VEHICLE CONTROL / REGULATION DEVICE

Abstract

Vehicle control / regulating device (10, 100), comprising: a pressure switch (22) arranged in a passenger compartment of a vehicle; a movement assessment unit (44, 112) which is configured to assess whether the vehicle (12, 102) is currently moving or currently stopped; and a vehicle state switching control / regulation unit (46) configured to allow on / off switching control / regulation of an on-board device (18) or start / stop switching control / regulation of a drive source (14) of the vehicle (12, 102) by normal pressing of the push button (22) when the motion evaluation unit (44, 112) evaluates that the vehicle (12, 102) is currently stopped, and to prevent stop control / regulation of the drive source (14) by normal pressing of the push button (22), and to allow stop control / regulation of the drive source (14) by a special pressing of the push button (22), different from the normal pressing, which is predetermined for the push button (22), when the motion evaluation unit (44, 112) evaluates that the Vehicle (12, 102) is currently moving; wherein the vehicle control / regulating device (10, 100) further comprises an anomaly evaluation unit (42, 110) which is configured to to assess whether an anomaly has occurred in a plurality of motion assessment signals, each of which is sent by a plurality of units to the motion assessment unit (44, 112), and which indicate whether the vehicle (12, 102) is currently moving or currently stopped; wherein the motion evaluation unit (44, 112) evaluates that the vehicle (12, 102) is currently stopped when the anomaly evaluation unit (42, 110) evaluates that an anomaly has occurred in at least one of the plurality of motion evaluation signals, and all of the motion evaluation signals that have been evaluated as non-abnormal by the anomaly evaluation unit (42, 110) are stop signals indicating that the vehicle (12, 102) is currently stopped, and the motion evaluation unit (44, 112) evaluates that the vehicle is currently moving when the anomaly evaluation unit (42, 110) evaluates that an anomaly has occurred in each of the plurality of motion evaluation signals, wherein the motion evaluation unit (44, 112) determines that the vehicle (12, 102) is currently moving when the anomaly determination unit (42, 110) determines that an anomaly has occurred in at least one of the plurality of motion evaluation signals, and when at least one of the plurality of motion evaluation signals determined by the anomaly evaluation unit (42, 110) to be non-anomalous is a motion signal and at least one other of the plurality of motion evaluation signals determined by the anomaly evaluation unit (42, 110) to be non-anomalous is a stop signal.

Description

BACKGROUND OF THE INVENTIONField of the invention:

[0001] The present invention relates to a vehicle control device which is equipped with a push button switch arranged in a passenger compartment of a vehicle and a traveling evaluation unit for evaluating whether the vehicle is currently traveling or currently stopped. Description of the state of the art:

[0002] A so-called smart card system is known in which wireless communication is performed between a portable electronic key and a vehicle control device to check and verify identification (ID) information. With such a smart key system, verification of ID information and switching of vehicle states can be performed by pressing a push button switch (SSSW: Start / Stop Switch) located in the passenger compartment of the vehicle.

[0003] This type of vehicle control device judges whether the vehicle is currently moving or currently stopped based on predetermined movement judgment signals (a vehicle speed signal or the like). Additionally, the vehicle control device allows start / stop switching control of the vehicle engine (power source) or on / off switching control of an on-board device or accessory (ACC) in accordance with a normal push-button operation when it is judged that the vehicle is currently stopped.

[0004] Further, when judging that the vehicle is currently moving, the vehicle control device prohibits stop control for stopping the engine by a normal pushing operation of the push switch and allows stop control for stopping the engine by a special pushing operation of the push switch.

[0005] In a vehicle control device of this type, a technical concept for handling an on-fault and an off-fault of the push button switch by using a push button type push button switch with two contact points has been proposed (see Japanese Published Patent Publication JP 2005 - 140 015 A).

[0006] Similar vehicle control / regulating devices are also known from EP 2 570 320 A1 and DE 198 07 057 A1. SUMMARY OF THE INVENTION

[0007] However, with the conventional technique disclosed in the aforementioned Japanese Patent Publication JP 2005-140015 A, only contact failures of the push button switch are considered, and, for example, no action is taken in a case where an abnormality occurs in the travel evaluation signals. Thus, in the case where an abnormality occurs in the travel evaluation signals, it cannot be determined whether the vehicle is currently moving or whether it is currently stopped.

[0008] If an abnormality occurs in the movement judgment signals, and in that case, it is determined without exception that the vehicle is in a stopped state when it is actually currently moving, the engine may be stopped by a normal push operation (erroneous operation) of the push switch, which is disadvantageous.

[0009] On the other hand, when an abnormality occurs in the travel judgment signals and in this case, it is determined without exception that the vehicle is currently traveling although it is actually currently stopped, the engine cannot be stopped unless the push switch is operated with a special push operation predetermined for the push switch other than the normal push operation, and there arises a problem that the user's comfort cannot be ensured.

[0010] The present invention has been made in consideration of the above-mentioned problems and has an object to provide a vehicle control device in which, even if an abnormality occurs in the traveling evaluation signals, a stoppage of a drive source due to an erroneous operation of a push switch during a momentary traveling state of the vehicle is prevented, while at the same time, the comfort of the user can be improved when the vehicle is momentarily stopped.

[0011] A vehicle control device according to the present invention comprises a push button switch arranged in a passenger compartment of a vehicle, which can be operated when pressed by a driver, a traveling judgment unit for judging whether the vehicle is currently traveling or currently stopped, and a vehicle state switching control unit for permitting on / off switching control of an on-board device or start / stop switching control of a power source of the vehicle by a normal pushing operation of the push button switch when it is determined by the traveling judgment unit that the vehicle is currently stopped, and for prohibiting stop control of the power source by the normal pushing operation of the push button switch and permitting stop control of the power source by a special pushing operation of the push button switch.when the movement evaluation unit determines that the vehicle is currently moving. The vehicle control device further includes an abnormality evaluation unit for evaluating whether an abnormality has occurred in a plurality of movement evaluation signals, each of which is sent from a plurality of units to the movement evaluation unit and indicates whether the vehicle is currently moving or currently stopped. The movement evaluation unit evaluates that the vehicle is currently stopped if the abnormality evaluation unit evaluates that an abnormality has occurred in at least one of the plurality of movement evaluation signals, and all of the movement evaluation signals that have been evaluated as non-abnormal by the abnormality evaluation unit are stop signals indicating that the vehicle is currently stopped.

[0012] According to the vehicle control device of the present invention, even if an abnormality occurs in at least one of the plurality of traveling judgment signals, if all of the traveling judgment signals judged as non-abnormal by the abnormality judging unit are stop signals, then it is judged that the vehicle is currently stopped. Consequently, the start / stop switching control of the power source or the on / off switching control of an on-board device can be performed by a normal push operation of the push switch. Specifically, even if an abnormality is generated in the traveling judgment signals, the vehicle state can be switched by a normal push operation and without the need for a special push operation of the push switch. Thus, in a currently stopped state of the vehicle, the user's comfort can be improved.Furthermore, if the travel judgment unit judges that the vehicle is currently traveling, the stop control for stopping the power source by a normal push-button operation is prevented. Thus, even if an abnormality occurs in at least one of the plurality of travel judgment signals, stopping the power source by an erroneous push-button operation during a current traveling state of the vehicle can be prevented.

[0013] In the vehicle control device described above, the traveling judgment unit may judge that the vehicle is currently traveling when it is judged by the abnormality judgment unit that an abnormality occurs in at least one of the plurality of traveling judgment signals, and at least one of the traveling judgment signals judged by the abnormality judgment unit as not being abnormal is a traveling signal indicating that the vehicle is currently traveling.

[0014] According to such a configuration, since it is judged that the vehicle is currently traveling, in the case that at least one of the traveling judgment signals in which an abnormality does not occur is a traveling signal, stopping of the drive source by erroneous operation of the push switch while the vehicle is currently traveling can be prevented.

[0015] In the vehicle control device described above, the traveling judgment unit may judge that the vehicle is currently traveling when it is judged by the abnormality judgment unit that an abnormality does not occur in all of the plurality of traveling judgment signals, and the traveling signals and the stop signals in the plurality of traveling judgment signals are common.

[0016] According to such a configuration, since it is judged that the vehicle is currently traveling, in the case where it is not known which of the plurality of traveling judgment signals has higher reliability, stopping of the drive source due to erroneous operation of the push switch while the vehicle is currently traveling can be prevented.

[0017] In the vehicle control device described above, the abnormality judgment unit may judge whether an abnormality occurs in the traveling evaluation signals based on at least one of periodic updating, stopping of the traveling evaluation signals, interruption of the periodic transmission of the traveling evaluation signals, and presence of an abnormal value of the traveling evaluation signals.

[0018] According to such a configuration, in a state where an abnormality is highly likely to occur in the locomotion evaluation signals, it can be evaluated that the locomotion evaluation signals do indeed suffer from an abnormality.

[0019] In the vehicle control device described above, the plurality of travel evaluation signals may include at least one of a vehicle speed signal and a wheel speed signal.

[0020] According to such a configuration, since a general-purpose signal (vehicle speed signal, wheel speed signal) that directly indicates whether the vehicle is currently moving or currently stopped is used as the moving evaluation signal, evaluation of high reliability can be performed without increasing the cost.

[0021] In the vehicle control device described above, the plurality of units includes a first ECU that controls the drive source and a second ECU that controls a behavior of the vehicle.

[0022] According to such a configuration, the vehicle control unit can be achieved at low cost without the need to redeploy a dedicated unit.

[0023] According to the vehicle control device, even if an abnormality occurs in the traveling evaluation signals, a stop of a drive source due to an erroneous operation of a push switch during a momentary traveling state of the vehicle is prevented, while at the same time, the comfort of the user can be improved when the vehicle is momentarily stopped.

[0024] The above and other objects, features and advantages of the present invention will become more apparent from the following description when considered in conjunction with the accompanying drawings in which preferred embodiments of the present invention are shown by way of illustrative examples. BRIEF DESCRIPTION OF THE DRAWINGS Fig. 1 is a block diagram of a vehicle equipped with a vehicle control apparatus according to a first embodiment of the present invention; Fig. 2 is a first flowchart for describing operations of the vehicle control device of Fig. 1; Fig. 3 is a second flowchart for describing operations of the vehicle control device of Fig. 1; Fig. 4 is a block diagram of a vehicle equipped with a vehicle control apparatus according to a second embodiment of the present invention; and Fig. 5 is a flowchart for describing operations of the vehicle control device of Fig. 4. DESCRIPTION OF THE PREFERRED EMBODIMENTS

[0025] Hereinafter, with reference to the accompanying drawings, preferred embodiments of a vehicle control device according to the present invention will be described with respect to a vehicle incorporating the vehicle control device. In the following description, although an example of a vehicle driven by an engine as a power source and equipped with the vehicle control device according to the present invention is presented, the vehicle is not limited to a motor-driven vehicle, but may be, for example, a hybrid vehicle, an electric vehicle, or the like. (first embodiment)

[0026] As in Fig.As shown in FIG. 1, the vehicle 12 according to the present embodiment corresponds to a smart key system in which wireless communication is performed using a portable electronic key 200 to check and verify ID information. Specifically, the vehicle 12 is equipped with a smart entry system and a smart start function. The smart entry function is a function that allows a door to be locked or unlocked when the ID information matches that of the electronic key 200, while the smart start function is a function that allows the power source to be started when the ID information matches that of the electronic key 200.

[0027] The vehicle 12 includes an engine 14 serving as a power source, a starter motor 16 for starting the engine 14, an on-board device or accessory (ACC) 18 such as an audio device or the like (excluding the starter motor 16), a battery 20 for supplying electric power to the starter motor 16 and the on-board device 18, and the vehicle control device 10.

[0028] The vehicle control device 10 includes a start / stop switch SSSW 22 formed as a pressure switch, a fuel injection electronic control unit (FI-ECU 24) serving as a first ECU, a vehicle behavior stabilization electronic control unit (VSA-ECU 26) serving as a second ECU, a power source relay 27, and a MICU (Multiplex Integrated Control Unit) 28.

[0029] The start / stop switch SSSW 22 is a push-type switch located in the passenger compartment of the vehicle and can be operated when pressed by the driver.

[0030] The FI-ECU 24 is for controlling an operation of the engine 14 and includes a vehicle speed sensor 30. The vehicle speed sensor 30 calculates the vehicle speed Vv [km / h] based on a rotation of a transmission countershaft (not shown) and outputs a vehicle speed signal (travel judgment signal) SVv corresponding to the vehicle speed Vv.

[0031] The VSA ECU 26 forms part of a vehicle behavior stabilization (VSA) system and controls the entire VSA system. The VSA system controls an anti-lock braking system (ABS) to prevent the vehicle's wheels from locking during braking, a traction control system (TCS) to prevent wheel spin during acceleration, and a sideskid suppression system to suppress lateral skidding during cornering.

[0032] Further, the VSA-ECU 26 includes a wheel speed sensor 32. The wheel speed sensor 32 calculates the wheel speed Vw [km / h] based on a rotation of wheels (not shown) of the vehicle and outputs a wheel speed signal (travel evaluation signal) SVw corresponding to the detected wheel speed Vw.

[0033] The power source relay 27 brings the connecting line between the battery 20 and the starter motor 16 into a conductive state or a disconnected state, and further brings the connecting line between the battery 20 and the on-board device 18 into a conductive state or a disconnected state.

[0034] The MICU 28 includes the first CPU 34 and the second CPU 36. The first CPU 34 performs wireless communication and ID information comparison with the portable electronic key 200. In addition, the first CPU 34 controls / regulates power windows, windshield wipers, or the like.

[0035] The second CPU 36 is connected to the start / stop switch SSSW 22, the FI-ECU 24, and the VSA-ECU 26 via predetermined communication lines 38, respectively. According to the present embodiment, an F-CAN (Fast Controller Area Network) having a pair of communication lines is used as the communication lines 38. By using such an F-CAN system, it is possible to perform data communication at a comparatively high speed while reducing susceptibility to noise.

[0036] Specifically, through the communication lines 38, the second CPU 36 receives respective signals including the pressure signals transmitted from the start / stop switch SSSW 22, the vehicle speed signals SVv transmitted from the FI-ECU 24, and the wheel speed signals SVw transmitted from the VSA-ECU 26. In this case, each of the FI-ECU 24 and the VSA-ECU 26 periodically transmits the vehicle speed signals SVv and the wheel speed signals SVw.

[0037] The second CPU 36 includes a pressure judging unit 40, an abnormality judging unit 42, a traveling judging unit 44, and a vehicle state switching control unit 46.

[0038] The pressure judging unit 40 judges whether a normal push operation or a special push operation has been performed on the start / stop switch SSSW 22 based on a push signal sent from the start / stop switch SSSW 22. The normal push operation is defined, for example, as a one-time push operation of the start / stop switch SSSW 22 performed within a predetermined period of time or shorter (short period of time). The special push operation may be defined, for example, as a one-time push operation of the start / stop switch SSSW 22 performed for a period longer than the predetermined period of time (e.g., three seconds or more), or as a continuous push operation in which the start / stop switch SSSW 22 is pressed multiple times (e.g., three times) each for a short period of time.However, it should be noted that the special push operation may be set to any push operation that is different from the normal push operation.

[0039] The abnormality judging unit 42 determines whether an abnormality occurs in at least one of the vehicle speed signal SVv and the wheel speed signal SVw.

[0040] As shown in Table 1 below, the traveling evaluation unit 44 determines whether the vehicle 12 is currently traveling or currently stopped based on the vehicle speed signal SVv and the wheel speed signal SVw. In Table 1, the term "stop signal" is defined by a situation in which the vehicle speed signal SVv corresponds to a vehicle speed Vv of 0 [km / h] or a situation in which the wheel speed signal SVw corresponds to a wheel speed Vw of 0 [km / h]. The term "traveling signal" is defined by a situation in which the vehicle speed signal SVv corresponds to a vehicle speed Vv other than 0 [km / h] or a situation in which the wheel speed signal SVw corresponds to a wheel speed Vw other than 0 [km / h].Furthermore, the term "momentarily stopped (fault)" is defined by a situation in which the vehicle control device 10 experiences a failure and the vehicle 12 is momentarily stopped, and the term "momentarily moving (fault)" is defined by a situation in which the vehicle control device 10 experiences a failure and the vehicle 12 is momentarily moving. TABLE 1 Vehicle speed signal Wheel speed signal Evaluation result STOP SIGNAL STOP SIGNAL currently paused MOTION SIGNAL currently moving (ERROR) ANOMALY currently stopped (ERROR) MOTION SIGNAL STOP SIGNAL currently moving (ERROR) MOTION SIGNAL currently moving ANOMALY currently moving (ERROR) ANOMALY STOP SIGNAL currently stopped (ERROR) MOTION SIGNAL currently moving (ERROR) ANOMALY currently moving (ERROR)

[0041] In the present embodiment, if the traveling judgment unit 44 determines the "currently stopped (failure)" state or the "currently traveling (failure)" state, the vehicle 12 may be configured to illuminate a warning lamp on a display device such as a dashboard (not shown) or the like. In this case, the user (the driver or a person performing maintenance, etc.) can be easily notified of a failure of the FI-ECU 24 or the VSA-ECU 26 or the like.

[0042] The vehicle state switching control unit 46 performs switching control between respective vehicle states (OFF state, ACC state, first ON state, second ON state) based on the evaluation results of the pressure evaluation unit 40 and the travel evaluation unit 44.

[0043] The OFF state is defined by a state in which the engine 14 is stopped. The ACC state is defined by a state in which power is supplied from the battery 20 to an on-board device 18 while the engine 14 is stopped. The first ON state is defined by a state in which supplying power from the battery 20 to the starter motor 16 is stopped and the engine 14 is activated (power is supplied to the ignition system of the engine 14). The second ON state is defined by a state in which power is supplied from the battery 20 to the starter motor 16 to start the engine 14.

[0044] The vehicle state switching control unit 46 performs switching control from the OFF state to the ACC state by sending a predetermined signal ACC to the power source relay 27. Further, the vehicle state switching control unit 46 performs switching control from the OFF state to the second ON state by sending a predetermined signal IG2 to the power source relay 27, and from the ACC state to the second ON state by sending a predetermined signal IG1 to the power source relay 27. Further, the vehicle state switching control unit 46 performs switching control from the second ON state to the first ON state by sending a predetermined signal IG1 to the power source relay 27.

[0045] The vehicle control device 10 according to the present embodiment is constructed substantially as described above. Next, operations of the vehicle control device 10 will be described with reference to Fig. 2 and Fig. 3. In the following description, an initial state is assumed in which wireless communication for comparing ID information is performed between the portable electronic key 200 and the first CPU 34.

[0046] First, in step S1, Fig. 2, the travel evaluation unit 44 determines whether the vehicle 12 is currently traveling or is currently stopped (travel / stop state of the vehicle 12). Specifically, the abnormality evaluation unit 42 determines whether an abnormality occurs in at least one of the vehicle speed signal SVv and the wheel speed signal SVw (step S20 in Fig. 3).

[0047] In more detail, the abnormality evaluation unit 42 determines whether an abnormality occurs in the vehicle speed signal SVv based on at least one periodic update, a stoppage of the vehicle speed signal SVv, an interruption of the periodic transmission of the vehicle speed signal SVv, and a presence of an abnormal value of the vehicle speed signal SVv. Furthermore, the abnormality evaluation unit 42 determines whether an abnormality occurs in the wheel speed signal SVw based on at least one periodic update, a stoppage of the wheel speed signal SVw, an interruption of the periodic transmission of the wheel speed signal SVw, and a presence of an abnormal value of the wheel speed signal SVw.

[0048] When the abnormality judgment unit 42 judges that the vehicle speed signal SVv and the wheel speed signal SVw are not abnormal (step S20: NO), the traveling judgment unit 44 determines the traveling / stopping state of the vehicle 12 in the following manner.

[0049] Specifically, if the vehicle speed signal SVv and the wheel speed signal SVw are both "stop signals," the traveling judgment unit 44 judges that the vehicle 12 is "currently stopped" (steps S21 and S22). Furthermore, if the vehicle speed signal SVv and the wheel speed signal SVw are both "travel signals," the traveling judgment unit 44 judges that the vehicle 12 is "currently traveling" (steps S23 and S24). Further, in the case that one of the vehicle speed signal SVv and the wheel speed signal SVw is a "stop signal" and the other is a "moving signal" (in the case that the "stop signals" and the "moving signals" are mixed), the moving judging unit 44 judges that the vehicle 12 is "currently moving (error)" ("currently moving (error)") (step S25 and step S26).

[0050] On the other hand, when it is judged by the abnormality judging unit 42 that at least one of the vehicle speed signal SVv and the wheel speed signal SVw is abnormal (step S20: YES), the traveling judging unit 44 determines the traveling / stopping state of the vehicle 12 in the following manner.

[0051] Specifically, in the case where one of the vehicle speed signal SVv and the wheel speed signal SVw is a "stop signal" and the other is "abnormal," the traveling judgment unit 44 judges that the vehicle 12 is "currently stopped (error)" (step S27 and step S28). Further, in the case where one of the vehicle speed signal SVv and the wheel speed signal SVw is a "travel signal" and the other is "abnormal," the traveling judgment unit 44 judges that the vehicle 12 is "currently traveling (error)" (step S29 and step S30). Further, in the case where the vehicle speed signal SVv and the wheel speed signal SVw are both "abnormal," the traveling judgment unit 44 judges that the vehicle is "currently traveling (error)" (step S31 and step S32).

[0052] When the traveling evaluation unit 44 judges that the vehicle 12 is currently stopped, the vehicle control device 10 determines whether the engine 14 is stopped (step S2 in Fig. 2). In addition, when the engine 14 is stopped, the vehicle control device 10 determines whether supply of power from the battery 20 to the onboard device 18 is in a power stop state (step S3). Subsequently, when supply of power to the onboard device 18 is in a power stop state (i.e., in the case of an OFF state), the vehicle control device 10 determines whether a brake pedal (not shown) is depressed (step S4). Next, if the brake pedal is depressed, the pressure judging unit 40 determines whether a normal pressing operation is being applied to the start / stop switch SSSW 22 (step S5).

[0053] If the pressure judgment unit 40 judges that the start / stop switch SSSW 22 is not operated with a normal push operation, the processes from step S1 and subsequent steps are implemented. If the pressure judgment unit 40 judges that a normal push operation has been applied to the start / stop switch SSSW 22, the vehicle state switching control unit 46 performs engine start control (step S6).

[0054] Specifically, by transmitting the signal IG2 to the power source relay 27, the vehicle state switching control unit 46 causes power to be supplied from the battery 20 to the starter motor 16. Consequently, since the starter motor 16 is operated, the engine 14 is started. Specifically, switching from the OFF state to the second ON state is performed. In addition, when the engine 14 is started, the vehicle state switching control unit 46 transmits the signal IG1 to the power source relay 27, thereby stopping the supply of power from the battery 20 to the starter motor 16, and the FI-ECU 24 performs operation control of the engine 14. Consequently, switching from the second ON state to the first ON state is performed. At this stage, the flow of the flowchart taking place at this time is terminated.

[0055] In step S4, if the brake pedal is not depressed, the pressure judging unit 40 determines whether a normal push operation is being applied to the start / stop switch SSSW 22 (step S7). If the pressure judging unit 40 judges that the start / stop switch SSSW 22 is not being depressed with a normal push operation, the processes of step S1 and subsequent steps are implemented. If the pressure judging unit 40 judges that a normal push operation has been applied to the start / stop switch SSSW 22, the vehicle state switching control unit 46 performs power supply control to the onboard device 18 (step S8).

[0056] Specifically, the vehicle state switching control unit 46 causes power to be supplied from the battery 20 to the on-board device 18 by transmitting the ACC signal to the power source relay 27. Consequently, switching from the OFF state to the ACC state is performed. At this stage, the flowchart execution currently taking place is terminated.

[0057] In step S3, when a power supply state to the on-board device 18 takes place (ie, when the ACC state exists), the pressure judging unit 40 determines whether the start / stop switch SSSW 22 is subjected to a normal push operation (step S9).

[0058] If the pressure judging unit 40 judges that the start / stop switch SSSW 22 is not operated with a normal push operation, then the processes of step S1 and subsequent steps are implemented. On the other hand, if the pressure judging unit 40 judges that a normal push operation is applied to the start / stop switch SSSW 22, then the vehicle state switching controller 46 performs engine start control (step S10). Thus, after switching from the ACC state to the second ON state, switching from the second ON state to the first ON state is performed. The engine start control of step S10 is substantially the same as that of step S6, and thus the details of this step are omitted here.

[0059] In step S2, when the engine 14 is in the driven state (ie, when the vehicle 12 is currently stopped in the first on state), the pressure judging unit 40 determines whether the start / stop switch SSSW 22 is subjected to a normal pressing operation (step S11).

[0060] If the pressure judgment unit 40 judges that the start / stop switch SSSW22 is not operated with a normal push operation, then the processes of step S1 and subsequent steps are implemented. On the other hand, if the pressure judgment unit 40 judges that a normal push operation is applied to the start / stop switch SSSW22, then in step S12, the vehicle state switching control unit 46 performs engine stop control (and control for stopping supplying power to the onboard device 18).

[0061] Specifically, the vehicle state switching control unit 46 controls the FI-ECU 24 to stop operating the engine 14 and further controls the power source relay 27 to stop supplying power from the battery 20 to the on-board device 18. Consequently, switching from the first ON state to the OFF state is performed. At this stage, the flowchart execution taking place at this time is terminated.

[0062] In step S1, if the traveling judgment unit 44 judges that the vehicle 12 is currently traveling, the vehicle state switching control unit 46 prohibits the engine stop control by a normal operation of the start / stop switch SSSW 22 (step S13). Consequently, stopping of the engine 14 by an erroneous operation of the start / stop switch SSSW 22 during traveling of the vehicle 12 is prevented.

[0063] Next, the pressure judging unit 40 determines whether a particular push operation has been applied to the start / stop switch SSSW 22 (step S14). If the pressure judging unit 40 judges that the start / stop switch 22 is not operated with a particular push operation, then the processes from step S1 and following are implemented. On the other hand, if the pressure judging unit 40 judges that a particular push operation has been applied to the start / stop switch SSSW 22, then in step S15, the vehicle state switching control unit 46 performs engine stop control (and control for stopping supplying power to the onboard device 18). Thus, switching from the first ON state to the OFF state is performed.The engine stop control (and the control for stopping supplying power to the onboard device 18) of step S15 are essentially the same as those of step S12, and therefore the details of this step are omitted. At this stage, the flowchart processing taking place at this time is terminated.

[0064] According to the present embodiment, even if an abnormality has occurred in the vehicle speed signal SVv or the wheel speed signal SVw, if the non-abnormal signals are "stop signals," it is judged that the vehicle 12 is currently stopped (step S27 and step S28). Consequently, the start / stop switching control of the engine 14 (step S6, step S10, step S12) or the on / off switching control of the on-board device 18 (step S8 and step S12) can be performed by a normal push operation of the start / stop switch SSSW 22. Specifically, in the event that an abnormality is generated in the vehicle speed signal SVv or the wheel speed signal SVw, the vehicle state can be switched by a normal push operation and without the need for a special push operation of the start / stop switch SSSW 22.Thus, the comfort of the user can be increased when the vehicle 12 is currently stopped.

[0065] Furthermore, when the traveling judging unit 44 judges that the vehicle 12 is currently traveling (step S1), the stop control for stopping the engine 14 by a normal push operation of the start / stop switch SSSW 22 is prohibited (step S13). Therefore, even if an abnormality is generated in the vehicle speed signal SVv or the wheel speed signal SVw, stopping of the engine 14 by an erroneous operation of the start / stop switch SSSW 22 during traveling of the vehicle 12 can be prevented.

[0066] According to the present embodiment, even if an abnormality has occurred in the vehicle speed signal SVv or the wheel speed signal SVw, if the non-abnormal signals are "moving signals," then it is judged that the vehicle 12 is "currently moving" ("currently moving") (step S29 and step S30). Consequently, stopping of the engine 14 due to erroneous operation of the start / stop switch SSSW 22 during moving of the vehicle 12 can be reliably prevented.

[0067] Furthermore, in the case where one of the vehicle speed signal SVv and the wheel speed signal SVw is a "stop signal" and the other is a "moving signal" (in the case where the "stop signals" and the "moving signals" are mixed), it is determined that the vehicle 12 is "currently moving" (steps S25 and S26). In this way, since it is judged that the vehicle 12 is currently moving, and in this case, it is uncertain whether either of the vehicle speed signal SVv and the wheel speed signal SVw is of high reliability, stopping of the engine 14 due to erroneous operation of the start / stop switch SSSW 22 while the vehicle 12 is currently moving can be more reliably prevented.

[0068] Further, the abnormality judgment unit 42 determines whether an abnormality occurs in the vehicle speed signal SVv based on at least one of periodic updating, stopping the vehicle speed signal SVv, interrupting the periodic transmission of the vehicle speed signal SVv, and the presence of an abnormal value of the vehicle speed signal SVv. Further, using a method similar to that for the vehicle speed signal SVv, the abnormality judgment unit 42 determines whether an abnormality occurs in the wheel speed signal SVw. In this way, in a state where an abnormality is highly likely to occur in the vehicle speed signal SVv and the wheel speed signal SVw, it can be judged that at least one of the vehicle speed signal SVv and the wheel speed signal SVw actually suffers from an abnormality.

[0069] According to the present embodiment, since a multi-purpose signal (vehicle speed signal SVv, wheel speed signal SVw) directly indicating whether the vehicle 12 is currently traveling or currently stopped is used to determine the traveling / stopping state of the vehicle 12, evaluation with high reliability can be performed without increasing the cost.

[0070] Furthermore, since the vehicle speed signals SVv are output from the FI-ECU 24 and the wheel speed signals SVw are output from the VSA-ECU 26, without the need to newly provide a dedicated unit, the vehicle control device 10 can be achieved at a low cost. (Second embodiment)

[0071] A vehicle 102 equipped with a vehicle control device 100 according to a second embodiment of the present invention will be described below with reference to Fig. 4 and Fig. 5. In the vehicle 102 according to the present embodiment, constituent elements having the same or similar functions and effects as those of the previously described vehicle 12 are denoted by the same reference numerals, and a detailed description of such features will be omitted.

[0072] As in Fig.As shown in Fig. 4, the vehicle 102 according to the present embodiment is equipped with a navigation device (unit) 104. Using GPS (Global Positioning System), the navigation device 104 detects the current position of the vehicle 102 and guides the user along a route to a destination position. The navigation device also includes a navigation vehicle speed detector 106. The navigation vehicle speed detector 106 calculates the navigation vehicle speed Vn [km / h] based on the GPS position information of the vehicle 102 and outputs a navigation vehicle speed signal (movement evaluation signal) SVn corresponding to the navigation vehicle speed Vn.

[0073] A second CPU 108, constituted by a MICU (Multiplex Integrated Control Unit) 107, receives the navigation vehicle speed signal SVn transmitted from the navigation device 104 through the communication lines 38. In this case, the navigation device 104 periodically transmits the navigation vehicle speed signals SVn.

[0074] An abnormality judgment unit 110 determines whether an abnormality occurs in at least one of the vehicle speed signal SVv, the wheel speed signal SVw, and the navigation vehicle speed signal SVn.

[0075] As shown in the following Table 2, the traveling evaluation unit 112 determines whether the vehicle 102 is currently traveling or currently stopped based on the vehicle speed signal SVv, the wheel speed signal SVw, and the navigation vehicle speed signal SVn. TABLE 2 Vehicle speed signal Wheel speed signal Navigation vehicle speed signal Evaluation result STOP SIGNAL STOP SIGNAL STOP SIGNAL currently paused MOTION SIGNAL currently moving (ERROR) ANOMALY currently stopped (ERROR) MOTION SIGNAL STOP SIGNAL currently moving (ERROR) MOTION SIGNAL currently moving (ERROR) ANOMALY currently moving (ERROR) ANOMALY STOP SIGNAL currently stopped (ERROR) MOTION SIGNAL currently moving (ERROR) ANOMALY currently stopped (ERROR) MOTION SIGNAL STOP SIGNAL STOP SIGNAL currently moving (ERROR) MOTION SIGNAL currently moving (ERROR) ANOMALY currently moving (ERROR) MOTION SIGNAL STOP SIGNAL currently moving (ERROR) MOTION SIGNAL currently moving ANOMALY currently moving (ERROR) ANOMALY STOP SIGNAL currently moving (ERROR) MOTION SIGNAL currently moving (ERROR) ANOMALY currently moving (ERROR) ANOMALY STOP SIGNAL STOP SIGNAL currently stopped (ERROR) MOTION SIGNAL currently moving (ERROR) ANOMALY currently stopped (ERROR) MOTION SIGNAL STOP SIGNAL currently moving (ERROR) MOTION SIGNAL currently moving (ERROR) ANOMALY currently moving (ERROR) ANOMALY STOP SIGNAL currently stopped (ERROR) MOTION SIGNAL currently moving (ERROR) ANOMALY currently moving (ERROR)

[0076] The vehicle control device 100 according to the present embodiment is substantially constructed as described above. Next, operations of the vehicle control device 100 will be described. The operations of the vehicle control device 100 according to the present embodiment are substantially similar to the operations of the Fig. 2, and the evaluation concerning the vehicle moving / stopping state (step 1 of Fig. 2) shall be in accordance with the Fig. 5. Therefore, the following description of the flowchart from Fig. 2 waived.

[0077] First, the abnormality evaluation unit 110 determines whether an abnormality occurs in at least one of the plurality of signals (the vehicle speed signal SVv, the wheel speed signal SVw, the navigation vehicle speed signal SVn) (step S40 in Fig. 5). In this case, the abnormality judgment unit 110 determines whether an abnormality occurs in the navigation vehicle speed signal SVn based on at least one periodic update, a stop of the navigation vehicle speed signal SVn, an interruption of the periodic transmission of the navigation vehicle speed signal SVn, and the presence of an abnormal value of the navigation vehicle speed signal SVn. The determinations regarding the vehicle speed signal SVv and the wheel speed signal SVw are handled in the same way.

[0078] When the abnormality judgment unit 110 judges that the vehicle speed signal SVv, the wheel speed signal SVw, and the navigation vehicle speed signal SVn are not abnormal (step S40: NO), the traveling judgment unit 112 determines the traveling / stopping state of the vehicle 102 in the following manner.

[0079] Specifically, if the vehicle speed signal SVv, the wheel speed signal SVw, and the navigation vehicle speed signal SVn are all "stop signals," the traveling judgment unit 112 judges that the vehicle 102 is "currently stopped" (step S41 and step S42). Furthermore, if the vehicle speed signal SVv, the wheel speed signal SVw, and the navigation vehicle speed signal SVn are all "travel signals," the traveling judgment unit 112 judges that the vehicle 102 is "currently traveling" (step S43 and step S44).Further, in the case where at least one of the vehicle speed signal SVv, the wheel speed signal SVw, and the navigation vehicle speed signal SVn is a "moving signal" and the others are "stop signals" (in the case where the "moving signals" and the "stop signals" are mixed), the moving judging unit 112 judges that the vehicle 102 is "currently moving (error)" (step S45 and step S46).

[0080] On the other hand, when it is judged by the abnormality judging unit 110 that at least one of the vehicle speed signal SVv, the wheel speed signal SVw, and the navigation vehicle speed signal SVn is abnormal (step S40: YES), then the traveling judging unit 112 determines the traveling / stopping state of the vehicle 102 in the following manner.

[0081] Specifically, if the signals that are not abnormal among the vehicle speed signal SVv, the wheel speed signal SVw, and the navigation vehicle speed signal SVn are all "stop signals," the traveling judgment unit 112 judges that the vehicle 12 is "currently stopped (error)" (step S47 and step S48). Further, if at least one of the signals for which an "abnormality" does not occur among the vehicle speed signal SVv, the wheel speed signal SVw, and the navigation vehicle speed signal SVn is a "travel signal," the traveling judgment unit 112 judges that the vehicle 12 is "currently traveling (error)" ("currently traveling (error)") (step S49 and step S50).Further, in the case where all of the vehicle speed signal SVv, the wheel speed signal SVw, and the navigation vehicle speed signal SVn are "abnormal," the traveling judging unit 112 judges that the vehicle 12 is "currently traveling (error)" (step S51 and step S52).

[0082] According to the present embodiment, the same effects as those of the vehicle control device 10 according to the first embodiment described above are achieved. Furthermore, in the present embodiment, since three signals are used, namely the vehicle speed signal SVv, the wheel speed signal SVw, and the navigation vehicle speed signal SVn, even if two of the three signals are "abnormal," if the remaining signal is a "stop signal," it is determined that the vehicle is "currently stopped." Thus, even if two of the vehicle speed signal SVv, the wheel speed signal SVw, and the navigation vehicle speed signal SVn are "abnormal," the user's comfort can be improved when the vehicle 102 is currently stopped.

[0083] The vehicle control device according to the present invention is not limited to the embodiments described above. The traveling judgment signal indicating whether the vehicle is currently traveling or currently stopped may use signals other than the vehicle speed signal, the wheel speed signal, and the navigation vehicle speed signal, and may also use four or more signals. Furthermore, in the case where the traveling judgment unit determines that the vehicle is "currently stopped," it may be arranged so that at least one of the following conditions is met, such as the shift lever being in the parking position or the parking brake being applied. In this case, a judgment that the vehicle is currently stopped when it is actually traveling can be more reliably prevented.

Claims

[1] Vehicle control / regulating device (10, 100), comprising: a pressure switch (22) arranged in a passenger compartment of a vehicle; a movement evaluation unit (44, 112) which is arranged to evaluate whether the vehicle (12, 102) is currently moving or is currently stopped; and a vehicle state switching control unit (46) configured to permit on / off switching control of an on-board device (18) or start / stop switching control of a drive source (14) of the vehicle (12, 102) by a normal push operation of the push button (22) when it is judged by the travel evaluation unit (44, 112) that the vehicle (12, 102) is currently stopped, and to prohibit stop control of the drive source (14) by the normal push operation of the push button (22) and to permit stop control of the drive source (14) by a special push operation of the push switch (22) predetermined for the push switch (22), different from the normal push operation, when it is judged by the travel evaluation unit (44, 112) that the vehicle (12, 102) is currently moving; wherein the vehicle control device (10, 100) further comprises an anomaly evaluation unit (42, 110) which is arranged to to evaluate whether an anomaly has occurred in a plurality of movement evaluation signals, each of which is sent from a plurality of units to the movement evaluation unit (44, 112), and which indicates whether the vehicle (12, 102) is currently moving or is currently stopped; wherein the movement evaluation unit (44, 112) evaluates that the vehicle (12, 102) is currently stopped when the abnormality evaluation unit (42, 110) evaluates that an abnormality has occurred in at least one of the plurality of movement evaluation signals, and all of the movement evaluation signals that have been evaluated by the abnormality evaluation unit (42, 110) as not being abnormal are stop signals indicating that the vehicle (12, 102) is currently stopped, and the movement evaluation unit (44, 112) evaluates that the vehicle is currently moving when the abnormality evaluation unit (42, 110) evaluates that an abnormality has occurred in each of the plurality of movement evaluation signals, wherein the traveling evaluation unit (44, 112) determines that the vehicle (12, 102) is currently traveling when it is determined by the abnormality determination unit (42, 110) that an abnormality has occurred in at least one of the plurality of traveling evaluation signals, and when at least one of the plurality of traveling evaluation signals determined by the abnormality evaluation unit (42, 110) as not abnormal is a traveling signal and at least another one of the plurality of traveling evaluation signals determined by the abnormality evaluation unit (42, 110) as not abnormal is a stop signal. [2] The vehicle control device (10, 100) according to claim 1, wherein the traveling judging unit (44, 112) judges that the vehicle (12, 102) is currently traveling when it is judged by the abnormality judging unit (42, 110) that an abnormality occurs in at least one of the plurality of traveling judgment signals and at least one of the traveling judgment signals judged by the abnormality judging unit (42, 110) as not being abnormal is a traveling signal indicating that the vehicle (12, 102) is currently traveling. [3] The vehicle control device (10, 100) according to claim 2, wherein the traveling judging unit (44, 112) judges that the vehicle (12, 102) is currently traveling when it is judged by the abnormality judging unit (42, 110) that an abnormality does not occur among all of the plurality of traveling judging signals, and the majority of traveling judging signals include both the traveling signals and the stop signals. [4] The vehicle control device (10, 100) according to any one of claims 1 to 3, wherein the abnormality judging unit (42, 110) judges whether there is an abnormality in the traveling evaluation signals based on an interruption of the periodic transmission of the traveling evaluation signals and a presence of an abnormal value of the traveling evaluation signals. [5] The vehicle control device (10, 100) according to any one of claims 1 to 4, wherein the plurality of travel evaluation signals comprises at least one of a vehicle speed signal and a wheel speed signal. [6] The vehicle control device (10, 100) according to any one of claims 1 to 5, wherein the plurality of units comprises a first ECU (24) that controls the drive source (14) and a second ECU (26) that controls a behavior of the vehicle (12, 102).

Images