Sensor erroneous detection prevention system

Abstract

To prevent consumption of battery power due to a hands-free sensor falsely detecting an object around a parked vehicle, which causes the vehicle to start CAN communication, when the object is present around the vehicle while parked.SOLUTION: Provided is a sensor erroneous detection prevention system including a hands-free sensor that detects objects, a sonar sensor that detects the distance between a vehicle and objects around the vehicle, a first control unit that acquires information detected by the hands-free sensor and the sonar sensor, and a plurality of control units that control devices to be controlled, the first control unit being capable of sending signals to the plurality of control units based on detection by the hands-free sensor, monitoring the state of a shift lever and an ignition that are provided in a vehicle, and, if the distance between the vehicle and objects around the vehicle when the shift lever is shifted to park is within a predetermined distance, after the ignition is turned off, entering a mode in which signals based on detection by the hands-free sensor are not sent.SELECTED DRAWING: Figure 3

Description

[Technical Field]

[0001] The present invention relates to a system for preventing false detection of a hands-free open power liftgate sensor of a vehicle. [Background technology]

[0002] Conventionally, there has been known a technology that can automatically open a rear gate by detecting a hands-free sensor installed on the rear gate, without the user having to perform an opening operation. This technology is highly convenient because it allows the rear gate to be opened even when the user's hands are full with luggage or the like (see, for example, Patent Document 1). [Prior art documents] [Patent documents]

[0003] [Patent Document 1] Japanese Patent Publication No. 2020-020622 Summary of the Invention [Problem to be solved by the invention]

[0004] In general, hands-free sensors used for automatic opening of rear gates continue to detect even when the vehicle ignition is off, in the so-called sleep state, in order to speed up the process from detecting an object to opening the rear gate. For example, if the hands-free sensor is a capacitance sensor, when it detects a specific capacitance, CAN communication is initiated between the ECUs, and the ECUs required to unlock the vehicle doors and open the rear gate, as well as other ECUs, are started.

[0005] However, objects such as plants and flags can also generate specific capacitance that the hands-free sensor responds to. For example, if there are plants or flags or other objects near the hands-free sensor in a parked vehicle, the hands-free sensor may respond to these objects. This can cause unintended CAN communication to begin, unintentionally consuming battery power.

[0006] The present invention was proposed to address such circumstances, by preventing the vehicle from consuming battery power due to erroneous detection of an object by the hands-free sensor when an object is present around the parked vehicle. [Means for solving the problem]

[0007] In order to solve such problems, the sensor erroneous detection prevention system of the present invention comprises a hands-free sensor that detects objects, a sonar sensor that detects the distance between the vehicle and objects around the vehicle, a first control unit that acquires information detected by the hands-free sensor and the sonar sensor, and a plurality of control units other than the first control unit that control a plurality of controlled devices mounted on the vehicle, wherein the first control unit is capable of sending signals to the plurality of control units based on detection by the hands-free sensor, monitors the state of the shift lever and ignition provided on the vehicle, and if the distance when the shift lever transitions to parking is within a predetermined distance, after the ignition is turned off, enters a mode in which signals based on detection by the hands-free sensor are not sent. [Effects of the Invention]

[0008] A sensor false detection prevention system with these characteristics can prevent the vehicle from consuming battery power due to the hands-free sensor falsely detecting an object around a parked vehicle, thereby preventing the vehicle from starting CAN communication and consuming battery power. [Brief explanation of the drawings]

[0009] [Figure 1] 1 is a diagram illustrating the configuration of a sensor erroneous detection prevention system according to an embodiment of the present invention. [Figure 2] FIG. 2 is a diagram showing the positions of a rear gate, a hands-free sensor, and a sonar sensor according to an embodiment of the present invention. [Figure 3] 3 is a diagram illustrating a control process of a smart ECU in the sensor erroneous detection prevention system according to the embodiment of the present invention. FIG. DETAILED DESCRIPTION OF THE INVENTION

[0010] DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS Hereinafter, embodiments of the present invention will be described in detail with reference to the accompanying drawings. In the following description, the same reference numerals denote parts having the same functions, and duplicated descriptions in the drawings will be omitted as appropriate.

[0011] The sensor erroneous detection prevention system 1 in this embodiment is composed of a plurality of control target devices mounted on a vehicle 2 and ECUs (Electronic Control Units) that are control units for these control target devices. The control target devices and ECUs are connected to each other so that they can communicate with each other via an in-vehicle network 4 such as a CAN (Controller Area Network) or a LIN (Local Interconnect Network) and a central gateway (CGW) 3 that serves as a relay device.

[0012] In the sensor erroneous detection prevention system 1, information indicating the operating state of the controlled device is output from each ECU to the in-vehicle network 4. Furthermore, each ECU executes its own control process based on information from other ECUs acquired from the in-vehicle network 4.

[0013] Each ECU includes a processor, such as a CPU (Central Processing Unit) or an MPU (Micro Processing Unit), which executes various processes. Each ECU also includes volatile storage elements, such as RAM (Random Access Memory) that temporarily processes data used by the processor, and non-volatile storage elements, such as ROM (Read Only Memory) that stores programs executed by the processor. Note that some or all of the operations executed by each ECU can also be implemented by hardware, such as an ASIC (Application Specific Integrated Circuit), FPGA (Field-Programmable Gate Array), or GPU (Graphics Processing Unit).

[0014] The ECUs, controlled devices, sensors, etc. that make up the sensor erroneous detection prevention system 1 in this embodiment will be described with reference to Fig. 1. Fig. 2 is a diagram showing the positions of the rear gate 5, hands-free sensor 11, and sonar sensor 31 in the description of Fig. 1.

[0015] 1 illustrates a smart ECU 10, a PRGECU 20, a sonar ECU 30, an IGECU 40, a drive ECU 50, and a plurality of other ECUs 60. Of the plurality of control target devices, sensors, and switches, only a hands-free sensor 11, a PRG motor 21, a sonar sensor 31, an ignition 41, an IG switch 42, and a drive unit 51 are illustrated, and the other control target devices, sensors, etc. are not illustrated. In this embodiment, detailed explanations and illustrations of ECUs and control target devices that are not involved in the function and operation of the sensor erroneous detection prevention system 1 are omitted even if they are included in the sensor erroneous detection prevention system 1.

[0016] 1, the smart ECU 10 includes a CPU 101, a ROM 102, a RAM 103, and an I / F 104, and executes various processes based on programs stored in the ROM 102 by the CPU 101. The ROM 102, which is provided as a non-volatile storage element, stores programs for executing processes based on information about other ECUs acquired from the in-vehicle network 4 and inputs from a hands-free sensor 11 (described later) and the like, as well as various data required to execute the programs.

[0017] The RAM 103, which is provided as a volatile storage element, is used as a work area when the CPU 101 executes various processes. Therefore, various pieces of information output from the ECUs and the like are temporarily stored in the RAM 103 as needed.

[0018] The I / F 104 controls the input and output of various information and control signals used in the smart ECU 10. That is, it accepts input of information output from each ECU to the in-vehicle network 4 and information output from a hands-free sensor 11 (described later) and the like. The I / F 104 also outputs control signals generated in the CPU 101 to an output destination according to the control content.

[0019] The CPU 101 then reads the program stored in the ROM 102 into a memory such as the RAM 103 and executes it, thereby executing the control process in the sensor erroneous detection prevention system 1 according to the embodiment.

[0020] The smart ECU 10 acquires detection information from the hands-free sensor 11. The hands-free sensor 11 is a capacitance sensor provided on the tailgate 5 at the rear of the vehicle 2 (see FIG. 2). When the hands-free sensor 11 detects a specific capacitance, the smart ECU 10 transmits a signal to the PRGECU 20 and the other multiple ECUs 60 via the in-vehicle network 4. Even when an ignition 41 (described later) is off and the vehicle 2 is in a so-called sleep state, the smart ECU 10 receives an input from the hands-free sensor 11, and when the hands-free sensor 11 detects a specific capacitance, it transmits a signal to the PRGECU 20 and the other multiple ECUs 60 via the in-vehicle network 4. When the vehicle 2 is in a sleep state, the PRGECU 20 and the other multiple ECUs 60 (described later) enter a wake-up state upon receiving a signal from the smart ECU 10.

[0021] The PRGECU 20 controls the PRG motor 21 to control the opening and closing of the rear gate 5 of the vehicle 2. The PRGECU 20 drives the PRG motor 21 based on signals etc. obtained from the smart ECU 10, and the rear gate 5 opens and closes as the PRG motor 21 is driven.

[0022] The sonar ECU 30 acquires detection information from the sonar sensor 31. The sonar sensor 31 is an acoustic wave sensor that detects objects around the vehicle 2, and is provided at a position on the front bumper 6 in front of the vehicle 2 and a rear bumper 7 in rear of the vehicle 2 (see FIG. 2). Hereinafter, the sonar sensor 31 provided on the front bumper 6 will be referred to as sonar sensor 31A, and the sonar sensor 31 provided on the rear bumper 7 will be referred to as sonar sensor 31B. The sonar ECU 30 can calculate the distance between the vehicle 2 and the detected object based on the information detected by the sonar sensor 31. The sonar ECU 30 transmits the detection information from the sonar sensor 31 to the smart ECU 10 via the in-vehicle network 4. The transmitted detection information includes at least information on the distance between the vehicle 2 and the object detected by the sonar sensor 31B provided on the rear bumper 7, calculated by the sonar ECU 30.

[0023] The IGECU 40 controls the ignition 41. The ignition 41 is a starting device for the vehicle 2, and when the ignition 41 is on, the drive system of the vehicle 2, the CID (not shown), the air conditioning system (not shown), etc. are activated, and each ECU is in a wake-up state. The IGECU 40 controls the on / off switching of the ignition 41 based on input from an IG switch 42, which will be described later. The IGECU 40 transmits information about the on / off switching of the ignition 41 to the smart ECU 10 via the in-vehicle network 4.

[0024] The IG switch 42 is a switch that transmits a signal to the IGECU 40 instructing it to switch the ignition 41 on and off. A user of the vehicle 2 operates the IG switch 42 to switch the ignition 41 on and off. When driving the vehicle 2, the user operates the IG switch 42 to turn on the ignition 41 and start the drive system. On the other hand, when the user finishes driving the vehicle 2, the user operates the IG switch 42 to turn off the ignition 41 and stop the drive system. When the ignition 41 is turned off, the vehicle 2 goes into a sleep state after a predetermined time.

[0025] The drive ECU 50 controls a drive unit 51 of the vehicle 2. Specifically, the drive unit 51 is configured to include a shift lever 511, an accelerator pedal (not shown), a brake pedal (not shown), etc., as well as a drive system related to the driving of the vehicle 2, and the drive ECU 50 controls the driving of the vehicle 2 by controlling the drive unit 51 including these components. The drive ECU 50 outputs information related to the control of the drive unit 51 to the in-vehicle network 4. The drive ECU 50 transmits transition information of the shift lever 511 to the smart ECU 10 via the in-vehicle network 4.

[0026] Description of the other ECUs 60 will be omitted as they are not directly involved in the control operation of the sensor erroneous detection prevention system 1. The other ECUs 60 include, for example, a door lock control unit that controls the locking and unlocking of doors, and an air conditioning control unit that controls an air conditioning device.

[0027] Next, a control process flowchart of the smart ECU 10 in the sensor erroneous detection prevention system 1 according to the embodiment will be described with reference to FIG.

[0028] The smart ECU 10 monitors the operation of the shift lever 511 (step S01), and when it detects that the shift lever 511 has transitioned to parking (step S01-YES), the process proceeds to step S02. The smart ECU 10 acquires information related to the transition of the shift lever 511 from the drive ECU 50 via the in-vehicle network 4. Based on the information acquired from the drive ECU 50, the smart ECU 10 can detect that the shift lever 511 has transitioned to parking.

[0029] When the shift lever 511 is transitioned to parking, the smart ECU 10 determines whether the distance between the vehicle 2 and an object around the vehicle 2 is equal to or greater than a predetermined distance (step S02). The smart ECU 10 acquires detection information of the sonar sensor 31B from the sonar ECU 30 via the in-vehicle network 4. Based on the information acquired from the sonar ECU 30, the smart ECU 10 can determine whether the distance between the vehicle 2 and an object around the vehicle 2 is equal to or greater than a predetermined distance. The predetermined distance here is specifically, for example, a distance of several tens of centimeters, and is a width (distance) that prevents a person from entering or makes it difficult to open the rear gate 5.

[0030] When the smart ECU 10 determines that the distance between the vehicle 2 and the object is equal to or greater than a predetermined distance based on the information detected by the sonar sensor 31B (step S02—YES), it monitors whether the ignition 41 has been turned off (step S03—YES). When the smart ECU 10 detects that the ignition 41 has been turned off (step S03—YES), the process proceeds to step S04. The smart ECU 10 acquires information about the on / off switching of the ignition 41 from the IGECU 40 via the in-vehicle network 4. The smart ECU 10 can detect that the ignition 41 has been turned off based on the information acquired from the IGECU 40. On the other hand, when the smart ECU 10 does not detect that the ignition 41 has been turned off (step S03—NO), the process proceeds to step S05.

[0031] When the smart ECU 10 detects in step S03 that the ignition 41 has been turned off (step S03—YES), the smart ECU 10 enters PRG standby mode (step S04) and ends the series of processes. In the PRG standby mode, when the hands-free sensor 11 detects this, the smart ECU 10 transmits a signal to the PRGECU 20 and the other multiple ECUs 60. That is, even when the ignition 41 is off and the vehicle 2 is in a so-called sleep state, CAN communication is initiated between each ECU, including the PRGECU 20, upon detection by the hands-free sensor 11, and each ECU enters a wake-up state. When the PRGECU 20 and the like are in a wake-up state, the rear gate 5 can be quickly opened when a key corresponding to the vehicle 2 is detected.

[0032] On the other hand, if the OFF operation of the ignition 41 is not detected (step S03-NO), the operation of the shift lever 511 is monitored (step S05), and if a transition of the shift lever 511 to a position other than Park is detected (step S05-NO), the series of processes is terminated. Also, if a transition of the shift lever 511 is not detected (step S05-YES), the OFF operation of the ignition 41 is monitored again (step S03), and thereafter, these operations are continuously monitored until the ignition 41 is turned off or the shift lever 511 is transitioned to a position other than Park (steps S03, S05).

[0033] In step S02, if the smart ECU 10 determines that the distance between the vehicle 2 and the object is less than a predetermined distance based on the information detected by the sonar sensor 31 (step S02—NO), it monitors whether the ignition 41 has been turned off (step S06). If the smart ECU 10 detects that the ignition 41 has been turned off (step S06—YES), the process proceeds to step S07. On the other hand, if the smart ECU 10 does not detect that the ignition 41 has been turned off (step S06—NO), the process proceeds to step S08.

[0034] When the smart ECU 10 detects in step S06 that the ignition 41 has been turned off (step S06—YES), the smart ECU 10 enters the PRG non-standby mode (step S07) and ends the series of processes. In the PRG non-standby mode, the smart ECU 10 does not transmit a signal to the PRGECU 20 or the other ECUs 60, even if the hands-free sensor 11 detects it. That is, unlike the PRG standby mode, when the ignition 41 is off and the vehicle 2 is in a so-called sleep state, CAN communication is not initiated between the ECUs, including the PRGECU 20, upon detection by the hands-free sensor 11, and the ECUs do not enter a wake-up state. Therefore, in the PRG non-standby mode, the automatic opening function of the rear gate 5 upon detection by the hands-free sensor 11 is stopped.

[0035] On the other hand, if the OFF operation of the ignition 41 is not detected (step S06—NO), the operation of the shift lever 511 is monitored (step S08), and if a transition of the shift lever 511 to a position other than Park is detected (step S08—NO), the series of processes ends. Also, if a switching of the shift lever 511 is not detected (step S08—YES), the OFF operation of the ignition 41 is monitored again (step S06), and thereafter, these operations are continuously monitored until the ignition 41 is turned off or the shift lever 511 is transitioned to a position other than Park (steps S06 and S08).

[0036] 3, in controlling the sensor erroneous detection prevention system 1, the smart ECU 10 monitors the shifting of the shift lever 511 and the turning off of the ignition 41. Then, when the ignition 41 is turned off after the shift lever 511 has shifted to parking, the smart ECU 10 determines whether to switch to a mode in which a signal based on detection by the hands-free sensor 11 is transmitted to each ECU, based on the detection information of the sonar sensor 31 when the shift lever 511 has shifted to parking.

[0037] By performing such control, when vehicle 2 is parked in a state where there is an object near vehicle 2 (hands-free sensor 11), CAN communication can be initiated when hands-free sensor 11 detects an object not intended by the user in vehicle 2 that is in a sleep state, preventing the battery from being unintentionally consumed.

[0038] Furthermore, when the vehicle 2 is parked in a state where an object is present near the hands-free sensor 11 at the rear of the vehicle 2, the opening of the rear gate 5 is obstructed by the object. In other words, even if the hands-free sensor 11 actually detects the user of the vehicle 2 and initiates CAN communication, it is likely that there are many situations in which it is difficult to open the rear gate 5. Therefore, in such situations, there is little demand for automatic opening of the rear gate 5 in response to detection by the hands-free sensor 11, and the control of the smart ECU 10 in the sensor erroneous detection prevention system 1 to stop the automatic opening function of the rear gate 5 is unlikely to be detrimental to the user.

[0039] In the embodiment, the smart ECU 10 may periodically acquire the detection information from the sonar ECU 30, or may acquire the detection information from the sonar ECU 30 upon detecting that the shift lever 511 has transitioned to parking. In the case where the smart ECU 10 periodically acquires the detection information, when the shift lever 511 has transitioned to parking, the detection information last acquired from the sonar ECU 30 is used to determine the mode.

[0040] In addition, in the embodiment, the hands-free sensor 11 is provided on the rear gate 5 as shown in Fig. 2, but it may also be provided on the rear bumper 7, for example, similar to the sonar sensor 31B. In addition, in the embodiment, the hands-free sensor 11 is a capacitance sensor, but it may also be, for example, an infrared touch sensor.

[0041] Furthermore, the hands-free sensor 11 and sonar sensor 31B shown in FIG. 2 are positioned at approximately the same position in the longitudinal direction of the vehicle 2, but if they are positioned at different positions in the longitudinal direction, the smart ECU 10 may correct the distance value detected by the sonar sensor 31B by the difference in distance and make a judgment on the processing of step S02.

[0042] The embodiments of the present invention have been described above in detail with reference to the drawings, but the specific configuration is not limited to the described embodiments, and the present invention also includes design changes and the like within the scope of the gist of the present invention. [Explanation of symbols]

[0043] 1: Sensor false detection prevention system, 2: Vehicle, 3: Central Gateway (CGW), 4: In-vehicle network, 5: Rear gate, 6: Front bumper, 7: Rear bumper, 10: Smart ECU, 11: Hands-free sensor, 20: PRGECU, 21: PRG motor, 30: Sonar ECU, 31, 31A, 31B: Sonar sensors, 40: IGECU, 41: Ignition, 42: IG switch, 50: Drive ECU, 51: Drive unit, 511: Shift lever, 60:ECU

Claims

1. a hands-free sensor that detects objects; a sonar sensor for detecting a distance between a vehicle and an object around the vehicle; a first control unit that acquires information detected by the hands-free sensor and the sonar sensor; a plurality of control units other than the first control unit that control a plurality of control target devices mounted on the vehicle, The first control unit A signal can be transmitted to the plurality of control units based on detection by the hands-free sensor, monitor the state of a shift lever and an ignition provided in the vehicle; If the distance when the shift lever is shifted to parking is within a predetermined distance, A sensor erroneous detection prevention system that goes into a mode in which signals based on detection by the hands-free sensor are not transmitted after the ignition is turned off.

2. The first control unit monitor the states of the shift lever and the ignition provided in the vehicle; If the distance when the shift lever is shifted to parking is equal to or greater than a predetermined distance, 2. The sensor erroneous detection prevention system according to claim 1, wherein after the ignition is turned off, the system goes into a mode in which a signal is transmitted based on detection by the hands-free sensor.

3. The first control unit Based on the arrangement of the hands-free sensor and the sonar sensor, The system for preventing erroneous sensor detection according to claim 1 , wherein the value of the distance is corrected.

4. The hands-free sensor 4. The sensor erroneous detection prevention system according to claim 1, wherein the sensor is a capacitance sensor or an infrared touch sensor.

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