JP4197507B2 - Vehicle stop detection device - Google Patents

Description

  The present invention relates to a vehicle stop detection device for a vehicle that detects that a wheel in a traveling direction of a vehicle collides with or gets over a stop member.

  In recent years, various driving support devices have been developed and put into practical use in vehicles in order to make driving easier for drivers. As such a driving support device, there is a device that reliably detects a vehicle stop member when the vehicle is parked or the like, and prevents the vehicle from going over or behind the vehicle stop member.

For example, Japanese Patent Application Laid-Open No. Hei 8-296826 discloses an action posture that prevents the garbage truck from moving backward on a platform into which a garbage truck that throws garbage into the garbage pit enters in a backward posture, and non-removal that allows the garbage truck to move backward. Provided with a front wheel car stop mechanism that can be switched to the working posture, and provided with a dump operation detection mechanism that detects the end of the dump operation of the garbage storage part of the garbage transport vehicle and closes the garbage entry door to the garbage pit. A garbage collection vehicle fall prevention device is disclosed that includes a control mechanism that switches a front wheel stop mechanism to a non-acting posture when the end of a dumping operation is detected by an operation detection mechanism.
JP-A-8-296827

  However, in the fall prevention device disclosed in Patent Document 1 described above, a vehicle stop function for a vehicle is realized by providing a front wheel stop mechanism and a dump operation detection mechanism that can be switched to the infrastructure side such as a parking space. There is a problem that it is expensive and complicated, and it is difficult to apply to vehicles other than garbage trucks and is not versatile.

  The present invention has been made in view of the above circumstances, and can easily and easily detect a movement to collide with or get over a wheel stop in any vehicle without providing a special device or mechanism on the infrastructure side. It is an object of the present invention to provide a vehicle stop detection device with excellent versatility that can be used.

  The present invention relates to a force detection means for detecting a force acting in the front-rear direction of each wheel and a front-rear direction of the vehicle in the front-rear direction of the vehicle. The vehicle stop collision detecting means for detecting that the wheel in the traveling direction of the vehicle collides with the vehicle stopping member based on the acting force, the force acting in the front-rear direction of the wheel in the traveling direction of the vehicle, and the traveling direction of the vehicle The vehicle is provided with a vehicle stop over-detecting means for detecting that the wheel in the traveling direction of the vehicle tries to get over the vehicle stop member based on the force acting in the front-rear direction of the opposite wheel.

  According to the vehicle stop detection device of the present invention, it is possible to easily and easily detect a movement of a vehicle that collides with or over the wheel stop of any vehicle without providing a special device or mechanism on the infrastructure side. It is possible and has an excellent effect of being versatile.

Hereinafter, embodiments of the present invention will be described with reference to the drawings.
FIGS. 1 to 13 show a first embodiment of the present invention, FIG. 1 is a schematic configuration diagram of a vehicle equipped with a vehicle stop detection device, FIG. 2 is a flowchart of a vehicle stop detection control program, and FIG. 3 is a left rear wheel collision determination. FIG. 4 is a flowchart of a routine for determining whether to get over the left rear wheel, FIG. 5 is a flowchart for determining a collision of the right rear wheel, FIG. 6 is a flowchart of a routine for determining how to get over the right rear wheel, and FIG. FIG. 8 is a flowchart of the determination routine for getting over the left front wheel, FIG. 9 is a flowchart for the determination routine for collision of the right front wheel, FIG. 10 is a flowchart for the determination routine for getting over the right front wheel, and FIG. Fig. 12, Fig. 12 is an explanatory diagram of collision and overcoming to a vehicle stop member while the vehicle is moving forward. It is an explanatory view of the collision determination to fit member.

  In FIG. 1, reference numeral 1 denotes a vehicle such as an automobile. In the first embodiment, the vehicle 1 is a four-wheel drive vehicle, and the driving force of the engine 2 of the vehicle 1 is transmitted from the transmission output shaft 5 to the center differential device 6 via the torque converter 3 and the transmission 4. Is done.

  The driving force transmitted to the center differential device 6 is input to the rear wheel final reduction device 10 via the rear drive shaft 7, the propeller shaft 8, and the drive pinion shaft 9, while the front wheel final deceleration via the front drive shaft 11. It is configured to be transmitted to the device 12. The center differential device 6 is configured such that the distribution ratio of the driving force transmitted to the front drive shaft 11 as the drive shaft and the rear drive shaft 7 can be variably controlled, for example, between 100: 0 to 50:50. ing.

  The driving force input to the rear wheel final reduction gear 10 is transmitted to the left rear wheel 14rl through the rear wheel left axle shaft 13rl, and is transmitted to the right rear wheel 14rr through the rear wheel right axle shaft 13rr. The driving force input to the front wheel final reduction gear 12 is transmitted to the left front wheel 14fl through the front wheel left axle shaft 13fl, and is transmitted to the right front wheel 14fr through the front wheel right axle shaft 13fr.

  On the other hand, reference numeral 15 denotes a brake drive unit of the vehicle, and a master cylinder (not shown) connected to a brake pedal operated by a driver is connected to the brake drive unit 15. When the driver operates the brake pedal, the master cylinder introduces brake pressure to the wheel cylinders (not shown) of the four wheels 14fl, 14fr, 14rl, and 14rr through the brake drive unit 15, and the brake pads 16fl and 16fr. , 16rl, 16rr are actuated, whereby the four wheels 14fl, 14fr, 14rl, 14rr are braked and braked.

  The brake drive unit 15 is a hydraulic unit that includes a pressurization source, a pressure reducing valve, a pressure increasing valve, and the like, and in addition to the brake operation by the driver described above, The wheel cylinder is configured such that the brake pressure can be introduced independently of each other, and the brake can be independently applied to each of the four wheels 14fl, 14fr, 14rl, 14rr.

  The brake control unit 19 receives a signal from a wheel speed sensor or the like of each wheel (not shown), functions to prevent the wheel from being locked by a known ABS (Anti-lock Brake System), and a stop control unit 21 described later. A signal for automatically applying a brake is output to the brake drive unit 15 based on the signal, and the vehicle 1 is stopped. The signal from the stop control unit 21 is a signal that is output when a collision with the vehicle stop member or overcoming the vehicle stop member is detected. Therefore, the brake control unit 20 has a function as an automatic stop control means. is doing.

  The engine control unit 22 executes well-known fuel injection control, throttle opening control, and the like with respect to the engine 2, and the stop control unit 21 detects a collision with the vehicle stop member or overcoming the vehicle stop member. It has a function as an automatic stop control means for reducing the engine output by fully closing the throttle valve by the signal output in this case.

  Further, the vehicle 1 is provided with an alarm lamp 26 as an alarm means that is turned on in response to a signal output when the stop control unit 21 detects a collision with the vehicle stop member or overcoming the vehicle stop member. .

  The stop control unit 21 detects at least one of collision with the vehicle stop member or overcoming the vehicle stop member in accordance with a vehicle stop detection control program described later, and if necessary, the brake control unit 20, the engine control unit 22, and an alarm A signal is output to the lamp 26. That is, the stop control unit 21 is configured to have functions of a collision detection unit and a vehicle stop overcoming detection unit.

  In order to realize the above-described functions, force detection sensors 25fl, 25fr, 25rl, 25rr embedded in axle housings 24fl, 24fr, 24rl, 24rr of the four wheels 14fl, 14fr, 14rl, 14rr are connected to the stop control unit 21. Has been. These force detection sensors 25fl, 25fr, 25rl, and 25rr are provided as force detection means, for example, a sensor disclosed in Japanese Patent Application Laid-Open No. 9-2240. Direction) is detected based on the amount of displacement generated in the axle housings 24fl, 24fr, 24rl, 24rr. Specifically, the force detection sensors 25fl, 25fr, 25rl, and 25rr for each wheel detect forces Fflx, Ffrx, Frlx, and Frrx acting in the front-rear direction of each wheel and input them to the stop control unit 21.

  The signal output from the stop control unit 21 to the brake control unit 20, the engine control unit 22, and the alarm lamp 26 can be freely selected by the driver setting the selection switch 27 in advance. For example, when it is desired to get over an obstacle, the driver can forcibly stop unnecessary control. Specifically, only signal output to the alarm lamp 26 is performed, selection not to perform signal output to the brake control unit 20 and the engine control unit 22, selection not to perform all signal output, etc. Is possible. That is, the selection switch 27 is provided with functions as automatic stop control selection means and alarm selection means.

Next, the vehicle stop detection control program executed by the stop control unit 21 will be described with reference to the flowchart of FIG.
First, in step (hereinafter abbreviated as “S”) 101, the forces Fflx, Ffrx, Frlx, Frrx acting in the front-rear direction of each wheel detected by the force detection sensors 25fl, 25fr, 25rl, 25rr are read, and the process goes to S102. Then, the forces Fflx, Ffrx, Frlx, Frrx acting in the front-rear direction of each wheel are differentiated with respect to time to calculate the variations ΔFflx, ΔFfrx, ΔFrlx, ΔFrrx.

  Next, the process proceeds to S103, and the collision determination of the left rear wheel 14rl is executed. For example, as shown in FIG. 11A, the vehicle 1 moves backward as shown in FIG. 11A, and the left rear wheel 14rl of the vehicle 1 is connected to the vehicle stop member 29 as shown in FIG. It is determined to detect a collision.

  That is, in the left rear wheel collision determination routine shown in FIG. 3, first, in S201, it is determined whether or not the change amount ΔFrlx of the force Frlx acting in the front-rear direction of the left rear wheel 14rl is greater than or equal to a preset threshold Cdr (ΔFrlx ≧ Cdr). If ΔFrlx ≧ Cdr, the process proceeds to S202. If ΔFrlx <Cdr, it is determined that there is no collision of the left rear wheel 14rl, and the routine is exited. As shown in FIGS. 11 (b) and 13 (b), this is a change in the force Frlx acting in the front-rear direction of the left rear wheel 14rl at the moment when the left rear wheel 14rl moves backward and collides with the vehicle stop member 29. Of the amount ΔFrlx, it is detected that the amount of change in the force increase in the direction of stopping the vehicle (forward) increases rapidly.

  In S202, it is determined whether or not the force Frlx acting in the front-rear direction of the left rear wheel 14rl is greater than or equal to a preset value Cr1 (Frlx ≧ Cr1). If Frlx ≧ Cr1, the left rear wheel 14rl is a vehicle stop member. It determines with having collided with 29, and progresses to S203. On the other hand, if Frlx <Cr1, it is determined that there is no collision of the left rear wheel 14rl, and the routine is exited. That is, as shown in FIGS. 11 (b) and 13 (a), at the moment when the left rear wheel 14rl moves backward and collides with the vehicle stop member 29, the force Frlx acting in the front-rear direction also increases and the amount of change Only ΔFrlx does not increase. Therefore, when only the change amount ΔFrlx becomes large, it is determined as noise and removed, and the accuracy is improved. Note that the order of determination in S201 and S202 described above may be reversed.

  In S203, if the signal output to the alarm lamp 26 is not selected to be canceled by the selection switch 27, the lighting of the alarm lamp 26 is controlled, and the process proceeds to S204.

  In S204, if the signal output to the brake control unit 20 and the engine control unit 22 is not selected to be canceled by the selection switch 27, a signal is output to the brake control unit 20 and the engine control unit 22 to automatically stop the vehicle 1 and execute the routine. Exit. The signal output to the brake control unit 20 may be output only when the vehicle speed is equal to or higher than a set value.

  As described above, after the collision determination of the left rear wheel 14rl is executed in S103, the process proceeds to S104, and the determination of getting over the left rear wheel 14rl is executed. The determination of overcoming the left rear wheel 14rl is, for example, a determination of detecting that the left rear wheel 14rl of the vehicle 1 is about to get over the vehicle stop member 29 as shown in FIG.

  That is, in the left rear wheel getting over determination routine shown in FIG. 4, first, in S301, the value (Fflx) obtained by multiplying the force Fflx acting in the front-rear direction of the left front wheel 14fl by the force Frlx acting in the front-rear direction of the left rear wheel 14rl (Fflx). It is determined whether or not Frlx) is a negative value (Fflx · Frlx <0).

  If Fflx · Frlx <0 as a result of the determination in S301, the process proceeds to S302. If Fflx · Frlx <0 is not satisfied, it is determined that the left rear wheel 14rl does not attempt to get over the vehicle stop member 29 and the routine is executed. Exit. As shown in FIG. 11 (c), when the left rear wheel 14rl tries to get over the vehicle stop member 29, the force Frlx acting in the front-rear direction of the left rear wheel 14rl and the front-rear direction of the left front wheel 14fl are acted on. This is to detect that the force Fflx is in the opposite direction.

  In S302, it is determined whether or not the force Frlx acting in the front-rear direction of the left rear wheel 14rl is greater than or equal to a preset value Cr2 (Frlx ≧ Cr2). If Frlx ≧ Cr2, the left rear wheel 14rl is a vehicle stop member. If it is determined that the vehicle is going over the vehicle 29, the process proceeds to step S303. If Frlx <Cr2, it is determined that the left rear wheel 14rl is not going over the vehicle stop member 29, and the routine is exited. Note that the order of determination in S301 and S302 described above may be reversed.

  In S303, if the signal output to the alarm lamp 26 is not selected to be canceled by the selection switch 27, the alarm lamp 26 is turned on, and the process proceeds to S304.

  In S304, when the selection switch 27 is not selected to cancel the signal output to the brake control unit 20 and the engine control unit 22, a signal is output to the brake control unit 20 and the engine control unit 22 to automatically stop the vehicle 1 and execute the routine. Exit. The signal output to the brake control unit 20 may be output only when the vehicle speed is equal to or higher than a set value.

  As described above, after executing the determination of getting over the left rear wheel 14rl in S104, the process proceeds to S105, and the collision determination of the right rear wheel 14rr is executed. For example, the collision determination of the right rear wheel 14rr is performed by moving the vehicle 1 backward as shown in FIG. 11A, and as shown in FIG. 11B, the right rear wheel 14rr of the vehicle 1 It is determined to detect a collision.

  That is, in the right rear wheel collision determination routine shown in FIG. 5, first, in S401, it is determined whether or not the change amount ΔFrrx of the force Frrx acting in the front-rear direction of the right rear wheel 14rr is greater than or equal to a preset threshold Cdr (ΔFrrx ≧ Cdr). If ΔFrrx ≧ Cdr, the process proceeds to S402. If ΔFrrx <Cdr, it is determined that there is no collision of the right rear wheel 14rr, and the routine is exited. As in the description of the collision determination routine for the left rear wheel 14rl, the amount of change in the force Frrx acting in the front-rear direction of the right rear wheel 14rr at the moment when the right rear wheel 14rr moves backward and collides with the vehicle stop member 29. Of ΔFrrx, it is detected that the amount of change in the force increase in the direction in which the vehicle is stopped (forward) increases rapidly.

  In S402, it is determined whether or not the force Frrx acting in the front-rear direction of the right rear wheel 14rr is greater than or equal to a preset value Cr1 (Frrx ≧ Cr1). If Frrx ≧ Cr1, the right rear wheel 14rr is a vehicle stop member. It determines with having collided with 29, and progresses to S403. Conversely, if Frlx <Cr1, it is determined that there is no collision of the right rear wheel 14rr and the routine is exited. That is, as described in the collision determination routine for the left rear wheel 14rl, at the moment when the right rear wheel 14rr moves backward and collides with the vehicle stop member 29, the force Frrx acting in the front-rear direction also increases and the change amount ΔFrrx Only will not grow. Therefore, when only the change amount ΔFrrx becomes large, it is determined as noise and removed, and the accuracy is improved. Note that the order of determination in S401 and S402 described above may be reversed.

  In S403, if the selection switch 27 is not selected to cancel the signal output to the alarm lamp 26, the alarm lamp 26 is turned on, and the process proceeds to S404.

  In S404, if the signal output to the brake control unit 20 and the engine control unit 22 is not selected to be canceled by the selection switch 27, a signal is output to the brake control unit 20 and the engine control unit 22 to automatically stop the vehicle 1 and execute the routine. Exit. The signal output to the brake control unit 20 may be output only when the vehicle speed is equal to or higher than a set value.

  As described above, after performing the collision determination of the right rear wheel 14rr in S105, the process proceeds to S106, and the determination of getting over the right rear wheel 14rr is performed. The determination of overcoming the right rear wheel 14rr is, for example, a determination of detecting that the right rear wheel 14rr of the vehicle 1 is about to get over the vehicle stopper member 29 as shown in FIG.

  That is, in the right rear wheel climb determination routine shown in FIG. 6, first, in S501, a value (Ffrx) obtained by multiplying the force Ffrx acting in the front-rear direction of the right front wheel 14fr and the force Frrx acting in the front-rear direction of the right rear wheel 14rr. It is determined whether or not Frrx) is a negative value (Ffrx · Frrx <0).

  If Ffrx · Frrx <0 as a result of the determination in S501, the process proceeds to S502. If Ffrx · Frrx <0 is not satisfied, it is determined that the right rear wheel 14rr does not attempt to get over the vehicle stop member 29 and the routine is executed. Exit. As shown in FIG. 11 (c), when the right rear wheel 14rr tries to get over the vehicle stopper member 29, the force Frrx acting in the front-rear direction of the right rear wheel 14rr and the front-rear direction of the right front wheel 14fr are actuated. This is to detect that the force Ffrx is in the opposite direction.

  In S502, it is determined whether or not the force Frrx acting in the front-rear direction of the right rear wheel 14rr is greater than or equal to a preset value Cr2 (Frrx ≧ Cr2). If Frrx ≧ Cr2, the right rear wheel 14rr is a vehicle stop member. If it is determined that the vehicle is going over the vehicle 29, the process proceeds to S503. If Frrx <Cr2, it is determined that the right rear wheel 14rr is not going over the vehicle stop member 29, and the routine is exited. Note that the order of determination in S501 and S502 described above may be reversed.

  In S503, if the signal output to the alarm lamp 26 is not selected to be canceled by the selection switch 27, the alarm lamp 26 is turned on, and the process proceeds to S504.

  In S504, if the selection switch 27 is not selected to cancel the signal output to the brake control unit 20 and the engine control unit 22, a signal is output to the brake control unit 20 and the engine control unit 22 to automatically stop the vehicle 1 and execute the routine. Exit. The signal output to the brake control unit 20 may be output only when the vehicle speed is equal to or higher than a set value.

  As described above, after the determination of getting over the right rear wheel 14rr in S106 is performed, the process proceeds to S107, and the collision determination of the left front wheel 14fl is performed. For example, as shown in FIG. 12A, the vehicle 1 moves forward, and the left front wheel 14fl of the vehicle 1 collides with the vehicle stop member 29 as shown in FIG. 12B. It is determined to detect this.

  That is, in the left front wheel collision determination routine shown in FIG. 7, first, in S601, it is determined whether or not the change amount ΔFflx of the force Fflx acting in the front-rear direction of the left front wheel 14fl is greater than or equal to a preset threshold Cdf (ΔFflx ≧ Cdf). If ΔFflx ≧ Cdf, the process proceeds to S602. If ΔFflx <Cdf, it is determined that there is no collision with the left front wheel 14fl, and the routine is exited. Similar to the description in the collision determination routine for the left rear wheel 14rl, the amount of change ΔFflx of the force Fflx acting in the front-rear direction of the left front wheel 14fl at the moment when the left front wheel 14fl moves forward and collides with the vehicle stop member 29. Of these, it is detected that the amount of change in the force increase in the direction of stopping the vehicle (forward) increases rapidly.

  In S602, it is determined whether or not the force Fflx acting in the front-rear direction of the left front wheel 14fl is greater than or equal to a preset value Cf1 (Fflx ≧ Cf1). If Fflx ≧ Cf1, the left front wheel 14fl is applied to the vehicle stop member 29. It determines with having collided and progresses to S603. Conversely, if Fflx <Cf1, it is determined that there is no collision with the left front wheel 14fl, and the routine is exited. That is, as described in the collision determination routine for the left rear wheel 14rl, the moment the front left wheel 14fl moves forward and collides with the vehicle stop member 29, the force Fflx acting in the front-rear direction also increases, and only the change amount ΔFflx Will never grow. Therefore, when only the change amount ΔFflx becomes large, it is determined as noise and removed, and the accuracy is improved. Note that the order of determination in S601 and S602 described above may be reversed.

  In S603, if the signal output to the alarm lamp 26 is not selected to be canceled by the selection switch 27, the alarm lamp 26 is turned on, and the process proceeds to S604.

  In S604, when the selection switch 27 is not selected to cancel the signal output to the brake control unit 20 and the engine control unit 22, a signal is output to the brake control unit 20 and the engine control unit 22 to automatically stop the vehicle 1 and execute the routine. Exit. The signal output to the brake control unit 20 may be output only when the vehicle speed is equal to or higher than a set value.

  As described above, after the collision determination of the left front wheel 14fl is executed in S107, the process proceeds to S108, and the determination of getting over the left front wheel 14fl is executed. This determination of overcoming the left front wheel 14fl is, for example, a determination of detecting that the left front wheel 14fl of the vehicle 1 is about to get over the vehicle stop member 29 as shown in FIG.

  That is, in the left front wheel getting over determination routine shown in FIG. 8, first, in S701, a value (Fflx ·) obtained by multiplying the force Fflx acting in the front-rear direction of the left front wheel 14fl by the force Frlx acting in the front-rear direction of the left rear wheel 14rl. It is determined whether or not Frlx) is a negative value (Fflx · Frlx <0).

  If Fflx · Frlx <0 as a result of the determination in S701, the process proceeds to S702. If Fflx · Frlx <0 is not satisfied, it is determined that the left front wheel 14fl is not about to get over the vehicle stop member 29, and the routine is executed. Exit. This is because, as shown in FIG. 12C, when the left front wheel 14fl tries to get over the vehicle stopper member 29, the force Fflx acting in the front-rear direction of the left front wheel 14fl and the front-rear direction of the left rear wheel 14rl. It detects that the force Frlx is in the opposite direction.

  In S702, it is determined whether or not the force Fflx acting in the front-rear direction of the left front wheel 14fl is greater than or equal to a preset value Cf2 (Fflx ≧ Cf2). If Fflx ≧ Cf2, the left front wheel 14fl causes the vehicle stop member 29 to move. It is determined that the vehicle is about to get over and the process proceeds to S703. If Fflx <Cf2, it is determined that the left front wheel 14fl is not about to get over the vehicle stop member 29, and the routine is exited. Note that the order of determination in S701 and S702 described above may be reversed.

  In S703, if the signal output to the alarm lamp 26 is not selected to be canceled by the selection switch 27, the lighting of the alarm lamp 26 is controlled, and the process proceeds to S704.

  In S704, if the selection switch 27 is not selected to cancel the signal output to the brake control unit 20 and the engine control unit 22, a signal is output to the brake control unit 20 and the engine control unit 22 to automatically stop the vehicle 1 and execute the routine. Exit. The signal output to the brake control unit 20 may be output only when the vehicle speed is equal to or higher than a set value.

  As described above, after the determination of getting over the left front wheel 14fl in S108 is executed, the process proceeds to S109 and the collision determination of the right front wheel 14fr is executed. For example, as shown in FIG. 12A, the vehicle 1 moves forward, and the right front wheel 14 fr of the vehicle 1 collides with the vehicle stop member 29 as shown in FIG. 12B. It is determined to detect this.

  That is, in the right front wheel collision determination routine shown in FIG. 9, first, in S801, it is determined whether or not the change amount ΔFfrx of the force Ffrx acting in the front-rear direction of the right front wheel 14fr is greater than or equal to a preset threshold Cdf (ΔFfrx ≧ Cdf). If ΔFfrx ≧ Cdf, the process proceeds to S802. If ΔFfrx <Cdf, it is determined that there is no collision with the right front wheel 14fr, and the routine is exited. Similar to the description in the collision determination routine for the left rear wheel 14rl, the change amount ΔFfrx of the force Ffrx acting in the front-rear direction of the right front wheel 14fr at the moment when the right front wheel 14fr moves forward and collides with the vehicle stop member 29. Of these, it is detected that the amount of change in the force increase in the direction of stopping the vehicle (forward) increases rapidly.

  In S802, it is determined whether or not the force Ffrx acting in the front-rear direction of the right front wheel 14fr is greater than or equal to a preset value Cf1 (Ffrx ≧ Cf1). If Ffrx ≧ Cf1, the right front wheel 14fr is applied to the vehicle stop member 29. It determines with having collided and progresses to S803. Conversely, if Ffrx <Cf1, it is determined that there is no collision of the right front wheel 14fr, and the routine is exited. That is, as described in the collision determination routine for the left rear wheel 14rl, at the moment when the right front wheel 14fr moves forward and collides with the vehicle stop member 29, the force Ffrx acting in the front-rear direction also increases, and only the change amount ΔFfrx. Will never grow. Therefore, when only the change amount ΔFfrx becomes large, it is determined as noise and removed, and the accuracy is improved. Note that the order of determination in S801 and S802 described above may be reversed.

  In S803, if the signal output to the alarm lamp 26 is not selected to be canceled by the selection switch 27, the lighting of the alarm lamp 26 is controlled, and the process proceeds to S804.

  In S804, if the signal output to the brake control unit 20 and the engine control unit 22 is not selected to be canceled by the selection switch 27, a signal is output to the brake control unit 20 and the engine control unit 22 to automatically stop the vehicle 1 and execute the routine. Exit. The signal output to the brake control unit 20 may be output only when the vehicle speed is equal to or higher than a set value.

  As described above, after the collision determination of the right front wheel 14fr is executed in S109, the process proceeds to S110, and the determination of getting over the right front wheel 14fr is executed. The determination of overcoming the right front wheel 14fr is, for example, a determination of detecting that the right front wheel 14fr of the vehicle 1 is about to get over the vehicle stopper member 29 as shown in FIG.

  That is, in the right front wheel climb determination routine shown in FIG. 10, first, in S901, a value (Ffrx ·) obtained by multiplying the force Ffrx acting in the front-rear direction of the right front wheel 14fr and the force Frrx acting in the front-rear direction of the right rear wheel 14rr. It is determined whether or not (Frrx) is a negative value (Ffrx · Frrx <0).

  If Ffrx · Frrx <0 as a result of the determination in S901, the process proceeds to S902. If Ffrx · Frrx <0 is not satisfied, it is determined that the right front wheel 14fr is not going over the vehicle stop member 29, and the routine is executed. Exit. This is because, as shown in FIG. 12C, when the right front wheel 14fr tries to get over the vehicle stop member 29, it acts in the front-rear direction of the right front wheel 14fr and in the front-rear direction of the right rear wheel 14rr. It detects that the force Frrx is in the opposite direction.

  In S902, it is determined whether or not the force Ffrx acting in the front-rear direction of the right front wheel 14fr is greater than or equal to a preset value Cf2 (Ffrx ≧ Cf2). If Ffrx ≧ Cf2, the right front wheel 14fr pushes the vehicle stop member 29. It is determined that the vehicle is about to get over, and the process proceeds to S903. If Ffrx <Cf2, it is determined that the right front wheel 14fr is not about to get over the vehicle stop member 29, and the routine is exited. Note that the order of determination in S901 and S902 described above may be reversed.

  In S903, if the signal output to the alarm lamp 26 is not selected to be canceled by the selection switch 27, the lighting of the alarm lamp 26 is controlled, and the process proceeds to S904.

  In S904, when the selection switch 27 is not selected to cancel the signal output to the brake control unit 20 and the engine control unit 22, a signal is output to the brake control unit 20 and the engine control unit 22 to automatically stop the vehicle 1 and execute the routine. Exit. The signal output to the brake control unit 20 may be output only when the vehicle speed is equal to or higher than a set value.

  Thus, after executing the collision determination of the right front wheel 14fr in S110, the program exits. In addition, since the order of each process of S103-S110 mentioned above crosses over after a collision as a phenomenon, if it determines that a boarding determination is performed after a collision determination, you may make it determine from which wheel. .

  As described above, according to the first embodiment of the present invention, since it is possible to detect a collision with the vehicle stop member or overcoming the vehicle stop member on the vehicle side, it is easy without providing a special device or mechanism on the infrastructure side. In addition, in any vehicle, it is possible to detect a movement to collide with or get over the wheel stop of the wheel, and there is an effect that the versatility is excellent.

  In addition, even when the vehicle 1 is moved forward to collide and get over the vehicle stop member 29, or when the vehicle 1 is moved backward and made to collide with or get over the vehicle stop member 29, the vehicle stop detection function can operate. Applicable to parking form.

  Furthermore, since the driver can select the operation of the brake control unit 20, the engine control unit 22, and the warning lamp 26 by selection by the selection switch 27, the operation on the road surface with severe undulations can be limited, Even if you want to get over the protruding part, you can respond.

  In the first embodiment, the four wheels 14fl, 14fr, 14rl, and 14rr are shown as examples that can detect the collision / override of the vehicle stop member 29. However, the present invention is not limited to this example. It may be provided only at 14rl and 14rr.

  In the present embodiment, the automatic stop function by the brake control unit 20 and the engine control unit 22 is obtained. However, only one of them may be installed, or the vehicle has neither. May be.

  Next, FIGS. 14 and 15 show a second embodiment of the present invention, FIG. 14 is a schematic configuration diagram of a vehicle equipped with a vehicle stop detection device, and FIG. 15 is a flowchart of a vehicle stop detection control program. The second embodiment of the present invention is different from the first embodiment in that the vehicle is an FF (Front engine-Front drive) vehicle, and the other parts are the same. The description is omitted.

  That is, in FIG. 14, reference numeral 40 indicates a vehicle, and the driving force of the vehicle 40 by the engine 2 is transmitted to the transmission output shaft 5 via the torque converter 3 and the transmission 4.

  The driving force transmitted to the transmission output shaft 5 is transmitted to the front drive shaft 11 via the reduction gear train 41 and input to the front wheel final reduction gear 12.

  The driving force input to the front wheel final reduction gear 12 is transmitted to the left front wheel 14fl via the front wheel left axle shaft 13fl, and is transmitted to the right front wheel 14fr via the front wheel right axle shaft 13fr. Since the second embodiment is an FF vehicle, the driving force from the engine 2 is not transmitted to the left rear wheel 14rl and the right rear wheel 14rr.

  Accordingly, in the vehicle 40 according to the second embodiment, when the front wheels 14fl and 14fr try to get over the vehicle stop member 29, the driving force from the rear wheels 14rl and 14rr does not act, so the stop control unit 42 performs this control. There is a program that is removed.

  That is, as shown in FIG. 15, S101 to S106 are the same program processing as in the first embodiment, but after judging the collision of the left front wheel 14fl in S107, the determination of getting over the left front wheel 14fl is performed. Instead, the process proceeds to S109.

  Then, in S109, the collision determination of the right front wheel 14fr is performed, and then the program is exited without performing the determination of getting over the right front wheel 14fr.

  As described above, according to the second embodiment, in the case of an FF vehicle, it is not possible to determine whether to get over the front wheel, but other determinations can be made in the same manner as in the first embodiment, and the same effect can be obtained. it can.

  Next, FIGS. 16 and 17 show a third embodiment of the present invention, FIG. 16 is a schematic configuration diagram of a vehicle equipped with a vehicle stop detection device, and FIG. 17 is a flowchart of a vehicle stop detection control program. The third embodiment of the present invention is different from the first embodiment in that the vehicle is an FR (Front engine-Rear drive) vehicle, and the other parts are the same. The description is omitted.

  That is, in FIG. 16, reference numeral 50 indicates a vehicle, and the driving force of the vehicle 50 by the engine 2 is transmitted to the transmission output shaft 5 via the torque converter 3 and the transmission 4. The driving force transmitted to the transmission output shaft 5 is transmitted to the drive pinion shaft 9 via the propeller shaft 8 and input to the rear wheel final reduction gear 10. The driving force input to the rear wheel final reduction gear 10 is transmitted to the left rear wheel 14rl through the rear wheel left axle shaft 13rl, and is transmitted to the right rear wheel 14rr through the rear wheel right axle shaft 13rr. . Since the third embodiment is an FR vehicle, the driving force from the engine 2 is not transmitted to the left front wheel 14fl and the right front wheel 14fr.

  Therefore, in the vehicle 50 according to the third embodiment, when the rear wheels 14rl and 14rr try to get over the vehicle stop member 29, the driving force from the front wheels 14fl and 14fr does not act, so the stop control unit 51 performs this control. There is a program that is removed.

  That is, as shown in FIG. 17, after the collision determination of the left rear wheel 14rl is performed in S103, the determination of getting over the left rear wheel 14rl is not performed, and the process proceeds to S105.

  After the collision determination of the right rear wheel 14rr is made in S105, the determination of getting over the right rear wheel 14rr is not performed, and the processes after S107 are performed.

  Thus, according to the third embodiment, in the case of an FR vehicle, the determination of getting over the rear wheel cannot be performed, but other determinations can be performed in the same manner as in the first embodiment, and the same effect can be obtained. Can do.

The schematic block diagram of the vehicle carrying the vehicle stop detection apparatus by 1st Embodiment of this invention. Same as above, flowchart of the vehicle stop detection control program Same as above, left rear wheel collision determination routine flowchart Same as above, left rear wheel over determination routine flowchart Same as above, right rear wheel collision determination routine flowchart Same as above, right rear wheel over determination routine flowchart Same as above, left front wheel collision determination routine flowchart Same as above, left front wheel over determination routine flowchart Same as above, right front wheel collision determination routine flowchart Same as above, flowchart of right front wheel getting over determination routine Same as above, explanatory diagram of collision and getting over to vehicle stop member during reverse of vehicle Same as above, explanatory diagram of collision and getting over to vehicle stop member during vehicle advance Same as above, explanatory diagram of collision judgment to car stopper The schematic block diagram of the vehicle carrying the vehicle stop detection apparatus by 2nd Embodiment of this invention. Same as above, flowchart of the vehicle stop detection control program The schematic block diagram of the vehicle carrying the vehicle stop detection apparatus by 3rd Embodiment of this invention. Same as above, flowchart of the vehicle stop detection control program

Explanation of symbols

DESCRIPTION OF SYMBOLS 1 Vehicle 2 Engine 14fl, 14fr, 14rl, 14rr Wheel 15 Brake drive part 20 Brake control part (automatic stop control means)
21 Stop control unit (collision detection means, vehicle stop overcoming detection means)
22 Engine control unit (automatic stop control means)
25fl, 25fr, 25rl, 25rr Force detection sensor (force detection means)
26 Alarm lamp (alarm means)
27 selection switch (automatic stop control selection means, alarm selection means)
29 Car stopper
Agent Patent Attorney Susumu Ito

Claims (9)

In a vehicle where at least the wheel opposite to the traveling direction of the vehicle is a drive wheel,
Force detecting means for detecting the force acting in the longitudinal direction of each wheel;
Vehicle stop collision detection means for detecting that a wheel in the vehicle traveling direction has collided with the vehicle stopping member based on a force acting in the front-rear direction of the vehicle traveling direction wheel;
Based on the force acting in the longitudinal direction of the wheel in the traveling direction of the vehicle and the force acting in the longitudinal direction of the wheel opposite to the traveling direction of the vehicle, the wheel in the traveling direction of the vehicle tries to get over the stop member. A vehicle stop-over detection means for detecting
A vehicle stop detection device comprising a vehicle. The vehicle stop collision detecting means is configured to advance the vehicle when a change amount of a force increase in a direction to stop the vehicle out of at least a force acting in the front-rear direction of the wheel in the traveling direction of the vehicle exceeds a preset threshold value. 2. The vehicle stop detection device for a vehicle according to claim 1, wherein it is determined that the wheel in the direction has collided with the stop member. The bollard collision detection means exceeds a threshold value amount of change stop sealed to the direction of the force increase in the force acting in the longitudinal direction of the upper SL wheels in the traveling direction of the vehicle is set in advance, and, in the traveling direction of the vehicle claim 1 or the wheels in the traveling direction of the vehicle when the size in the direction of stopping the forces acting in the longitudinal direction exceeds the preset value of the wheel and judging that collides with the wheel stopper member The vehicle stop detection device according to claim 2. In a vehicle where at least the wheel opposite to the traveling direction of the vehicle is a drive wheel,
Force detecting means for detecting the force acting in the longitudinal direction of each wheel;
Based on the force acting in the front-rear direction of the wheel in the traveling direction of the vehicle and the force acting in the front-rear direction of the wheel opposite to the traveling direction of the vehicle, the wheel in the traveling direction of the vehicle tries to get over the stop member. A vehicle stopover detection means for detecting
A vehicle stop detection device comprising a vehicle. The vehicle stop overcoming detecting means is configured such that the magnitude of the force acting in the front-rear direction of the wheel in the traveling direction of the vehicle exceeds a preset value and the front-rear direction of the wheel in the traveling direction of the vehicle. Determining that the wheel in the traveling direction of the vehicle tries to get over the vehicle stop member when the direction of the force acting in the front-rear direction of the wheel on the opposite side of the acting force and the traveling direction of the vehicle is opposite. The vehicle stop detection device according to claim 1 or 4, wherein the vehicle stop detection device is a vehicle stop detection device. An automatic stop control means is provided for performing at least one of engine output reduction control and automatic brake control when at least one of a collision with the vehicle stop member and overcoming the vehicle stop member is detected. bollard detecting apparatus for a vehicle according to any one of claims 1 to 5. 7. The vehicle stop detection device for a vehicle according to claim 6, further comprising automatic stop control selection means capable of selecting the operation of the automatic stop control means . When detecting at least one of overcoming the collision and the bollard member to said bollard member, according to any one of claims 1 to 7, characterized in that it comprises an alarm means for issuing an alarm A vehicle stop detection device. 9. The vehicle stop detection device for a vehicle according to claim 8, further comprising: an alarm selection means capable of selecting the operation of the alarm means .

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