JP6903103B2 - Vehicle runaway prevention device - Google Patents

Description

The present invention relates to a vehicle runaway prevention device, particularly a vehicle runaway prevention device that helps prevent a vehicle from running out of control against the driver's intention while traveling at a normal speed.

FIG. 4 is a block diagram illustrating an engine output control system of a general vehicle. As shown in the figure, the engine output control system of the vehicle is output by the accelerator opening signal output means 10 that outputs an accelerator opening signal at a level commensurate with the amount of depression of the accelerator pedal, and the accelerator opening signal output means 10. It includes an engine control unit (hereinafter referred to as "ECU") 30 that controls engine output based on an accelerator opening signal, and a vehicle speed sensor 40 that acquires and outputs a vehicle speed pulse signal. According to this engine output control system, the output of the traveling drive source (engine) 50 is increased or decreased according to the increase or decrease in the amount of depression of the accelerator pedal.

In the vehicle equipped with the engine output control system shown in FIG. 4, for example, when the driver mistakes the accelerator pedal for the brake pedal while traveling at a normal speed exceeding 10 km / h (for example, 60 km / h), Contrary to the driver's intention, the depression width of the accelerator pedal becomes excessive, the accelerator opening is fully opened, the output of the traveling drive source 50 increases in a short time, and the vehicle may run out of control. In addition, the driver may lose consciousness while driving and the accelerator pedal may remain depressed excessively. In such a case, the accelerator pedal depression width may be excessive as described above. Therefore, the accelerator opening may be fully opened, the output of the traveling drive source 50 may increase in a short time, and the vehicle may run out of control.

Therefore, a precedent example intended to prevent a situation in which a vehicle runs out of control against the driver's intention has been proposed (see, for example, Patent Document 1). The one proposed by Patent Document 1 is configured to forcibly idle the engine when both the accelerator operation and the brake operation are performed at the same time. Further, as another prior example, a sudden start prevention device capable of preventing a sudden start of a vehicle due to an erroneous operation of the accelerator pedal has been proposed (see Patent Document 2). What is proposed by Patent Document 2 is to cancel the accelerator signal and suppress a sudden increase in engine output when the accelerator signal is abnormally changed when the vehicle is stopped or traveling at a low speed.

Japanese Unexamined Patent Publication No. 2005-291030 Japanese Unexamined Patent Publication No. 2018-131069

The present invention has been made in view of the above circumstances, and even while the vehicle is traveling at a normal speed, the driver mistakes the accelerator pedal for a brake pedal or loses consciousness, and the accelerator pedal is used. When the stepping width of the vehicle becomes excessive and the accelerator opening is fully opened, for example, by executing a control program that forcibly closes the accelerator opening, the runaway of the vehicle can be prevented. It is an object of the present invention to provide a runaway prevention device for a vehicle capable of performing.

The vehicle runaway prevention device according to the present invention is an engine control unit that controls the output of a traveling drive source based on an accelerator pedal, an accelerator opening signal output means, and an accelerator opening signal output means. Applies to vehicles with and. Further, the accelerator opening degree acquisition means, the timer means, and the accelerator opening degree reduction control means are provided, and the accelerator opening degree acquired by the accelerator opening degree acquisition means and the holding time of the accelerator opening degree are constant. When the above condition is satisfied, the accelerator opening reduction control means determines that the accelerator operation is abnormal, and outputs a pseudo signal with the accelerator opening reduced to the engine control unit regardless of the actual accelerator opening. Then, when the accelerator opening degree reduction control means acquires the accelerator opening degree by the accelerator opening degree acquisition means in the first step and the accelerator opening degree acquired in the first step is equal to or higher than a preset primary threshold value. The time measurement by the timer means is started, and then the accelerator opening is acquired by the accelerator opening acquisition means in the third step, and the accelerator opening acquired in the third step is obtained in advance. When it is equal to or higher than the set secondary threshold value, the process proceeds to the fourth step of acquiring the time measurement value by the timer means, and when the time measurement value acquired in the fourth step is equal to or higher than the preset time threshold value, the accelerator operation is performed. When it is determined to be abnormal and the time measurement value acquired in the fourth step is shorter than the preset time threshold value, the process returns to the third step.

According to the present invention, when the vehicle is traveling, the accelerator opening of the primary threshold value or higher is continued within a fixed time from the start of timer measurement in the second step to the time defined by the preset time threshold value. Moreover, when the accelerator opening does not become smaller than the secondary threshold value after being continued for a time exceeding this fixed time, it is determined that the accelerator operation is abnormal, regardless of the actual accelerator opening. A pseudo signal with a reduced accelerator opening is output to the engine control unit to prevent the vehicle from running out of control.

The vehicle sudden start prevention device according to the present invention includes a pseudo signal interrupt release step for preventing the pseudo signal from being output to the engine control unit after the pseudo signal is output to the engine control unit. It is possible.

As described above, according to the vehicle runaway prevention device according to the present invention, even while the vehicle is traveling at the normal speed, the driver mistakes the accelerator pedal for the brake pedal or loses consciousness, resulting in the accelerator. When the pedal depression width becomes excessive and the accelerator opening is fully opened, a control program for forcibly closing the accelerator opening is executed to prevent the vehicle from running out of control.

It is a block diagram exemplifying the engine output control system of the vehicle equipped with the runaway prevention device which concerns on this invention. It is a wiring connection diagram of the engine output control system of FIG. It is a flow chart of the accelerator opening degree reduction control program. It is a block diagram which illustrated the engine output control system of a vehicle.

FIG. 1 is a block diagram illustrating an engine output control system of a vehicle equipped with the runaway prevention device 200 according to the present invention. As is clear from the figure, the vehicle to which the runaway prevention device 200 is applied is based on the accelerator pedal 11, the accelerator opening signal output means 10, and the accelerator opening signal output by the accelerator opening signal output means 10. It is equipped with an ECU 30 that controls the output of the traveling drive source 50, which is a motor or an engine, as standard equipment. Then, the accelerator opening signal output means 10 outputs an accelerator opening signal at a level corresponding to the accelerator opening based on the signal from the accelerator opening detection sensor 12 that detects the accelerator opening corresponding to the depression amount of the accelerator pedal 11. It constitutes an electronically controlled accelerator that outputs. Therefore, the magnitude of the level of the accelerator opening signal corresponds to the magnitude of the voltage corresponding to the amount of depression of the accelerator pedal 11. The ECU 30 is configured around a microcomputer, and includes a vehicle speed sensor 40 that outputs a vehicle speed pulse signal of the vehicle. Further, as shown in the figure, the runaway prevention device 200 includes an accelerator opening degree acquisition means 110, a timer means 120, and an accelerator opening degree reduction control means 100. The accelerator opening degree acquisition means 110 acquires an accelerator opening degree corresponding to the magnitude of the voltage corresponding to the level of the output signal of the accelerator opening degree signal output means 10. The timer means 120 is composed of a timer circuit. The accelerator opening degree reduction control means 100 is interposed between the accelerator opening degree signal output means 10 and the ECU 30 in a state of interrupting the signal path connecting the two.

FIG. 2 is a wiring connection diagram of an engine output control system of a vehicle equipped with a runaway prevention device 200. In the figure, the runaway prevention device 200 is mainly composed of a microcomputer having a built-in ROM and RAM, and the runaway prevention device 200 includes the accelerator opening degree reduction control means 100, the accelerator opening degree acquisition means 110, and the accelerator opening degree acquisition means 110 shown in FIG. The timer means 120 is built in. The accelerator opening degree reduction control means 100 is composed of a microcomputer and an accelerator opening degree reduction control program. An accelerator signal path 210 for inputting an accelerator signal output by the accelerator opening signal output means 10 provided in the accelerator pedal 11 is connected to the runaway prevention device 200 via a connector 211, and a runaway prevention device 200 is provided. The command signal path 220 extending from the device 200 is connected to the ECU 30 via the connector 221. With this configuration, the runaway prevention device 200 interrupts the signal path connecting the accelerator opening signal output means 10 and the ECU 30, and the accelerator is opened by the accelerator opening signal output means 10 provided on the accelerator pedal 11. While the degree signal is input, it is interposed between the two so that the input accelerator opening signal or a pseudo signal of the accelerator opening can be output to the ECU 30.

Further, the runaway prevention device 200 has a power supply circuit (not shown) to which a power supply line 240 and a ground line 241 extending from the vehicle-mounted battery are connected. Further, the runaway prevention device 200 is connected to a vehicle speed signal path 250 for inputting a vehicle speed pulse signal (vehicle speed signal) output by the vehicle speed sensor 40, a brake signal path 260 extending from the brake switch of the brake pedal, and the like. Has been done.

The runaway prevention device 200 according to this embodiment is a traveling drive source 50 based on the accelerator pedal 11, the accelerator opening signal output means 10, and the accelerator opening signal output means 10 output as described above. It is applied to a vehicle including an ECU 30 for controlling the output of the above. Then, the accelerator opening degree acquisition means 110, the timer means 120, and the accelerator opening degree reduction control means 100 are provided, and the accelerator opening degree acquired by the accelerator opening degree acquisition means 110 and the holding time of the accelerator opening degree are held. When the above conditions are satisfied, the accelerator opening reduction control means 100 determines that the accelerator operation is abnormal, and outputs an accelerator opening pseudo signal with the reduced accelerator opening to the ECU 30 in place of the actual accelerator opening signal. To do. The pseudo signal includes a signal for fully closing the accelerator opening and a signal for reducing the accelerator opening from the immediately preceding accelerator opening.

The accelerator opening degree reduction control means 100 starts time measurement by the timer means 120 when the accelerator opening degree acquired by the accelerator opening degree acquisition means 110 is equal to or higher than a preset primary threshold value, and the time is being measured by the timer means 120. When the accelerator opening degree acquired by the accelerator opening degree acquisition means 110 is equal to or more than a preset secondary threshold value and the time measurement value by the timer means 120 is equal to or greater than a preset time threshold value, it is determined that the accelerator operation is abnormal. To do. In other words, when the vehicle is running, the accelerator opening equal to or higher than the primary threshold value is continued within the set time from the start of timer measurement to the time defined by the preset time threshold value, and this setting When the accelerator opening does not become smaller than the secondary threshold value after being continued for a time exceeding the time, it is determined that the accelerator operation is abnormal, and the accelerator opening is reduced regardless of the actual accelerator opening. The pseudo signal is output to the ECU 30 to prevent the vehicle from running out of control. In other words, when the accelerator opening suddenly increases to the extent that it cannot occur in normal driving within the set time, it is determined that the accelerator operation is abnormal, and the accelerator opening is reduced regardless of the actual accelerator opening. The ECU 30 is controlled by the pseudo signal to prevent the vehicle from running away.

The preset primary threshold value for the accelerator opening degree acquired by the accelerator opening degree acquisition means 110 is the value of the accelerator opening degree which is a condition for starting the time measurement by the timer means 120. Therefore, this primary threshold is set to a large accelerator opening that is rarely used except for sudden acceleration and steep slopes in normal operation. Similarly, the preset secondary threshold value for the accelerator opening acquired by the accelerator opening acquisition means 110 during the time measurement by the timer means 120 is also used in normal operation except for sudden acceleration and steep slopes. A large accelerator opening that is not set is set.

Certain conditions required for the accelerator opening reduction control means 100 to determine that the accelerator operation is abnormal include, for example, during normal driving, the driver keeps the accelerator depressed until the accelerator opening is fully opened. This includes cases where a certain period of time elapses without noticing it. In this situation, the pseudo signal output to the ECU 30 includes an accelerator opening reduction signal that can reduce the accelerator opening output by the accelerator opening reduction control means 100 from the actual accelerator opening. For example, an accelerator opening signal when the accelerator opening is fully closed is included. Therefore, according to the sudden start prevention device according to the above-described embodiment, it is possible to prevent a situation in which the vehicle runs out of control against the driver's intention.

FIG. 3 is a flow chart of an accelerator opening degree reduction control program executed by the accelerator opening degree reduction control means 100. This accelerator opening degree reduction control program is a program for executing the operation of the runaway prevention device 200 according to the embodiment described with reference to FIG. 1, and is repeatedly executed in the ignition on mode of the vehicle.

When the ignition on mode of the vehicle is started, in the accelerator opening reduction control program of FIG. 3, the accelerator opening is acquired by the accelerator opening acquisition means 110 in the first step S1, and the accelerator opening acquired in the first step S1. When is equal to or higher than the preset primary threshold value, the process proceeds to the second step S2 in which the time measurement by the timer means 120 is started. When the accelerator opening degree acquired in the first step S1 is smaller than the primary threshold value, it is not necessary to reduce the accelerator opening degree. Therefore, the program returns to the beginning of the present program without performing the subsequent processing, and the present program is repeated. Next, the accelerator opening degree is acquired by the accelerator opening degree acquisition means 110 in the third step S3, and when the accelerator opening degree acquired in the third step S3 is equal to or greater than a preset secondary threshold value, the timer means 120 is used. Proceed to the fourth step S4 for acquiring the time measurement value, and when the time measurement value acquired in the fourth step S4 is equal to or higher than the preset time threshold value, in other words, when the set time is exceeded, it is determined that the accelerator operation is abnormal. Then, regardless of the actual accelerator opening, a pseudo signal with the accelerator opening reduced is output to the ECU 30. When the time measurement value acquired in the fourth step S4 is shorter than the preset time threshold value, the process returns to the third step.

When the accelerator opening reduction control program described here is executed, for example, the driver mistakes the accelerator pedal for the brake pedal or loses consciousness while the vehicle is traveling at the normal speed, and exceeds a certain period of time. When the accelerator pedal depression width remains excessive, a control program is executed to forcibly close the accelerator opening fully or make it smaller than the previous accelerator opening, causing the vehicle to run out of control. Is prevented.

The accelerator opening degree reduction control program of FIG. 3 includes a pseudo signal interrupt release step F for preventing the pseudo signal from being output to the ECU 30 after the pseudo signal is output to the ECU 30. In this pseudo signal interrupt release step F, after the pseudo signal is sent to the ECU 30, the accelerator opening degree acquisition means 110 acquires the accelerator opening degree in the fifth step S5. When the accelerator opening degree acquired in the fifth step S5 is not fully closed, the process returns to the fifth step S5. When the accelerator opening degree acquired in the fifth step S5 is fully closed, the pseudo signal is not sent to the ECU 30.

10 Accelerator opening signal output means 11 Accelerator pedal 12 Accelerator opening detection sensor 30 Engine control unit (ECU)
50 Traveling drive source 100 Accelerator opening reduction control means 110 Accelerator opening acquisition means 120 Timer means S1 1st step S2 2nd step S3 3rd step S4 4th step F Pseudo signal interrupt release step

Claims (2)

It is applied to a vehicle including an accelerator pedal, an accelerator opening signal output means, and an engine control unit that controls the output of a traveling drive source based on the accelerator opening signal output means output by the accelerator opening signal output means.
It is provided with an accelerator opening degree acquisition means, a timer means, and an accelerator opening degree reduction control means.
When the accelerator opening acquired by the accelerator opening acquisition means and the holding time of the accelerator opening satisfy a certain condition, the accelerator opening reduction control means determines that the accelerator operation is abnormal and actually opens the accelerator. It is a vehicle runaway prevention device that outputs a pseudo signal with a reduced accelerator opening to the engine control unit regardless of the degree.
The accelerator opening reduction control means
The accelerator opening degree is acquired by the accelerator opening degree acquisition means in the first step, and when the accelerator opening degree acquired in the first step is equal to or higher than a preset primary threshold value, time measurement by the timer means is started. Proceed to the second step
Next, the accelerator opening degree is acquired by the accelerator opening degree acquisition means in the third step, and when the accelerator opening degree acquired in the third step is equal to or higher than a preset secondary threshold value, the time is measured by the timer means. Proceed to the 4th step to get the value
When the time measurement value acquired in the fourth step is equal to or greater than the preset time threshold value, it is determined that the accelerator operation is abnormal, and the accelerator operation is abnormal.
A vehicle runaway prevention device characterized in that when the time measurement value acquired in the fourth step is shorter than a preset time threshold value, the vehicle returns to the third step. The vehicle runaway prevention device according to claim 1 , further comprising a pseudo signal interrupt release step for preventing the pseudo signal from being output to the engine control unit after the pseudo signal is output to the engine control unit.

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