JP2019108943A - Drowsy driving-preventing device - Google Patents

Abstract

To provide a drowsy driving-preventing device capable of arousing a driver more effectively (preventing drowsy driving) more effectively at low cost with relatively simple constitution without newly requiring any dedicated additional component etc.SOLUTION: A drowsy driving-preventing device 1 comprises: a parking mechanism 65 which has a parking gear 69 and a parking pole 68, and locks the rotation of axles by letting the parking pole 68 mesh with the parking gear 69 to enter a parking state; an SBW-CU 60 (driving control part 61) which controls driving of the parking pole 68 (SBW actuator 63); and an image processing unit 90 (drowse detection part 91) which detects whether the driver is dozing off. The SBW-CU 60 (driving control part 61) drives, when it is detected that the driver is dozing off in travel, the parking pole 68 to generate rattling noise and vibrations.SELECTED DRAWING: Figure 1

Description

  The present invention relates to a drowsy driving prevention device for preventing a driver of a vehicle from falling asleep, and more particularly to a drowsy driving prevention device used for a vehicle provided with a parking mechanism for locking an axle.

  Conventionally, a drowsy driving prevention device has been proposed which detects a drowsy state (drowsy driving) of the driver and urges the driver to wake up (warning).

  For example, in Patent Document 1, a rim portion of a steering wheel is provided with a plurality of Peltier elements including a temperature sensor for detecting a touch of a driver's hand, and a specific Peltier element in contact with a fingertip or palm center Is disclosed in the main unit, and when the driver's waking degree is low, the drowsy driving preventing device is disclosed that controls the cooling surface temperature of the specified Peltier element to be controlled to the waking induction temperature.

  According to this drowsy driving prevention device, a fingertip which is a site where it is easy to induce contraction of the periphery due to thermal stimulation or a contacting site which the palm center contacts are determined by the contacting site of the driver's hand. By controlling the temperature of the temperature control unit, the awakening level can be improved with less power.

JP, 2011-213330, A

  However, in the drowsy driving prevention device described above, the driver determines a plurality of Peltier elements including a temperature sensor that detects a touch of the driver's hand, a specific Peltier element with which the fingertip of the hand or the palm center contacts, Requires additional components such as a dedicated control unit (the above main unit) to control the cooling surface temperature of the specified controlled Peltier element to the wake induction temperature when the degree of Increase.

  The present invention has been made to solve the above-mentioned problems, and promotes driver awakening more effectively with a low cost and a relatively simple configuration without requiring a new additional part etc. An object of the present invention is to provide a drowsy driving prevention device capable of preventing drowsy driving.

  The drowsy driving prevention device according to the present invention has a parking gear and a parking pole, and constitutes a parking mechanism for locking the rotation of an axle and setting it into a parking state by the parking pole engaging with the parking gear. The drive control means for controlling the drive of the parking pole and the drowsiness detection means for detecting whether or not the driver is drowsy, wherein the drive control means causes the drowsiness of the driver by the drowsiness detection means Driving the parking pole when the vehicle is detected.

  According to the drowsy driving prevention device according to the present invention, when the driver's drowsiness is detected, the parking pole constituting the parking mechanism is driven, and the parking pole collides with the parking gear to generate rattling noise (differential Sound and vibration are emitted. Therefore, the driver can be effectively alerted. Further, in this case, it is possible to generate rattling noise (noise) and vibration by using a parking mechanism that locks the axle. As a result, it is possible to more effectively promote the driver's awakening (prevent the drowsy driving) with a low cost and a relatively simple configuration without requiring a dedicated additional part or the like.

  In the drowsy driving prevention device according to the present invention, it is preferable that the drive control means drives the parking pole on and off in a predetermined cycle.

  In this case, the parking pole is driven on / off in a predetermined cycle, so that rattling noise (noise) and vibration caused by the parking pole hitting the parking gear periodically are generated. be able to. In addition, by changing the cycle, it is possible to adjust the volume and the length of vibration of rattling noise (noise).

  Further, in the drowsy driving prevention device according to the present invention, it is preferable that the drive control means lengthens the on time as the elapsed time from when the drive control of the parking pole is started is prolonged.

  In this case, the on-time is lengthened as the elapsed time from when the drive control of the parking pole is started is lengthened. Therefore, when the driver does not wake up, it is possible to surely wake up the driver by increasing the volume of rattling noise (noise) and prolonging the vibration.

  In the drowsy driving prevention device according to the present invention, the driving control means stops driving control of the parking pole when drowsiness detecting means detects that the driver is awake after the driving control of the parking pole is started. It is preferable to do.

  In this way, when it is detected that the driver has awakened, drive control of the parking pole is stopped, and generation of rattling noise (noise) and vibration caused by the parking pole hitting the parking gear Can stop.

  In the drowsy driving prevention device according to the present invention, it is preferable that the parking mechanism be configured such that the parking pole can bite into the parking gear only when the speed of the vehicle is less than a predetermined speed.

  In this way, when the speed of the vehicle is equal to or higher than the predetermined speed, it is possible to prevent the parking pole from being caught in the parking gear, and safety can be ensured. On the other hand, when the speed of the vehicle falls below the predetermined speed, if the driver is not awake (for example, when he is losing health due to poor physical condition), the parking pole may be engaged with the parking gear. Thus, the vehicle can be stopped.

  In the drowsy driving prevention device according to the present invention, preferably, the drive control means turns on the brake lamp and / or the hazard lamp while driving and controlling the parking pole.

  In this case, when the parking pole is driven and controlled, the brake lamp and / or the hazard lamp are turned on. Therefore, it is possible to call attention to surrounding vehicles (drivers).

  According to the present invention, it is possible to more effectively promote the driver's awakening (prevent the drowsy driving) with a low cost and a relatively simple configuration without requiring a new additional part etc. Become.

BRIEF DESCRIPTION OF THE DRAWINGS It is a block diagram which shows the structure of the powertrain of an AWD vehicle and the driving force transmission system by which the drowsy driving prevention device which concerns on embodiment, and this drowsy driving prevention device were mounted. It is a figure which shows the structure of a parking mechanism. It is a figure which shows an example of a change of on time / off time with progress of time. It is a flow chart which shows a processing procedure of a nap driving prevention processing by a nap driving prevention device concerning an embodiment.

  Hereinafter, preferred embodiments of the present invention will be described in detail with reference to the drawings. In the drawings, the same reference numerals are used for the same or corresponding parts. Further, in the respective drawings, the same elements are denoted by the same reference numerals, and duplicate explanations will be omitted.

  First, the configuration of the drowsy driving prevention device 1 according to the embodiment will be described using FIG. 1 and FIG. 2 together. FIG. 1 is a block diagram showing the configuration of a drowsy driving prevention device 1 and a powertrain and a driving force transmission system of an AWD (All Wheel Drive) vehicle on which the drowsy driving prevention device 1 is mounted. FIG. 2 is a view showing the configuration of the parking mechanism 65 of the continuously variable transmission (CVT) 30. As shown in FIG. In the present embodiment, a part-time AWD vehicle equipped with a shift-by-wire (SBW) type continuously variable transmission 30 will be described as an example.

  The engine 20 may be of any type, but is, for example, a horizontally opposed in-cylinder injection 4-cylinder gasoline engine. In the engine 20, air taken in from an air cleaner (not shown) is throttled by an electronically controlled throttle valve (hereinafter simply referred to as a "throttle valve") provided in an intake pipe, passes through an intake manifold, and It is sucked into each of the formed cylinders. Here, the amount of air drawn from the air cleaner is detected by an air flow meter. Further, the throttle valve is provided with a throttle opening degree sensor 71 for detecting the opening degree of the throttle valve. Each cylinder is fitted with an injector for injecting fuel. Further, each cylinder is provided with an ignition plug for igniting a mixture, and an igniter built-in coil for applying a high voltage to the ignition plug. In each cylinder of the engine 20, a mixture of the intake air and the fuel injected by the injector is ignited by the spark plug and burns. Exhaust gas after combustion is exhausted through the exhaust pipe.

  In addition to the air flow meter and the throttle opening degree sensor 71 described above, a cam angle sensor for determining the cylinder of the engine 20 is attached in the vicinity of the camshaft of the engine 20. In the vicinity of the crankshaft of the engine 20, a crank angle sensor 73 for detecting the position of the crankshaft is attached. These sensors are connected to an engine control unit (hereinafter referred to as "ECU") 70 described later. The ECU 70 is also connected to various sensors such as an accelerator pedal sensor 72 that detects the depression amount of the accelerator pedal, that is, the opening degree of the accelerator pedal, and a water temperature sensor that detects the temperature of the cooling water of the engine 20.

  A continuously variable transmission that converts the driving force from the engine 20 to the output shaft (crankshaft) 21 of the engine 20 via the torque converter 22 having a clutch function and a torque amplification function, and the forward / reverse switching mechanism 27 and outputs it. The machine 30 is connected.

  The torque converter 22 mainly includes a pump impeller 23, a turbine liner 24, and a stator 25. A pump impeller 23 connected to the output shaft 21 generates a flow of oil, and a turbine liner 24 disposed opposite to the pump impeller 23 receives power of the engine 20 via the oil to drive the output shaft. The stator 25 positioned between the two rectifies the exhaust flow (return) from the turbine liner 24 and reduces it to the pump impeller 23 to generate a torque amplification function.

  Further, the torque converter 22 has a lockup clutch 26 that brings the input and the output into a direct connection state. When the lockup clutch 26 is not engaged (in the non-locked up state), the torque converter 22 amplifies the torque of the driving force of the engine 20 and transmits it to the continuously variable transmission 30, and the lockup clutch 26 is engaged. When it is in the lock-up state, the drive power of the engine 20 is directly transmitted to the continuously variable transmission 30. The rotational speed (turbine rotational speed) of the turbine liner 24 constituting the torque converter 22 is detected by a turbine rotational sensor 56. The detected turbine rotational speed is output to a transmission control unit (hereinafter referred to as "TCU") 50 described later.

  The forward / reverse switching mechanism 27 switches between normal rotation and reverse rotation (forward and reverse of the vehicle) of the drive wheel 10 (left front wheel 10FL, right front wheel 10FR, left rear wheel 10RL, right rear wheel 10RR). The forward and reverse travel switching mechanism 27 mainly includes a double pinion type planetary gear train, a forward clutch 28 and a reverse brake 29. The forward / reverse switching mechanism 27 is configured to be able to switch the transmission path of the engine driving force by controlling the states of the forward clutch 28 and the reverse brake 29.

  More specifically, when the D (drive) range is selected, the forward clutch 28 is engaged and the reverse brake 29 is released, whereby the rotation of the turbine shaft 31 is directly transmitted to the primary shaft 32 described later. , Makes it possible to drive the vehicle forward. On the other hand, when the R (reverse) range is selected, the planetary gear train can be operated to reverse the rotation direction of the primary shaft 32 by releasing the forward clutch 28 and engaging the reverse brake 29. , Makes it possible to run the vehicle backward.

  Also, when the N (neutral) range or the P (parking) range is selected, the turbine shaft 31 and the primary shaft 32 are disconnected by releasing the forward clutch 28 and the reverse brake 29 (the transmission of the engine driving force is And the forward / reverse switching mechanism 27 is in a neutral state in which power is not transmitted to the primary shaft 32. The operation of the forward clutch 28 and the reverse brake 29 is controlled by the TCU 50 and a valve body (control valve) 51.

  The transmission mechanism (variator) 33 of the continuously variable transmission 30 is disposed in parallel with the primary shaft 32 connected to the turbine shaft (output shaft) 31 of the torque converter 22 via the forward / reverse switching mechanism 27 and the primary shaft 32. And a secondary shaft 37 provided. A primary pulley 34 is provided on the primary shaft 32. The primary pulley 34 has a fixed pulley 34a joined to the primary shaft 32, and a movable pulley 34b slidably mounted in the axial direction of the primary shaft 32 opposite to the fixed pulley 34a. It is comprised so that the cone surface space | interval of pulley 34a, 34b, ie, pulley groove width, can be changed. On the other hand, a secondary pulley 35 is provided on the secondary shaft 37. The secondary pulley 35 has a fixed pulley 35a joined to the secondary shaft 37, and a movable pulley 35b slidably mounted in the axial direction of the secondary shaft 37 opposite to the fixed pulley 35a. It is configured to be able to change the width.

  A chain 36 for transmitting a driving force is stretched between the primary pulley 34 and the secondary pulley 35. By changing the groove widths of the primary pulley 34 and the secondary pulley 35 to change the ratio of the winding diameter of the chain 36 to each pulley 34, 35 (pulley ratio), the transmission ratio is continuously changed.

  Here, a hydraulic pressure chamber 34c is formed in the primary pulley 34 (movable pulley 34b). On the other hand, a hydraulic pressure chamber 35c is formed in the secondary pulley 35 (movable pulley 35b). The groove width of each of the primary pulley 34 and the secondary pulley 35 is set and changed by adjusting the primary hydraulic pressure introduced into the hydraulic chamber 34 c of the primary pulley 34 and the secondary hydraulic pressure introduced into the hydraulic chamber 35 c of the secondary pulley 35. Be done.

  The secondary shaft 37 of the transmission mechanism 33 is connected to the counter shaft 39 via a reduction gear 38 consisting of a pair of gears (reduction drive gear, reduction driven gear), and the driving force converted by the transmission mechanism 33 is a reduction gear It is transmitted to the counter shaft 39 via 38. A parking gear 69 is attached to the counter shaft 39.

  Here, the parking mechanism 65 of the continuously variable transmission 30 will be described with reference to FIG. The parking mechanism 65 is a mechanism that locks rotation in the continuously variable transmission so that the wheel 10 does not rotate when the P (parking) range is selected. A detent plate 66 is attached to an output shaft of an SBW actuator 63 (for example, an electric motor) driven by a shift-by-wire control unit (hereinafter referred to as "SBW-CU") 60 described later. A parking rod 67 is axially movably connected to the depressed plate 66. On the other hand, as described above, the parking gear 69 is spline fitted on the counter shaft 39 of the continuously variable transmission 30. In addition, a parking pole 68 is swingably provided so as to be able to mesh with the parking gear 69.

  When the P (parking) range is selected, the SBW actuator 63 (electric motor) is pivoted to swing the detent plate 66 so that the parking rod 67 advances in the axial direction. Then, the parking pole 68 is pushed from the back surface by the tapered portion of the parking rod 67 to rock and mesh with the parking gear 69. Thereby, the rotation of the continuously variable transmission 30 is locked. That is, the axle is locked.

  Here, the parking mechanism 65 is configured such that the parking pole 68 can be engaged with the parking gear 69 only when the speed of the vehicle is less than a predetermined speed (for example, 5 Km / h). That is, whether or not the parking pole 68 can be engaged with the parking gear 69 depends on the stroke speed and tooth thickness (width of the projection) of the parking pole 68 and the rotational speed of the parking gear 69 (proportional to the vehicle speed) Determined by the relationship with the width of Therefore, when the speed of the vehicle is equal to or higher than a predetermined speed (for example, 5 Km / h), when the parking pole 68 swings, the parking pole 68 is repelled by the rotating parking gear 69 without being caught in the parking gear 69 (ie, When the parking pole 68 strikes the parking gear 69), rattling noise (noise) and vibration occur. Details will be described later.

  Returning to FIG. 1, the counter shaft 39 is connected to the front drive shaft 43 via a counter gear 40 composed of a pair of gears (counter drive gear, counter driven gear). The driving force transmitted to the counter shaft 39 is transmitted to the front differential (hereinafter also referred to as "front differential") 44 via the counter gear 40 and the front drive shaft 43. The front differential 44 is, for example, a bevel gear type differential. The driving force from the front differential 44 is transmitted to the left front wheel 10FL via the left front wheel drive shaft 45L and is also transmitted to the right front wheel 10FR via the right front wheel drive shaft 45R.

  On the other hand, at the rear stage of the counter gear 40 (counter drive gear) on the counter shaft 39 described above, a transfer clutch 41 for adjusting the driving force transmitted to the rear differential 47 is interposed. In the transfer clutch 41, the fastening force (i.e., the torque distribution ratio to the rear wheels 10RL and 10RR) is controlled according to the driving state of four wheels (for example, the slip state of the front wheels 10FL and 10FR) and the engine torque. Therefore, the driving force transmitted to the counter shaft 39 is distributed in accordance with the fastening force of the transfer clutch 41 and is also transmitted to the rear wheels 10RL and 10RR.

  More specifically, the rear end of the counter shaft 39 is connected to a propeller shaft 46 extending rearward of the vehicle through a transfer gear 42 formed of a pair of gears (transfer drive gear, transfer driven gear). Therefore, the driving force transmitted to the counter shaft 39 and adjusted (distributed) by the transfer clutch 41 is transmitted from the transfer gear 42 (transfer driven gear) to the rear differential 47 via the propeller shaft 46.

  The rear differential 47 is connected to a left rear wheel drive shaft 48L and a right rear wheel drive shaft 48R. The driving force from the rear differential 47 is transmitted to the left rear wheel 10RL via the left rear wheel drive shaft 48L and is also transmitted to the right rear wheel 10RR via the right rear wheel drive shaft 48R.

  A pair of brake lamps (braking lights) 110, 110 are attached to the rear of the vehicle to indicate that the braking operation is being performed on the surrounding vehicles (in particular, the following vehicles). In addition, for example, hazard lamps (emergency flashing lights) 111 and 111 for emitting a warning to surrounding vehicles (drivers) are attached to the four corners of the vehicle (only two are shown in FIG. 1). ).

  Further, a shift lever 55 for receiving a shift operation by the driver is provided on a floor (center console) or the like of the vehicle. The shift lever 55 is connected so as to move in conjunction with the shift lever 55, and a range switch 54 for detecting a selected position of the shift lever 55 is attached. The range switch 54 is connected to the TCU 50, and the selected position of the shift lever 55 detected is read into the TCU 50. The shift lever 55 has five shift ranges: a parking range (parking (P) range), a reverse traveling range (reverse (R) range), a neutral range (neutral (N) range), a forward traveling range (drive (D) range and manual range (manual (M) range) can be selectively switched.

  As described above, by configuring the driving force transmission system of the power train, for example, when the shift lever 55 is operated to the D range, the forward clutch 28 is engaged and the engine driving force is continuously variable transmission. The 30 primary axes 32 are input. The driving force converted by the continuously variable transmission 30 is output from the secondary shaft 37 and transmitted to the front drive shaft 43 via the reduction gear 38, the counter shaft 39, and the counter gear 40. Then, the driving force is distributed to the left and right by the front differential 44, and is transmitted to the left and right front wheels 10FL and 10FR.

  On the other hand, part of the driving force transmitted to the counter shaft 39 is transmitted to the propeller shaft 46 via the transfer clutch 41 and the transfer gear 42. Here, when a predetermined clutch torque is applied to the transfer clutch 41, the driving force distributed according to the clutch torque is output to the propeller shaft 46. The driving force is also transmitted to the rear wheels 10RL and 10RR via the rear differential 47. Thereby, the function as an FF-based part-time AWD vehicle is exhibited.

  The hydraulic pressure for shifting the continuously variable transmission 30, that is, the above-described primary hydraulic pressure and secondary hydraulic pressure are controlled by a valve body (control valve) 51. The valve body 51 adjusts the hydraulic pressure discharged from the oil pump by opening and closing an oil passage formed in the valve body 51 using a spool valve and a solenoid valve (electromagnetic valve) that moves the spool valve. The pressure is supplied to the hydraulic chamber 34 c of the primary pulley 34 and the hydraulic chamber 35 c of the secondary pulley 35. Similarly, the valve body 51 adjusts the hydraulic pressure discharged from the oil pump by opening and closing an oil passage formed in the valve body 51 using a spool valve and a solenoid valve for moving the spool valve, thereby advancing The hydraulic pressure for engaging / disengaging each clutch is supplied to the clutch 28, the reverse brake 29, and the transfer clutch 41.

  The shift control of the continuously variable transmission 30 is executed by the TCU 50. That is, the TCU 50 adjusts the hydraulic pressure supplied to the hydraulic chamber 34 c of the primary pulley 34 and the hydraulic chamber 35 c of the secondary pulley 35 by controlling the drive of the solenoid valve (electromagnetic valve) constituting the valve body 51 described above. , Change the transmission ratio of the continuously variable transmission 30. Similarly, the TCU 50 regulates the hydraulic pressure supplied to the transfer clutch 41 by controlling the drive of the solenoid valve constituting the valve body 51 described above, and the distribution ratio of the driving force transmitted to the rear wheels 10RL and 10RR. Adjust the

  Further, the TCU 50 regulates the hydraulic pressure supplied to the forward clutch 28 or the reverse brake 29 by controlling the drive of the clutch linear solenoid 51 a constituting the valve body 51 to engage / release the forward clutch 28 or the reverse brake 29. I do. A manual valve (not shown) that moves in conjunction with the detent plate 66 determines whether the hydraulic pressure (oil) adjusted by the clutch linear solenoid 51a is supplied to the forward clutch 28 side or the reverse brake 29 side. Is switched by).

  Here, the TCU 50 is an ECU 70 that comprehensively controls the engine 20 via a CAN (Controller Area Network) 100, an SBW-CU 60, a vehicle dynamic control unit (hereinafter referred to as "VDCU") 80, and an image processing unit They are communicably connected to each other.

  In the ECU 70, the cylinder is determined from the output of the cam angle sensor, and the engine rotational speed is determined from the change in the rotational position of the crankshaft detected by the output of the crank angle sensor 73. Further, the ECU 70 acquires various information such as the intake air amount, the accelerator pedal opening degree, the air-fuel ratio of the air-fuel mixture, and the water temperature, based on the detection signals inputted from the various sensors described above. Then, the ECU 70 comprehensively controls the engine 20 by controlling various devices such as the fuel injection amount and the ignition timing and the throttle valve based on the acquired various information.

  Further, in the ECU 70, the engine shaft torque (output torque) of the engine 20 is calculated based on the intake air amount detected by the air flow meter. Then, the ECU 70 sends information such as the engine coolant temperature (cooling water temperature), the engine shaft torque, the engine speed, and the accelerator pedal opening degree to the TCU 50, the SBW-CU 60, etc. via the CAN 100.

  Connected to the VDCU 80 are a brake switch 81 for detecting whether or not the brake pedal is depressed, and a brake fluid pressure sensor 82 for detecting the master cylinder pressure (brake hydraulic pressure) of the brake actuator 83. The VDCU 80 is also connected to four wheel speed sensors 12FL to 12RR for detecting the rotational speed (vehicle speed) of each wheel of the vehicle, a steering angle sensor 16 and the like. The wheel speed sensors 12FL to 12RR detect the rotation state of the wheels 10FL to 10RR by detecting the rotation of a gear attached at the center of the wheels 10FL to 10RR using a magnetic pickup or the like. The steering angle sensor 16 detects the steering angle of the front wheels 10FL and 10FR (i.e., the steering angle of the steering wheel 15) by detecting the rotation angle of the pinion shaft.

  The VDCU 80 drives the brake actuator 83 to brake the vehicle in accordance with the operation amount (depression amount) of the brake pedal, and controls the vehicle behavior by various sensors (for example, wheel speed sensors 12FL to 12RR, steering angle sensor 16, acceleration sensor, Side slip is suppressed by brake control by automatic pressurization and torque control of the engine 20, and vehicle stability at turning is secured.

  The VDCU 80 transmits the detected brake switch 81, braking information (brake operation information) such as a brake fluid pressure, a steering angle, a wheel speed (vehicle speed) and the like to the TCU 50 and the SBW-CU 60 via the CAN 100. When VDCU 80 receives, for example, automatic braking (automatic brake / precrash brake) request information from a driving support device having a precrash safety function, it automatically drives brake actuator 83 to brake the vehicle. Do.

  The image processing unit 90 is connected to a camera 92 for capturing an image of the driver's face. The image processing unit 90 includes a microprocessor that performs computations, a ROM that stores programs for causing the microprocessor to execute each process, various maps, and the like, a RAM that stores various data such as computation results, and a battery. It is configured to have a backup RAM to be held, an input / output I / F, and the like.

  The image processing unit 90 processes the image data (face image data of the driver) captured by the camera 92, and detects whether the driver is falling asleep (whether the driver is awake). To that end, the image processing unit 90 is functionally provided with a nap detection unit 91. In the image processing unit 90, the program stored in the ROM or the like is executed by the microprocessor to realize the function of the drowsiness detection unit 91.

  For example, the drowsiness detection unit 91 analyzes whether the driver has eyes open or closed based on the face image of the driver captured by the camera 92, and the driver has closed eyes for a predetermined time or more To detect (judge) that the driver is falling asleep. On the other hand, the drowsiness detection unit 91 detects (determines) that the driver is awake when the driver has an eye opening. That is, the drowsiness detection unit 91 functions as drowsiness detection means described in the claims. The drowsiness information (information indicating whether the driver is asleep or awake) detected by the drowsiness detection unit 91 is output (sent) to the SBW-CU 60 via the CAN 100.

  The TCU 50 is mounted near the output shaft (secondary shaft 37) of the continuously variable transmission 30, and detects the rotation speed of an output shaft rotation sensor (vehicle speed sensor) 52 that detects the rotation speed of the output shaft, and the primary pulley 34 The primary pulley rotation sensor 53 is connected. Further, a range switch 54 for detecting the selected position of the shift lever 55 is connected to the TCU 50. Further, the TCU 50 is connected to the above-described turbine rotation sensor 56, an oil temperature sensor 57 for detecting the oil temperature of the continuously variable transmission 30, and the like.

  The TCU 50 is a microprocessor that performs computations, a ROM that stores programs for causing the microprocessor to execute each process, various maps, and the like, a RAM that stores various data such as computation results, and the battery holds its storage content. It is configured to have a backup RAM, an input / output I / F, and the like.

  The TCU 50 automatically changes the transmission ratio steplessly according to the driving state of the vehicle (for example, the accelerator pedal opening, the vehicle speed, or the engine speed) according to the shift map. The shift map is stored in a ROM or the like in the TCU 50. Further, the TCU 50 executes transfer clutch control (AWD control) based on various information acquired from the various sensors described above. The TCU 50 transmits information such as a shift range to the SBW-CU 60 via the CAN 100.

  The SBW-CU 60 generates and outputs a control signal (motor drive signal) based on various information including the shift range received from the TCU 50 via the CAN 100, and drives the SBW actuator 63. The SBW actuator 63 switches a shift range of the continuously variable transmission 30 by moving a manual valve (not shown) interlocked with the detent plate 66 in accordance with a control signal from the SBW-CU 60.

  In addition, the SBW-CU 60 receives the drowsiness information (information indicating whether the driver is falling asleep or is awake) transmitted from the image processing unit 90 via the CAN 100. Furthermore, the SBW-CU 60 receives, via the CAN 100, the accelerator opening (operation information of the accelerator pedal), braking information (operation information of the brake pedal), a steering angle (operation information of the steering wheel 15), and the like. The SBW-CU 60 is a microprocessor that performs calculations, a ROM that stores programs for causing the microprocessor to execute each process, a RAM that stores various data such as calculation results, and a backup that stores the stored contents by a battery. A RAM, a driver circuit for driving the SBW actuator 63, and the like are included.

  The SBW-CU 60 drives the SBW actuator 63 to rock the parking pole 68 when the driver is sleeping while traveling, and rattle noise caused by the parking pole 68 striking the parking gear 69 It generates an abnormal noise and a vibration to prompt the driver to wake up (prevents a drowsy driving). Therefore, the SBW-CU 60 has a drive control unit 61 functionally. In the SBW-CU 60, the program stored in the ROM or the like is executed by the microprocessor to realize the function of the drive control unit 61.

  The drive control unit 61 drives the SBW actuator 63 to swing the parking pole 68 when the image processing unit 90 (drowsiness detection unit 91) detects that the driver is falling asleep while traveling. Do. At this time, the drive control unit 61 drives the parking pole 68 (SBW actuator 63) on and off in a predetermined cycle. Thus, the drive control unit 61 periodically generates rattling noise (noise) and vibration due to the parking pole 68 striking the parking gear 69.

  The drive control unit 61 operates the accelerator pedal, the brake pedal, the steering wheel 15, etc. in addition to the drowsy information (information indicating whether the driver is asleep or awake) received from the image processing unit 90. The driver may detect (judge) the drowsiness of the driver in consideration of the state (auxiliary information). That is, it is detected that the driver is falling asleep when the operation of the accelerator pedal, the brake pedal, the steering wheel 15 or the like is stopped for a predetermined time or longer in addition to the drowsiness information (that is, when not operated). It may be (judged). In that case, the drive control unit 61 may detect (determine) that the driver is awake when the accelerator pedal, the brake pedal, the steering wheel 15 and the like are operated.

  Further, as shown in FIG. 3, the drive control unit 61 drives the parking pole 68 (SBW actuator 63) as the elapsed time from the start of the drive control of the parking pole 68 (SBW actuator 63) becomes longer. Increase on time. That is, when the driver does not wake up while sleeping, the drive control unit 61 increases the time for the parking pole 68 to collide with the parking gear 69, thereby increasing the volume of the rattle noise (noise). , To control the vibration to be long. Note that FIG. 3 shows an example in which the on-time changes (becomes longer) as time passes from the upper stage to the lower stage.

  On the other hand, after the drive control unit 61 starts the drive control of the parking pole 68 (SBW actuator 63), the drive control unit 61 stops the drive control of the parking pole 68 (SBW actuator 63) when it is detected that the driver wakes up. Do. As a result, generation of rattling noise (noise) and vibration caused by the collision between the parking pole 68 and the parking gear 69 is stopped.

  Furthermore, the drive control unit 61 turns on the brake lamp 110 and the hazard lamp 111 when the parking pole 68 (SBW actuator 63) is drive-controlled to wake up the driver. This alerts the surrounding vehicles (drivers). On the other hand, the drive control unit 61 turns off the brake lamp 110 and the hazard lamp 111 when the driver wakes up and stops driving the parking pole 68 (SBW actuator 63). The drive control unit 61 may be configured to turn on / off one of the brake lamp 110 and the hazard lamp 111.

  Next, the operation of the drowsy driving prevention device 1 will be described with reference to FIG. FIG. 4 is a flowchart showing the procedure of the drowsy driving prevention process by the drowsy driving prevention device 1. This process is mainly executed repeatedly at a predetermined timing in the SBW-CU 60 and the image processing unit 90.

  In step S100, a determination is made as to whether the driver is falling asleep while driving (whether the driver is awake). Here, if the driver is not asleep (waking up), the process is left once. On the other hand, when the driver is sleeping, the process proceeds to step S102. In addition, since it is as having mentioned above about the determination method (detection method) of whether the driver is dozing (it is awakening), it abbreviate | omits detailed description here.

  In step S102, the parking pole 68 (SBW actuator 63) is driven in accordance with a cycle (on time / off time) set in advance (as a default). Therefore, rattling noise (noise) and vibration due to the collision of the parking pole 68 with the parking gear 69 occur. Further, in step S104, the brake lamp 110 and the hazard lamp 111 are turned on. In the subsequent step S106, a timer is started which counts an elapsed time after the start of driving of the parking pole 68.

  Next, in step S108, a determination is made as to whether the driver has awakened. Here, when the driver wakes up, in step S114, the driving of the parking pole 68 (SBW actuator 63) is stopped. Therefore, rattling noise (noise) and vibration generated by the collision between the parking pole 68 and the parking gear 69 stop. Further, in step S116, the brake lamp 110 and the hazard lamp 111 are turned off. After that, the process is temporarily left. On the other hand, when the driver is not awake yet, the process proceeds to step S110.

  In step S110, based on the value of the timer, it is determined whether or not a predetermined time (for example, several seconds) or more has elapsed since the start of driving of the parking pole 68. Here, when the predetermined time or more has not passed yet, the process proceeds to step S108, and the process after step S108 described above is executed again. On the other hand, when a predetermined time or more has elapsed, the process proceeds to step S112.

  In step S112, the on-time for driving the parking pole 68 (SBW actuator 63) is lengthened as the elapsed time from the start of the drive control of the parking pole 68 (SBW actuator 63) becomes longer. Therefore, the time for which the parking pole 68 strikes against the parking gear 69 is prolonged, so that the volume of rattling noise (noise) is increased and the vibration is lengthened. Thereafter, the process proceeds to step S108, and the processes after step S108 described above are executed again until the driver wakes up.

  If the vehicle speed drops below a predetermined speed (for example, 5 Km / h) without the driver being awake despite the rattling noise (noise) and the vibration, the parking pole 68 can be used as the parking gear 69. By biting, the vehicle is stopped.

  As described above in detail, according to the present embodiment, when a driver's drowsiness is detected, the parking pole 68 constituting the parking mechanism 65 is driven, and the parking pole 68 collides with the parking gear 69. By doing this, rattling noise (noise) and vibration are emitted. Therefore, the driver can be effectively alerted. Further, in this case, it is possible to generate rattling noise (noise) and vibration by using the parking mechanism 65 that locks the axle (in the present embodiment, the output shaft of the continuously variable transmission 30). As a result, it is possible to more effectively promote the driver's awakening (prevent the drowsy driving) with a low cost and a relatively simple configuration without requiring a dedicated additional part or the like.

  According to the present embodiment, the parking pole 68 is driven on / off in a predetermined cycle, so that the rattling noise generated by the parking pole 68 striking the parking gear 69 periodically (different Sound and vibration can be generated. In addition, by changing the cycle, it is possible to adjust the volume and the length of vibration of rattling noise (noise).

  According to the present embodiment, the on-time for driving the parking pole 68 (SBW actuator 63) is lengthened as the elapsed time from when the drive control of the parking pole 68 is started is extended. Therefore, when the driver does not wake up, it is possible to surely wake up the driver by increasing the volume of rattling noise (noise) and prolonging the vibration.

  According to the present embodiment, after the drive control of the parking pole 68 is started, the drive control of the parking pole 68 is stopped when it is detected that the driver wakes up. The generation of rattling noise (noise) and vibration caused by the collision with the vehicle can be stopped.

  According to the present embodiment, when the speed of the vehicle is equal to or higher than the predetermined speed, the parking pole 68 is prevented from being caught in the parking gear 69, so that safety can be ensured. On the other hand, when the speed of the vehicle falls below the predetermined speed, the parking pole 68 is engaged with the parking gear 69 when the driver is not awake (for example, when he is losing health due to poor physical condition) By doing this, the vehicle can be stopped.

  According to the present embodiment, the brake lamp 110 and the hazard lamp 111 are turned on when the parking pole 68 is driven and controlled. Therefore, it is possible to call attention to surrounding vehicles (drivers).

  As mentioned above, although embodiment of this invention was described, this invention is not limited to the said embodiment, A various deformation | transformation is possible. For example, in the above embodiment, the case where the parking mechanism 65 is provided in a chain-type continuously variable transmission (CVT) has been described as an example. However, the parking mechanism 65 is a stepped automatic transmission (step AT). It may be provided inside. In addition, it may be provided on an axle of an electric vehicle (EV) or a hybrid vehicle (HEV) that does not have a transmission such as a CVT or a step AT. Furthermore, in the above embodiment, the AWD vehicle is described as an example, but it may be, for example, an FF vehicle or an FR vehicle.

  In the above embodiment, the TCU 50, the SBW-CU 60, the ECU 70, the VDCU 80, and the image processing unit 90 are communicably connected to each other by the CAN 100, but the system configuration is not limited to such a form. It can be arbitrarily changed in consideration of functional requirements and costs. For example, the SBW-CU 60 and the SBW actuator 63 may be integrated, or the TCU 50 and the SBW-CU 60 may be one unit.

  Furthermore, the configuration of the driving force transmission system described above (for example, the arrangement of gears, shafts, etc.) is an example, and is not limited to the above embodiment.

1 Drowsy driving prevention device 20 engine 30 continuously variable transmission 50 TCU
54 range switch 55 shift lever 60 SBW-CU
61 Drive control unit 63 SBW actuator 65 Parking mechanism 68 Parking pole 69 Parking gear 70 ECU
80 VDCU
90 image processing unit 91 drowsiness detection unit 92 camera 100 CAN
110 brake lights 111 hazard lights

Claims (6)

A parking mechanism that has a parking gear and a parking pole, and the parking pole engages with the parking gear to lock the rotation of the axle and place it in a parking state;
Drive control means for controlling the drive of a parking pole constituting the parking mechanism;
Drowsiness detection means for detecting whether the driver is sleeping or not;
The said driving control means drives the said parking pole, when it is detected by the said drowsiness detection means that the driver is drowsy.   The drowsy driving prevention device according to claim 1, wherein the drive control means drives the parking pole on / off in a predetermined cycle.   The drowsy driving prevention device according to claim 2, wherein the drive control means lengthens the on time as the elapsed time from the start of the drive control of the parking pole becomes longer.   The drive control means is characterized in that, after the drive control of the parking pole is started, the drive control of the parking pole is stopped when the drowsiness detection means detects that the driver is awakened. The drowsy driving prevention device according to any one of Items 1 to 3.   The sleeping mechanism according to any one of claims 1 to 4, wherein the parking pawl is configured to be able to bite into the parking gear only when the speed of the vehicle is less than a predetermined speed. Operation prevention device. The drowsy driving prevention method according to any one of claims 1 to 5, wherein the drive control means turns on the hazard lamp and / or the brake lamp while controlling the parking pole. apparatus.

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