JP2015131544A - Vehicle control device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a control device for a vehicle capable of switching between execution and releasing of vehicle travel assistance by accurately determining approach or contact of a detected body to a steering wheel and reducing fatigue feeling in operation of a driver.SOLUTION: A control device for a vehicle is provided at a vehicle for performing control for assisting vehicle travel. It includes an electrostatic sensor 2 which is provided at a steering wheel 4 to detect magnitude of electrostatic capacitance which accompanies approach or contact of a detected body to the steering wheel 4, and a control part 3 which, based on whether the electrostatic capacitance detected by the electrostatic sensor 2 is at least equal to a predetermined capacitance value or not, switches between valid and invalid in assisting vehicle travel.

Description

  The present invention relates to a vehicle control device mounted on a vehicle having a vehicle travel support function.

  As a conventional vehicle control device, the presence or absence of a steering operation by a driver is determined based on a torque value when operating a steering wheel, and a lane keeping control (vehicle) is performed when a state where the steering operation is not detected continues for a predetermined time. There is one that controls to stop (a kind of driving support) (for example, Patent Document 1).

  Also, the pressure sensitive sensor on the steering wheel determines the contact of the driver with the steering wheel, executes lane keeping control when the driver touches the steering wheel, and lanes when the driver does not touch the steering wheel. There are some which cancel maintenance control (for example, patent documents 2).

JP 2007-183831 A JP 2002-264826 A

  The vehicle control device of Patent Document 1 determines the presence or absence of a steering operation by the driver based on the torque value. For example, when the driver is lightly touching the steering wheel but no torque is generated, or When only a very small torque is generated, the steering operation is not detected. As a result, the vehicle control device of Patent Document 1 has a problem in that it may not be possible to accurately execute and cancel the vehicle travel support.

  Further, the vehicle control device of Patent Document 2 determines the contact of the driver with the steering wheel by a pressure-sensitive sensor. A pressure-sensitive sensor normally does not operate unless a certain pressure or more is applied. For this reason, the driver needs to continuously apply a certain pressure or more to the pressure-sensitive sensor in order to continue the execution of the vehicle travel support. As a result, the vehicle control device disclosed in Patent Document 2 has a problem that the driver feels tired when the vehicle travel support is executed.

  An object of the present invention is to provide a vehicle control device that can accurately determine the approach or contact of a detected object to the steering wheel, and that can switch between execution and cancellation of vehicle travel support while reducing fatigue of operation. It is to be.

  A vehicle control device according to an aspect of the present invention is a vehicle control device that is provided in a vehicle and performs control for assisting vehicle travel. The vehicle control device is provided in a steering wheel, and an object to be detected is supplied to the steering wheel. Based on whether or not the electrostatic capacity detected by the approach or contact and the electrostatic capacity detected by the electrostatic sensor is greater than or equal to a predetermined capacity value, the vehicle driving support is validated and invalidated. The structure provided with the control part switched mutually is taken.

  According to the present invention, since the approach or contact of the detected object to the steering wheel is detected by the electrostatic sensor, the approach or contact of the detected object to the steering wheel is accurately determined, and the feeling of fatigue of the operation is detected. It is possible to switch between execution and cancellation of vehicle travel support.

The block diagram which shows the structural example of the control apparatus for vehicles of embodiment of this invention. The block diagram explaining the periphery structure of the control apparatus for vehicles of embodiment of this invention The figure explaining arrangement | positioning of the electrostatic sensor of embodiment of this invention The flowchart which shows the operation example which the control apparatus for vehicles of embodiment of this invention performs The figure explaining switching of the electrostatic sensor of embodiment of this invention The figure explaining arrangement | positioning of the electrostatic sensor of embodiment of this invention The figure explaining the modification of the control apparatus for vehicles of embodiment of this invention The figure explaining the modification of the control apparatus for vehicles of embodiment of this invention The flowchart explaining the modification of the control apparatus for vehicles of embodiment of this invention

[Configuration of vehicle control device]
Each configuration in each embodiment of the present invention will be described with reference to FIGS. FIG. 1 is a block diagram illustrating a configuration example of a vehicle control device according to an embodiment of the present invention, and FIG. 2 is a block diagram illustrating a peripheral configuration of the vehicle control device.

  The vehicle control device 1 is provided in the vehicle and performs control for assisting vehicle travel, and includes an electrostatic sensor 2 and a control unit 3. The vehicle is, for example, a passenger car.

  The electrostatic sensor 2 is provided in a steering wheel 4 to be described later, and detects the magnitude of the electrostatic capacity that accompanies or comes into contact with the steering wheel 4 of the detected object.

  Moreover, the control part 3 performs control which mutually switches between effective and invalidity of vehicle driving assistance based on whether the electrostatic capacitance which the electrostatic sensor 2 detected is more than predetermined capacity value.

  The electrostatic sensor 2 includes a steering heater 21, a coupling capacitor 22, a sensor circuit 23, and a switch 24.

  The switch 24 is, for example, a double switch having two switches inside, and the ON state or the OFF state is controlled by the control unit 3. As shown in FIG. 1, the steering heater 21 is electrically connected to a power source (VCC) via a first switch provided in the switch 24. Further, the steering heater 21 is grounded (that is, connected to GND) via another switch provided in the switch 24 as shown in FIG. The steering heater 21 is supplied with DC power from the power supply VCC when the switch 24 is on.

  The steering heater 21 is, for example, a planar heating element that includes a heating wire that is laid back and forth multiple times and is wound around or incorporated in the steering wheel 4.

  The coupling capacitor 22 is a capacitive element that electrically connects one terminal of the steering heater 21 and the sensor circuit 23 while cutting a direct current, that is, coupled in an alternating manner.

  The sensor circuit 23 detects the magnitude of capacitance between the object to be detected (typically a human hand) from the outside of the steering wheel 4. Specifically, the sensor circuit 23 outputs an AC signal (for example, a periodic pulse signal) to the steering heater 21 via the coupling capacitor 22, and as a result, between the steering heater 21 and a human hand. By determining an AC signal level (for example, a smoothed level) determined according to the capacitance, the capacitance of the steering heater 21 and the human hand is detected. The operation of the sensor circuit 23 is controlled by the control unit 3 (for example, controlled by an enable signal).

  The control unit 3 controls the operation of the switch 24 and the sensor circuit 23. For example, the control unit 3 controls the sensor circuit 23 to operate within a period in which the switch 24 is in an off state.

[Configuration around the vehicle control device]
As shown in FIG. 2, there are a steering wheel 4, a clutch 5, an electric power steering 6, a steering unit 7, a steering angle sensor 8, a torque sensor 9, a drive unit 10, an operation unit 11, a notification in the vicinity of the vehicle control device. A portion 12 and a steering shaft 13 are provided. Hereinafter, each part will be described in detail.

  The steering wheel 4 is disposed in the vehicle interior of the vehicle and has a function of turning the vehicle by a rotation operation by the driver. The steering wheel 4 is fixed to one end of the steering shaft 13. The steering shaft 13 rotates as the steering wheel 4 rotates.

  The steering shaft 13 includes a clutch 5 in the middle, and connects the steering wheel 4 and the electric power steering 6. The clutch 5 is controlled by the control unit 3. When the clutch 5 is in the connected state, the rotation operation of the steering wheel 4 is transmitted to the electric power steering 6 via the steering shaft 13. When the clutch 5 is not connected, the rotation operation of the steering wheel 4 is not transmitted to the electric power steering 6.

  The electric power steering 6 assists the driver's steering operation when vehicle driving support is not being executed (that is, during manual driving). Specifically, the electric power steering 6 includes an assist motor therein, and transmits the driving force of the assist motor to the wheels via the steering unit 7 having a gear structure to steer the vehicle. On the other hand, when vehicle driving support is being executed, the electric power steering 6 is controlled by the control unit 3. Specifically, when the control unit 3 directly controls the assist motor, it is possible to steer without depending on the driver's steering operation.

  The steering angle sensor 8 is attached to the steering shaft 13 and detects the rotation angle (steering angle) of the steering wheel 4. The detected steering angle is transmitted to the control unit 3.

  The torque sensor 9 is attached to the steering shaft 13 and detects a torque value given to the steering shaft 13 when the steering wheel 4 is operated by the driver. The detected torque value is transmitted to the control unit 3.

  The drive unit 10 generates a driving force that rotates the wheels of the vehicle. The drive unit 10 is, for example, an electric motor or various engines. During manual operation, the drive unit 10 is controlled based on the driver's acceleration / deceleration operation. On the other hand, when vehicle driving support is being executed, the drive unit 10 is directly controlled by the control unit 3.

  Here, “vehicle driving support” means lane keeping that automatically keeps the lane while driving the vehicle, automatic parking, automatic follow-up driving, lane change, automatic obstacle avoidance, automatic driving to the destination automatically It means all functions that automatically move the vehicle other than driving control by the driver, such as driving.

  The operation unit 11 is a device that can be operated by a user, such as a switch or a touch panel. The driver who is a user can designate performing vehicle driving assistance by operating the operation unit 11. Moreover, the alerting | reporting part 12 alert | reports various information to a driver | operator by at least 1 of a sound, light, and a vibration, such as a display, a speaker, an actuator. The notification unit 12 is controlled by the control unit 3.

[Position of electrostatic sensor]
Next, the arrangement of the electrostatic sensor 2 will be described with reference to FIG. FIG. 3 is a diagram illustrating the arrangement of the electrostatic sensor according to the embodiment of the present invention.

  As shown in FIG. 3, the electrostatic sensor 2 detects the magnitude of the electrostatic capacity associated with the approach or contact of the detected object to the steering wheel 4 for each of the regions obtained by dividing the surface of the steering wheel 4 into a plurality of parts. It is possible.

  The electrostatic sensors 2a to 2d each have the configuration shown in FIG. In FIG. 3, the steering wheel 4 is divided into four regions, and the magnitude of the electrostatic capacity associated with the approach or contact of the detected object from the outside of the steering wheel 4 is detected for each region. The detected capacitance value is transmitted to the control unit 3.

[Operation of vehicle control device]
The operation of the vehicle control apparatus 1 according to the embodiment of the present invention will be described with reference to FIGS. 4 and 5. FIG. 4 is a flowchart illustrating an operation example performed by the vehicle control device, and FIG. 5 is a diagram illustrating switching of the electrostatic sensor.

  When the control unit 3 starts the process (starting in FIG. 4), the control unit 3 performs control so that the clutch 5 is in the connected state, and then whether or not the driver has performed designation for performing vehicle travel support using the operation unit 11. Is determined (ST1). Control part 3 complete | finishes (ends) a process, when designation | designated for performing vehicle driving assistance is not performed (it is NO at ST1).

  Control part 3 acquires the steering angle of steering wheel 4 which steering angle sensor 8 outputs, when specification for performing vehicle run support is performed (it is YES at ST1) (ST2).

  Subsequent to ST2, the control unit 3 determines whether at least one of the right, left, and upper electrostatic sensors 2 has detected a capacitance equal to or greater than a predetermined value (predetermined capacitance value Cs) (ST3). ). In FIG. 2, the electrostatic sensor 2a is the upper part, the electrostatic sensor 2b is the left part, the electrostatic sensor 2c is the lower part, and the electrostatic sensor 2d is the right part.

  In ST3, the control unit 3 uses the capacitance detected in the region other than the region closest to the vehicle floor (that is, the right, left, and upper electrostatic sensors) to use the vehicle driving support effectively. Further, the detection result of the region closest to the vehicle floor (the electrostatic sensor 2c in FIG. 2) is not used.

  When all of the right, left, and upper electrostatic sensors 2 do not detect a capacitance greater than or equal to the predetermined capacitance value Cs (in the case of NO in ST3), the control unit 3 executes vehicle travel support (ST4), Enable vehicle driving support. Subsequent to ST4, the control unit 3 determines whether or not the vehicle travel support end condition is met (ST6).

  The vehicle travel support end condition is, for example, a condition that the vehicle has arrived at the destination in automatic driving for automatically driving to the destination, or that parking has been completed in automatic parking.

  If the vehicle travel support end condition is met (YES in ST6), the control unit 3 cancels the vehicle travel support and performs control (ST7) so that the notification unit 12 notifies the end of the vehicle travel support, and then ends the process. (End)

  On the other hand, when the vehicle travel support end condition is not met (NO in ST6), control unit 3 returns the process to ST2 while continuing the vehicle travel support. Thereafter, the control unit 3 executes ST3 again. Once the vehicle travel support is executed, the steering wheel 4 is automatically controlled and rotates as necessary. For example, as shown in FIG. 5, the steering angle of the steering wheel 4 may be at a position rotated 90 degrees in the direction of arrow A shown in FIG.

  In this case, the positions of the right, left, and upper electrostatic sensors 2 change compared to when ST3 is first executed. Therefore, the control unit 3 corrects the positions of the right, left, and upper electrostatic sensors 2 based on the steering angle of the steering wheel 4 acquired in ST2. For example, in FIG. 5, since the steering wheel 4 is rotated 90 degrees, the electrostatic sensor 2d is the upper part, the electrostatic sensor 2a is the left part, the electrostatic sensor 2b is the lower part, and the electrostatic sensor 2c is the right part. Become.

  If all of the right, left, and upper electrostatic sensors 2 do not detect a capacitance greater than or equal to the predetermined capacitance value Cs (in the case of NO in ST3), the control unit 3 executes ST4 again.

  The controller 3 may use a predetermined fixed value as the predetermined capacity value Cs, or may use a different value for each driver.

  On the other hand, when at least one electrostatic sensor 2 among the right part, the left part, and the upper part detects a capacitance equal to or greater than the predetermined capacitance value Cs (in the case of YES in ST3), the control unit 3 releases the vehicle travel support. Then, control is performed so that the vehicle travel support end is notified from the notification unit 12 (ST5), and then the process ends (end). The control unit 3 ends (ends) the process and then returns the process to the start.

  As described above, the control unit 3 performs the vehicle travel support based on the capacitance detected in the region other than the region closest to the vehicle floor surface among the regions obtained by dividing the surface of the steering wheel 4 into a plurality of regions. Switch between enabled and disabled. At this time, based on the steering angle of the steering wheel 4 detected by the steering angle sensor 8, the control unit 3 determines which of the divided areas is the area closest to the vehicle floor.

  In order to switch between valid and invalid vehicle driving assistance, the capacitance detected in the region other than the region closest to the vehicle floor is used in the direction closest to the vehicle floor. This is because not only the hand but also the driver's foot exists, and the approach of the foot may be erroneously detected as the approach of the hand.

  As described with reference to FIG. 5, by using the result of the steering angle sensor 8, no matter which position the steering wheel 4 is rotated, any electrostatic sensor 2 is in the region closest to the vehicle floor (that is, It is possible to accurately determine whether or not to detect the region closest to the driver's foot. As a result, erroneous detection can be reduced.

  Here, the “region closest to the vehicle floor” will be described with reference to FIG. 6. FIG. 6 is a diagram for explaining the arrangement of the electrostatic sensor according to the embodiment of the present invention. The seat 14 is a seat on which the driver is seated, and the floor 15 of the vehicle is a floor on the ground side of the seat 14.

  The “region closest to the vehicle floor” refers to a region closest to the vehicle floor 15 in FIG. 6. That is, it refers to the region closest to the vehicle floor 15 in the direction toward the vehicle floor 15 (the direction of arrow B in FIG. 6).

  In FIG. 6, the electrostatic sensor 2 b is a sensor that detects the capacitance in a region closer to the vehicle floor 15 than the electrostatic sensor 2 d and closest to the vehicle floor 15.

  In ST3 of FIG. 4, the detection result of the region closest to the vehicle floor 15 is not used, but the sensitivity in the region closest to the vehicle floor 15 is made lower than the other regions. Further, the result of the region closest to the floor 15 of the vehicle may also be used to switch between valid and invalid of the vehicle travel support.

  As described above, the vehicle control apparatus 1 according to the present embodiment uses the electrostatic sensor 2 to detect the approach or contact of the detected object to the steering wheel 4. Thus, it is possible to accurately determine the approach or contact of the vehicle and reduce the feeling of fatigue due to the driver's operation so that execution and cancellation of the vehicle travel support can be switched to each other.

[Modification]
FIG. 7 is a diagram illustrating a modification of the vehicle control device according to the embodiment of the present invention. In FIG. 4 of the above embodiment, the control unit 3 is described as determining whether or not the electrostatic sensor 2 has detected a capacitance greater than or equal to a predetermined value (ST3). Good.

  When the electrostatic capacitance detected by the electrostatic sensor 2 increases and the control unit 3 becomes equal to or greater than the predetermined capacitance value Cs, as shown by the time change A in FIG. When the invalidity is switched to each other, and the capacitance detected by the electrostatic sensor 2 is equal to or greater than the predetermined capacitance value Cs and changes so as to decrease, as shown by the time change B in FIG. It may be configured not to switch between valid and invalid of vehicle driving support.

  When the electrostatic capacity increases and becomes equal to or greater than the predetermined capacity value Cs as in the time change A, it is a case where a human hand approaches the electrostatic sensor 2. Switch to.

  On the other hand, even when the capacitance value is equal to or greater than the predetermined capacitance value Cs, when the capacitance changes so as to decrease as in the time change B, the switching is not performed because the human hand moves away from the electrostatic sensor 2. . As described above, the approach or contact of the driver's hand to the steering wheel 4 can be detected more accurately.

[Modification]
FIG. 8 is a diagram illustrating a modification of the vehicle control device according to the embodiment of the present invention.

  Instead of the arrangement of the electrostatic sensor shown in FIG. 3 of the above embodiment, as shown in FIGS. 8A and 8B, the area divided into a plurality is divided into the outer peripheral surface of the steering wheel 4 into a plurality. In addition, the inner peripheral surface of the steering wheel 4 is divided into a plurality of regions, and static electricity is detected so as to detect the magnitude of the electrostatic capacity associated with the approach or contact of the detected object to the steering wheel 4 for each of the divided regions. The electric sensor 2 may be arranged.

  Specifically, in FIG. 8, electrostatic sensors 2 e, 2 f, 2 g and 2 h are in the area of the outer peripheral surface of the steering wheel 4, and electrostatic sensors 2 i, 2 j, 2 k and 2 l are in the area of the inner peripheral surface of the steering wheel 4. The magnitude of the electrostatic capacity accompanying the approach of the detection object is detected.

  At this time, the control unit 3 determines the vehicle based on the capacitance detected in a region excluding the region closest to the vehicle floor 15 among the regions obtained by dividing the outer peripheral surface of the steering wheel 4 into a plurality of regions. It is preferable to switch between driving support valid and invalid. Of the region of the outer peripheral surface of the steering wheel 4 of the steering wheel 4, the region closest to the vehicle floor 15 may have a driver's foot in addition to the driver's hand. This is because there is a risk of erroneously detecting an approach.

  In FIG. 8, the electrostatic sensor 2g is a sensor that detects a region closest to the floor 15 of the vehicle. Since the control unit 3 may rotate the steering wheel 4, based on the rudder angle detected by the rudder angle sensor 8, any one of the divided areas is the floor of the vehicle in the outer peripheral area. It is determined whether the area is closest to the surface 15.

  On the other hand, the area of the inner peripheral surface of the steering wheel 4 has no possibility of approaching the driver's foot, and can reliably detect the approach of the driver's hand when the driver grasps the steering wheel 4. It becomes. As described above, erroneous detection can be prevented.

[Modification]
In FIG. 4 of the above embodiment, the vehicle travel support is executed when the electrostatic capacitance detected by the electrostatic sensor 2 is equal to or greater than the predetermined capacitance value Cs (ST4), but the vehicle travel support is canceled. You may make it do. That is, as shown in FIG. 9, the determination of YES and NO in ST3 in FIG. 4 can be switched.

  It is possible to select either the vehicle running support when the human hand approaches or comes into contact with the steering wheel 4 or the vehicle running support when the hand is approaching or not in contact. .

  In FIG. 3 of the above embodiment, the surface of the steering wheel 4 is divided into four regions. However, the surface may be divided into a larger number or a single region. In the case of a single region, it is desirable to detect the magnitude of the electrostatic capacity associated with the approach of the detected object from the outside of the steering wheel 4 for the entire periphery of the steering wheel 4.

  In the above-described embodiment, the electrostatic sensor 2 is described as detecting the electrostatic capacity using the heating wire of the steering heater. However, a separate detection unit can be provided in addition to the steering heater.

  In FIG. 4 of the above embodiment, the case where the clutch 5 is connected at the start time is shown. However, when the vehicle travel support is executed in ST4, the clutch 5 may be disconnected. Good. Even when the clutch 5 is disengaged during execution of the vehicle travel support, any electrostatic sensor 2 can be connected to the vehicle regardless of the position of the steering wheel 4 by using the result of the steering angle sensor 8. It is possible to accurately determine whether the region closest to the floor is to be detected.

  Although the clutch 5 is provided in FIG. 2 of the above embodiment, the clutch 5 may be omitted and the steering shaft 13 may rotate integrally.

  INDUSTRIAL APPLICABILITY The present invention can be used for a vehicle control device mounted on a vehicle having a vehicle travel support function.

DESCRIPTION OF SYMBOLS 1 Control apparatus for vehicles 2 Electrostatic sensor 21 Steering heater 22 Coupling capacity 23 Sensor circuit 24 Switch 3 Control part 4 Steering wheel 5 Clutch 6 Electric power steering 7 Steering part 8 Steering angle sensor 9 Torque sensor 10 Drive part 11 Operation part 12 Information Part 13 Steering shaft 14 Seat 15 Vehicle floor

Claims (6)

A control device for a vehicle that is provided in a vehicle and performs control for supporting driving of the vehicle,
An electrostatic sensor that is provided in the steering wheel and detects the magnitude of the electrostatic capacity associated with the approach or contact of the detected object to the steering wheel;
A controller that switches between valid and invalid of the vehicle driving support based on whether or not the capacitance detected by the electrostatic sensor is greater than or equal to a predetermined capacitance value,
Vehicle control device. The electrostatic sensor can detect the magnitude of the electrostatic capacity associated with the approach or contact of the detected body to the steering wheel for each of the regions obtained by dividing the surface of the steering wheel into a plurality of areas.
The vehicle control device according to claim 1. The control unit determines whether the vehicle travel support is valid or invalid based on the capacitance detected in a region excluding the region closest to the floor of the vehicle among the divided regions. Switch between each other,
The vehicle control device according to claim 2. The control unit determines, based on a steering angle of the steering wheel, which of the plurality of divided regions is a region closest to the floor surface of the vehicle.
The vehicle control device according to claim 3. The region divided into the plurality is a region obtained by dividing the outer peripheral surface of the steering wheel into a plurality of regions, and a region obtained by dividing the inner peripheral surface of the steering wheel into a plurality of regions,
The controller is
Validity / invalidity of the vehicle travel support based on the capacitance detected in at least a region excluding a region closest to the floor surface of the vehicle among regions obtained by dividing the outer peripheral surface of the steering wheel into a plurality of regions Switch between each other,
The vehicle control device according to claim 2. The controller is
When the capacitance detected by the electrostatic sensor changes so as to increase and becomes equal to or greater than the predetermined capacitance value, the vehicle driving support is switched between valid and invalid,
When the capacitance detected by the electrostatic sensor is equal to or greater than the predetermined capacitance value and the capacitance changes so as to decrease, the vehicle driving support is not switched between valid and invalid. ,
The vehicle control device according to any one of claims 1 to 5.

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