JP2012236487A - Unmanned travel prevention device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide an unmanned travel prevention device that can surely prevent unmanned travel and is low-cost.SOLUTION: The unmanned travel prevention device includes: an unmanned travel determination part 2 that determines occurrence of an unmanned travel where the vehicle moves in a state where the driver has left the seat; and an unmanned travel blocking part 3 that switches the transmission 10 to the gear step where the deceleration is the largest when the unmanned travel has occurred and, stops the engine when the engine is in operation, and performs the unmanned travel blocking operation to switch the clutch 11 to connection.

Description

  The present invention relates to an unmanned travel prevention device that is mounted on a vehicle equipped with an automated manual transmission (hereinafter referred to as AMT) and prevents unmanned travel of the vehicle.

  AMT (so-called semi-automatic transmission) is not only easy to operate, but also has recently become more fuel efficient than manual transmission (hereinafter referred to as MT), and the number of equipment is expected to increase in the future.

  By the way, although not specific to AMT, a certain number of accidents due to unmanned driving of vehicles always occur. Unmanned travel includes (1) unmanned travel due to creep during engine rotation in the unmanned state (gear is engaged), (2) unmanned travel due to forgetting to pull the side brake in the unmanned state (regardless of engine state, gear Is largely non-engaged). The occurrence of the accident and the main causes are various, but due to the fact that the `` operation to keep the vehicle stopped reliably '' was not performed for some reason, Unmanned driving often occurs.

  As an attempt to prevent unmanned driving, a vehicle warning device detects a movement after leaving a seat and issues a warning (Patent Document 1). One that operates (Patent Document 2), one that operates the parking brake mechanically in conjunction with the key switch being turned off (Patent Document 3), and one that uses a solenoid-type auto parking brake that interlocks with the engine ON / OFF (Patent Document 3) 4) A device that operates a parking mechanism inside a transmission (Patent Document 5) has been proposed.

JP-A 61-278444 Japanese Patent Laid-Open No. 10-6946 JP 2001-260830 A Japanese Patent Publication No. 2-8935 JP 58-94660 A

  However, it is naturally not possible to stop a vehicle that is traveling unattended only by issuing an alarm as in Patent Document 1.

  In addition, when the parking brake is operated by electric means as in Patent Document 2, it is necessary to provide an electric brake control device. However, such an electric brake control device causes a cost increase. There is.

  Further, when the parking brake is operated mechanically in conjunction with the key switch being turned off as in Patent Document 3, the structure of the mechanical device that is interlocked with the key switch becomes complicated, and the operation of the key cylinder is also difficult. And the restraining force (braking force) are in a trade-off relationship. If the operability of the key cylinder is improved, the restraining force (braking force) will be reduced. Conversely, if the restraining force (braking force) is improved, the key cylinder will be operated. There is also a problem that the performance is lowered.

  There are many proposals to operate the parking brake using hydraulic pressure or air pressure (including negative pressure), but there is a problem that the effectiveness of the fluid changes depending on the temperature, etc. In addition, it is necessary to install new piping etc. There is a problem that it causes a cost increase.

  Further, in Patent Document 4 using a solenoid, there is a problem that the solenoid becomes a cost increase factor and cannot cope with unmanned traveling in the engine ON state.

  In Patent Document 5 that operates the parking mechanism inside the transmission, there is a problem that it cannot be applied to a transmission that does not have a parking mechanism such as an MT-based AMT, and the parking mechanism of the output stage has a problem in terms of strength. For heavy vehicles such as trucks, the parking mechanism may be destroyed.

  As described above, operating the parking brake and the parking mechanism by adding hardware has problems in terms of structure, strength, and cost.

  The present invention has been made in view of the above circumstances, and an object thereof is to provide a low-cost unmanned travel prevention device that can reliably prevent unmanned travel.

  The present invention was devised to achieve the above-described object, and an unmanned traveling determination unit that determines the occurrence of unmanned traveling in which the vehicle moves while the driver is away from the seat. An unmanned travel prevention device that includes an unmanned travel blocking unit that switches the transmission to a gear stage with a large reduction ratio, stops the engine if the engine is running, and controls the clutch to be in contact. is there.

  An unattended detection unit that detects a driver's leaving, and a vehicle movement detection unit that detects movement of the vehicle, wherein the unmanned travel determination unit includes a side brake and a foot brake after the vehicle has completely stopped. Are both off, and it is determined that unattended travel has occurred when the absence detection means detects that the driver has left and the vehicle movement detection means detects movement of the vehicle. It may be configured.

  The unmanned running determination unit and the unmanned running blocking unit are mounted on a transmission control unit that controls the transmission, and the transmission control unit supplies power from a battery to maintain the transmission control unit in a standby state after key-off. A power supply bypass circuit that is supplied by bypassing may be further provided.

  ADVANTAGE OF THE INVENTION According to this invention, unmanned driving | running | working prevention apparatus which can prevent unmanned driving | running reliably and can be provided low-cost can be provided.

It is a schematic block diagram which shows the unmanned driving | running | working prevention apparatus which concerns on one embodiment of this invention. It is a flowchart which shows the control flow of the unmanned driving prevention apparatus of FIG.

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

  FIG. 1 is a schematic configuration diagram showing an unmanned travel prevention apparatus according to the present embodiment.

  As shown in FIG. 1, the unmanned travel prevention device 1 is mounted on a vehicle having a transmission 10 made of an AMT, and is used for unmanned travel in which the vehicle moves while the driver is away from the seat. The unmanned travel determination unit 2 that determines occurrence, and when unmanned travel occurs, the transmission 10 is switched to the gear stage having the largest reduction ratio, and the engine is stopped if the engine (not shown) is in operation, And an unmanned travel blocking unit 3 that performs an unmanned travel blocking operation for controlling the clutch 11 in contact. As the gear stage having the largest reduction ratio, it is preferable to use the gear stage having the largest reduction ratio among the lowest gear stage (that is, first gear) and the reverse gear.

  In addition, the unmanned traveling prevention apparatus 1 includes an unattended sensor 21 as an unattended detection means for detecting an unattended driver, a vehicle speed sensor 22 as a vehicle movement detection means for detecting movement of a vehicle, and on / off of a side brake. A side brake switch (side brake SW) 23 as a means for detecting the foot brake, and a foot brake switch (foot brake SW) 24 as a means for detecting on / off of the foot brake. Since each of these sensors is a known sensor, a description thereof will be omitted.

  In addition, when applying to the vehicle which mounts ABS (anti-lock brake system), you may make it use the wheel speed sensor mounted in each wheel of a vehicle as a vehicle movement detection means. Which of the vehicle speed sensor and the wheel speed sensor is used as the vehicle movement detection means may be appropriately determined in consideration of the accuracy of each sensor, the magnitude of dark current, and the like.

  A vehicle equipped with the unmanned travel prevention device 1 includes an engine control unit (hereinafter referred to as an ECU) 12 that controls the engine, a transmission control unit (hereinafter referred to as a TCU) 13 that controls the transmission 10, an ECU 12, a TCU 13, and the like. A battery 14 for supplying power is mounted.

  A main power supply line 15 that connects the battery 14 to the ECU 12, the TCU 13, and the like is provided with a power supply main relay 16 that switches whether or not power is supplied from the battery 14. The power main relay 16 is configured such that the contact is closed when the key is turned on (key switch is turned on) and the contact is opened when the key is turned off (key switch is turned off).

  The vehicle is equipped with an alarm output unit 17 that issues an alarm. As the alarm output unit 17, an existing buzzer, a lamp, or the like can be used.

  Hereinafter, the unmanned traveling determination unit 2 and the unmanned traveling blocking unit 3 will be described in detail.

  The unmanned travel determination unit 2 detects that both the side brake and the foot brake are off by the side brake SW 23 and the foot brake SW 24 after the vehicle is completely stopped, and that the driver has left the seat by the away sensor 21. When the vehicle speed sensor 22 detects movement of the vehicle, it is determined that unmanned traveling has occurred. Regarding the detection of the movement of the vehicle, it may be determined that the vehicle has moved when the vehicle speed detected by the vehicle speed sensor 22 exceeds a predetermined threshold.

  In the present embodiment, both the side brake and the foot brake are off, and when the driver's absence is detected, the alarm output unit 17 is driven to sound the absence warning buzzer as a preliminary alarm. Thus, the unmanned traveling determination unit 2 was configured.

  When the unmanned travel determination unit 2 determines that unmanned travel has occurred, the unmanned travel blocking unit 3 drives the alarm output unit 17 to sound an unattended travel occurrence warning buzzer and controls the transmission 10 via the TCU 13. Then, engage processing is performed for the gear stage having the largest reduction ratio, and if the engine is operating (rotating), engine stop processing is performed via the ECU 12, and then the clutch 11 is controlled to contact via the TCU 13. Carry out the travel prevention operation. As a result, a powerful engine brake is actuated on the unmanned vehicle, and a so-called gear-in parking state is established after the vehicle stops. In addition, when the clutch 11 is engaged when performing the engagement process to the gear stage having the largest reduction ratio, the engagement process may be performed after performing the clutch disengagement process.

  The unmanned travel occurrence warning buzzer is preferably set to a volume that is high enough to be recognized by a driver outside the vehicle. The unmanned travel warning buzzer will sound until the driver performs a side brake on operation, foot brake on operation, or any other operation to safely keep the vehicle stopped. Shall stop ringing.

  The unmanned traveling determination unit 2 and the unmanned traveling blocking unit 3 are installed as software in the control unit. As a control unit on which the unmanned running determination unit 2 and the unmanned running blocking unit 3 are mounted, a dedicated control unit may be provided, but from the viewpoint of function and cost, it should be mounted on the TCU 13 or an ABS-related control unit. Is desirable. In the present embodiment, a case where the unmanned traveling determination unit 2 and the unmanned traveling blocking unit 3 are mounted on the TCU 13 will be described.

  Since the unmanned travel determination unit 2 needs to detect unmanned travel even after the key is turned off, the minimum power supply for the unmanned travel determination unit 2 to always operate even after the key is off while the side brake is off. And the unmanned travel determination unit 2 and the unmanned travel blocking unit 3 need to be in a standby state (note that there is no possibility that unmanned travel will occur if the side brake is on).

  In addition, since the unmanned running prevention operation cannot be performed by the dark current after the key-off, when unmanned running is detected after the key-off, the power is quickly supplied to the necessary circuit (TCU 13) to operate the transmission 10 and the clutch 11. It is necessary to secure. At this time, if the unmanned running determination unit 2 detects unmanned running and the TCU 13 is powered on, the time until the TCU 13 is activated is wasted. Therefore, in order to promptly perform the unmanned travel blocking operation, not only does the unmanned travel determination unit 2 and the unmanned travel blocking unit 3 stand by but also the TCU 13 while the side brake is off even after the key is turned off. It is desirable to keep itself in a standby state.

  Therefore, in the present embodiment, in order to maintain the TCU 13 in a standby state after key-off, a power supply bypass circuit 18 that bypasses and supplies power from the battery 14 to the TCU 13 is further provided. The power supply bypass circuit 18 is configured to supply power to the TCU 13 even after key-off if both the side brake and the foot brake are off.

  Here, a power supply line 19 for bypass power supply that branches from a power supply line 15 for main power supply is provided on the battery 14 side of the power supply main relay 16, and the power supply line 19 for bypass power supply is connected via a power supply bypass circuit 18. It was configured to connect to TCU13. Although not shown in FIG. 1, the unmanned travel determination unit 2 detects unmanned travel based on signals from the sensor for leaving the seat 21, the vehicle speed sensor 22, the side brake SW 23, and the foot brake SW 24. These sensors 21 to 24 are also configured to be supplied with power via the power supply bypass circuit 18.

  Thus, in this embodiment, even after the key-off, if it is determined that both the side brake and the foot brake are off, the power supply bypass circuit 18 supplies power to the TCU 13 and each of the sensors 21 to 24, The TCU 13 and the sensors 21 to 24 are in a standby state. Hereinafter, this state is referred to as an unmanned traveling monitoring system A.

  If the side brake or the foot brake is turned on during the unmanned traveling monitoring system A, the power is bypassed by the power bypass circuit 18 and the power of the TCU 13 and each of the sensors 21 to 24 is turned off. Further, when the driver leaves during the unattended travel monitoring system A, the unattended travel determination unit 2 detects the absence and sounds the absence warning buzzer. Hereinafter, this state is referred to as unmanned traveling monitoring system B.

  If the side brake or foot brake is turned on during the unmanned travel monitoring system B, the power supply is cut off by the power supply bypass circuit 18 as in the case of the unmanned travel monitoring system A, and the TCU 13 and the sensors 21 to 24 are turned off. However, if the movement of the vehicle is detected during the unmanned traveling monitoring system B, it is determined that the vehicle is unmanned traveling, and the above-described unmanned traveling blocking operation is performed.

  Hereinafter, the control flow of the unmanned traveling prevention apparatus 1 will be described with reference to FIG.

  As shown in FIG. 2, in unmanned traveling prevention apparatus 1 according to the present embodiment, first, in step S <b> 1, whether unmanned traveling determination unit 2 has completely stopped based on the output of vehicle speed sensor 22. Judging. If YES is determined in step S1, the process proceeds to step S2, and if NO is determined, step S1 is repeated.

  In step S2, the unmanned travel determination unit 2 determines whether the side brake is off and the foot brake is off based on the outputs of the side brake SW23 and the foot brake SW24. If YES is determined in step S2, the process proceeds to step S3. If NO is determined, step S2 is repeated.

  In step S3, the process proceeds to the unmanned traveling monitoring system A. That is, even after key-off, the TCU 13 and the sensors 21 to 24 are set in a standby state. Thereafter, the process proceeds to step S4. In step S3, if the current state is the unmanned traveling monitoring system B, the unmanned traveling monitoring system B is maintained.

  In step S <b> 4, the unmanned travel determination unit 2 determines whether the driver has left the seat based on the output of the away sensor 21. If YES is determined in the step S4, the process proceeds to a step S5, and if NO is determined, the process returns to the step S2.

  In step S5, the process proceeds to the unmanned traveling monitoring system B. That is, even after key-off, the TCU 13 and the sensors 21 to 24 are set in a standby state, and the away warning buzzer is sounded. After shifting to the unmanned traveling monitoring system B, the process proceeds to step S6.

  In step S <b> 6, the unmanned travel determination unit 2 determines whether the vehicle has moved based on the output of the vehicle speed sensor 22. If YES is determined in the step S6, the process proceeds to a step S7, and if NO is determined, the process returns to the step S2.

  Although not shown in FIG. 2, when the unmanned traveling monitoring systems A and B are operated to perform a side brake on operation, a foot brake on operation, and other operations for safely maintaining the vehicle stop state, The power supply is shut off by the bypass circuit 18, the power supply of the TCU 13 and each of the sensors 21 to 24 is turned off, and the processing is completed.

  In step S7, an unmanned travel blocking operation by the unmanned travel blocking unit 3 is performed. That is, the unmanned travel occurrence warning buzzer is sounded, the transmission 10 is controlled to engage the gear stage having the largest reduction ratio, and if the engine is running (rotating), the engine stop process is performed. The clutch 11 is controlled to contact. Thereafter, the process proceeds to step S8.

  In step S <b> 8, the unmanned travel prevention unit 3 determines whether a side brake on operation, a foot brake on operation, or other operations for safely maintaining the vehicle stop state have been performed. If NO is determined in step S8, the process returns to step S7 to continue the unmanned travel prevention operation, and if YES is determined, the process proceeds to step S9.

  In step S9, the unmanned traveling prevention operation is terminated. That is, the power supply bypass circuit 18 cuts off the power supply, turns off the power supply of the TCU 13 and each of the sensors 21 to 24, and stops the unmanned travel occurrence warning buzzer from sounding. As a result, the vehicle enters a normal parking state (for example, a normal gear-in parking state when the driver turns on the side brake), and the process ends.

  As described above, in the unmanned traveling prevention device 1 according to the present embodiment, when unmanned traveling occurs, the transmission 10 is switched to the gear stage having the largest reduction ratio, and the engine is operated if the engine is in operation. The vehicle is stopped and an unmanned travel blocking operation for controlling the clutch 11 to contact is performed.

  In other words, the unmanned travel prevention device 1 uses the fact that gear-in parking is always possible if the transmission 10 is AMT, and obtains braking force by this gear-in parking.

  The vehicle speed sensor 22, side brake SW 23, foot brake SW 24, and the like used in the unmanned travel prevention device 1 can be those normally mounted on a vehicle, and the unmanned travel determination unit 2 and unmanned travel prevention unit 3 are software. Since the control of the transmission 10 and the clutch 11 in the unmanned travel prevention operation can be realized by a generally mounted actuator or the like if the vehicle is equipped with an AMT, the unmanned travel prevention device 1 of the present invention. The only hardware that needs to be added in order to realize the above is the away sensor 21 and the power supply bypass circuit 18 (in addition, in a vehicle equipped with the power supply bypass circuit 18, only the away sensor 21 is added).

  As described above, according to the present invention, by utilizing the AMT structure as much as possible, it is possible to surely prevent unmanned running with only the addition of software, that is, the minimum addition of hardware. Thus, the low-cost unmanned travel prevention device 1 can be realized.

  In the above embodiment, the case where the standby state of the TCU 13 is maintained even after key-off has been described, but it is of course possible to configure the TCU 13 to be turned on after detection of unmanned travel. In this case, since the power main relay 16 is forcibly turned on after the unmanned running is detected and the TCU 13 is activated, the time until the vehicle is brought into the gear-in parking state becomes slightly longer. By omitting the power supply line 19 for the bypass power supply, the unmanned travel prevention device 1 can be realized only by adding the away sensor 21, and the configuration is simplified by reducing the addition of hardware, thereby preventing unmanned travel at a lower cost. The device 1 can be realized.

  As described above, the present invention is not limited to the above-described embodiment, and it is needless to say that various modifications can be made without departing from the spirit of the present invention.

DESCRIPTION OF SYMBOLS 1 Unmanned driving | running | working prevention apparatus 2 Unmanned driving | running | working determination part 3 Unmanned driving | running | working prevention part 10 Transmission 11 Clutch 12 Engine control unit (ECU)
13 Transmission Control Unit (TCU)
14 Battery 18 Power supply bypass circuit 21 Away sensor (seating detection means)
24 Vehicle speed sensor (vehicle movement detection means)

Claims (3)

An unmanned travel determination unit that determines the occurrence of unmanned travel in which the vehicle moves while the driver is away from the seat;
When unmanned traveling occurs, the transmission is switched to the gear stage having the largest reduction ratio, the engine is stopped if the engine is operating, and the unmanned traveling blocking unit that performs unmanned traveling blocking operation for controlling the clutch in contact,
An unmanned travel prevention device comprising: An absence detection means for detecting the driver's absence,
Vehicle movement detection means for detecting movement of the vehicle, and the unmanned travel determination unit is configured such that, after the vehicle is completely stopped, both side brakes and foot brakes are off, and the driver is detected by the absence detection means. The unmanned travel prevention device according to claim 1, wherein the unmanned travel prevention device is configured to determine that unmanned travel has occurred when it is detected that a person has left the seat and the movement of the vehicle is detected by the vehicle movement detection means. The unmanned running determination unit and the unmanned running blocking unit are mounted on a transmission control unit that controls the transmission,
The unmanned travel prevention device according to claim 1, further comprising a power supply bypass circuit that bypasses and supplies power from a battery to the transmission control unit in order to maintain the transmission control unit in a standby state after key-off.

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