as the interrupt relays 31 and 32 (including the common interrupt relay 30), the relays are not limited to these, and relays output from the collision prevention C / U 60 It may be appropriately selected according to the type of control signal. For example, in the case where blocking relays 31 and 32 are configured by contact relays, the current to the coil portion of the contact relays is disconnected when collision prevention C / U 60 determines that vehicle 100 and an obstacle are in a close state. If this is the case, this contact relay may be an A contact relay instead of a B contact relay. In addition, when the blocking relay is configured of a semiconductor relay, if the collision prevention C / U 60 determines that the vehicle 100 and the obstacle are in the close state, and outputs a relay control signal of Lo level, The semiconductor relay may be configured simply by an N-channel MOSFET.

  DESCRIPTION OF SYMBOLS 10 ... Fuel injection device, 11, 12, ... Fuel injection valve, 31, 32 ... Blocking relay, 60 ... Collision prevention C / U, 61 ... Forward distance sensor, 62 ... Rear distance sensor, 80 ... Collision prevention module, 100 ... Vehicle X, Y: Obstacle, DA, DB: Relative distance, B: Car battery

Claims (4)

Distance measuring means for detecting a relative distance to an obstacle in the traveling direction of the vehicle;
Power-off means configured to shut off the power supply to the specific on-vehicle device of which the driving force of the vehicle is reduced when the power supply is shut off among the on-vehicle devices mounted on the vehicle;
Control means for controlling the shutoff of the power supply by the power shutoff means based on the relative distance detected by the distance measuring means;
And a vehicle control device.   The vehicle control device according to claim 1, wherein the specific in-vehicle device is a fuel injection device. The fuel injection device comprises a plurality of fuel injection valves,
The vehicle control device according to claim 2, wherein the control means changes the number of fuel injection valves that shut off the power supply among the plurality of fuel injection valves according to the relative distance.   The vehicle control device according to any one of claims 1 to 3, wherein the distance measuring means, the electric current interruption means, and the control means are separately provided to the vehicle.