JP2019182012A - Automatic vehicle stop system - Google Patents

Abstract

The present invention provides an automatic stop system that can reliably maintain a stop state after an automatic stop. A vehicle includes an engine, a first brake device, and a system control device for instructing execution of automatic stop control. The first brake device 31 is a brake device that generates a braking force by supplying a fluid pressure to an operation unit, and includes a brake valve that opens and closes a connection path that connects a supply source of the fluid pressure and the operation unit, and a connection valve that opens and closes the connection path. A control valve for maintaining the fluid pressure of the operating portion in a closed state. The system control device 13 acquires the vehicle speed information of the vehicle during the execution of the automatic stop control, and when the vehicle speed information indicates that the vehicle is stopped, a signal for stopping the engine 51, a signal for maintaining the brake valve in an open state, and A signal for controlling the control valve to be closed is output. [Selection diagram] Fig. 1

Description

  The present invention relates to an automatic stopping system that automatically stops a vehicle when an abnormality occurs in a driver.

  For passenger cars such as buses, as in Patent Document 1, for example, driver abnormalities (such as sudden changes in physical condition) are detected automatically, and passengers such as passengers and passengers who notice driver abnormalities press an operation switch. Research and development of an automatic stopping system that automatically stops the vehicle by means of

JP 2007-331652 A

In the above-described automatic stopping system, for example, for the purpose of ensuring safety when the driver is rescued, it is required to securely hold the stopped state after the automatic stopping.
An object of this invention is to provide the automatic stop system which can hold | maintain the stop state after an automatic stop reliably.

  An automatic stop system that solves the above problem is an automatic stop system that executes automatic stop control for automatically stopping a vehicle, the vehicle including a power source that generates power for running the vehicle, and an operating unit. An electronically controlled brake device that generates a braking force by supplying fluid pressure, and a system control device that instructs execution of the automatic stop control, wherein the fluid pressure is supplied to the operating unit. A supply state and a holding state in which the fluid pressure supplied to the operating unit is held, and the system control device acquires the vehicle speed information of the vehicle during the execution of the automatic stop control, When the vehicle speed information indicates that the vehicle is stopped, a signal for stopping the power source, a signal for maintaining the brake device in the supply state, and the brake device in the holding state are controlled. And a control unit for outputting a signal.

  In the automatic stopping system having the above configuration, when the vehicle speed information indicates that the vehicle is stopped, the power source is stopped and the braking force of the brake device is held. Even if the holding state is released, the supply state is maintained, so that the braking force of the brake device is maintained. As a result, the stop state after the automatic stop can be reliably maintained.

In the automatic stopping system configured as described above, the vehicle has a power source control device that controls the output of the power source, and the power source control device has a dedicated input terminal to which a signal for stopping the power source is input. And when the signal is input to the dedicated input terminal, the power source is stopped with the highest priority. The system control device and the power source control device are connected via the dedicated input terminal. It is preferable that they are electrically connected directly.
According to the said structure, the input with respect to the power source control apparatus of the signal which stops a power source becomes more reliable.

  In the automatic stopping system having the above-described configuration, the vehicle has a brake control device that controls a braking force by the brake device, and the system control device has a plurality of determination terminals that are individually set to a ground state or a non-ground state. And a storage unit that stores automatic stop information in which deceleration of the vehicle in the automatic stop control is defined for each vehicle pattern based on the states of the plurality of determination terminals, and the acquisition unit includes the vehicle pattern The control unit outputs a signal including the automatic stop information corresponding to the vehicle type pattern acquired by the acquisition unit to the brake control device when instructing execution of the automatic stop control. It is preferable that it is comprised.

  For example, a vehicle having different vehicle types such as a sightseeing bus in which all passengers are sitting and a route bus in which some passengers may be standing are different in deceleration required during execution of automatic stop control. According to the above configuration, the vehicle type pattern corresponding to the sightseeing bus and the vehicle type pattern corresponding to the route bus are set as the vehicle type patterns of the plurality of discrimination terminals, and the deceleration and route bus suitable for the automatic stop control of the sightseeing bus are set. The deceleration suitable for the automatic stop control can be defined in the automatic stop information of each vehicle type pattern. That is, the system controller can be applied to both a sightseeing bus and a route bus by changing the vehicle type pattern of the discrimination terminal. Thus, since the system control device has applicable vehicle types corresponding to the number of vehicle type patterns, it is not necessary to prepare a system control device for each vehicle type. As a result, the cost of the system control device is reduced, and handling of the system control device such as inventory management becomes easy.

In the automatic stop system having the above-described configuration, it is preferable that the maximum deceleration is defined in the automatic stop information corresponding to the vehicle pattern in which all of the plurality of determination terminals are in a non-grounded state.
According to the above configuration, for example, even if the disconnection occurs in all the electrical wirings for bringing the determination terminal into the ground state, the vehicle can be automatically stopped by the automatic stop control with the largest deceleration. As a result, the robustness against an abnormality in the electrical wiring connected to the determination terminal is improved.

  The automatic stop system having the above-described configuration includes a release switch that can be released during the execution of the automatic stop control to release the automatic stop control, and the system control device indicates that the vehicle speed information indicates the stop of the vehicle. It is preferable to invalidate the operation of the release switch.

  According to the above configuration, even when the release switch is erroneously operated, for example, when the driver is rescued after the automatic stop, the engine stop state and the braking force of the brake device can be maintained.

The functional block which shows schematic structure of one Embodiment of an automatic stop system. The block diagram which shows the structure of a 1st brake device typically. The block diagram which shows the structure of a 2nd brake device typically. The functional block diagram which shows an example of a system control apparatus. The figure which shows an example of the relationship between a vehicle type pattern and a vehicle type. The figure which shows an example of the lighting aspect of the indicator for every vehicle type. The time chart which shows the state of the various functions in automatic stop control.

An embodiment of an automatic stop system will be described with reference to FIGS.
First, the outline of the automatic stop system will be described with reference to FIG. The automatic stop system 10 is a system that automatically stops the vehicle when the driver is abnormal, such as sudden changes in physical condition. The automatic stop system 10 includes an automatic detection unit 11 that automatically detects an abnormality of a driver, a switch 12 that can be operated by a driver, a crew member, and a passenger, and a system control device 13 that instructs automatic stop of the vehicle.

  The automatic detection unit 11 includes, for example, an image pickup device that picks up an image of a driver and an analysis device that analyzes an image picked up by the image pickup device. When a driver abnormality is detected based on the analysis result, the driver abnormality signal is system-controlled. Output to the device 13. A plurality of switches 12 are installed in the vehicle such as a position where the driver can operate and a position where the crew and passengers can operate. The switch 12a that can be operated by the driver is configured to be capable of executing a push operation in which the operation unit is pushed in and a turn operation in which the operation unit is rotated. The switch 12a outputs a push operation signal to the system control device 13 when the push operation is executed, and outputs a turn operation signal to the system control device 13 when the turn operation is executed. Further, the switch 12a is provided with one indicator 17 that is turned on in response to a signal from the system control device 13. On the other hand, the switch 12b that can be operated by a crew member / passenger is a so-called push-type switch, and is configured to be able to perform a push operation in which an operation unit is pushed. The switch 12b outputs a push operation signal to the system control device 13 when the push operation is executed. The switch 12b is also provided with one indicator 17 that lights up in response to a signal from the system control device 13.

  The system control device 13 is mainly configured by one or more microcontrollers in which a processor, a memory, an input interface, an output interface, and the like are connected to each other via a bus. The system control device 13 is electrically connected to an in-vehicle network 14 (for example, CAN: Controller Area Network).

  When a driver abnormality signal is input from the automatic detection unit 11 or when a push operation signal is input from the switches 12a and 12b when the vehicle is in a traveling state, the system control device 13 instructs execution of automatic stop control. The instruction signal to be output is output to the in-vehicle network 14. When the turn operation signal is input from the switch 12a during the deceleration period of the automatic stop control, the system control device 13 outputs a release signal for canceling the automatic stop control to the in-vehicle network 14.

  As described above, the switches 12a and 12b function as an operation switch that operates the automatic stop control while the vehicle is traveling, and the switch 12a functions as a release switch that cancels the execution of the automatic stop control during the execution of the automatic stop control. .

  Further, when a push operation signal is input from the switch 12a when the vehicle is in a stopped state, the system control device 13 outputs an inspection start signal indicating that the inspection of the automatic stop control is started to the in-vehicle network 14. At the same time, the indicator 17 is turned on in a predetermined pattern (details will be described later). When a turn operation signal is input from the switch 12a during the inspection of the automatic stop control, the system control device 13 outputs an inspection completion signal indicating that the inspection work is completed to the in-vehicle network 14. Hereinafter, the driver abnormality signal and the push operation signal while the vehicle is traveling are referred to as an automatic stop signal.

  In addition, an in-vehicle notification device 15 is electrically connected to the system control device 13. The in-vehicle notification device 15 is, for example, a speaker or an electric bulletin board. When the automatic stop signal is input, the system control device 13 notifies the passenger / passenger including the driver that the automatic stop control is being executed through the in-vehicle notification device 15.

  A brake control device 30, a vehicle body control device 45, an engine control device 50, and a vehicle control device 60 are electrically connected to the in-vehicle network 14. Each of the control devices 30, 45, 50, 60 is configured around one or more microcontrollers in which a processor, a memory, an input interface, an output interface, and the like are connected to each other via a bus. Each of these control devices 30, 45, 50, 60 and the system control device 13 are electrically connected via an in-vehicle network 14.

  The vehicle-mounted network 14 is electrically connected to various sensors such as a shaft rotation speed sensor 21, a wheel speed sensor 22, a brake opening sensor 23, a lever opening sensor 25, and an acceleration sensor 27. The shaft rotation speed sensor 21 detects the shaft rotation speed, which is the rotation speed of the propeller shaft that transmits the output of the engine 51, which is a power source for driving the vehicle, to the drive wheels. The wheel speed sensor 22 detects the drive wheel rotation speed, which is the rotation speed of the drive wheel. The brake opening sensor 23 detects a brake opening that is an operation amount of the brake pedal 24 by the driver. The lever opening sensor 25 detects a lever opening which is an operation amount of the operation lever 26 of the parking brake. The acceleration sensor 27 detects vehicle acceleration including deceleration. These various sensors output signals indicating detection values to the in-vehicle network 14.

  A key operation detection unit 28 is electrically connected to the in-vehicle network 14. The key operation detection unit 28 detects a key-on operation for starting the engine 51 and starting power supply to the electrical components, and a key-off operation for stopping the engine 51 and stopping power supply to the electrical components. The key operation detection unit 28 outputs a key-on signal or a key-off signal to the in-vehicle network 14 according to the detected operation. The key operation detection unit 28 may be configured to output the key-on signal and the key-off signal to each control device. It may be configured to directly output to each control device as a signal.

  The brake control device 30 controls a first brake control device that controls the first brake device 31 that can be operated by depressing the brake pedal 24 and a second brake device 32 that can be operated by operating the operation lever 26. 2 Functions as a brake control device. The first brake device 31 is a fluid brake that uses the pressure of a fluid. In the present embodiment, the first brake device 31 is an air brake that generates a braking force by supplying compressed air to an operating portion. The second brake device 32 is a fluid type brake that uses the pressure of the fluid. In the present embodiment, the second brake device 32 is a wheel reel type that generates a braking force by cutting off the supply of compressed air to the operating unit. Parking brake.

  As shown in FIG. 2, the first brake device 31 generates a braking force by supplying compressed air to the first operating portion 33. The first brake device 31 includes a first air tank 34 that stores compressed air pressurized by a compressor (not shown), a first connection path 35 that connects the first operating unit 33 and the first air tank 34, and a first And a first supply / discharge device 36 disposed in the connection path 35. The first air tank 34 is a fluid pressure supply source. The first supply / discharge device 36 puts the first brake device 31 into an operating state by supplying compressed air to the first operating portion 33 through the first connection path 35. Moreover, the 1st supply / discharge device 36 makes the 1st brake device 31 non-operation state by discharging | emitting the compressed air supplied to the 1st action | operation part 33 in air | atmosphere.

  The first supply / discharge device 36 is a valve that opens and closes the first connection path 35, and a brake valve 36 a that can change the flow path cross-sectional area of the first connection path 35, and between the brake valve 36 a and the first brake device 31. And a control valve 36b that opens or closes the first connection path 35. The brake valve 36a is controlled to be in an open state by a depression operation of the brake pedal 24, so that the first operating part 33 and the first air tank 34 can communicate with each other. The brake valve 36a adjusts the braking force by the first brake device 31 by changing the cross-sectional area of the first connection path 35 in the open state. When the brake valve 36 a is in the open state, the first brake device 31 is in a supply state in which fluid pressure is supplied from the first air tank 34 to the first operating unit 33. In addition, the brake valve 36a discharges the compressed air supplied to the first brake device 31 to the atmosphere in a closed state in which the first operating unit 33 and the first air tank 34 are shut off. The brake control device 30 acquires the brake opening degree through the in-vehicle network 14, and controls the brake valve 36a so that the braking force according to the acquired brake opening degree is obtained.

  The control valve 36b is normally open and is in a state where the first operating part 33 and the first air tank 34 can communicate with each other. The control valve 36 b is closed when the vehicle is stopped by the braking force of the first brake device 31, closes the first connection path 35, and seals the compressed air in the first operating portion 33. Thereby, the braking force by the first brake device 31 is maintained regardless of the operation of the brake pedal 24. When the control valve 36b is in the closed state, the first brake device 31 is in a holding state in which the fluid pressure supplied to the first operating unit 33 is held. Such holding of the braking force of the first brake device 31 by the control valve 36b is configured to be executable when, for example, the auxiliary switch 36c (see FIG. 1) provided in the driver's seat is operated to the on position.

  As shown in FIG. 3, the second brake device 32 generates a braking force when the compressed air is not supplied to the second operating portion 37. The second brake device 32 includes a second air tank 38 that stores air pressurized by a compressor (not shown), a second connection path 39 that connects the second operating portion 37 and the second air tank 38, and a second connection. And a second supply / discharge device 40 disposed in the path 39. The second air tank 38 is a supply source of fluid pressure, and may be an air tank common to the first air tank 34. The second supply / discharge device 40 makes the second brake device 32 inoperative by supplying compressed air to the second operating portion 37 through the second connection path 39. The second supply / discharge device 40 shuts off the supply of compressed air to the second operating part 37 through the second connection path 39 and then discharges the compressed air supplied to the second operating part 37 to the atmosphere. Thus, the second brake device 32 is put into an operating state. The brake control device 30 acquires the lever opening degree via the in-vehicle network 14, and controls the second supply / discharge device 40 so that the second brake device 32 is activated when the acquired lever opening exceeds a threshold value. To do.

  A vehicle outside notification device 46 is electrically connected to the vehicle body control device 45. The vehicle outside notification device 46 is a device that can notify various information to the surroundings, and is, for example, a brake light, a hazard lamp, a speaker, an electric bulletin board, or the like.

  The engine control device 50 controls the output of the engine 51 that is a power source for running the vehicle. An example of the engine 51 is a diesel engine using light oil as fuel. The engine control device 50 controls the output of the engine 51 by setting the fuel injection amount and fuel injection timing for the engine 51 according to the operation state at that time.

  The vehicle control device 60 controls a transmission 61 having a plurality of gear stages. The transmission 61 changes the output of the engine 51 to an appropriate torque and rotational speed. The vehicle control device 60 controls the steering device 62 that can change the steering angle for adjusting the traveling direction of the vehicle.

The system control device 13 will be described in more detail with reference to FIGS.
As shown in FIG. 4, the system control device 13 is provided with a plurality of determination terminals 71, which are four determination terminals 71a, 71b, 71c, and 71d in the present embodiment. For example, the determination terminal 71 is set in a ground state in which the frame is connected via the electric wiring 72 like the determination terminal 71a, or in a non-ground state like the determination terminals 71b to 71d. The system control device 13 determines the vehicle type of the vehicle according to the vehicle type pattern that is a combination of the states of the plurality of determination terminals 71 (grounded state or non-grounded state), and the control mode of automatic stop control suitable for the determined vehicle type Select.

  As shown in FIG. 5, the vehicle pattern is a 4-digit binary number obtained by arranging the values in order by setting the determination terminal in the grounded state to 1 and the determination terminal in the non-grounded state to 0. Can be expressed.

  As shown in FIG. 4, the system control device 13 includes an acquisition unit 73 that acquires various types of information as various functional units that function by executing a program related to automatic stop control, and a storage unit that stores various types of information used for automatic stop control. 74 and a control unit 77 that executes various processes based on the various types of information acquired by the acquisition unit 73 and the various types of information stored in the storage unit 74.

  The acquisition unit 73 acquires the driver abnormality signal output from the automatic detection unit 11, and the push operation signal and the turn operation signal output from the switches 12a and 12b. Moreover, the acquisition part 73 acquires the wheel speed which the wheel speed sensor 22 output, and the shaft rotation speed which the shaft rotation speed output through the vehicle-mounted network 14 as vehicle speed information. For example, the acquisition unit 73 acquires the states of the determination terminals 71a to 71d based on a voltage change when a predetermined voltage is applied to each of the determination terminals 71a to 71d.

  The storage unit 74 stores automatic stop information 75 in which values of various parameters corresponding to the control mode of the automatic stop control are defined for each vehicle type pattern of the determination terminals 71a to 71d. One of the various parameters is the deceleration of the vehicle in the automatic stop control. The automatic stop information 75 includes not only the deceleration, but also the timing for starting deceleration, the type of notification to the inside and outside of the vehicle, and the duration thereof.

  In an example of the automatic stop information, the smallest deceleration (“0000”) indicating the vehicle pattern, that is, the automatic stop information corresponding to the case where all of the determination terminals 71a to 71d are in the non-grounded state has the largest deceleration. Is stipulated.

  In another example of the automatic stop information, the deceleration may be set to increase as the binary value indicating the vehicle pattern decreases. According to such a configuration, even if the electric wiring is disconnected, a larger deceleration than before the disconnection is naturally selected.

  In another example of vehicle information, for example, a vehicle pattern (10XX) in which the determination terminal 71a among the determination terminals 71a to 71d is in a grounded state and the determination terminal 71b is in a non-grounded state is, for example, a sightseeing bus Vehicle type pattern (01XX), which is set as a vehicle pattern corresponding to a shared vehicle such as a bus or a route bus, and among the determination terminals 71a to 71d, the determination terminal 71a is in a non-grounded state and the determination terminal 71b is in a grounded state For example, it may be set as a vehicle type pattern corresponding to a truck such as a truck. In such a case, in each of the vehicle type pattern corresponding to the passenger car and the vehicle type pattern corresponding to the cargo vehicle, it is preferable that the deceleration is larger as the value indicated by the binary number is smaller. Moreover, it is preferable that a deceleration larger than the deceleration in both the passenger car and the cargo vehicle is set for the vehicle pattern in which the determination terminals 71a to 71d are in the non-grounded state. As a result, even if the electrical wiring is disconnected, a larger deceleration than before the disconnection is automatically selected.

  When the acquisition unit 73 acquires a push operation signal from the switch 12a while the vehicle is stopped, the control unit 77 is an indicator provided on the switches 12a and 12b until the acquisition unit 73 acquires a turn operation signal from the switch 12a. 17 lighting modes are controlled. The control unit 77 notifies the vehicle type pattern currently recognized by the system control device 13 through the indicator 17 by repeatedly turning it on for a predetermined time after it is turned off by the number corresponding to the vehicle type pattern of the determination terminals 71a to 71d.

  As shown in FIG. 6, when the binary number indicated by the vehicle pattern is “0000” (vehicle type 0), the control unit 77 always lights the indicator 17. When the binary number indicated by the vehicle type pattern is [0001] (vehicle type 1), the control unit 77 repeats turning on the indicator 17 for a certain period after turning it off once. When the binary number indicating the vehicle type is [0010] (vehicle type 2), the control unit 77 repeatedly turns on the indicator 17 for a certain period after turning it off twice. When the binary number indicating the vehicle type is [1111] (vehicle type 15), the indicator 17 is repeatedly turned on for a certain period after being turned off 15 times. By the blinking of the indicator 17, the vehicle type recognized by the system control device 13 can be confirmed. Since such an indicator 17 is installed in the switches 12a and 12b, the vehicle type can be confirmed even in a vehicle not equipped with a liquid crystal display device, for example.

  When the acquisition unit 73 acquires the automatic stop signal, the control unit 77 selects the automatic stop information 75 corresponding to the vehicle type pattern of the determination terminals 71a to 71d acquired by the acquisition unit 73, and the selected automatic stop information 75 is selected. The instruction signal with the contents of the above is input to each control device 30, 45, 50, 60 through the in-vehicle network 14.

  When the instruction signal is input, the brake control device 30 controls the brake valve 36a to the open state to control the first brake device 31 to the operating state, and the acceleration detected by the acceleration sensor 27 is included in the instruction signal. The braking force by the first brake device 31 is controlled so that the deceleration is achieved. Further, the brake control device 30 maintains the control valve 36b in a closed state. The vehicle body control device 45 uses the outside notification device 46 to notify the surroundings that automatic stop control is being executed in the vehicle. The engine control device 50 controls the engine 51 in the same manner as during normal deceleration until the vehicle stops. The vehicle control device 60 controls the transmission 61 in the same manner as during normal deceleration. At this time, the vehicle control device 60 grasps the position of the host vehicle in the lane by analyzing an image captured by the imaging device that images the front of the vehicle, for example, and steers the host vehicle so that the host vehicle stays in the lane. The device 62 may be controlled.

  During execution of the automatic stop control, the control unit 77 is a period until the vehicle speed information acquired by the acquisition unit 73 indicates the stop of the vehicle (period from time t1 to time t2 in FIG. 6), and the acquisition unit 73 is switched from the switch 12a. When the turn operation signal is acquired, a release signal indicating that the automatic stop control is released is input to each of the control devices 30, 45, 50, 60 through the in-vehicle network 14. Moreover, the control part 77 complete | finishes the alerting | reporting to the vehicle interior using the vehicle alerting | reporting apparatus 15 with the output of a cancellation | release signal.

  The brake control device 30 to which the release signal is input controls the first brake device 31 to the non-operating state by controlling the brake valve 36a to be closed and maintaining the control valve 36b to be open. The vehicle body control device 45 to which the release signal is input ends the notification to the surroundings using the vehicle outside notification device 46.

  During execution of the automatic stop control, the control unit 77 outputs various control signals when the vehicle speed information acquired by the acquisition unit 73 indicates that the vehicle is stopped. The control unit 77 outputs an engine stop signal for stopping the engine 51 to the engine control device 50 as one of various control signals. Moreover, the control part 77 shows maintaining the brake valve 36a in an open state as a supply signal which maintains the 1st brake device 31 in a supply state with respect to the brake control apparatus 30 as one of various control signals. Outputs an open signal. Further, the control unit 77 outputs a close signal indicating that the control valve 36b is controlled to be closed as a hold signal indicating that the first brake device 31 is controlled to be held. The open signal may be a signal indicating that the brake valve 36a is maintained in an open state, and may be a signal that maximizes the amount of compressed air supplied to the brake valve 36a.

  Here, as shown in FIG. 1, an emergency stop switch 80 is installed in the vehicle. The emergency stop switch 80 is a switch installed in the vicinity of the engine 51 in a vehicle in which the engine 51 is mounted at a position far from the driver's seat such as a sightseeing bus, and the engine 51 is inspected when the engine 51 is inspected. Is a switch that prevents the engine 51 from being unexpectedly started by a key-on operation. The emergency stop switch 80 and the engine control device 50 are electrically connected via an emergency stop circuit 81. When operated, the emergency stop switch 80 outputs an emergency stop signal, which is an analog signal, to the engine control device 50 through the emergency stop circuit 81. The engine control apparatus 50 has a dedicated input terminal 82 to which an emergency stop circuit 81 is connected. When an analog signal is input to the dedicated input terminal 82, the engine 51 is stopped with the highest priority.

  The emergency stop circuit 81 has a branch circuit 84 that branches from the branch point 83 and is electrically connected to the system controller 13. The system control device 13 has a dedicated output terminal 85 to which the branch circuit 84 is connected. When the vehicle speed information acquired by the acquisition unit 73 indicates that the vehicle has stopped after the output of the instruction signal, the control unit 77 of the system control device 13 outputs an engine stop signal that is an analog signal from the dedicated output terminal 85. This engine stop signal is input to the dedicated input terminal 82 of the engine control device 50 through the branch circuit 84 and the emergency stop circuit 81. As described above, the engine control device 50 in which the analog signal is input to the dedicated input terminal 82 gives the highest priority to stopping the engine 51.

  The emergency stop circuit 81 is provided with a first rectifier 86 that prevents an engine stop signal from being input to the emergency stop switch 80 on the emergency stop switch 80 side of the branch point 83. Further, the branch circuit 84 is provided with a second rectifier 87 that prevents an emergency stop signal from being input to the dedicated output terminal 85 of the system control device 13.

  During execution of the automatic stop control, the control unit 77 invalidates the operation of the switches 12a and 12b when the acquisition unit 73 acquires the vehicle speed information indicating that the vehicle is stopped. That is, even if any signal is input from the switches 12a and 12b, the control unit 77 treats the signal as invalid.

  During execution of the automatic stop control, when the acquisition unit 73 acquires the vehicle speed information indicating the stop of the vehicle and then acquires the key-off signal of the key operation detection unit 28, the control unit 77 outputs an end signal for ending the automatic stop control. The data is output to each control device 30, 45, 50, 60 through the network 14. When acquiring the key-off signal, the control unit 77 ends the in-vehicle notification by the in-vehicle notification device 15.

  The brake control device 30 to which the end signal is input controls the brake valve 36a to the closed state and maintains the control valve 36b in the closed state. The vehicle body control device 45 to which the end signal is input ends the notification to the surroundings using the vehicle outside notification device 46. The engine control device 50 to which the end signal has been input continues to keep the engine 51 in a stopped state and permits the engine 51 to be started by the next key-on operation.

An example of the operation mode of the automatic stop system will be described with reference to FIG.
As shown in FIG. 7, when the switch 12 is pushed at time t1 while traveling at the vehicle speed v1 (> 0), and the switch 12 functions as an operation switch, automatic stop control is started. When the automatic stop control is started, the release of the automatic stop control by the turn operation of the switch 12a becomes effective. That is, the switch 12a can function as a release switch. Further, the first brake device 31 is controlled to be in an operating state, and the braking force is controlled so that the vehicle decelerates at a deceleration based on the automatic stop information selected based on the vehicle pattern. At this time, the second brake device 32 is in an inoperative state, and the engine 51 is in an activated state.

When the vehicle decelerates and stops at time t2, the cancellation of the automatic stop control by the turn operation of the switch 12a is invalidated and does not function as a release switch. In the first brake device 31, the brake valve 36a is maintained in the open state, and the control valve 36b is controlled in the closed state. That is, the braking force by the first brake device 31 is maintained. Further, the engine 51 is controlled to be stopped. That is, after time t2, the vehicle
(A) State in which power source for traveling is stopped (b) State in which braking force by first brake device 31 is maintained by holding first connection path 35 by control valve 36b (holding state)
(C) A state in which compressed air can be supplied to the first operating portion 33 by the brake valve 36a being in an open state (supply state)
It is in. That is, no power source is generated for driving the vehicle, the braking force of the first brake device 31 is held by the control valve 36b, and the control valve 36b is opened. However, the fluid pressure can be supplied to the first operating portion 33. Thereby, a vehicle can be reliably hold | maintained in a stop state.

  In addition, since the turn operation by the switch 12a is handled as invalid, the automatic stop control is not canceled due to an erroneous operation of the switch 12a, and thus the vehicle can be reliably held in the stop state. Therefore, the time after the time t2 when the vehicle stops is set as the driver rescue timing. When the automatic stop control is canceled at time t3 when the key-off operation is performed, the brake valve 36a is controlled to be in an inoperative state, but the control valve 36b is maintained in an operating state and the engine 51 is maintained in a stopped state.

According to the automatic stop system of the above embodiment, the following effects can be obtained.
(1) In the automatic stop system, the vehicle stopped by the automatic stop control is controlled in the above (a) to (c). Therefore, the stop state of the vehicle can be reliably maintained.

  (2) When the engine 51 is a diesel engine, a filter (DPF: Diesel Particulate Filter) that captures particulate matter contained in the exhaust gas is disposed in the exhaust passage. In this filter, a regeneration process is performed in which particulate matter is incinerated and removed when the amount of particulate matter deposited exceeds a threshold value. In the regeneration process, the engine control device 50 increases the output of the engine 51 so that the temperature of the exhaust gas flowing into the filter becomes higher. Such regeneration processing is also performed while the vehicle is stopped. For this reason, among the stops during execution of the regeneration process, stopping by the automatic stop control causes the engine control device 50 to execute a regeneration process complicated when the engine 51 is stopped. In this regard, according to the above-described configuration, the engine control device 50 has the dedicated input terminal 82, and when an analog signal is input to the dedicated input terminal 82, the engine 51 is stopped with the highest priority. It is configured. Therefore, even in a vehicle having a filter regeneration function, the engine 51 can be reliably stopped when the vehicle is stopped by the automatic stop control. Further, the engine 51 can be reliably stopped even when a problem occurs in the in-vehicle network 14.

  (3) For example, a vehicle having different vehicle types such as a sightseeing bus where all passengers are sitting and a route bus where some passengers may be standing are different in deceleration required during execution of automatic stop control. It is possible to stop at a relatively large deceleration because all passengers are sitting on a sightseeing bus, but on a bus that may be standing by some passengers, stop at a relatively small deceleration It is preferable.

  The system control device 13 described above has a plurality of determination terminals 71a to 71d capable of determining the vehicle type, and automatic stop information in which deceleration in the automatic stop control is defined for each vehicle type pattern of the plurality of determination terminals 71a to 71d. 75 is stored in the storage unit 74. And the system control apparatus 13 instruct | indicates an automatic stop by the deceleration corresponding to the vehicle type pattern of discrimination | determination terminal 71a-71d. According to such a configuration, the vehicle type pattern corresponding to the sightseeing bus and the vehicle type pattern corresponding to the route bus are set as the vehicle type patterns of the plurality of determination terminals 71a to 71d, and the deceleration suitable for the automatic stop control of the sightseeing bus is provided. And the deceleration suitable for the automatic stop control of the route bus can be defined in the automatic stop information of each vehicle type pattern. That is, the system control device 13 can be applied to both a sightseeing bus and a route bus by changing the vehicle type pattern of the determination terminals 71a to 71d. As described above, since the system control device 13 has applicable vehicle types corresponding to the number of vehicle type patterns, it is not necessary to prepare the system control device 13 for each vehicle type. As a result, the cost of the system control device 13 is reduced, and handling of the system control device such as inventory management becomes easy.

  (4) The storage unit 74 stores automobile stop information in which the largest deceleration is defined as automatic stop information corresponding to a vehicle pattern in which all of the plurality of determination terminals 71a to 71d are in a non-grounded state. According to such a configuration, for example, even if all of the electrical wiring connected to the determination terminals 71a to 71d for grounding is disconnected, the vehicle can be automatically stopped under the largest deceleration. As a result, the braking distance does not increase due to the disconnection of the electrical wiring, and the braking time does not increase. That is, it is possible to improve robustness against an abnormality in the electrical wiring connected to the determination terminal.

  (5) During the execution of the automatic stop control, the system control device 13 invalidates the turn operation of the switch 12a when the vehicle speed information acquired by the acquisition unit 73 indicates that the vehicle is stopped. According to such a configuration, even if the turn operation of the switch 12a is mistakenly performed after stopping, the above-described (a) to (c) are maintained without releasing the automatic stop control. That is, the stop state of the vehicle is maintained. As a result, the driver can be rescued safely.

In addition, the said embodiment can also be suitably changed and implemented as follows.
The control unit 77 controls the second brake device 32 to the operating state with respect to the brake control device 30 as one of various control signals output when the vehicle speed information acquired by the acquisition unit 73 indicates that the vehicle is stopped. You may output the signal which shows doing. In such a configuration, since the vehicle stop state is maintained by the second brake device 32 in addition to the first brake device 31, the vehicle stop state can be more reliably maintained. Further, the brake control device 30 can maintain the vehicle stop state even after the end of the automatic stop control by maintaining the second brake device 32 in the operating state even after the end signal is input.

-The system control apparatus 13 does not need to invalidate the function as a cancellation | release switch of the switch 12a during execution of automatic stop control.
In the system control device 13, the maximum deceleration may not be defined in the automatic stop information corresponding to the vehicle type pattern in which all of the plurality of determination terminals are in the non-grounded state.

  -Automatic stop control may be unified in deceleration regardless of the vehicle type. According to such a configuration, the determination terminals 71a to 71d and the automatic stop information for each vehicle type are not necessary, so that the configuration of the system control device 13 can be simplified. In this case, it is preferable that the deceleration is small.

  The engine stop signal may be a signal that is output from the dedicated output terminal 85 of the system control device 13 and input to the dedicated input terminal 82 of the engine control device 50. Therefore, the emergency stop switch 80 may not be installed in the vehicle.

The system control device 13 may output an engine stop signal to the engine control device 50 through the in-vehicle network 14.
The power source is not limited to a diesel engine, and may be a gasoline engine or a gas engine. The power source is not limited to the internal combustion engine, and may be an electric motor, or both the internal combustion engine and the electric motor.

  The system control device 13 may be configured to input an open signal and a close signal to the brake control device 30 without going through the in-vehicle network 14. In the configuration in which the system control device 13 outputs an open signal and a close signal to the in-vehicle network 14, for example, the vehicle control device 60 to which the close signal is input provides a signal for controlling the brake control device 30 to close the control valve 36 b. The structure which outputs may be sufficient.

  The switches 12a and 12b may be provided with a plurality of indicators 17 that can blink. In this case, it is preferable that the same number of indicators 17 as the discrimination terminals 71 are provided, and the indicator 17 is turned on or off according to the state of each discrimination terminal 71. According to such a configuration, the vehicle pattern can be easily confirmed. Moreover, the indicator 17 should just be provided in at least 1 of switch 12a, 12b.

  -The vehicle speed information may be the vehicle speed itself, and is not limited to the information about the vehicle speed itself such as the wheel speed and the shaft rotation speed. For example, the vehicle speed information is the elapsed time after the vehicle speed reaches the set value during the automatic stop control. There may be. In such a configuration, the acquisition unit 73 has a time measuring function for measuring the elapsed time after the vehicle speed reaches the set value, and an example in which the vehicle speed information indicates that the vehicle is stopped is a set value (the vehicle speed at the time of deceleration is about a set value) For example, several seconds (for example, 3 sec) have elapsed since the arrival at 5 km / h). Another example in which the vehicle speed information indicates that the vehicle is stopped is an elapsed time corresponding to the vehicle speed at the time of output of the instruction signal, and this elapsed time is a value that becomes longer as the vehicle speed at the time of output of the instruction signal is larger. Is stored in the memory.

  Here, for example, a diesel engine mounted on a large-sized vehicle such as a sightseeing bus or a cargo vehicle has a large output torque, so that it is traveling in a low speed range just before stopping (for example, the accelerator is off and the transmission gear ratio in the transmission 61 is It is also assumed that the state where the output of the power train is larger than the braking force continues and the running in the low speed range is maintained. In this regard, by adopting the above-described configuration in which the vehicle speed information indicates that the vehicle is stopped, the engine 51 is stopped even when the vehicle is traveling in such a low speed range, so that the vehicle can be stopped more reliably. Can do.

  For example, when the set value of the vehicle speed is set to 20 km / h and the elapsed time is set to 9 sec, for example, when traveling on a downhill, even if only the elapsed time has passed, the engine 51 is not stopped sufficiently. There is also a risk that the accompanying stop will suddenly stop. In order to prevent such a sudden stop, the set value of the vehicle speed is preferably 15 km / h or less, and more preferably 10 km / h or less. The elapsed time is preferably 9 sec or more when the set value of the vehicle speed is 15 km / h, and preferably 6 sec or more when the set value of the vehicle speed is 10 km / h. As described above, by setting the set value of the vehicle speed to 5 km / h and the elapsed time to 3 seconds, even if the engine 51 is stopped when traveling in the low speed range, the vehicle speed at the time of the stop is 5 km / h or less. Further, since the error of the vehicle speed at the time of stop is also reduced, the sudden stop of the vehicle can be prevented more reliably.

  The first brake device 31 only needs to have a supply state in which the fluid pressure is supplied to the first operating unit 33 and a holding state in which the fluid pressure supplied to the first operating unit 33 is held. Therefore, the 1st brake device 31 is not restricted to the structure which has the brake valve 36a and the control valve 36b. Further, the first brake device 31 is not limited to the pneumatic type, and may be a hydraulic type.

  DESCRIPTION OF SYMBOLS 10 ... Automatic stop system, 11 ... Automatic detection part, 12, 12a, 12b ... Switch, 13 ... System control apparatus, 14 ... In-vehicle network, 15 ... In-vehicle alert device, 17 ... Indicator, 21 ... Shaft rotation speed sensor, 22 ... Wheel speed sensor, 23 ... brake opening sensor, 24 ... brake pedal, 25 ... lever opening sensor, 26 ... operating lever, 27 ... acceleration sensor, 28 ... key operation detector, 30 ... brake control device, 31 ... first Brake device, 32 ... second brake device, 33 ... first operating part, 34 ... first air tank, 35 ... first connection path, 36 ... first supply / discharge device, 36a ... brake valve, 36b ... control valve, 36c ... Auxiliary switch 37 ... second operating part 38 ... second air tank 39 ... second connecting path 40 ... second supply / discharge device 45 ... vehicle body control device 46 ... Outside-of-vehicle notification device, 50 ... Engine control device, 51 ... Engine, 60 ... Control device, 60 ... Vehicle control device, 61 ... Transmission, 62 ... Steering device, 71a, 71b, 71c, 71d ... Discrimination terminal, 72 ... Electrical wiring 73 ... Acquisition unit 74 ... Storage unit 75 ... Automatic stop information 77 ... Control unit 80 ... Emergency stop switch 81 ... Emergency stop circuit 82 ... Dedicated input terminal 83 ... Branch point 84 ... Branch Circuit: 85 ... Dedicated output terminal, 86 ... First rectifier, 87 ... Second rectifier.

Claims (5)

An automatic stop system for executing automatic stop control for automatically stopping a vehicle,
The vehicle is
A power source for generating power for running the vehicle;
An electronically controlled brake device that generates a braking force by supplying fluid pressure to the operating unit;
A system control device for instructing execution of the automatic stop control,
The brake device is
A supply state in which the fluid pressure is supplied to the operating unit and a holding state in which the fluid pressure supplied to the operating unit is maintained;
The system controller is
An acquisition unit for acquiring vehicle speed information of the vehicle during execution of the automatic stop control;
When the vehicle speed information indicates that the vehicle is stopped, a control unit outputs a signal for stopping the power source, a signal for maintaining the brake device in the supply state, and a signal for controlling the brake device to the holding state. And an automatic stopping system. The vehicle has a power source control device that controls an output of the power source,
The power source control device has a dedicated input terminal to which a signal for stopping the power source is input, and is configured to give the highest priority to stopping the power source when the signal is input to the dedicated input terminal. Has been
The automatic stop system according to claim 1, wherein the system control device and the power source control device are electrically connected directly via the dedicated input terminal. The vehicle has a brake control device that controls a braking force by the brake device,
In the system control device, the vehicle deceleration in the automatic stop control is defined for each of a plurality of determination terminals that are individually set to a grounded state or a non-grounded state, and a vehicle type pattern based on a state of the plurality of determination terminals. A storage unit for storing automatic stop information,
The acquisition unit is configured to be able to acquire the vehicle pattern.
The control unit is configured to output a signal including the automatic stop information corresponding to the vehicle pattern acquired by the acquisition unit to the brake control device when instructing execution of the automatic stop control. Item 3. The automatic stop system according to Item 1 or 2. The automatic stop system according to claim 3, wherein a maximum deceleration is defined in the automatic stop information corresponding to a vehicle pattern in which all of the plurality of determination terminals are in a non-grounded state. A release switch capable of releasing the automatic stop control by being operated during execution of the automatic stop control;
The automatic stop system according to any one of claims 1 to 4, wherein the system control device invalidates the operation of the release switch when the vehicle speed information indicates that the vehicle is stopped.

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