JP6299838B1 - Parking brake control device - Google Patents

Abstract

An object of the present invention is to prevent unintentional starting of a vehicle when a driver becomes unconscious. A parking brake control device includes a vehicle interior camera and an accelerator opening sensor for detecting a driver's intention to start, and an EPB controller. When the parking brake is activated and the emergency stop operation is performed while the vehicle 100 is traveling, the EPB controller 11 detects the driver's intention to start using both the vehicle interior camera 24 and the accelerator opening sensor 30. The EPB 10 is prohibited from being automatically deactivated. [Selection] Figure 3

Description

  The present invention relates to an apparatus for controlling the operation of a parking brake.

  When a driver suddenly becomes unconscious while driving a vehicle, it is necessary to avoid danger such as an accident. In some cases, with the assistance of the passenger, the danger can be avoided. However, when the driver's consciousness is restored, a new operation may cause various problems.

  Conventionally, a technique for dealing with such a case has been proposed. For example, Patent Document 1 discloses that the fuel supply to the engine is performed when the driver is unconscious and the vehicle emergency stop switch is pressed. A technique for stopping and preventing unintended vehicle runaway is disclosed.

  Patent Document 2 discloses a technique for detecting a driver's consciousness reduction, determining a safe parking place from the surrounding situation, and forcibly stopping the vehicle.

  Patent Document 3 discloses a technique for prohibiting unintentional release of EPB due to an erroneous operation or the like in conjunction with a driver's seating sensor.

No. 6-40511 JP 2007-331652 A JP 2005-247194 A

  By the way, some operations may be performed unintentionally as part of the body reaction until the driver recovers from the unconscious state.

  For example, there is a risk of accidents if the accelerator is stepped on without being conscious. However, the prior art configurations disclosed in Patent Documents 1 to 3 have a problem that such an unintended operation cannot be detected as an erroneous operation.

  The present invention has been made in view of the above points, and an object of the present invention is to provide a parking brake control device that prevents an unintended erroneous start of the vehicle when the driver becomes unconscious.

In order to achieve the above object, according to the present invention, the electric parking brake is prohibited from being released until the driver's intention to recover after the recovery of consciousness is confirmed by two different means. The engine torque-down control is continued until time elapses .

Specifically, the parking control device of the present invention includes first and second start intention detecting means for detecting the driver's start intention in different states, and outputs of the first and second start intention detecting means. And an electric parking brake control means for controlling the operation of the electric parking brake of the vehicle, and an engine torque control means for controlling the torque of the engine , wherein the electric parking brake control means When the electric parking brake is activated and an emergency stop operation of the vehicle is performed, the electric parking brake is kept until both the first and second start intention detection means detect the driver's start intention. automatically prohibited from being deactivated, the engine torque control means, the torque-down system of the engine when it stops the vehicle And both the first and second starting intention detection means detect the driver's starting intention, and the engine torque down control is continued until a predetermined time elapses after the driver depresses the accelerator pedal. It is characterized by making it.

According to this configuration, since the operation of the EPB is canceled after the driver's intention to start is confirmed by two different means, it is possible to reliably prevent an erroneous start that is not intended by the driver. Further, it is possible to reliably detect whether or not the depression operation of the accelerator pedal is a display of the intention to start, thereby preventing erroneous start.

  The first start intention detection means preferably has a vehicle interior camera for photographing the driver, and detects the driver's posture and / or line-of-sight direction with the vehicle interior camera.

  According to this configuration, by confirming the physical condition of the driver, it is possible to clearly detect whether or not the consciousness has been restored and whether or not there is a willingness to start.

  The second start intention detection means is preferably an electronic component that detects at least one of a depressing operation of an accelerator pedal, an ignition switch switching operation, or an operation state of an operation switch of an electric parking brake.

  According to this configuration, it is possible to reliably detect the driver's specific intention to start and prevent erroneous start.

  A hydraulic parking brake control means for controlling the operation of the hydraulic parking brake of the vehicle is further provided. The hydraulic parking brake control means activates the hydraulic parking brake by an emergency stop operation of the vehicle, while the vehicle speed of the vehicle is predetermined. When the electric parking brake control means operates the electric parking brake and maintains the braking force above a certain level, the hydraulic parking brake control means releases the operation of the hydraulic parking brake. preferable.

  According to this configuration, for example, the vehicle can be reliably stopped by starting on a slope.

  It is preferable that a hazard lamp control means for controlling the lighting of the hazard lamp is further provided, and the hazard lamp control means turns on the hazard lamp when an emergency stop operation of the vehicle is performed.

  According to this configuration, it is possible to notify an abnormality to another vehicle that travels behind the vehicle and avoid danger such as a collision.

As described above, according to the present invention, it is possible to reliably prevent an unintentional erroneous start after an unconscious driver recovers. Further, it is possible to reliably detect whether or not the depression operation of the accelerator pedal is a display of the intention to start, thereby preventing erroneous start.

1 is a schematic plan view of a vehicle according to Embodiment 1 of the present invention. It is a functional block diagram which shows the structure of the parking brake control apparatus of a vehicle. It is a travel control flowchart of the vehicle after an emergency brake operation. It is a time chart for demonstrating the travel control of the vehicle after emergency brake operation. FIG. 5 is a travel control flowchart of a vehicle after an emergency brake operation according to a second embodiment. FIG.

  Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings. The following description of the preferred embodiments is merely exemplary in nature and is in no way intended to limit the invention, its application, or its application.

(Embodiment 1)
(Outline of vehicle and its travel control device)
FIG. 1 is a schematic plan view of a vehicle according to the present embodiment. The vehicle 100 includes a vehicle body 1 to which four front, rear, left and right wheels 2 are attached, a steering wheel 3 for steering by steering a front wheel 2F for steering among the four wheels 2, and an engine 13 by a stepping operation. And an accelerator pedal 4 for controlling the rotation of the vehicle 100 to start the vehicle 100 and control the vehicle speed.

  In addition, a hydraulic brake 5 individually disposed on the four wheels 2, a master cylinder 7 that generates a hydraulic pressure corresponding to the depression force of the brake pedal 6 of the driver and supplies the hydraulic pressure to the hydraulic brake 5, and a hydraulic pressure DSC (Dynamic Stability Control system) that controls the operation of the pressurizing unit 8 that can pressurize the hydraulic pressure supplied to the brake 5 and the automatic pressurization control when the engine is automatically stopped. 9).

  Furthermore, an electric parking brake (hereinafter referred to as EPB) 10 disposed on the rear wheel 2R, an EPB controller 11 for controlling the operation of the EPB 10, and an EPB operation switch 12 for switching operation / release of the EPB 10 by manual operation. And have.

  The vehicle 100 also has an engine 13, an electronic control unit 14 (hereinafter referred to as ECU) that controls the electric system of the vehicle 100, and an ignition switch 16 that starts the engine 13.

  Further, the vehicle 100 includes a headlight 20 at the front, a brake lamp 21 at the rear, a hazard lamp (warning lamp) 22 at the front and rear, and a vehicle interior camera 24 in the vehicle interior.

  The front wheel 2F and the rear wheel 2R are individually provided with a hydraulic brake 5 having a disc brake structure. The hydraulic brake 5 is connected to the master cylinder 7 by a hydraulic line 15 and a brake pedal 6 by a driver. The hydraulic brake 5 is actuated in response to the stepping operation, and braking force is applied to the front wheels 2F and the rear wheels 2R.

  The EPB 10 shares the disc brake structure of the hydraulic brake 5, but performs mechanical drive using a motor.

  FIG. 2 is a block diagram showing the configuration of the vehicle travel control apparatus according to the present embodiment. The parking brake control device 40 includes electronic components such as an accelerator opening sensor 30, a vehicle speed sensor 31, and an ignition sensor 32. The vehicle interior camera 24 and an image processing unit 33 for images taken by the vehicle interior camera 24 are provided. Each sensor and switch and the controller are connected to each other via the ECU 14 so that signals can be exchanged between them.

  In addition, various signals are sent from the ECU 14 in response to signals from the switches and sensors, and the EPB controller 11, DSC 9, and lamp controller 23 receive the various signals, and the engine 13, EPB 10, liquid The pressure parking brake 5a and the hazard lamp 22 are controlled, and the driver is monitored. The captured image of the vehicle interior camera 24 may be displayed on the display unit 25.

  For example, when an operation operation is performed with the EPB operation switch 12, a signal generated at the time of operation is sent to the ECU 14. In response to this signal, a signal is sent from the ECU 14 to the EPB controller 11, and a control signal from the EPB controller 11 The EPB 10 is activated.

  Note that the EPB controller 11 may not be provided, and the function of the EPB controller 11 may be incorporated in the control function of the ECU 14. In this case, the ECU 14 detects an operation operation with the EPB operation switch 12, and a control signal is sent directly from the ECU 14 to the EPB 10.

  Further, depending on the vehicle speed when the EPB operation switch 12 is operated, a signal is sent from the ECU 14 to the DSC 9, and the hydraulic pressure is increased by the pressurizing unit 8 by the control signal from the DSC 9, and the hydraulic parking brake 5 a Operate. In this case, the hydraulic parking brake 5a functions as a parking brake and serves as an auxiliary brake for the EPB 10.

  In this specification, in order to distinguish from the normal operation of the hydraulic brake 5 by depressing the brake pedal 6, when the EPB operation switch 12 is operated, it is called that the “hydraulic parking brake 5a” operates. The hydraulic brake 5 and the hydraulic parking brake 5a are physically the same. Therefore, although not shown in FIG. 2, the DSC 9 also controls the operation of the hydraulic brake 5.

  Further, as described above, when the EPB operation switch 12 is operated, the ECU 14 and the DSC 9 cooperate to control the operation of the hydraulic parking brake 5a.

  It should be noted that other switches and sensors are connected to the ECU 14, which is a main electronic component for controlling the traveling of the vehicle 100, and vehicle steering control, brake control, vehicle speed control, and the like are performed. Description of parts not directly related to the vehicle control device is omitted.

  The parking brake control device 40 does not necessarily include the lamp controller 23 but may be provided separately.

  Further, the image display unit 33 may be an individual image processing LSI or a part of a functional block of the LSI incorporated in the ECU 14.

(Vehicle travel control after emergency braking)
FIG. 3 shows a travel control flowchart of the vehicle after the emergency brake operation.

  When the driver becomes suddenly ill or becomes unconscious due to falling asleep, etc., the passenger operates the EPB operation switch 12 to activate the EPB 10 (step S1), and the vehicle 100 stops. At the same time, torque down control of the engine 13 is started (step S2). Note that whether or not the vehicle 100 has stopped is mainly determined by a signal from the vehicle speed sensor 31.

  In a state where the vehicle 100 is stopped, it is determined from the image taken by the vehicle interior camera 24 whether the driver's posture is normal (step S3).

  Here, the normal posture of the driver means that the driver is sitting on the drive seat and holding the steering wheel 3. This state is comprehensively determined from, for example, the body, the head, the orientation of the face, the height of the head, the position of both hands, the distance between the driver and the steering wheel 3, and the like. For example, when the driver covers the steering wheel 3, the face is facing up, the driver's hands are separated from the steering wheel 3, or the head is below the height of the steering wheel 3. In some situations, the driver's posture is not determined to be normal. Note that a part of the information may be used to determine the driver's posture.

  These determinations are made based on the result of image processing performed on the image captured by the vehicle interior camera 24 by the image processing unit 33.

  If the driver's posture is normal, it is next determined whether or not the driver has depressed the accelerator pedal 4 (hereinafter referred to as an accelerator open state) (step S4). If the posture of the driver is not normal, the operation returns to step S4 while continuing the operation of the EPB10.

  If it is confirmed in step S5 that the accelerator is open, the operation of the EPB 10 is canceled (step S5). If the accelerator pedal 4 is not depressed (hereinafter referred to as the accelerator fully closed state), the operation of the EPB 10 is continued and the process returns to step S6.

  After the operation of the EPB 10 is released, it is determined whether or not a certain time has elapsed with the accelerator opened (step S6). If the certain time has elapsed, the torque-down control of the engine 13 is released (step S7). . If the predetermined time has not elapsed, the torque-down control of the engine 13 is continued.

  This step is performed in order to confirm whether or not the depression operation of the accelerator pedal 4 is an erroneous operation.

  Here, the fixed time is set to 0.5 seconds, for example, but is not particularly limited thereto, and can be changed as appropriate.

  Further, the engine torque is controlled by adjusting various control amounts that contribute to the increase or decrease of the engine torque, such as the fuel injection amount of the engine 13, specifically, a fuel injection valve (not shown), by a signal from the ECU 14. Is done.

  Basically, a target torque is set based on the accelerator operation state corresponding to the accelerator opening detected by the accelerator opening sensor 30, and control is performed so that the engine torque reaches this target torque.

  FIG. 4 shows a time chart for explaining the traveling control of the vehicle. When the driver becomes unconscious (time t = t0), the passenger operates the EPB operation switch 12 to activate the EPB 10 (t = t1), and the vehicle 100 stops (t = t2). Further, torque down control of the engine 13 is started.

  In this state, the driver may unconsciously depress the access pedal 4 (t = t3), but it is unclear whether or not the driver really has a will to start. Therefore, the operation release signal is not sent from the EPB controller 11, and the operation of the EPB 10 is not released.

  When the driver's consciousness recovers (t = t4) and the current situation can be confirmed, the driver tries to start.

  This start intention (first start intention) is first detected by the vehicle interior camera 24. Specifically, it is determined from the captured image whether the driver's posture is normal (t = t5).

  However, even if it is determined that the driver's posture is normal, at this point in time, since a specific start operation has not yet been performed, an operation release signal is not sent from the EPB controller 11, and the operation of the EPB 10 is not released. .

  Next, when the accelerator is changed from the fully closed state to the open state, that is, when the accelerator pedal 4 is depressed again, the accelerator opening sensor 30 detects this operation. In this case, it is determined that the driver has a will to start (second will to start), and the operation of the EPB 10 is released by the operation release signal from the EPB controller 11 (t = t6).

  Further, after the accelerator pedal 4 is depressed (t = t6) and a certain time has elapsed, the torque-down control of the engine 13 is released (t = t7).

  As described above, according to the present embodiment, after the emergency stop operation of the vehicle is performed, the driver intends to start the vehicle again, analyzing the captured image with the vehicle interior camera 24 and the accelerator pedal. By confirming both at the start operation such as stepping on 4, unintentional erroneous start can be surely prevented.

  Instead of confirming the driver's posture, the driver's line-of-sight direction may be confirmed.

  For example, when the driver recovers normally and is willing to start, the direction of the line of sight is usually facing forward. If the line of sight is facing up or down, the driver's consciousness may not have recovered, and if he is facing sideways, the consciousness has recovered. However, it is often not clear whether there is a will to start.

  Further, when the direction of the line of sight is directed in various directions in a short time, it can be determined that the driver has not yet recovered.

  Also in this case, the determination as to whether the line-of-sight direction is normal is performed based on the result of image processing performed on the image captured by the vehicle interior camera 24 by the image processing unit 33.

  Note that it may be determined whether or not there is a willingness to start from both the driver's posture and the line-of-sight direction. For example, when the driver's posture is normal and the line-of-sight direction is facing forward, it is determined whether or not the accelerator is in an open state with a first intention to start.

  It is also possible to confirm the driver's intention to start with the presence or absence of another operation instead of the depression operation of the accelerator pedal 4.

  For example, when the operation of switching the ignition switch 15 from OFF to ON is detected by the ignition sensor 32, it is determined that the driver is willing to start, and the operation of the EPB 10 can be released.

  Further, when the operation is canceled by operating the EPB operation switch 12, it is possible to cancel the operation of the EPB 10 by determining that the driver has a will to start.

(Embodiment 2)
As shown in FIG. 1, the EPB 10 is disposed only on the rear wheel 2R of the vehicle 100, and is a mechanically driven brake structure.

  If the vehicle 100 is urgently stopped during operation at a high speed by operating the EPB operation switch 12, the vehicle 100 may lose balance and become unstable.

  In such a case, the hydraulic parking brake 5a is first actuated and then the EPB 10 is actuated.

  FIG. 5 shows a travel control flowchart of the vehicle after an emergency brake operation according to the present embodiment.

  When the driver is unconscious, when the passenger operates the EPB operation switch 12 (step S1), the ECU 14 receives a signal from the EPB operation switch 12 and a signal from the vehicle speed sensor 31, and sends a signal to the DSC 9 from the ECU 14. And the hydraulic pressure is increased by the pressurizing unit 8 according to the control signal from the DSC 9, and the hydraulic parking brake 5a is activated (step S2). As the hydraulic parking brake 5a operates, the vehicle speed decreases. It is determined whether or not the vehicle speed is 5 km / h or less (step S3). If it is 5 km / h or less, the operation of the hydraulic parking brake 5a is canceled by a control signal from the DSC 9 (step S4). The EPB 10 is operated by a control signal from the EPB controller 11 (step S5), and the vehicle 100 stops.

  The subsequent control is the same as that after step S2 in the flowchart shown in FIG.

  Note that step S3 and step S4 shown in FIG. 5 are executed at the same timing.

  Here, the reason for switching from deceleration by the hydraulic parking brake 5a to deceleration by the EPB 10 will be described.

  First, an electric current continues to flow while maintaining a pressurization state with respect to an electric opening / closing valve (not shown) for operating the hydraulic pressure of the hydraulic parking brake 5a. If this state is maintained for more than 10 minutes, for example, the bulb may melt due to Joule heat.

  In addition, when the hydraulic parking brake 5a is operated during traveling, a hydraulic pump (not shown) must be continuously operated, and as a result, much energy is consumed.

  Therefore, as shown in FIG. 5, when the vehicle speed becomes, for example, 5 km / h or less, the operation of the hydraulic parking brake 5a is released, and the EPB 10 that can lock the rear wheel 2R continuously with less energy is provided. It is made to operate.

  When the vehicle speed is thus reduced, the vehicle 100 can stably perform the deceleration operation even if the brake control by the EPB 10 is performed.

  In the present embodiment, the vehicle speed at which the brake control is switched is set to 5 km / h or less. However, this is merely an example, and may be changed depending on the type of the vehicle.

  By the way, if the hydraulic parking brake 5a is deactivated and the EPB 10 is activated at the same time when starting on a slope, the braking force on the vehicle 100 may not be maintained.

  Therefore, the EPB 10 can be operated by a control signal from the EPB controller 11, and control can be performed so as to release the hydraulic parking brake 5a after maintaining a braking force of a certain level or more.

  Specifically, in step S3 of the flowchart shown in FIG. 6, when the vehicle speed becomes 5 km / h or less, step S5 is executed first to activate the EPB 10 and maintain a braking force above a certain level. Then, step S4 is executed to release the operation of the hydraulic parking brake 5a.

  By performing such control, the vehicle 100 can be reliably stopped even when it is necessary to maintain a braking force on the vehicle 100 at a certain level or more, such as when starting on a slope, and an unintentional erroneous start can be prevented.

  Note that the braking force to be held is appropriately determined depending on the weight of the vehicle, the slope of the slope, and the like.

(About other travel controls)
As shown in FIG. 4, when the operation operation of the EPB operation switch 12 is detected by the EPB operation detection sensor 34 at time t = t1, a signal is sent from the ECU 14 to the lamp controller 23 to turn on the hazard lamp 22. it can.

  By controlling in this way, it is possible to notify another vehicle traveling behind the vehicle 100 of the abnormality of the vehicle 100 and to avoid a rear-end collision accident from the rear.

  INDUSTRIAL APPLICABILITY The present invention can prevent an erroneous start that the driver does not intend after an emergency stop of the vehicle, and is useful as a parking brake control device for a vehicle.

DESCRIPTION OF SYMBOLS 1 Car body 2 Wheel 2F Front wheel 2R Rear wheel 3 Steering 4 Accelerator pedal 5 Hydraulic brake 5a Hydraulic parking brake 6 Brake pedal 10 EPB (electric parking brake)
11 EPB Controller 12 EPB Operation Switch 13 Engine 14 ECU (Electronic Control Unit)
16 ignition switch 22 hazard lamp 23 lamp controller 24 vehicle interior camera 30 accelerator opening sensor 31 vehicle speed sensor 32 ignition sensor 33 image processing unit 34 EPB operation detection sensor 40 parking brake control device 100 vehicle

Claims (5)

First and second start intention detection means for detecting each driver's start intention in different states;
Electric parking brake control means for receiving the outputs of the first and second start intention detecting means and controlling the operation of the electric parking brake of the vehicle;
Engine torque control means for controlling the torque of the engine ,
The electric parking brake control means is configured such that when the electric parking brake is actuated during traveling of the vehicle and an emergency stop operation of the vehicle is performed, both the first and second start intention detecting means are Until the driver's intention to start is detected, the electric parking brake is prohibited from being automatically deactivated ,
The engine torque control means performs engine torque down control when the vehicle is stopped, both the first and second start intention detection means detect the driver's start intention, and the driver has an accelerator pedal. A parking brake control device that continues the torque-down control of the engine until a predetermined time elapses .   2. The parking brake according to claim 1, wherein the first start intention detection unit includes a vehicle interior camera that photographs the driver, and detects the driver's posture and / or line-of-sight direction with the vehicle interior camera. Control device.   The second start intention detection means is an electronic component that detects at least one of a depressing operation of an accelerator pedal, a switching operation of an ignition switch, or an operating state of an operation switch of the electric parking brake. The parking brake control device according to 2. A hydraulic parking brake control means for controlling the operation of the hydraulic parking brake of the vehicle;
The hydraulic parking brake control means activates the hydraulic parking brake by an emergency stop operation of the vehicle, and when the vehicle speed of the vehicle falls below a predetermined value, the electric parking brake control means The parking according to any one of claims 1 to 3 , wherein the electric parking brake is operated and the hydraulic parking brake control means releases the operation of the hydraulic parking brake after holding a braking force of a certain level or more. Brake control device. It further comprises hazard lamp control means for controlling the lighting of the hazard lamp,
The parking brake control device according to any one of claims 1 to 4 , wherein the hazard lamp control means turns on the hazard lamp when an emergency stop operation of the vehicle is performed.

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