JPH10272913A - Vehicular control device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To optimize operation of an on-vehicle device according to the characteristic of the facility. SOLUTION: This vehicular control device controls on-vehicle equipment of various types on vehicle so that, when it is recognized to be within a facility, it may operate according to the facility by an in/out facility judging means 116 of the navigation ECU 100. For example, when it is recognized to be in a parking lot, an engine ECU 120 blocks acceleration by controlling a throttle actuator 124 and a fuel injection device 126. Thus useless acceleration is limited in the parking lot and overrun and the like can be prevented.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

The present invention relates to a vehicle control device,
In particular, the present invention relates to a device for controlling various devices mounted on a vehicle according to a use facility where the vehicle exists.

[0002]

2. Description of the Related Art Conventionally, a navigation device has been known. This navigation device detects a position of a vehicle on a map and performs route guidance so that the vehicle can travel along a set route.

Here, if various types of facility information are included in the map information in the navigation device, guidance on the use of the facility can be provided. For example, Japanese Patent Application Laid-Open No. 7-152959
The publication discloses detecting the amount of gasoline possession and displaying information of a gas station recommended to be used.

It has also been proposed to control various devices based on the position of the vehicle on a map obtained by a navigation device. For example, Japanese Patent Application Laid-Open No. 5-215560
The publication discloses that the volume of an audio device is adjusted at a railroad crossing, a tollgate, a gas station, or the like, based on information obtained by a navigation device. Further, Japanese Patent Application Laid-Open No. 8-72591 discloses that a future traveling is predicted based on information obtained by a navigation device to control an automatic transmission device.

[0005] As described above, it has been proposed to use information obtained by a navigation device to guide facilities other than mere route guidance and to control various on-vehicle devices.

[0006]

Here, there are various types of facilities used by vehicles, and each facility has its own characteristics. The conventional device does not control the in-vehicle device according to the characteristic peculiar to the facility. Therefore, when entering a facility, the driver has to operate various on-vehicle devices according to the characteristics of the facility.

[0007] For example, in a parking lot, traveling at a low speed is usually essential, but such an operation has been left to the driver.

There is also known a lamp-off delay device that delays turning off lamps such as loop lamps when a driver leaves a vehicle and keeps the surrounding area bright for a predetermined time. However, in such a lamp-off delay device, the delay time is usually constant, and in many cases, the delay time is not appropriate in accordance with the surrounding conditions of the vehicle.

Further, there is also known an automatic wiper device which automatically turns on the wiper device in rainy weather according to the detection result of a raindrop sensor or the like. However, such an automatic wiper device sometimes malfunctions when the windshield is wiped or the vehicle is washed.

As described above, when entering various facilities, there are many cases where the operation of the on-vehicle equipment should be changed according to the facility, and if this operation can be performed automatically, the burden on the driver can be reduced. it is conceivable that.

SUMMARY OF THE INVENTION The present invention has been made in view of the above problems, and when a vehicle is located in a facility, the operation of various on-vehicle devices is controlled in accordance with characteristics unique to the facility so that the operation of the on-vehicle device can be appropriately performed. It is an object of the present invention to provide a control device for a vehicle.

[0012]

According to the present invention, there is provided a map information storing means for storing map information including facility information, a vehicle position detecting means for detecting a vehicle position, and a map information stored in the map information storing means. In-facility presence determining means for determining whether or not the vehicle is present in the facility based on the vehicle position detected by the vehicle position detecting means; and When it is determined that there is one or more of the at least one vehicle mounted on the vehicle based on the facility information acquisition means for acquiring information about the facility where the vehicle is located and the facility information acquired by the facility information means. And control means for controlling the operation of the vehicle-mounted device.

As described above, according to the present invention, it is determined whether or not the own vehicle exists in the facility. If the vehicle is inside a facility, the operation of the vehicle-mounted device mounted on the vehicle is controlled based on the information on the facility. Therefore, the operation of the in-vehicle device can be controlled according to the characteristic unique to the facility, and the operation of the in-vehicle device can be made appropriate in the facility.

[0014] Further, the invention is characterized in that the utilization facility is located along a road on which a vehicle travels. When a different control from normal driving is required in a usage facility located along the road such as a parking lot of a store, hospital, station, etc., the operation of various devices can be changed according to the unique characteristics of the facility. it can.

In the present invention, the on-vehicle device is a moving function device for moving a vehicle. Depending on the facility, the traveling mode may be limited. By controlling the operation of the mobile function device such as starting, running, turning, stopping, turning off, and the like according to the facility, appropriate travel can be performed in the facility.

According to the present invention, the mobile function device includes:
It is a power transmission device for transmitting power. In particular, the power transmission device is an automatic transmission device. Unnecessary gear shifting and speed over can be prevented by fixing the gear position of the automatic transmission to, for example, a low gear position.

Further, according to the present invention, the mobile function device includes:
It is a power unit that generates a driving force. Particularly, the power unit is an engine unit. By controlling the driving of the engine, for example, inadvertent acceleration in the facility can be suppressed.

Further, the invention is characterized in that the fuel injection device is controlled to control the engine device. The fuel injection device is controlled by controlling a throttle device. By such control, the output of the engine can be easily controlled to maintain the vehicle speed at a predetermined speed.

Further, the utilization facility is a parking lot. In a parking lot, it is usually required to run at a low speed. Unnecessary acceleration can be prevented by controlling the automatic transmission and the engine.

Further, in the present invention, the on-vehicle device is a device for improving visibility of conditions inside and outside the vehicle. The visibility according to the facility can be improved, and the convenience and safety in operating the vehicle can be improved. In particular, the device for improving the visibility is a lamp device. This makes it possible to control the light distribution around the vehicle according to the facility.

Further, the present invention is characterized in that a delay time from when the lamp device is turned off to when the lamp device is turned off is controlled. For example, when the driver leaves the vehicle after stopping the vehicle, the time until the lamp device is turned off is controlled according to the facility. For example, it is controlled longer in dark surroundings, and an appropriate ramp-off delay is achieved.

Further, the present invention is characterized in that the device for improving visibility is a wiper device. Especially,
The wiper device is an automatic wiper device that detects a droplet and automatically turns on and off. Further, the utilization facility is a gas station. Therefore, by stopping the operation of the automatic wiper at the gas station, it is possible to prevent the windshield from being wiped or the wiper device from operating when the vehicle is washed.

In the present invention, the power unit is a drive motor of an electric vehicle. Further, the in-vehicle device is a communication terminal device that performs communication with the outside by radio waves. Further, the utilization facility is a medical institution such as a hospital. A communication terminal such as a drive motor of an electric vehicle or a mobile phone generates a high frequency. Therefore, this high frequency may affect medical equipment. By restricting these operations when entering a facility such as a hospital, the generation of such high frequencies can be limited.

In the present invention, the vehicle-mounted device is an air conditioner. In particular, the air conditioner is
It is a defroster device. Further, the lamp device is a retractable headlamp, and its storage is controlled. The wiper device is of a concealable type that can be stored, and the storage is controlled. Further, the moving function device is a braking device. further,
The utilization facility is a parking lot in a cold region. In a parking lot in a cold region, various types of freezing may occur. For example, the surface of the windshield glass freezes, the retractable head lamp freezes in the housed state, the concealed wiper freezes in the housed state, and the side brake freezes. By automatically driving the air conditioner, the freezing of the glass can be eliminated. Further, by prohibiting the storage of the retractable headlamp and the storage of the concealed wiper, it is possible to prevent the wiper lamp from becoming unusable. Furthermore, by prohibiting the use of the side brake, it is possible to prevent a state in which the vehicle cannot travel due to the freezing.

Further, according to the present invention, the mobile function device includes:
It is a suspension device. Further, the suspension device is characterized in that at least one of its damping force and spring constant is controlled. further,
The utilization facility is a car competition facility.
For example, in a vehicle competition facility such as a circuit track, a vehicle runs at high speed. Therefore, in such a facility, it is desirable that the suspension is stiffer than usual. Such control can be performed automatically.

In the present invention, the suspension device adjusts a vehicle height. Further, the utilization facility is a facility where an occupant gets on and off.
When passengers get on and off at stations, parking lots, hospitals, etc., the lower the vehicle height, the better. By automatically controlling the vehicle height by controlling the suspension device, the occupant can easily get on and off automatically.

[0027] The on-vehicle device is an antenna device that can automatically expand and contract. In particular, it is characterized in that the use facility is a facility having a height restriction on the approaching vehicle. In facilities with height restrictions, such as in buildings,
If the height of the antenna or the like exceeds the limit height, problems such as breakage occur. Such a situation can be prevented by automatically shrinking the antenna device.

[0028]

DESCRIPTION OF THE PREFERRED EMBODIMENTS Preferred embodiments of the present invention (hereinafter referred to as embodiments) will be described below with reference to the drawings.

[First Embodiment] FIG. 1 is a block diagram showing the overall configuration of the apparatus of the first embodiment. The navigation ECU 100 includes a vehicle position detecting device 112 for detecting the vehicle position, and a map database 11 for storing map information.
4 are connected to perform various operations for navigation. That is, the navigation ECU 100 searches for an optimal route from the current position to the destination according to the setting of the destination by an input device (not shown), and performs route guidance appropriately using a display or a speaker when the route is set. Output. The vehicle position detection device 112 includes G
Position information obtained from PS (Global Positioning System) device and GP provided by FM multiplex broadcasting
A DGPS (Differential GPS) device or the like that performs position detection using error information of S is used. Other autonomous navigation based on information from a road beacon, azimuth detection by a gyro, and travel distance detection by a speed sensor is used. It is also preferable to combine map matching based on map data. The map database 114 has a CD-RO storing map information for the whole country.
M and the like are used.

Here, the map database 114 has information on various facilities (parking lots, gas stations, etc.) used by the vehicle. And the navigation ECU 10
0 has a facility inside / outside discriminating unit 116, and uses the vehicle location detected by the vehicle location detecting device 112 by the facility inside / outside discriminating unit 112 and the vehicle on the map from the map information obtained in the map database 114 The position is detected, and based on this, it is determined whether the position of the vehicle is inside or outside the facility.

The facility inside / outside determination section 116 of the navigation ECU 100 is connected to the engine ECU 120. The engine ECU 120 basically controls the operation of the engine according to the operation of the accelerator pedal and the like. In the present embodiment, a vehicle speed sensor 122, a throttle actuator 124, and a fuel injection device 126 are connected to the engine ECU 120.
The throttle actuator 124 and the fuel injection device 126 are controlled according to the output of the vehicle speed sensor 122. The throttle valve whose opening is controlled by the throttle actuator 124 is an electronically controlled throttle valve provided separately from the one directly connected to the accelerator pedal, and the depression amount of the accelerator pedal is controlled by controlling the electronically controlled throttle valve. Is large, the amount of air supplied to the engine can be reduced. Further, the fuel injection device 126 controls the amount of fuel supplied to the supply air to the engine according to the throttle opening. Therefore, these throttle actuators 124
By controlling the fuel injection device 126, the engine output can be reliably controlled.

That is, in the apparatus according to the present embodiment, when the vehicle is in the facility, the throttle opening and the fuel injection amount are controlled so as not to exceed the upper limit values. In particular, as shown in FIG. 2, the difference between the uphill and downhill is detected from the relationship between the throttle opening and the vehicle speed, and the upper limit value is changed. This makes the upper limit of the throttle opening and the fuel injection amount relatively large on an uphill road, and the upper limit of the throttle opening and the fuel injection amount relatively small on a downhill road. Control at a predetermined vehicle speed or less can be performed more suitably. The fuel injection amount and the throttle opening may be controlled so that the vehicle speed does not exceed a predetermined value.However, since the fuel injection amount is normally controlled according to the throttle opening, the fuel injection amount is specially controlled. It is not necessary.

In this way, the vehicle speed can be controlled depending on whether the vehicle is inside or outside the facility. Therefore, when the vehicle is in a facility where the vehicle speed is to be restricted, such as in various parking lots or gas stations, this fact is recognized, and in that case, the vehicle speed can be suppressed to the upper limit or less. Therefore, even if the driver performs an inappropriate accelerator operation, inadvertent acceleration of the vehicle can be suppressed, and overrun and the like can be effectively prevented. In particular, this control can be used for both automatic transmission vehicles and manual transmission vehicles.

Here, the control in this embodiment will be described with reference to the flowchart of FIG. First,
The facility inside / outside determination unit 116 determines whether or not the vehicle is inside the facility according to the vehicle position detected by the vehicle position detection device 112 and the facility position from the map database 114 (S11).
The map database 114 usually has facility locations such as gas stations as data of one point. In this case, it may be determined that the vehicle is located in the facility based on whether the vehicle position data of the facility position is smaller than a predetermined small distance. It is also preferable to consider that the vehicle is at least a predetermined distance from the road. Further, if the map database 114 has data such as the size of the facility, more accurate judgment can be made.

When the vehicle is in the facility, the above-described vehicle speed suppression control (overrun prevention control) is performed (S).
12). That is, the throttle opening and the fuel injection amount are controlled to a predetermined value or less. On the other hand, when the vehicle is not located in the facility, such control is not performed, and control (normal control) according to the depression amount of the accelerator pedal is performed on the throttle opening and the fuel injection amount (S13).

[Second Embodiment] FIG. 4 is a block diagram showing the overall configuration of the device of the second embodiment. In this device, a transmission actuator 130 is connected to the engine ECU 120. The transmission actuator 130 controls the transmission gear ratio of the automatic transmission. That is, in a facility such as a parking lot, shifting to a high-speed gear is prohibited in the transmission. Therefore, it is possible to prevent accidental acceleration and unnecessary shifts (shift changes) during low-speed running.

The operation of the second embodiment will be described with reference to the flowchart of FIG. First, a distance from a target facility (parking space) such as a parking lot or a service area is calculated according to information from the vehicle position detecting device 112 and the map database 114 (S21). Then, it is determined whether the calculated distance is equal to or less than a predetermined value (S2).
2).

If the distance is equal to or shorter than the predetermined distance in S22, it is next determined whether or not the vehicle is in a facility (parking space) (S23). If it is determined that the vehicle is inside the facility, the throttle (electronically controlled throttle) opening is reduced by the throttle actuator 124, and the vehicle speed is controlled to a predetermined value or less (S24). This can prevent inadvertent acceleration in the facility.

If the vehicle speed is limited in S24, it is next determined whether the current gear is lower than a predetermined low gear and the vehicle speed is lower than a predetermined value (S25). If the determination is YES, the predetermined low speed (G
The shift (upshift) from s) to the high gear is prohibited (S26). By prohibiting the upshift in such a facility, reliable and smooth low-speed traveling can be performed.

In the case of NO in S22,
It is determined whether the distance to the railroad crossing, the tollgate, and the temporary stop position is within a predetermined value (S27). If the determination is YES,
The determination of S25 is performed. Also, if NO in S23, the process proceeds to the determination in S25 also when the vehicle is not in the facility. Therefore, even when the vehicle is not in the facility, if the vehicle approaches the facility or the level crossing, etc., and the speed is sufficiently low as determined in S25, and the vehicle is at the predetermined low speed, the upshift is prohibited in S26. . In the case of NO in S27 and S25, the process is terminated as it is, and the next process is performed.

As described above, according to the present embodiment, when the vehicle enters the facility, the throttle opening is reduced, and when the shift speed is at the predetermined low speed and the vehicle speed is equal to or lower than the predetermined value, the throttle opening is increased. Shifts are prohibited. As a result, unnecessary shifts do not occur in facilities such as a parking lot, and good running characteristics can be maintained.

Further, the same processing is performed when the vehicle is sufficiently approached to a facility, or to a railroad crossing, a tollgate, or a temporary stop position, so that unnecessary acceleration and upshift can be prevented. In addition, the processing when approaching the facility in the present embodiment can be used even when the processing in the facility is not performed,
A predetermined effect can be obtained.

Third Embodiment FIG. 6 shows the configuration of the third embodiment. The navigation ECU 100 performs various processes for route guidance as in the above-described embodiment. The navigation ECU 100 is connected to a body ECU 200 via a communication network. The body ECU 200 controls body control system functions such as lights, wipers, and door locks. Body ECU 200
Has a built-in EEPROM 270, which is a nonvolatile memory, in addition to the CPU 250 that performs various data processing, and can store various conditions in the EEPROM 270. Therefore, the CPU 250
It is possible to make a determination based on various conditions stored in 0.

The body ECU 200 has an illuminance sensor 211 for detecting the surrounding illuminance, a rain sensor 212 for detecting the amount of raindrops, an ignition switch 213 for turning on / off the ignition, a wiper switch 214 for controlling the driving of the wiper, and a light for turning on / off the light. Light switches 215 to be controlled are connected, and the states of these switches are recognized by the body ECU 200.
The body ECU 200 has a relay 2 for turning on and off a head lamp 221 and a tail lamp 223.
22 and 224. Therefore, the body E
The CU 200 controls the head lamp 221 and the tail lamp 22
3 can be turned on and off.

A tuner 230 for receiving a control signal from the wireless key is also connected to the body ECU 200, and information on key operation based on the operation of the wireless key is also input to the body ECU 200.

Further, the communication network includes a door EC.
U300 is also connected. The door ECU 300 is connected to a door courtesy switch 340, and the opening and closing of the door is recognized by the door ECU 300.

Since the navigation ECU 100, the body ECU 200, and the door ECU 300 are connected via a communication network, information can be shared and exchanged in real time.

The operation of the apparatus according to the third embodiment having such a configuration will be described with reference to FIG. In this embodiment, the delay (delay) time until the lights are turned off (off) is controlled.

First, it is determined from the state of the light switch 215 whether the lamp is on (S31). If the lamp is on, it is determined whether the ignition switch 213 has been switched from on to off (S32). If the ignition switch 213 has been switched from on to off, it is determined whether the door courtesy switch 340 at the driver's seat has changed from off to on (S33). If the ignition switch 213 changes from on to off while the lamp is being lit, and the driver's seat door is opened, it means that the driver has tried to get off with the lit state.

Here, the body ECU 200 obtains the position of the vehicle on the map from the navigation ECU 100. Then, it is determined whether the current position is home from the information thus obtained (S34). In this determination, if it is at home, the delay time is set to t1 (S
35). This t1 is, for example, 0 seconds, and the light is turned off immediately. This is because it is not usually necessary to check the surrounding situation at home.

On the other hand, if it is not at home in the determination in S34, it is next determined whether or not the current position is in the parking lot (S36). If the result of this determination is that the vehicle is in a parking lot, it is determined whether the next parking lot is a tower park (S3).
7). If it is a tower park, the delay time is set to t3 (S38), and if it is not a tower park, the delay time is set to t2 (S3).
9). Here, the delay time t2 <t3, and the delay time is lengthened when in the tower park. This is because tower parks are often dark and it is preferable to illuminate the surroundings for a while. The delay time t2>
At t1, the delay time t2 in the parking lot is made longer than the delay time t1 such as at home.

If NO in S36, that is, if it is neither a home nor a parking lot, it is determined whether or not it is a suburb (S40). If it is a suburb, the surroundings are often dark, so the process proceeds to S39, where the delay time is set to the same delay time t2 as in the open parking lot other than the tower park. If it is not a suburb, the process proceeds to S35, where the delay time is set to a short delay time t1 similar to that at home.

As described above, according to the present embodiment, the home,
When the vehicle is present in a facility such as a parking lot, the delay time until the lamps are turned off is set according to the characteristics of the facility. Therefore, the light can always be turned off with an appropriate delay.
The delay time is set by presetting a count value corresponding to a predetermined time in a timer counter in the CPU 250,
It can be easily done by counting down. That is, when the ignition switch 213 is turned off while the lamp is on and the driver's seat door is opened, a predetermined value is set in the timer counter, and when a countdown is started and the count value becomes 0, the predetermined time has elapsed. Upon recognition, the body ECU 200 drives the relays 222 and 224 to turn off the head lamp 221 and the tail lamp 223. The counting of the timer counter may be started from closing the door of the driver's seat.

Further, delay times t1, t2, t3
Is preferably changed according to the personality of the user. In this case, the body ECU 200 sets the delay times t1, t2, t3 in the EEPROM 2
70 may be stored.

It is also preferable to further adjust the delay time according to the surrounding illuminance level detected by the light sensor 211. That is, the delay time set according to the position of the vehicle as described above is further adjusted according to the illuminance of the place. This will be described with reference to FIG.

First, it is determined whether or not the illuminance level detected by the light sensor 211 is equal to or higher than a predetermined high level threshold (TF level) (S41). This TF level is
The illuminance is set to a certain level so that headlights do not need to be turned on during normal traveling. If the determination is YES, the delay time is reduced by one rank (S42). That is, when the delay time is set to t2 and t3, this is changed to t1 and t2.

Next, when the illuminance level is not the TF level, it is determined whether the illuminance level is an HF level slightly darker than the TF level (S43). In the case of the HF level, the set delay time is left as it is (S
44). The HF level is lower than the above-described threshold of the TF level, but is higher than the threshold of the very dark TN level.

If the illuminance is not at the HF level, the delay time is increased by one rank (S45). That is, if the delay time is set to t1, t2, it is changed to t2, t3. In this way, a more suitable delay time can be set in consideration of the peripheral illuminance. Such a setting of the delay time according to the illuminance measurement can obtain a predetermined effect even when the inside and outside of the facility are not determined. In this case, the delay time may be directly set according to the illuminance.

It is also preferable to change the delay time based on the values detected by the wiper switch 214 and the rain sensor 212. This processing will be described with reference to FIG. First, it is determined whether the wiper switch 214 is turned on (Lo, Hi positions) (S51). If the wiper switch 214 is ON in this determination, the delay time is increased by one rank (S52). That is, since the possibility of darkness is large, the delay time is lengthened. If the wiper switch has not been turned on, it is determined whether the wiper switch 214 is at the position of the automatic wiper (S53). If the determination is NO, it is considered that it is not raining, and the delay time is not changed (S54). On the other hand, when the wiper switch 214 is at the automatic wiper position, it is determined whether the rain level by the rain sensor 212 is equal to or higher than a predetermined value (S55). If the rainfall is equal to or greater than the predetermined value, the process proceeds to S52, and the delay time is increased by one rank as in the case where the wiper switch 214 is on. On the other hand, if the rainfall is equal to or less than the predetermined value, the process proceeds to S54, and the delay time is not changed. In this way, in rainy weather, the delay time can be extended to more suitably control the delay time until the lamp is turned off.

It should be noted that such a setting of the delay time according to the wiper drive can provide a predetermined effect even when the inside and outside of the facility is not determined. In this case, the delay time may be set directly according to the driving state of the wiper.

Further, depending on the state of charge of the battery and the state of use of the electric load immediately before the light-off delay control, the delay time can be reduced, the battery can be prevented from rising, and sufficient restart can be performed. It is also suitable. Furthermore, the body ECU is connected via a communication network.
200 can obtain information from various ECUs.
Therefore, it is also preferable to control the lighting of the lamp, which is a large electric load, according to other information.

[Fourth Embodiment] FIG. 10 is a block diagram showing the configuration of an apparatus according to a fourth embodiment. In this apparatus, the driving of an automatic wiper is controlled. In the figure, a wiper motor 363 for driving the wiper and a switch 364 for detecting the stop position of the wiper are connected to the body ECU 200. When the wiper switch 214 is in the automatic position, the body ECU 200
When the raindrop adhering to the windshield is detected by 12, the wiper motor 363 is driven to drive the wiper. Thereby, an automatic wiper function is achieved. In this example, the motor 361 for changing the wiper wiping angle and the sensor 362 for detecting the rotational position of the motor are also connected to the body ECU 200, so that the body wiping angle by the wiper can be controlled by the body ECU 200. It has become. The other configuration is the same as that of the apparatus shown in FIG.

Here, the rain sensor 212 detects raindrops inside the windshield and outside the windshield by using light reflection. Such a rain sensor 212 may malfunction when the outside of the windshield is wiped at a gas station or the like. That is, when the outside of the windshield is wiped with the cloth, the rain sensor 212 may erroneously detect that raindrops are attached, and the wiper may be driven by this.

In the present embodiment, such a malfunction is effectively prevented. This operation will be described with reference to FIG. First, it is determined whether the wiper switch 214 is at the automatic position (S61). If the determination is YES, then it is determined whether the ignition switch 213 is on (S62). If this determination is also YES, it is determined whether the vehicle is in a stopped state (S63). This determination is made based on the detection value of the vehicle speed sensor, the fact that the shift lever is parked, and the like.

In this determination, when the wiper switch 214 is on, the ignition switch 213 is on, and the vehicle is stopped, it is determined whether the vehicle is a gas station (S64). This determination is made from the current position on the map in the navigation ECU 100. If it is a gas station, the operation of the wiper is stopped (S65). This prevents the wiper from malfunctioning even when the windshield is wiped.

If it is not a gas station, the fuel lid is determined to be open (S66). If it is determined in this determination that the fuel lid is open, the flow proceeds to S65 and the operation of the wiper is stopped. As a result, even if it is not possible to recognize the gas station from the map data, it is possible to recognize the gas station and stop the operation of the automatic wiper.

Further, if the fuel lid is not opened in S66, it is determined whether or not the vehicle is in a car wash area (S6).
7). This determination is also made from the current position on the map in the navigation ECU 100. Then, also in the case where it is determined that the vehicle is in the car wash area, the process proceeds to S65, and the operation of the wiper is stopped. Thus, unnecessary operation of the wiper during car washing can be prevented.

In this way, the navigation ECU 1
Based on the information from 00, it is recognized that the current position is in a facility such as a gas station, and the operation of the wiper is stopped. Therefore, malfunction of the automatic wiper can be effectively prevented.

[Fifth Embodiment] FIG. 12 is a block diagram showing a configuration of a device according to a fifth embodiment. This device controls various on-vehicle devices. Navigation ECU 100
In the same manner as in the above-described embodiment, the map database 1
14. The vehicle position detection device 112 is connected, and has a facility inside / outside determination unit 116 inside.

The navigation ECU 100
Other information input means include a vehicle speed sensor 122 for detecting a vehicle speed, an engine temperature sensor 402 for detecting an engine temperature based on a temperature of cooling water, an outside air temperature sensor 404 for detecting an outside air temperature, and a shift position in a transmission. Position sensor 406 for detecting the parking brake warning light sensor 40 for detecting whether or not the parking brake is operated
8 are connected. In many cases, these sensors are provided to display the operating state on an instrument panel or the like, and it is also preferable to use the signal from the sensor as it is or to detect the state of these displays.
The parking brake warning light sensor 408 is a lamp that is turned on when the shift lever is set to the parking position and the parking brake is operated.

The navigation ECU 100 includes:
A monitor 410 for performing various displays and an audio output unit 412 for outputting audio are connected. It is preferable to use those provided for route guidance in the above-described navigation device. Further, the navigation ECU 100 has controllers 414, 418, 422, 426, 430, 4
34, the door mirror retracting motor 416,
Door lock actuator 420, window washer pump 424, retractable light actuator 4
28, a window defroster 432, and a motor 436 for concealing. And navigation E
The CU 100 controls the operation of the above-described in-vehicle device based on various kinds of input information.

The navigation EC in this embodiment
The operation of U100 will be described with reference to FIGS.

(At the time of stopping) The processing at the time of parking in such a cold region will be described with reference to FIG. First,
The current position of the vehicle is detected based on the information from the vehicle position detection device 112 (S71). Then, based on the detected current location and the map information from the map database, it is determined whether the current location is a parking lot such as a ski resort or a home (S72).
If the determination is YES, it is determined from the output of the outside air temperature sensor 404 whether the outside air temperature is 3 ° C. or lower (S73).
If the determination is YES, it is determined whether the vehicle speed is 0 from the output of the vehicle speed sensor 122 (S74). YE
In the case of S, it is determined from the output of the shift position sensor 406 whether the shift position is parking or neutral (S75). If the determination is YES, it is determined whether the parking brake warning light 408 is on (S7).
6). That is, it is determined whether the shift lever is at the parking position.

If the determination in S76 is YES, it is understood that the vehicle stops at the parking lot in a cold region.
Therefore, the display monitor 410 or the audio output unit 41
A question is asked to the driver using the display 2 or by voice or "Do you want to park?" (S77). Then, the response of the driver is detected to determine whether the answer is YES (S7).
8). This response may be detected by voice recognition of the driver's voice of "yes" or "no", or by displaying "yes" or "no" on the touch panel and touching it.

If the answer of the driver is YES, it is determined whether the slope of the ground is within 3% (S7).
9). This may be detected by a detection signal from a gyro (not shown) mounted on the vehicle. If it is determined that the gradient is 3% or more, the driver is informed of the guidance "Please stop again on a flat place" by displaying or outputting a voice (S80), and the process returns to S71. In addition, in S71, 73, 74, 75, 76, and 78, even when the determination result is NO, the process is unnecessary, and thus the process returns to S71.

On the other hand, in S79, the determination result is YES
If so, the vehicle will be parked in a facility called a parking lot in a cold region. Therefore, processing according to this situation is performed. That is, a message saying "there is a possibility of freezing if the parking brake (side brake) is used" is voice-guided (S81), and "Do you want to select an antifreezing mode for other things that may be frozen?" Is output (S82). Then, it waits for the driver's response to this, and determines whether the answer of the driver is YES (S83). It is also preferable to issue an alarm when the parking brake is applied, and to request confirmation that the parking brake is required.

If the determination in S83 is YES, the driving of the door mirror storing motor 416 is prohibited, the storage of the door mirror is prohibited, and the concealing motor 436 is prohibited.
Freezing such as prohibiting the drive for storing the wiper at the full con shield position, prohibiting the wiper full con shield and moving to the semi con shield position, and further controlling the retractable light actuator 428 to move the retractable light to the open position. The process of the prevention mode is performed (S84).

Then, advice or sound output indicating that it is better to raise the wiper and that the door lock may be frozen is displayed (S85). here,
It is also preferable that the door lock is temporarily released by the door lock actuator 420, and if necessary, the prohibited operation such as locking again can be set again by the operation again. It is also preferable to issue an alarm when the retractable light is stored or to prompt the user to set the retractable light to the exposure position.

If NO in S83, S84 is skipped and S85 is executed. When such a series of parking processing is completed, the engine is turned off (S8).
6) End the process As described above, according to the present embodiment, in the parking lot in a cold region, if necessary, the door mirror is stored, the door lock is turned on, the retractable light is stored, and the concealed wiper is stored. Prohibit such things. It also urges not to apply the parking brake and raise the wiper. Therefore, it is possible to prevent a problem caused by freezing.

(Starting) Next, the processing at the time of starting in a cold region will be described with reference to FIG. First, when the accessory or the engine is turned on (S91),
It is determined whether the parking brake is on (S92). If the parking brake has not been turned on, a message "Please apply the parking brake." Is output, for example, by voice (S93), and the process returns to S91. On the other hand, if the parking brake is on, the current position is detected (S94), and it is determined whether the vehicle is in a parking lot such as a ski resort or home (S95). This S
If the determination at 95 is YES, it is determined whether the outside air temperature is 3 ° C. or less (S96).

If the determination in S96 is YES, various measures for preventing freezing are performed as follows. On the other hand, if NO in S95 or S96,
It returns to S91.

If YES in S96, the window defroster 432 is turned on first (S97). Thus, the operation of releasing the freeze of the window is automatically started. Next, the operation of the wiper and the operation of the window washer pump 424 are prohibited. As a result, it is possible to prevent these devices from being driven in a frozen state and causing a failure.

Next, it is determined whether the engine has warmed up based on the detection result from the engine temperature sensor 402 (S
99). If not, the process returns to S98.
On the other hand, in S99, if the engine is already warm, the operation prohibition of the wiper and the washer pump is released (S10).
0), start is permitted, and the defroster is turned off (S1).
01), the process ends.

As described above, according to the present embodiment, the defroster is automatically turned on and off when necessary in a parking lot in a cold region. For this reason, it is possible to eliminate the freeze of the window without waiting for the driver's operation.
Further, by prohibiting the operation of the wiper and the window washer pump for a predetermined period, it is possible to prevent the occurrence of failure of these devices due to excessive driving. In addition, the temperature of the window glass is detected, the air conditioner defroster and the switch of the rear heating wire are automatically turned on and automatically turned off when the temperature rises, and the wiper until the window glass rises to a predetermined temperature. It is also preferable to prohibit the operation.

Further, it is also possible to provide two tanks for the window washer liquid and put a snow-melting agent in one of them, and use this snow-melting agent at the time of starting when the window is frozen. Further, the headlights may be turned on to cancel the freezing of the headlights, or to prompt the use of the vehicle stop when parking without using the parking brake, and to confirm whether the headlights have been removed when starting.

[Sixth Embodiment] FIG. 15 is a block diagram showing the configuration of a device according to a sixth embodiment. This device controls various on-vehicle devices. Navigation ECU 100
In the same manner as in the above-described embodiment, the map database 1
14. The vehicle position detection device 112 is connected, and has a facility inside / outside determination unit 116 inside.

In this embodiment, a portable telephone 504 is connected to the navigation ECU 100 via a controller 502. In addition, navigation EC
An actuator 508, an EV motor shield 510, and an EV motor 512 are connected to U100 via a controller 506.

Here, as shown in FIG. 16, EV motor shield 510 is provided above EV motor 512 so as to cover it, and shields electromagnetic waves radiated from EV motor 512. This EV motor shield 510
Consists of a fixed shield 510a with a window and a movable shield 510b with a window. Then, by moving the movable shield 510b by the actuator 508, the relative position between the window of the fixed shield 510a and the window of the movable shield 512b is controlled, and whether or not to shield the EV motor 512 is controlled. That is, the positions of the windows of both shields 510a and 510b are shifted,
Electromagnetic wave shielding is achieved when the upper part of the EV motor 512 is closed. Note that both the fixed shield 510a and the movable shield 510b are made of a conductor.

Next, the operation of such an apparatus will be described with reference to FIG. First, the current position is detected by the vehicle position detection device 112 (S111). Next, based on the data of the map database 114, it is determined whether the vehicle is within a radius of 200 m around a medical facility such as a hospital (in a hospital area which is one of specific facilities) (S112). If it is not within the area, there is no problem and the process returns to S111. On the other hand, if the determination in S112 is YES, it is determined whether the own vehicle is an EV (electric vehicle) vehicle (S113). In this determination, if the vehicle is an electric vehicle, the controller 506
, The output of the EV motor 512 is reduced (S114).
At the same time, the upper part of the EV motor 512 is covered and shielded by the EV motor shield 510 by controlling the actuator 508 (S115). Thereby, the EV motor 5
12 prevents high-frequency electromagnetic waves generated in the vehicle from being radiated outside the vehicle.

Next, when the processing of S115 is completed and when the result of S113 is NO, it is determined whether or not the portable telephone is connected to the navigation ECU 100 (S116). If the determination is YES, the mobile phone 504 is prohibited from oscillating, and at the same time, control such as answering machine and standby is performed for an incoming call (S117).
On the other hand, if the determination result in S116 is NO, the mobile phone is switched to answering machine standby, and a message is output not to use (S118).

As described above, by restricting the use of the mobile phone 504, it is possible to prevent the transmission and reception of the mobile phone, particularly the generation of high frequency at the time of outgoing and incoming calls.

As described above, on the premises of the hospital, the driving of the motor of the hybrid vehicle or the electric vehicle can be controlled so that the high frequency is not emitted from these. Further, the use of an in-vehicle mobile phone or a mobile phone can be automatically prohibited to prevent radio waves from being emitted. It is also preferable to perform the same processing not only in the hospital but also near the nursing home. In addition, it is preferable that the electromagnetic wave shield is always as complete as possible. In this case, a water cooling mechanism or the like for preventing heating of the motor may be provided.

[Seventh Embodiment] FIG. 18 is a block diagram showing the configuration of a device according to a seventh embodiment. In this device, the height of the antenna is controlled. Navigation ECU 100
In the same manner as in the above-described embodiment, the map database 1
14. The vehicle position detection device 112 is connected, and has a facility inside / outside determination unit 116 inside.

In this embodiment, an antenna actuator 522 for extending and retracting the antenna is connected to the navigation ECU 100 via the controller 520. Next, the operation of this device will be described with reference to FIG. First, the current position is captured by the vehicle position detection device 112 (S121). Then, based on the data in the map database 114, it is determined whether the current location is Nm short of a road leading to an underground parking lot, a multi-story parking lot, or a tunnel (S122). If a parking lot or the like is set as the destination, entry to the parking lot can be estimated relatively early based on this. When there is a parking lot on the side of the road, the operation information of the blinker may be considered, but if there is a possibility of entering the parking lot, the determination may be YES.

Then, the antenna height is compared with the ceiling height information stored in the map database (S12).
3). This antenna height is the vehicle height + antenna extension height +
Determined by extra height. Further, it is preferable that the vehicle height be determined in consideration of the tire pressure and the state of the suspension (particularly, the state of the vehicle when there is a vehicle height adjustment function).

If it is determined in step S123 that the antenna has a risk of collision, the antenna actuator 522 is controlled to contract the antenna (S124). Here, the antenna may be reduced to a height equal to or less than the vehicle height, but is preferably reduced to a degree that does not cause collision.

When the antenna is not an auto antenna, a warning is displayed on the display in the form of figures or characters,
It may be advisable to house the antenna.

As described above, according to the present embodiment, it is estimated from the current position and the map data whether the antenna has a collision or a possibility of collision. Prints a message about contracting. Therefore, it is possible to prevent the antenna from colliding with the ceiling or the like without the driver noticing.

If the vehicle is a tall vehicle such as an RV vehicle,
Prior to entering a parking lot or the like, the height may be compared with the height of a ceiling or the like, and if entry is not possible, a warning may be issued. It is also preferable to adjust the height of the vehicle. Furthermore, if there is no data on the height of the ceiling or the like, it can be detected by a camera or the like. Also,
The data on the height of the vehicle is stored in the navigation E in advance.
It is preferable to store it in a memory or the like in the CU 100.

[Eighth Embodiment] FIG. 20 is a block diagram showing a configuration of a device according to an eighth embodiment. This device controls a suspension device. Navigation ECU1
00 is connected to the map database 114 and the vehicle position detection device 112 as in the above-described embodiment, and has a facility inside / outside determination unit 116 inside.

In this embodiment, a suspension actuator 532 for controlling a suspension 534 is connected to the navigation ECU 100 via a controller 530.

Next, the operation of this apparatus will be described with reference to FIG. First, the control state (vehicle height, damping force, spring constant, etc.) of the suspension 534 is recognized (S1).
31). Next, the current position is captured by the vehicle position detection device 112 (S132). And map database 1
The map data is read from 14 (S133).

When the position of the vehicle on the map is specified in this way, it is determined whether the vehicle has entered a specific facility (station, parking lot, hospital) or the like (S134). If the determination is YES, it is determined whether the current vehicle height state is Lo (low) (S135). If the vehicle height state is Hi (high), the suspension is operated by the suspension actuator 532 to change the vehicle height to Lo.
(S136). In this way, the vehicle height is automatically set to a low value when entering an institution where passengers get on and off, such as a station, a parking lot, and a hospital. This facilitates getting on and off the occupant. In particular, it is effective for passenger cars, ambulances, taxis, and the like.

On the other hand, if NO in S134 and S135
If the answer is YES, there is no need to change the vehicle height. Therefore, in the case of NO in S134 and in the case of YES in S135, it is determined whether or not the user has entered a circuit place where the driver can enjoy traveling using 4WD or a high-speed circuit (S13).
7). If the determination is YES, it is determined whether the state of the damping force and the spring constant of the suspension 534 is a hard state (S138). If it is determined that the suspension is not in the hard state, the suspension actuator 532 is controlled to fix the suspension 534 in the hard state (S139). As a result, the setting can be reliably performed in a place where it is better to fix the suspension in a hard state such as a circuit place. Furthermore, in addition to controlling the suspension, it is also preferable to increase the braking pressure to increase the braking capacity, or to accelerate the response to the accelerator operation so that sporty traveling can be performed.

The processing in S134 to S136 and the processing in S1
Since the processes of 37 to S139 are independent processes, any of the processes may be performed first or one of them may be omitted. It is also preferable to fix the suspension in a hard state in a place where it is known that the uneven road continues.

Here, the suspension actuator 5
32 preferably adjusts both hydraulic pressure and air to the suspension 534. Then, the damping force is adjusted by adjusting the opening of the control valve in the hydraulic circuit according to the control signal. Further, the supply of compressed air from the compressor to the air spring is controlled to control the spring constant. Further, the vehicle height can be controlled by controlling the supply of oil from the hydraulic pump and the supply of air from the compressor.
Note that another type of suspension can be used for the suspension 534.

[Other Configurations] As described above, in the present invention, the operations of various devices in a facility are controlled in accordance with the characteristics unique to the facility. Further, the following control is also suitable.

(I) When entering a basement parking lot or the like,
The ambient temperature does not fluctuate so much. After a while, the vehicle stops. Therefore, it is also preferable to automatically reduce the capacity of the air conditioner. For example, the heater can be turned off and the residual heat can be used. It is also preferable to turn off the wiper when entering a parking lot with a roof. In addition, the sound of the horn should be reduced.

(Ii) It is also preferable to automatically set the anti-theft device when entering the parking lot.

(Iii) When the drive through is recognized, the power window may be controlled to automatically open the driver's seat window. It is also preferable to open a window at a tollgate.

(Iv) In a parking lot, it is also preferable to enhance the power steering ability and to facilitate the steering operation when entering the garage.

(V) In a hybrid electric vehicle equipped with a power generating engine, it is preferable to prohibit driving by the engine when entering a basement.

[Brief description of the drawings]

FIG. 1 is a block diagram illustrating a configuration of a first embodiment.

FIG. 2 shows the accelerator pedal depression amount and fuel injection amount,
FIG. 4 is a characteristic diagram illustrating a relationship between throttle opening degrees.

FIG. 3 is a flowchart showing the operation of the first embodiment.

FIG. 4 is a block diagram illustrating a configuration of a second embodiment.

FIG. 5 is a flowchart showing an operation of the second embodiment.

FIG. 6 is a block diagram illustrating a configuration of a third embodiment.

FIG. 7 is a flowchart showing the operation of the third embodiment.

FIG. 8 is a flowchart showing another operation of the third embodiment.

FIG. 9 is a flowchart showing still another operation of the third embodiment.

FIG. 10 is a block diagram showing a configuration of a fourth embodiment.

FIG. 11 is a flowchart showing the operation of the fourth embodiment.

FIG. 12 is a block diagram showing a configuration of a fifth embodiment.

FIG. 13 is a flowchart illustrating an operation of the fifth embodiment when the vehicle is stopped.

FIG. 14 is a flowchart showing an operation at the time of starting according to the fifth embodiment.

FIG. 15 is a block diagram showing a configuration of a sixth embodiment.

FIG. 16 is a diagram illustrating a configuration of a motor shield according to a sixth embodiment.

FIG. 17 is a flowchart showing the operation of the sixth embodiment.

FIG. 18 is a block diagram illustrating a configuration of a seventh embodiment.

FIG. 19 is a flowchart showing the operation of the seventh embodiment.

FIG. 20 is a block diagram showing a configuration of the eighth embodiment.

FIG. 21 is a flowchart showing the operation of the eighth embodiment.

[Explanation of symbols]

Reference Signs List 100 navigation ECU, 112 own vehicle position detection device, 114 map database, 116 facility inside / outside determination unit, 120 engine ECU, 122 vehicle speed sensor
124 throttle actuator, 126 fuel injection device, 130 transmission actuator, 20
0 body ECU, 211 illuminance sensor, 212 rain sensor, 213 ignition switch, 214
Wiper switch, 215 Light switch, 221
Head lamp, 223 tail lamp, 300 door E
CU, 363 wiper motor.

──────────────────────────────────────────────────の Continued on the front page (51) Int.Cl. ⁶ Identification code FI F02D 29/02 F02D 29/02 H F16H 61/00 F16H 61/00 G01C 21/00 G01C 21/00 A G08G 1/0969 G08G 1 / 0969 G09B 29/10 G09B 29/10 A H01Q 1/32 H01Q 1/32 H04B 7/26 H04B 7/26 (72) Inventor Kunihiro Iwatsuki 1 Toyota Town, Toyota City, Aichi Prefecture Inside Toyota Motor Corporation ( 72) Inventor Yasuhiro Inuzuka 1 Toyota Town, Toyota City, Aichi Prefecture Inside Toyota Motor Corporation (72) Inventor Takashi Yanagisawa 1 Toyota Town Toyota City, Aichi Prefecture Inside Toyota Motor Corporation (72) Inventor Akira Matsuda Aichi Prefecture 1 Toyota Town, Toyota City Inside Toyota Motor Corporation (72) Inventor Takeshi Katsuta 1 Toyota Town, Toyota City, Aichi Prefecture Toyota Motor Stock House

Claims (34)

[Claims] 1. Map information storage means for storing map information including facility information; own vehicle position detection means for detecting the own vehicle position; map information in the map information storage means and detection by the own vehicle position detection means Means for judging whether or not the vehicle is present in the facility based on the position of the own vehicle, and determining whether or not the vehicle is present in the facility by the in-facility existence determining means. Use facility information acquisition means for acquiring information about the use facility where the car is located, and control for controlling the operation of one or more on-vehicle devices mounted on the vehicle based on the facility information acquired by the use facility information means A control device for a vehicle, comprising: 2. The vehicle control device according to claim 1, wherein the use facility is located along a road on which the vehicle travels. 3. The vehicle control device according to claim 2, wherein the on-vehicle device is a movement function device for moving the vehicle. 4. The control device according to claim 3, wherein the moving function device is a power transmission device for transmitting power. 5. The control device according to claim 4, wherein the power transmission device is an automatic transmission device. 6. The vehicle control device according to claim 5, wherein the use facility is a parking lot. 7. The vehicle control device according to claim 3, wherein the movement function device is a power device that generates a driving force. 8. The control device according to claim 7, wherein the power device is an engine device. 9. The control device for a vehicle according to claim 8, wherein the engine device is controlled by controlling a fuel injection device. 10. The control device according to claim 9, wherein a throttle device is controlled to control the fuel injection device. 11. The control device according to claim 10, wherein the use facility is a parking lot. 12. The vehicle control device according to claim 2, wherein the on-vehicle device is a device for improving visibility of situations inside and outside the vehicle. 13. The vehicle control device according to claim 12, wherein the device for improving visibility is a lamp device. 14. The control device for a vehicle according to claim 13, wherein a delay time from when the lamp device is turned off to when the lamp device is turned off is controlled. 15. The vehicle control device according to claim 12, wherein the device for improving visibility is a wiper device. 16. The control device according to claim 15, wherein the wiper device is an automatic wiper device that detects a droplet and turns on and off automatically. 17. The control device according to claim 16, wherein the facility is a gas station. 18. The control device according to claim 7, wherein the power unit is a drive motor of an electric vehicle. 19. The vehicle control device according to claim 18, wherein the use facility is a medical institution such as a hospital. 20. The vehicle control device according to claim 2, wherein the on-vehicle device is a communication terminal device that performs communication with the outside by radio waves. 21. The apparatus according to claim 20, wherein the utilization facility is a medical institution such as a hospital. 22. The vehicle control device according to claim 2, wherein the on-vehicle device is an air conditioner. 23. The vehicle control device according to claim 22, wherein the air conditioner is a defroster device. 24. The device according to claim 13, wherein the lamp device is a retractable headlamp,
A control device for a vehicle, wherein the storage is controlled. 25. The control device according to claim 15, wherein the wiper device is a concealable concealable type, and the storage is controlled. 26. The control device for a vehicle according to claim 3, wherein the movement function device is a braking device. 27. The apparatus according to claim 22, wherein the use facility is a parking lot in a cold region. 28. The vehicle control device according to claim 3, wherein the movement function device is a suspension device. 29. The vehicle control device according to claim 28, wherein at least one of a damping force and a spring constant of the suspension device is controlled. 30. The control device according to claim 29, wherein the use facility is a vehicle competition facility. 31. The control device according to claim 28, wherein the suspension device adjusts a vehicle height. 32. The vehicle control device according to claim 31, wherein the utilization facility is a facility where an occupant gets on and off the vehicle. 33. The vehicle control device according to claim 1, wherein the on-vehicle device is an antenna device that can automatically expand and contract. 34. The vehicle control device according to claim 33, wherein the utilization facility is a facility having a height restriction on an approaching vehicle.