JP4613520B2 - Parking assistance control device, parking assistance control system, and parking assistance program - Google Patents

Description

  The present invention relates to a parking assistance control device that assists parking in a vehicle, a parking assistance control system, and a parking assistance program used for them.

In recent years, a parking assist control device has been developed that facilitates parking by assisting parking in a vehicle. For example, when the driver presses the parking assist switch provided in the passenger compartment, the vehicle automatically moves to the parking space, and the driver parks the car without doing anything. There are those that give instructions for operating the steering wheel, such as “Please turn the steering wheel to the left” when the vehicle moves, and those that show the movement trajectory of the parked vehicle (for example, patents) Reference 1).
JP 2000-280823 A

  In the parking assist control apparatus as described above, when parking assist control is executed, an abnormality may occur in a distance measurement sensor provided in the vehicle, such as a corner sonar, a laser radar, and an in-vehicle camera. However, in the conventional parking assist control device, even if such an abnormality occurs, no countermeasure is taken or only the parking assist control is terminated. Therefore, if an abnormality occurs in the distance measuring sensor, the braking force cannot be automatically generated during the parking assist control, and the vehicle may not be appropriately moved at a predetermined speed (creep speed). There is. For this reason, it is desired to provide a fail-safe function that can cope with a case where a distance measuring sensor is generated in the parking assist control device.

  The sensor check is performed, for example, for about 3 seconds at the initial check after the ignition switch is turned on, and is continuously performed every predetermined period thereafter. When an abnormality is detected, the driver is notified that the distance measurement sensor has failed by taking measures such as turning on a warning lamp. However, since the abnormality of the distance measurement sensor also occurs when the vehicle is traveling at high speed, no braking control is performed even if an abnormality occurs in the distance measurement sensor.

  In view of the above points, the present invention provides a parking assist control device and a parking assist control system having a fail-safe function capable of responding to an abnormality of a distance measurement sensor when an abnormality of a distance measuring sensor is detected in executing the parking assist control. And it aims at providing the parking assistance program used for them.

  In order to achieve the above object, according to the first aspect of the present invention, when it is detected by the sensor abnormal state detection means (103) that an abnormality has occurred in the distance measuring sensor (54) provided in the vehicle. Regardless of the driver's intention, the vehicle braking control means (115) outputs an instruction signal to the braking force applying means (2, 3) for applying a braking force to the wheels provided in the vehicle to generate the braking force. Thus, the vehicle is stopped.

As described above, when an abnormality occurs in the distance measurement sensor during the parking assist control, the vehicle is automatically stopped. Thereby, in performing parking assistance control, when abnormality is detected in the sensor for distance measurement, it can be set as the parking assistance control apparatus provided with the fail safe function which can respond to the abnormality.
Specifically, the vehicle braking control means includes driver requested braking force detection means (10, 30) for detecting a driver requested braking force requested by the driver, and a control braking force when an abnormality is detected. A calculation means (111) for calculating the control brake, a determination means (113) for determining whether the calculated control brake force is greater than the detected driver requested braking force, an instruction signal is output, and the calculated control brake is calculated. A forced braking process execution means (115) for generating a force as a braking force in the braking force applying means (2, 3), and whether or not an accelerator operation is performed by the driver after the braking force is generated by the forced braking process execution means. Release operation determination means for determining (117, 119) and the braking force generated by the forced braking process execution means are released based on the determination that the accelerator operation has been performed. Forced brake release processing means and (121) are provided. Then, when it is detected that an abnormality has occurred, if it is determined by the determining means (113) that the control braking force is greater than the driver requested braking force, the forced braking process executing means (115) applies the braking force. An instruction signal is output to the means (2, 3) and the calculated control braking force is generated as a braking force, and the forced braking release processing means (115) is based on the determination of the release operation determination means (117, 119). When the generated braking force is released and it is determined by the determining means (113) that the control braking force is not greater than the driver requested braking force, the vehicle braking control means is controlled by the forced braking process executing means (115). No power is generated and the driver-requested braking force is generated as the braking force.

According to the second aspect of the present invention, the target deceleration detecting means (109) obtains the target deceleration corresponding to the vehicle speed based on the data indicating the vehicle speed so that the stop of the vehicle is not suddenly braked. The control means controls the braking force applied to the wheels, and outputs a command signal from the vehicle braking control means so as to obtain the target deceleration obtained by the target deceleration detecting means.

Thus, if the target deceleration according to the vehicle speed is set and the vehicle is stopped, the vehicle can be prevented from stopping suddenly. According to the third aspect of the present invention, the deceleration increasing gradient detecting means obtains the deceleration increasing gradient corresponding to the vehicle speed based on the data indicating the vehicle speed so as to prevent the vehicle from stopping suddenly . Even if the instruction signal is output from the vehicle stop command means so that the deceleration increasing gradient can be obtained, the same effect as in the second aspect can be obtained.
is there.

As in the invention of claim 4, the abnormality that is located opposite to the traveling direction of the vehicle of the distance-measuring sensor arranged on the opposite side of the progress direction to the traveling direction alignment of the vehicle Whether to output an instruction signal to the braking force applying means depending on whether it is detected or if the distance measuring sensor located on the vehicle traveling direction side is detected as abnormal It is also possible to change the control mode of whether or not.

If it does in this way, it becomes possible to continue parking assistance control according to the place where abnormality occurred in the sensor for distance measurement.
Further, as described in claim 7 , when a distance measuring sensor located on the opposite side to the traveling direction of the vehicle is detected as abnormal, the distance measurement located on the opposite side to the traveling direction is detected. When an alarm indicating that the sensor for use is abnormal is issued, the instruction signal is not output to the braking force applying means, and the distance measurement sensor located on the vehicle traveling direction side is detected as abnormal The instruction signal can be output to the braking force applying means.

Further, as shown in claim 5, 6, on the opposite side and the turning inner wheel side of the vehicle to the traveling direction of the vehicle of the distance-measuring sensor arranged on the opposite side of the progress direction to the traveling direction alignment of the vehicle An instruction signal is output to the braking force applying means depending on whether an object located in the position is detected as abnormal or a remaining one of the distance measuring sensors is detected as abnormal. It is also possible to change the control mode of whether or not.

If so this can execute the parking assist control in consideration of the turning outer wheel side at the side opposite to the traveling direction of the vehicle lies off out of the movement locus of the tip position in the vehicle traveling direction.

Further, when it is detected that the distance measuring sensor located on the side opposite to the traveling direction of the vehicle and on the inner turning side of the vehicle is abnormal, the instruction signal is not output to the braking force applying means, and the distance is When the remaining sensors among the measuring sensors are detected as abnormal, an instruction signal can be output to the braking force applying means.

Moreover, although the said Claim 1 thru | or 8 has shown this invention as a form called a parking assistance control apparatus, this invention is not necessarily applied only to such a form. For example, as shown in claim 9 , the present invention can be grasped as a form of a parking assist control program, and the present invention can be grasped as other forms such as a parking assist control method.

  In addition, the code | symbol in the bracket | parenthesis of each said means shows the correspondence with the specific means as described in embodiment mentioned later.

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

(First embodiment)
A parking assistance control device mounted on a vehicle to which an embodiment of the present invention is applied will be described with reference to the drawings.

FIG. 1 is a diagram illustrating an overall configuration of the parking assist control device of the present embodiment. In the figure, the front right wheel, the left front wheel, the right rear wheel, and the left rear wheel of the vehicle VL are represented by FR, FL, RR, and RL as components corresponding thereto.

  The parking assist control device of the present embodiment includes a brake control ECU 1, a hydraulic brake device 2, an electric parking brake (hereinafter referred to as PKB) 3, and wheel cylinders (hereinafter referred to as “W”) provided for each wheel 4 FR, 4 RL, 4 FL, and 4 RR. 41FR, 41RL, 41FL, wheel speed sensors 5FR, 5RL, 5FL, 5RR, in-vehicle LAN bus 6, engine ECU 7, peripheral monitoring control ECU 8, warning display / alarm device 9, various sensors 50, and braking request output The unit 80 is configured to be provided.

  Among these components, the brake control ECU 1, engine control ECU 7, peripheral monitoring control ECU 8, warning display / alarm device 9, sensors 50, and braking request output unit 80 are each connected to the in-vehicle LAN bus 6 and in-vehicle LAN Signals can be transmitted and received with each other via the bus 6.

  The brake control ECU 1 is configured by a computer, and via the in-vehicle LAN bus 6, braking requests from the peripheral monitoring control ECU 8 and the braking request output means 80, and sensor signals from the wheel speed sensors 5 a to 5 d and the sensors 50. And a drive signal for controlling the hydraulic brake device 2 and PKB 3 described later and a control signal to the engine control ECU 7 are output.

  In the present embodiment, the hydraulic brake device 2 and the PKB 3 correspond to the braking force applying means in the present invention, and together constitute an automatic braking system.

  FIG. 2 is a diagram illustrating a specific piping configuration of the hydraulic brake device 2. The hydraulic brake device 2 will be described with reference to this figure.

  A master cylinder (hereinafter referred to as “M / C”) 10 is configured such that when a brake pedal (not shown) is depressed by a driver, the M corresponding to the depression force of the brake pedal detected by a brake operation amount sensor 53 (described later) included in the sensors 50. / C pressure is generated. The first piping system 11 and the second piping system 21 are connected to the M / C 10, and the W / C 41 FR, 41 RL, 41 FL, and 41 RR are diagonally connected to the piping systems 11 and 21. .

  The brake hydraulic pressure generated by the M / C 10 is transmitted to the W / C 41FR, 41RL and 41FL, 41RR provided in each wheel via the first piping system 11 and the second piping system 21, respectively. A braking force is generated.

  Hereinafter, the first piping system 11, particularly, the piping system related to the right front wheel 4FR will be mainly described, but the same applies to other wheels and the second piping system.

  The first piping system 11 is provided with pressure increase control valves 14a and 14b for adjusting the pressure increase and holding of the W / C 41FR and 41RL during ABS control for the right front wheel 4FR and the left rear wheel 4RL, respectively. Yes. Check valves 141a and 141b are provided in parallel to the pressure increase control valves 14a and 14b, respectively, and the liquid flow is transferred to the M / C 10 side when the W / C pressure becomes excessive when the pressure increase control valves 14a and 14b are shut off. It is supposed to escape.

  Pressure reducing control valves 15a and 15b for adjusting the pressure reducing and holding of the W / C 41FR and 41RL in the ABS control are provided in the pressure reducing pipe 12 extending from between the pressure increasing control valves 14a and 14b and the W / C 41FR and 41RL. . The pressure reducing line 12 is connected to a reservoir 16.

The brake fluid stored in the reservoir 16 is pumped up by a pump 17 driven by a motor 20 and then flows between pressure increase control valves 14a and 14b and a master cut valve (hereinafter referred to as SM valve) 18 which will be described later. It is . A check valve 171 is provided at the discharge port of the pump 17 so that high brake fluid pressure is not applied to the discharge port of the pump 17.

  An SM valve 18 is disposed between the M / C 10 and the pressure increase control valves 14a and 14b. The SM valve 18 is a two-position valve that is in a communicating state when not energized, and is in a shut-off state by a check valve in the illustrated direction when energized. In the shut-off state, the SM valve 18 is released when the pressure on the W / C 41 FR, 41 RL side becomes higher than the pressure on the cracking pressure M / C 10 side by the check valve spring, thereby releasing the pressure. ing. The SM valve 18 is provided with a check valve 181 in parallel so that only flow from the M / C 10 side to the W / C 41 FR and 41 RL side is allowed.

  The M / C 10 and the SM valve 18 are connected to the reservoir 16 by a suction line 13.

  A hydraulic pressure sensor 30 is provided between the M / C 10 of the first piping system 11 and the SM valve 18 so that the brake fluid pressure generated by the M / C 10 can be detected. The brake fluid pressure detected by the hydraulic sensor 30 is a pressure generated in a secondary chamber (not shown) of the M / C 10, but the same pressure is also generated in the primary chamber to which the second piping system is connected. The sensor 30 can substantially detect the M / C pressure.

  Also, hydraulic pressure sensors 19a and 19b are provided between the pressure increase control valves 14a and 14b and the W / C 41FR and 41RL so that the respective W / C pressures can be detected.

  The output signals of the hydraulic sensor 30 and the hydraulic sensors 19a and 19b are input to the brake control ECU 1.

  The pressure-increasing control valves 14a and 14b and the pressure-reducing control valves 15a and 15b are two-position valves. When the brake pedal is not operated and during normal braking, the valve body position shown in FIG. The control valves 14a and 14b are in communication, and the pressure reduction control valves 15a and 15b are in a cut-off (cut) state. Further, the SM valve 18 is also in the illustrated valve body position, that is, in a communicating state during normal non-energization.

  Each of these control valves is driven by an operation signal from the brake control ECU 1. The motor 20 that drives the pumps 17 and 27 is also driven by an operation signal from the brake control ECU 1.

  Each operation signal for the hydraulic brake device 2 generally corresponds to a first drive signal. Further, when the hydraulic brake device 2 is stopped (or prohibited), the first drive signal is set to 0 (non-operating state), specifically, the pressure increase control valves 14a, 14b, 24a, 24b, pressure reduction control. This means that the valves 15a, 15b, 25a, 25b and the SM valves 18, 28 are all de-energized and the drive current of the motor 20 is zero. Therefore, when the first drive signal is released, the braking force of the first brake means indicated by the hydraulic brake device 2 is also released (braking force = 0).

  Subsequently, a basic control method of the hydraulic brake device 2 will be described.

  In a normal brake operation when the driver depresses the brake pedal, all the control valves (SM valve 18, pressure increase control valve 14a, pressure reduction control valve 15a) are in a non-energized (OFF) state. For this reason, the M / C pressure acts on the W / C 41FR and 41RL as they are, so that W / C pressure = M / C pressure.

  During the ABS control, the operation differs between a process of reducing the W / C pressure in order to avoid tire lock and a process of increasing the W / C pressure in order to recover the braking force. The SM valve 18 is normally OFF (communication state) during the ABS control, and the pump 17 is driven to suck the brake fluid from the reservoir 16.

  First, in the depressurization process of the ABS control, the pressure increase control valve 14a is set in an energized state (ON), that is, a cut (cut) state, and the pressure decrease control valve 15a is controlled with an ON / OFF duty ratio. As a result, the communication / cut switching is repeated, and the brake fluid flows from the W / C 41 FR to the reservoir 16 with a predetermined change gradient, thereby reducing the W / C pressure.

  In the pressure increasing process of the ABS control, the pressure reducing control valve 15a is set in a non-energized state (OFF), that is, in a cut state, and the pressure increasing control valve 14a is controlled in an OFF / ON duty ratio. As a result, the communication / cut switching is repeated, the brake fluid is supplied from the M / C 10 to the W / C 41 FR, and the W / C pressure is increased.

  Next, regardless of whether or not the brake pedal is depressed, the brake control ECU 1 instructing the hydraulic brake device 2 during the brake operation based on the brake request signal from the peripheral monitoring control ECU 8 or the brake request output means 80. The pressure increasing process and the pressure reducing process will be described.

  In this pressure increasing process, the SM valve 18 is turned on (cut state), and the pressure reducing control valve 15a is turned off (cut state). Further, in a state where the pump 17 is driven and the brake fluid is sucked from the reservoir 16 to generate the discharge pressure, the pressure increase control valve 14a is turned OFF / ON while comparing with the detection value of the hydraulic sensor 19a. By the ratio control, the W / C pressure is increased at a predetermined change gradient or to a set target pressure. At this time, brake fluid is replenished to the suction port of the pump 17 from the M / C 10 through the suction line 13 and the reservoir 16 as necessary.

  In the decompression process, the SM valve 18 is turned on (cut state), the pressure increase control valve 14a is turned on (cut state), and the pump 17 is driven to suck and discharge the brake fluid from the reservoir 16. While the pressure is generated, while comparing with the detection value of the hydraulic sensor 19a, the pressure reducing control valve 15a is turned on / off with a predetermined gradient by ON / OFF duty ratio control or set to a target pressure W / C41FR. The brake fluid is sucked more and the W / C pressure is reduced. At this time, since both the pressure increase control valve 14a and the SM valve 18 are in the cut state, the discharge pressure of the pump 17 increases, but is released when the pressure exceeds the cracking force of the check valve spring of the SM valve 18. Pressure drops.

  Next, PKB3 will be described.

  The PKB 3 is connected to the brake calipers of the brake wires 31R and 31L, the rear wheels 4RL and 4RR. The PKB 31 is driven by a brake caliper of the left and right rear wheels 4RR, 4RL via a brake wire 31R, 31L by an actuator (not shown) operated by a second drive signal from the brake control ECU 1 and a gear mechanism. A braking force, that is, a second braking force is generated. The motor of PKB3 is driven in a duty manner based on the second drive signal to be rotated forward or backward. As a result, the magnitude of the second braking force is controlled.

  At this time, a braking force corresponding to the duty ratio is generated. When the target braking force is reached, the motor of the PKB 3 is locked, and when the motor lock is detected, the driving current of the motor is cut off, that is, the second driving signal is released. Thus, the PKB 3 enters a control stop (control prohibited) state. Since the gear mechanism does not move in the control stop state of PKB3, the second braking force is maintained and the lock state is established.

  This PKB3 is performed not only by the second drive signal from the brake control ECU1, but also when the driver operates a parking brake switch (not shown) to turn on / off the brake control ECU1 based on the operation signal. It is driven by outputting a drive signal.

As shown in FIG. 2, the wheel speed sensors 5FL to 5RR are provided for each wheel so that the rotation speed of each wheel can be detected, and the respective output signals are directly input to the brake control ECU 1. Yes. For the wheel speed sensors 5FR, 5FL, 5RR, 5RL, for example, a semiconductor speed sensor using a Hall element is used, and by obtaining a reliable wheel rotation pulse even at a low speed, an accurate vehicle speed can be detected even at a parking speed. It has become.

  The engine control ECU 7 adjusts the fuel injection amount in accordance with the running state based on the accelerator opening signal that is the accelerator operation amount from the accelerator operation amount sensor 52, the engine speed, the water temperature, the oxygen concentration in the exhaust, and the like. The engine output is controlled by giving a command value to 70. As a result, the driving forces of the left and right front wheels 4FR and 4FL that are rotationally driven via the automatic transmission (AT) 71 and the axles 72R and 72L are adjusted.

  The AT 71 is a known device that incorporates a torque converter that transmits the rotation of the engine 70 to the axles 72R and 72L, and the transmission is controlled by a control device (not shown). In the present embodiment, parking assistance control is performed by actively using a state in which the vehicle travels at a low speed due to a creep phenomenon (hereinafter referred to as creep travel), and the control of the AT 71 is not particularly relevant. A description of the control device is omitted.

  That is, in the present embodiment, the engine control ECU 7 increases the engine output from the idle state or decreases the output to the idle state by the engine output adjustment signal from the brake control ECU 1, The vehicle VL is caused to travel in the constant speed mode by using the braking force control by the control ECU 1 together.

  The surrounding monitoring control ECU 8 performs braking that is the distance to the position at which the vehicle VL should be stopped based on the distance x to the obstacle measured by an obstacle sensor 54 as a distance measuring sensor described later included in the sensors 50. The distance L is calculated. Then, the periphery monitoring control ECU 8 outputs the obtained braking distance L to the brake control ECU 1 as a braking request value.

  The warning display / alarm device 9 is provided with a warning indicator such as a lamp and a display and an alarm device such as a buzzer and a speaker. The warning sound is notified to the driver.

  The sensors 50 include a steering amount sensor 51, an accelerator operation amount sensor 52, a brake operation amount sensor 53, and an obstacle sensor 54.

  The steering amount sensor 51 detects the steering amount of the steering wheel, and the accelerator operation amount sensor 52 detects the operation amount of the accelerator pedal. The brake operation amount sensor 53 detects the operation amount of the brake pedal.

  The obstacle sensor 54 is for detecting an obstacle around the vehicle VL. Examples of the obstacle sensor 54 include a laser radar, a vehicle-mounted camera, and a corner sonar.

  For example, when a corner sonar is used as the obstacle sensor 54, the distance x to the obstacle existing in the front and rear of the vehicle is measured by the corner sonar provided at the front and rear of the vehicle, for example, a bumper, and the differential Along with the signal, it is sent to the brake control ECU 1 and other braking request output means via the in-vehicle LAN bus 6. The differential signal of the distance x corresponds to the relative speed with an obstacle such as a traveling vehicle ahead or behind.

  In the obstacle sensor 54 as the distance measuring sensor configured as described above, a sensor check is performed to detect whether or not an abnormality has occurred. For this sensor check, a signal processing circuit for checking an electrical failure of the obstacle sensor 54 itself and a detection signal of the obstacle sensor 54 (in this embodiment, the peripheral monitoring control ECU 8 or the like is applicable). There is a check for electrical failure.

  For example, when a detection signal is not output from the obstacle sensor 54 or when the obstacle sensor 54 has a diagnosis function, a diagnosis signal different from a normal detection signal is output. In this case, an abnormality is detected as an electrical failure of the obstacle sensor 54 itself.

  In addition, for example, when an operation cannot be performed by the signal processing circuit or when a control signal is not output from the signal processing circuit, it is assumed that an electrical failure has occurred in the signal processing circuit of the obstacle sensor 54. An abnormality is detected.

  If an abnormality is detected during the abnormality check, an abnormality detection flag of a memory (not shown) provided in the peripheral monitoring control ECU 8 or the brake control ECU 1 is set, so that it can be confirmed that an abnormality has occurred. Yes.

  The braking request output unit 80 corresponds to braking request output means, and includes a traffic jam tracking ECU 81, an inter-vehicle distance control ECU 82, and a dozing prevention ECU 83.

  The traffic jam tracking ECU 81 detects the braking and stopping states of the forward vehicle when there is a traffic jam, and the target deceleration for stopping or maintaining the inter-vehicle distance at a predetermined inter-vehicle distance without colliding with the forward vehicle from the vehicle speed of the host vehicle VL. (For example, “0.23 G (G: deceleration of gravity acceleration)”) is calculated. Then, the traffic jam tracking ECU 82 outputs the calculation result as an ECU request value to the brake control ECU 1 via the in-vehicle LAN bus 6.

  Based on this, the brake control ECU 1 converts the deceleration shown as the ECU required value into the braking pressure (braking hydraulic pressure) assuming that the deceleration 1G corresponds to the braking pressure of 10 MPa (Pa: pressure unit, Pascal), for example. , To come to evaluate its size.

  The inter-vehicle control ECU 82 detects the distance and relative speed between the obstacles such as the front and rear vehicles and the own vehicle VL, and sets the inter-vehicle distance to the obstacle to a predetermined value set in advance or changed by the driver. The drive control by the engine control ECU 7 and the brake control by the brake control ECU 1 are performed so as to maintain the control. Further, a target braking distance (for example, “stop at 28 m”) is output to the brake control ECU 1 as an ECU request value. In addition, when the distance between the front and rear obstacles is abruptly reduced, there is a possibility that a pedestrian or the like suddenly jumps out in the vehicle traveling direction. Therefore, a braking request that enables sudden braking is issued. The distance from the front and rear obstacles is detected by the obstacle sensor 54.

  Based on this, the brake control ECU 1 obtains the target deceleration from the current vehicle speed and the target braking distance, or sets the maximum deceleration at the time of sudden braking, and converts this to the braking pressure as described above, It has come to evaluate.

  The dozing prevention ECU 83 detects the driving operation state or the physiological state of the driver, determines the driver's dozing state, and performs an alarm such as a buzzer or intermittent momentary braking to prompt the driver to wake up. However, in this embodiment, the time change value of the target brake hydraulic pressure for awakening is given to the brake control ECU 1 as the ECU request value. The time change of the braking force can be, for example, a triangular wave shape.

  As described above, the parking assist control device of the present embodiment is configured. In the parking assist control device configured as described above, parking assist control is executed when a parking assist control start switch (not shown) is turned on and the parking assist mode is set. Specifically, the brake control ECU 1, the engine control ECU 7, and the surroundings monitoring ECU 8 detect detection signals from the wheel speed sensors 5FL to 5RR, the W / C pressure sensors 19a, 19b, 29a, 29b, and the sensors 50, and further the braking. Various controls such as parking assist control and fail-safe control are executed based on a target deceleration output from the request output unit 80 as an ECU request value.

  When the parking assist control is executed, when the distance x between the vehicle VL and the obstacle is relatively long, the target speed (creep speed) corresponding to the brake operation amount and the road gradient is obtained by the operation in the constant speed mode. The vehicle VL is adjusted so as to creep, and when the distance x to the obstacle is shortened, the operation is switched to the operation in the stop mode, and a braking force is generated so that the braking distance is determined according to the vehicle speed. VL is adjusted to decelerate.

  Next, fail safe control executed during the parking assist control will be described.

  In the fail-safe control process, if an abnormality occurs in the obstacle sensor 54 during the parking assist control, the obstacle sensor 54 may not be able to accurately detect the distance X, and the parking assist control may not be appropriately executed. Therefore, when it is detected by the sensor check that an abnormality has occurred in the obstacle sensor 54, the parking assist control is stopped and the vehicle VL is stopped.

  FIG. 3 shows a flowchart of the fail-safe control process. The fail-safe control process shown in this flowchart is executed every predetermined control cycle when a brake assist control start switch (not shown) in the vehicle is turned on in the brake control ECU 1.

  First, in step 101, it is determined whether or not parking assist control is being performed. For example, when parking assist control is executed, a flag of a memory (not shown) provided in the brake control ECU 1 is set, and this determination is made by checking whether the flag is set or reset. It can be carried out.

  If an affirmative determination is made in this step, it is determined that parking assist control is being performed, and the routine proceeds to step 103.

  In step 103, it is determined whether an abnormality of the obstacle sensor 54 is detected. As described above, this determination is made based on whether or not an abnormality detection flag in a memory (not shown) provided in the periphery monitoring control ECU 8 or the brake control ECU 1 is set. If the abnormality detection flag is not set, there is no problem. For this reason, when a negative determination is made in this step, the processing is ended as it is. If an affirmative determination is made in this step, the process proceeds to step 105.

  In step 105, the parking assistance control is terminated because there is a possibility that the parking assistance control cannot be properly executed, for example, the obstacle sensor 54 is abnormal and the distance X cannot be accurately obtained. Processing for this is executed.

  Then, it progresses to step 107 and a warning process is performed. In this process, a warning signal and a control signal indicating that fail-safe control has been executed are output to the warning display / alarm device 9 in order to issue a warning by a lamp or display. As a result, the warning display / alarm device 9 is lit on the lamp, displayed on the display, or alarmed with a warning sound through a buzzer or speaker, an abnormality occurs in the obstacle sensor 54 in the driver, and fail-safe control is executed. Is notified.

  Next, in step 109, the target deceleration and deceleration increase gradient are selected based on the current vehicle speed. As the current vehicle speed, for example, a vehicle speed obtained during parking assist control based on signals from the wheel speed sensors 5FL to 5RR, or a vehicle speed already obtained by another ECU is used. The deceleration increase gradient selection is performed using a deceleration increase gradient map corresponding to the vehicle speed provided in the brake control ECU 1 in advance.

  Subsequently, the routine proceeds to step 111, where the control brake force for obtaining the selected deceleration increasing gradient is calculated. Note that the conversion of braking pressure to deceleration is the same as described above.

  Subsequently, the routine proceeds to step 113, where it is determined whether or not the control braking force is greater than the braking force requested by the driver (hereinafter referred to as driver-requested braking force). The driver-required braking force here means a braking force generated in response to the driver depressing the brake pedal. If the control braking force is greater than the driver required braking force, it means that a braking force greater than the driver's request is required, and the process proceeds to step 115 to generate the control braking force. On the other hand, if the braking force required by the driver is greater than the control braking force, the braking force required by the driver is greater than the braking force required by fail-safe control. The driver's requested braking force is prioritized. In this case, the process skips step 115 and ends as it is.

  In step 115, a forced braking process for generating a control braking force is executed. Specifically, a first drive signal that instructs to generate a braking pressure corresponding to the control braking force is output. Thereby, the magnitude of the first braking force generated by the hydraulic brake device 2 is adjusted, the control braking force is generated, and the vehicle VL is stopped. When this forced braking process is executed, a forced braking flag (not shown) provided in the brake control ECU 1 is set to indicate that this process has been executed.

  On the other hand, if a negative determination is made in step 101, the process proceeds to step 117, assuming that parking assist control is not being performed or that parking assist control is forcibly terminated.

  In step 117, it is determined whether or not the forced braking process has been executed. This determination is made based on whether or not the above-described forced braking flag is set. If the forced braking flag is set, the process proceeds to step 119. If the forced braking flag is reset, the process ends. For example, the vehicle VL is stopped by the braking force generated based on the driver's brake pedal operation even if an abnormality occurs in the obstacle sensor 54 during normal driving where the parking assist control is not executed or during the parking assist control. If so, a negative determination will be made at this step.

  In step 119, it is determined whether a release operation has been performed after the forced braking process has been executed. Here, the release operation means that the vehicle VL is stopped for a certain period of time or an accelerator operation is performed. The presence / absence of such a release operation is determined based on detection signals from the wheel speed sensors 5FL to 5RR or based on detection signals from the accelerator operation amount sensor 52.

  If an affirmative determination is made in this step, the routine proceeds to step 121, where a forced braking release process is executed, and the first drive signal is released in order to release the braking pressure generated in the hydraulic brake device 2. If a negative determination is made in this step, the process is terminated as it is. In this case, the braking pressure generated in the hydraulic brake device 2 set by the forced braking process is maintained.

  As described above, according to the parking assist control device of the present embodiment, the vehicle VL is automatically stopped when an abnormality occurs in the obstacle sensor 54 during the parking assist control. Thereby, in performing parking assistance control, when abnormality is detected in the obstacle sensor 54, it can be set as the parking assistance control apparatus provided with the fail safe function which can respond to the abnormality.

  Further, in the fail-safe control of the present embodiment, a deceleration increase gradient corresponding to the vehicle speed is selected, and the vehicle VL is decelerated and stopped so that the selected deceleration increase gradient is obtained as a target deceleration. I have to. For this reason, it is possible to prevent the vehicle VL from stopping suddenly.

  However, if the driver-requested braking force is greater than the control braking force for obtaining the deceleration increase gradient selected here, the driver's braking intention can be increased by ensuring that the driver-requested braking force is obtained. You can respect it.

  Note that the steps shown in FIG. 3 correspond to means for executing various processes.

(Second Embodiment)
A second embodiment of the present invention will be described. This embodiment is different from the first embodiment in the content of the fail-safe control process executed by the brake control ECU 1, and the configuration of the parking assist control device is the same as that of the first embodiment. Only different parts will be described.

  In the first embodiment, the vehicle VL is forcibly stopped using the hydraulic brake device 2 when an abnormality occurs in the obstacle sensor 54 as the distance measurement sensor. Depending on the form of sensor abnormality, it is determined whether to continue the parking assist control or to forcibly stop the vehicle VL, and the control form is changed.

  FIG. 4 shows a flowchart of the fail safe control process executed by the brake control ECU 1 in the parking assist control device of the present embodiment.

  In steps 101 and 103 shown in this figure, processing similar to that in steps 101 and 103 in FIG. 3 shown in the first embodiment is executed. If an abnormality of the obstacle sensor 54 is detected in step 103, the process proceeds to step 201, and a control mode corresponding to the content of the abnormality of the obstacle sensor 54 is determined. That is, in step 201, it is determined whether the abnormality of the obstacle sensor 54 is detected on the same side as the traveling direction of the vehicle VL or on the opposite side of the traveling direction.

  For example, when an abnormality is detected during the abnormality check described in the first embodiment, this determination is performed by setting the abnormality detection flag and storing the obstacle sensor 54 in which the abnormality is detected. This is done by checking whether the obstacle sensor 54 in which the abnormality has occurred is the same side as the traveling direction of the vehicle VL or the opposite side.

  As a result, if the abnormality is detected on the side opposite to the traveling direction of the vehicle VL, the process proceeds to step 203, and a warning process for the driver is performed. In this process, a warning signal and a control signal indicating that an abnormality has occurred in the obstacle sensor 54 on the side opposite to the traveling direction of the vehicle VL is output to the warning display / alarm device 9 in order to give a warning by a lamp or display. Is done. As a result, the warning display / alarm device 9 performs lamp lighting, display display, or warning with a warning sound through a buzzer or speaker, and informs the driver that an abnormality has occurred in the obstacle sensor 54.

  Conversely, in step 201, if an abnormality is detected on the same side as the traveling direction of the vehicle VL, the processing after step 105 is executed as in the first embodiment.

  Moreover, also in the case where it is not in parking assistance control in step 101, the process after step 117 is performed by 1st Embodiment.

  As described above, in the present embodiment, when the obstacle sensor 54 in which an abnormality is detected is only on the side opposite to the traveling direction of the vehicle VL, the parking assist control is performed while giving a warning to that effect. To continue. For this reason, it is possible to continuously execute the parking assist control while notifying the driver that an abnormality has occurred in the obstacle sensor 54.

(Other embodiments)
In the second embodiment, when the obstacle sensor 54 in which an abnormality has occurred is only on the side opposite to the traveling direction of the vehicle VL, the parking assist control is continued. On the other hand, the parking assist control is continued only when the obstacle sensor 54 in which the abnormality has occurred is on the side opposite to the traveling direction of the vehicle VL and is located on the turning inner wheel side of the vehicle VL. Anyway.

  For example, as shown in the trajectory of the vehicle VL during parking assist control shown in FIG. 5, depending on the turning state, the vehicle body moves on the turning outer wheel side even if the vehicle VL is on the side opposite to the traveling direction of the vehicle VL. There is a case where it protrudes from the movement locus of the direction tip position. Therefore, when the distance x cannot be accurately detected by the obstacle sensor 54 on the outer side of the turning wheel, there is a possibility that the part that protrudes outside may come into contact with an obstacle. Therefore, as described above, the parking assist control is performed only when the obstacle sensor 54 in which an abnormality has occurred is located on the side opposite to the traveling direction of the vehicle VL and on the side of the turning inner wheel of the vehicle VL. Is more preferable.

  Further, when a plurality of types of obstacle sensors 54 are used together, for example, when a corner sonar and a vehicle-mounted camera are used together, the detection range of the obstacle sensor 54 in which an abnormality has occurred functions normally. When it can be covered by another type of obstacle sensor 54, the parking assist control may be continued based on the detection signal from the other type of obstacle sensor 54.

  In the above-described embodiment, the braking force applying means including the hydraulic brake 2 and the PKB 3 is used. However, these configurations are not necessarily required as long as the braking force can be automatically generated. For example, the braking force applying means may be configured by an electric brake. Furthermore, when other configurations are included in the braking force applying means such as a regenerative brake, the control braking force may be generated in cooperation with them.

  In the above embodiment, the fail-safe control process is executed by the brake control ECU 1, but the brake control ECU 1 is not necessarily required. In particular, when there is an integrated ECU or the like that integrally performs various controls in a vehicle that has been researched in recent years, the integrated ECU may perform the fail-safe control process. Further, the fail safe control process may be executed by a plurality of ECUs.

It is a figure which shows the block configuration of the parking assistance control apparatus in 1st Embodiment of this invention. It is a figure which shows the structure of the hydraulic brake with which a parking assistance control apparatus is equipped. It is the flowchart which showed the detail of the fail safe control process which brake control ECU performs. It is the flowchart which showed the detail of the fail safe control process which brake control ECU with which the parking assistance control apparatus in 2nd Embodiment of this invention is equipped is performed. It is the figure which showed the locus | trajectory of the vehicle in parking assistance control.

Explanation of symbols

DESCRIPTION OF SYMBOLS 1 ... Brake control ECU, 2 ... Hydraulic brake device, 3 ... PKB,
4FR, FL, RR, RL ... wheels, 5FR, FL, RR, RL ... wheel speed sensors,
6 ... In-vehicle LAN bus, 7 ... Engine control ECU, 8 ... Perimeter monitoring control ECU,
9 ... Warning display / alarm device, 50 ... Sensors, 55 ... Door open / close sensor, VL ... Vehicle.

Claims (9)

In a parking assist control device that assists parking of a vehicle (VL) that is adjusted to travel at a predetermined target speed for a driver,
A sensor abnormal condition detecting means (103) for receiving a detection signal indicating an abnormal condition of the distance measuring sensor (54) provided in the vehicle, and detecting that an abnormality has occurred in the distance measuring sensor;
When it is detected by the sensor abnormal state detection means that an abnormality has occurred in the distance measuring sensor, the wheels (4FL, 4FR, 4RL, 4RR) provided in the vehicle are controlled regardless of the driver's intention. Vehicle braking control means for stopping the vehicle by outputting an instruction signal to the braking force applying means (2, 3) for applying power and generating the braking force;
The vehicle braking control means includes
Driver requested braking force detecting means (10, 30) for detecting driver requested braking force requested by the driver;
A calculation means (111) for calculating a control brake force when it is detected that the abnormality has occurred;
Determination means (113) for determining whether or not the calculated control braking force is greater than the detected driver request braking force;
A forced braking process executing means (115) for outputting the instruction signal and causing the calculated control brake force to be generated as the braking force in the braking force applying means (2, 3);
Release operation determination means (117, 119) for determining whether or not an accelerator operation is performed by the driver after the braking force is generated by the forced braking process execution means;
Forced braking release processing means (121) for releasing the braking force generated by the forced braking process execution means based on the determination that the accelerator operation has been performed,
When it is detected that the abnormality has occurred,
When the determination means (113) determines that the control braking force is greater than the driver requested braking force, the forced braking process execution means (115) sends the instruction signal to the braking force application means (2, 3). And the calculated control braking force is generated as the braking force, and the braking force generated by the forced braking release processing means (115) is released based on the determination of the release operation determination means (117, 119). And
When it is determined by the determination means (113) that the control braking force is not greater than the driver requested braking force, the vehicle braking control means does not generate the braking force by the forced braking processing execution means (115) and the driver A parking assist control device that generates a required braking force as the braking force. There is provided a target deceleration detecting means (109) for receiving data indicating the vehicle speed of the vehicle and obtaining a target deceleration corresponding to the vehicle speed based on the data indicating the vehicle speed so that the stop of the vehicle is not suddenly braked. And
The vehicle braking control means outputs the instruction signal so that the target deceleration obtained by the target deceleration detecting means can be obtained by controlling the braking force applied to the wheels by the braking force applying means. The parking assist control device according to claim 1, wherein the braking force applying means adjusts a braking force applied to the wheel. Deceleration increase gradient detection means (109) for receiving data indicating the vehicle speed of the vehicle and determining a deceleration increase gradient corresponding to the vehicle speed based on the data indicating the vehicle speed so that the stop of the vehicle is not suddenly braked Have
The vehicle braking control means controls the braking force applied to the wheel by the braking force applying means so as to obtain the deceleration increasing gradient obtained by the deceleration increasing gradient detecting means. The parking assist control device according to claim 1, wherein the parking assist control device outputs the braking force applied to the wheel by the braking force applying means. The vehicle braking control means detects that an abnormality which is opposite to the traveling direction of the vehicle of the distance measuring sensors located on the opposite side of the progress direction to the traveling direction alignment of the vehicle An instruction signal is output to the braking force applying means, depending on whether the distance measuring sensor located on the vehicle traveling direction side is detected as abnormal. The parking assist control device according to any one of claims 1 to 3, wherein a control mode of whether or not to perform is changed. The vehicle braking control means is located on the turning inner wheel side opposite a and the vehicle to the traveling direction of the vehicle of the distance measuring sensors located on the opposite side of the progress direction to the traveling direction alignment of the vehicle An instruction signal is output to the braking force applying means depending on whether the detected one is abnormal or whether the remaining one of the distance measuring sensors is detected abnormal. The parking assist control device according to any one of claims 1 to 3, wherein the control mode of whether or not is changed. In a parking assistance control device that is adjusted so as to travel at a predetermined target speed for the driver and assists parking in the reverse of the vehicle (VL),
A sensor abnormal condition detecting means (103) for receiving a detection signal indicating an abnormal condition of the distance measuring sensor (54) provided in the vehicle, and detecting that an abnormality has occurred in the distance measuring sensor;
When it is detected by the sensor abnormal state detection means that an abnormality has occurred in the distance measuring sensor, the wheel (4FL, 4FR, 4RL, 4RR) provided in the vehicle is controlled regardless of the driver's intention. Vehicle braking control means for stopping the vehicle by outputting an instruction signal to the braking force applying means (2, 3) for applying power and generating the braking force;
The vehicle braking control means is located on the turning inner wheel side opposite a and the vehicle to the traveling direction of the vehicle of the distance measuring sensors located on the opposite side of the progress direction to the traveling direction alignment of the vehicle or not that is the case where it is detected as abnormal, depending on whether the case where the remainder of detected abnormality of the distance measuring sensor, the indication signal output to the braking force application means A parking assist control device, wherein the control mode of whether or not to change is changed. The vehicle braking control means is a distance measuring sensor located on the opposite side to the traveling direction when the distance measuring sensor located on the opposite side to the traveling direction of the vehicle is detected as abnormal. An alarm indicating that the vehicle is abnormal is performed, the instruction signal is not output to the braking force applying means, and the distance measuring sensor located on the traveling direction side of the vehicle is detected as abnormal. The parking assist control device according to claim 4 , wherein an instruction signal is output to the braking force applying means. When the vehicle braking control means detects that the distance measuring sensor located on the side opposite to the traveling direction of the vehicle and on the turning inner wheel side of the vehicle is abnormal, the braking force applying means wherein not output an instruction signal when the remaining ones of said distance measuring sensor is detected as abnormal, according to claim 5 or 6, characterized in that outputs an instruction signal to the braking force application means Parking auxiliary control device. A parking assistance control program for causing a computer to realize a function of assisting a driver to park a vehicle (VL),
A sensor abnormal state detection function for receiving a detection signal indicating an abnormal state of the distance measuring sensor (54) provided in the vehicle and detecting that an abnormality has occurred in the distance measuring sensor;
When it is detected that an abnormality has occurred in the distance measuring sensor (54) provided in the vehicle, braking force is applied to the wheels (4FL, 4FR, 4RL, 4RR) provided in the vehicle regardless of the driver's intention. A vehicle braking control function for stopping the vehicle by outputting an instruction signal to the braking force applying means (2, 3) for applying
The vehicle braking control function is:
A driver requested braking force detection function (10, 30) for detecting a driver requested braking force requested by the driver;
A calculation function (111) for calculating a control brake force when it is detected that the abnormality has occurred;
A determination function (113) for determining whether or not the calculated control braking force is greater than the detected driver request braking force;
A forced braking process execution function (115) for outputting the instruction signal and causing the calculated control braking force to be generated as the braking force in the braking force applying function (2, 3);
A release operation determination function (117, 119) for determining whether or not an accelerator operation is performed by the driver after the braking force is generated by the forced braking process execution function;
A forced braking release processing function (121) for releasing the braking force generated by the forced braking processing execution function based on the determination that the accelerator operation has been performed,
When it is detected that the abnormality has occurred,
When it is determined by the determination function (113) that the control braking force is greater than the driver requested braking force, the forced braking process execution function (115) sends the instruction signal to the braking force application function (2, 3). And the calculated control braking force is generated as the braking force, and the braking force generated by the forced braking release processing function (115) based on the determination of the release operation determination function (117, 119) is released. And
If it is determined by the determination function (113) that the control braking force is not greater than the driver requested braking force, the vehicle braking control function does not generate the braking force by the forced braking process execution function (115) and the driver A parking assist control program that generates a required braking force as the braking force.

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