vehicle

Abstract

To execute anti-theft control without being noticed by thieves.SOLUTION: A vehicle is equipped with a brake mechanism that brakes wheels according to brake fluid pressure, a hydraulic circuit that adjusts the brake fluid pressure and transmits it to the brake mechanism, and a control portion. The control portion, when determining that an own vehicle is in a theft state, makes a processor to execute torque adjustment processing that gives off-set on an increasing side to required driving torque decided based on accelerator operation amount, and brake adjustment processing that pressurizes the brake fluid pressure so as to cancel the increasing amount of the required driving torque by the off-set, and perform control to the hydraulic circuit.SELECTED DRAWING: Figure 5

Description

[Technical Field]

[0001] The present invention relates to a vehicle that performs control to prevent theft. [Background technology]

[0002] Vehicles that perform control to prevent theft are known. For example, Patent Document 1 listed below discloses a vehicle equipped with a brake control unit that determines whether the vehicle is in a stolen state based on detection signals such as vibration or tilt of the vehicle, or the opening of a door while the vehicle is locked, and that, if it is determined that the vehicle is in a stolen state, performs control to mechanically lock the wheels of the vehicle using a braking mechanism. [Prior art documents] [Patent documents]

[0003] [Patent Document 1] Japanese Patent Application Laid-Open No. 2006-44398 Summary of the Invention [Problem to be solved by the invention]

[0004] However, if the wheels are locked immediately after determining that the vehicle is stolen, as in the vehicle described in Patent Document 1 above, a vehicle thief could easily notice that anti-theft control has been activated and could release the wheels from the brake mechanism by releasing brake fluid pressure or cutting off the power supply to the brake control unit.

[0005] The present invention has been made in view of the above circumstances, and has as its object to effectively prevent vehicle theft by executing anti-theft control without the thief noticing. [Means for solving the problem]

[0006] A vehicle according to one embodiment of the present invention comprises a brake mechanism that brakes wheels in accordance with brake fluid pressure, a brake fluid pressure circuit that adjusts the brake fluid pressure and transmits it to the brake mechanism, and a control unit. The control unit comprises one or more processors and a storage medium on which one or more programs executed by the processor are stored, the programs including one or more instructions that cause the processor to execute a torque adjustment process that, when it is determined that the vehicle is in a stolen state, applies an offset to the required drive torque determined based on the accelerator operation amount, and a brake fluid pressure adjustment process that controls the brake fluid pressure circuit to increase the brake fluid pressure so as to offset the increase in the required drive torque due to the offset.

[0007] As described above, by increasing the required drive torque and applying brake fluid pressure to offset that increase, it is possible to prevent a thief from realizing that the wheels are being braked by the brake mechanism. [Effects of the Invention]

[0008] According to the present invention, vehicle theft can be effectively prevented by executing anti-theft control without the thief being aware of it. [Brief explanation of the drawings]

[0009] [Figure 1] 1 is an explanatory diagram showing an example of the configuration of a vehicle according to an embodiment; [Figure 2] FIG. 1 is an explanatory diagram illustrating an example of the configuration of a vehicle control system. [Figure 3] FIG. 1 is an explanatory diagram illustrating an example of the configuration of an information processing device. [Figure 4] FIG. 2 is an explanatory diagram showing a configuration example of a brake-related actuator. [Figure 5] 6 is a flowchart showing an example of processing by a control unit in the first embodiment. [Figure 6] FIG. 2 is an explanatory diagram schematically showing a connection state between a brake control unit and a battery. [Figure 7] 10 is a flowchart showing an example of processing by a control unit in the second embodiment. DETAILED DESCRIPTION OF THE INVENTION

[0010] Hereinafter, embodiments will be described with reference to Figures 1 to 7. The configurations shown in the drawings referred to in the description of the present embodiment are schematic representations of the parts necessary for realizing the present embodiment and their surrounding configurations. Therefore, the relationships and ratios between the thickness and planar dimensions of each structure shown in the drawings are merely examples, and various changes can be made depending on the design, etc., as long as they do not deviate from the technical concept of the present invention.

[0011] <1. Example of vehicle control system configuration> As shown in Fig. 1, a vehicle 100 according to the embodiment includes a vehicle control system 10. In this embodiment, the vehicle 100 will be described as an engine vehicle having only an engine as a drive source for the wheels. The vehicle 100 may be, for example, a hybrid vehicle having both an engine and a motor as a drive source for the wheels, or an electric vehicle having only a motor as a drive source for the wheels.

[0012] As shown in FIG. 2, the vehicle control system 10 includes a control unit 1, a communication unit 2, an engine-related actuator 3, a brake-related actuator 4, a lamp-related actuator 5, and sensors 6.

[0013] Here, sensors 6 collectively refer to various sensors provided in vehicle 100. The sensors provided in sensors 6 include, for example, an engine rotation speed sensor 61 that detects the rotation speed of the engine, an accelerator opening sensor 62 that detects the depression amount of an accelerator pedal as an accelerator operation amount, a brake opening sensor 63 that detects the depression amount of a brake pedal 16 (described later) as a brake opening, a brake temperature sensor 64 that detects a temperature used to estimate a brake mechanism 20 (described later), a rotation speed sensor 65 that detects the rotation speed of the wheels, a vehicle speed sensor 66 that detects the speed of the host vehicle, a vibration sensor 67 that detects vibrations of the host vehicle, an inclination sensor 68 that detects the angle of inclination of the host vehicle, and a human presence sensor 69 that detects the movement of a person in the vehicle cabin by emitting ultrasonic waves or a laser.

[0014] The control unit 1 includes functions such as a key system control unit 11, an engine control unit 12, a brake control unit 13, a theft determination unit 14, and a lamp control unit 15.

[0015] 3, each unit of the control unit 1 includes an information processing device 200 having one or more processors 201 such as a CPU (Central Processing Unit) and a storage medium 202 such as a ROM (Read Only Memory) or RAM (Random Access Memory) storing a program executed by the processor 201. The program includes one or more instructions, and the instructions cause the processor 201 to execute various processes. Note that some or all of the functions of each unit can be realized by one or more information processing devices 200.

[0016] 2, the key system control unit 11 compares the identification information received from the smart key by the communication unit 2 with pre-registered identification information, performs authentication processing to determine whether the identification information matches, and unlocks the door if authentication is successful. Furthermore, if authentication is successful, the key system control unit 11 supplies an engine start permission signal to the engine control unit 12.

[0017] Furthermore, when the key system control unit 11 detects that the above authentication process has been performed fraudulently, for example, by rewriting the registered identification information, it supplies a fraud detection signal indicating this to the theft determination unit 14.

[0018] The engine control unit 12 controls various actuators provided as engine-related actuators 3 based on detection signals from predetermined sensors in the sensors 6, operation input information from operators, etc. The engine-related actuators 3 include various actuators related to engine operation, such as a throttle actuator that drives a throttle valve and an injector that injects fuel.

[0019] For example, the engine control unit 12 controls the start / stop of the engine in response to the operation of an ignition switch, etc. At this time, the engine control unit 12 controls the start of the engine on the condition that an engine start permission signal is input from the key system control unit 11. The engine control unit 12 also controls the fuel injection timing, fuel injection pulse width, throttle opening, etc. based on detection signals from the engine rotation speed sensor 61, the accelerator opening sensor 62, etc.

[0020] The engine control unit 12 also references different mode maps that are selected depending on whether or not a theft detection signal is received from the theft determination unit 14, which will be described later. The mode maps indicate the relationship between accelerator operation amount and required drive torque. The engine control unit 12 sets the required drive torque, which determines the torque to be output to the wheels based on the accelerator operation amount, based on the respective mode maps. The engine control unit 12 then outputs a throttle opening signal and a control signal related to fuel injection that correspond to the set required drive torque to the throttle actuator and the injector, respectively, to open and close the throttle valve.

[0021] If the vehicle 100 is a hybrid vehicle, the control unit 1 includes a hybrid control unit and a motor control unit, and the hybrid control unit obtains the required drive torque corresponding to the accelerator operation amount based on the above-mentioned mode map, and causes the engine control unit 12 and the motor control unit to control the operation of the engine and motor generator to run the vehicle 100 with the required drive force corresponding to the required drive torque.If the vehicle 100 is an electric vehicle, the control unit 1 includes a motor control unit, and the motor control unit determines the torque required of the motor generator from the required drive torque obtained based on the accelerator operation amount and the above-mentioned mode map, and controls the operation of the motor generator based on the required torque.

[0022] The brake control unit 13 controls various actuators provided as brake-related actuators 4 based on detection signals from predetermined sensors in the sensors 6, operation input information from operators, etc. As the brake-related actuators 4, various brake-related actuators are provided, such as actuators for controlling the output hydraulic pressure from a brake booster 41 to a master cylinder 42 shown in Fig. 4 and the hydraulic pressure in the hydraulic circuit 30. Details of the brake-related actuators 4 will be described later.

[0023] The brake control unit 13 also controls hydraulic pressure such as ABS (Antilock Braking System) control operation and ESP (Electronic Stability Program) control operation based on detection signals from, for example, a rotational speed sensor 65 and a vehicle speed sensor 66 .

[0024] The theft determination unit 14 performs theft determination based on detection signals from predetermined sensors in the sensors 6 and tamper detection signals from the key system control unit 11 to determine whether the vehicle is in a stolen state.

[0025] The theft determination unit 14 performs theft determination based on various signals, such as detection signals from the vibration sensor 67, tilt sensor 68, and human presence sensor 69, and a fraud detection signal from the key system control unit 11.

[0026] At this time, the theft determination unit 14 may determine whether the vehicle is stolen based on any of the various signals described above. For example, the theft determination unit 14 may determine that the vehicle is stolen when a tampering detection signal is supplied from the key system control unit 11.

[0027] The theft determination unit 14 may also determine the theft using multiple signals from among the various signals described above. For example, the theft determination unit 14 may determine that the vehicle has been theft if both the vehicle interior detection signal supplied from the motion sensor 69 and the vehicle vibration detection signal supplied from the vibration sensor 67 satisfy predetermined conditions.

[0028] When the theft determination unit 14 determines that the vehicle is in a stolen state, it supplies the engine control unit 12 with a theft detection signal indicating this.

[0029] The lamp control unit 15 controls the turning on and off of the brake lamps. The brake lamps are provided on the left and right sides of the rear of the vehicle body, and the lamp control unit 15 controls the turning on and off of the brake lamps based on a brake operation detection signal from a brake lamp switch 17 provided on a brake pedal 16 shown in FIG. 4, for example.

[0030] The lamp control unit 15 also controls the turning on and off of various other lamps, such as head lamps, clearance lamps, turn signal lamps, and tail lamps.

[0031] <2. Configuration example of brake-related actuator> An example of the configuration of the brake-related actuator 4 will be described with reference to FIG.

[0032] In the brake-related actuator 4, the brake pedal 16 is connected to a brake booster 41. A brake opening sensor 63 detects the amount of depression of the brake pedal 16 and supplies a signal indicating the detected amount of depression to the brake control unit 13. A battery 7 is also connected to the brake control unit 13 to supply power.

[0033] The brake booster 41 is, for example, an electric brake booster, and moves a primary piston of a master cylinder 42 under the control of the brake control unit 13. For example, the brake booster 41 moves the primary piston by an amount corresponding to the amount of depression of the brake pedal 16. Furthermore, the brake booster 41 and the brake pedal 16 are mechanically connected so that the brakes can be applied in response to the operation of the brake pedal 16 in an emergency, etc.

[0034] Note that, although a brake-by-wire system using an electric brake booster as the brake booster 41 is exemplified here, instead of adopting a brake-by-wire system, it is also possible to adopt, for example, a vacuum type brake booster that is linked to the depression of the brake pedal 16.

[0035] The master cylinder 42 is of a tandem type, and is connected to a reservoir tank 43 and also to a brake mechanism 20 that brakes the wheels in accordance with brake fluid pressure via a hydraulic circuit 30. The master cylinder 42 generates brake fluid pressure and applies the brake fluid pressure to the brake mechanism 20 via the hydraulic circuit 30.

[0036] The brake mechanism 20 is, for example, a disc brake unit, and is provided on each wheel (101, 102, 103, 104). The brake mechanism 20 includes a brake caliper 21, a brake piston 22, a brake pad 23, and a brake rotor 24. Brake fluid pressure is applied to the brake caliper 21 via a hydraulic circuit 30. The brake piston 22 is slidably housed within the brake caliper 21, and moves (slides) within the brake caliper 21 due to the brake fluid pressure applied to the brake caliper 21.

[0037] The brake pads 23 are connected to the tips of the brake pistons 22, and as the brake pistons 22 move due to brake fluid pressure, the brake pads 23 are pressed against the brake rotors 24 that rotate integrally with the wheels. In this way, the brake mechanism 20 brakes the vehicle 100 (wheels).

[0038] The hydraulic circuit 30 is composed of two systems: a first hydraulic circuit 30a and a second hydraulic circuit 30b. The hydraulic circuit 30 is a cross-piping or front-rear piping, with the first hydraulic circuit 30a connected to the brake mechanisms 20 provided on the wheels (101, 102) and the second hydraulic circuit 30b connected to the brake mechanisms 20 provided on the wheels (103, 104).

[0039] Since the first hydraulic pressure circuit 30a and the second hydraulic pressure circuit 30b have the same configuration, the same reference numerals will be used to simplify the description below. In addition, in the hydraulic pressure circuit 30, the master cylinder 42 side will be described as the upstream side, and the brake mechanism 20 side will be described as the downstream side.

[0040] The master cylinder 42 is provided with a supply / discharge port 42a and a supply / discharge port 42b. A first fluid path L1 is connected to the supply / discharge port 42a and the supply / discharge port 42b. The upstream end of the first fluid path L1 is connected to the master cylinder 42, and the downstream end is connected to the second fluid path L2.

[0041] The downstream end of the second fluid path L2 is branched and connected to a third fluid path L3 and a fourth fluid path L4. The downstream end of the third fluid path L3 is connected to the brake mechanism 20 (brake caliper 21) of the wheels (101, 104). The downstream end of the fourth fluid path L4 is connected to the brake mechanism 20 (brake caliper 21) of the wheels (103, 102). The third fluid path L3 and the fourth fluid path L4 may be connected to the brake mechanism 20 of either wheel. For example, the third fluid path L3 of the first fluid pressure circuit 30a may be connected to the brake mechanism 20 of the wheel (101), the fourth fluid path L4 may be connected to the brake mechanism 20 of the wheel (104), the third fluid path L3 of the second fluid pressure circuit 30b may be connected to the brake mechanism 20 of the wheel (102), and the fourth fluid path L4 may be connected to the brake mechanism 20 of the wheel (103). In addition, the third fluid path L3 of the first hydraulic circuit 30a may be connected to the brake mechanism 20 of the wheel (104), the fourth fluid path L4 may be connected to the wheel (102), the third fluid path L3 of the second hydraulic circuit 30b may be connected to the wheel (101), and the fourth fluid path L4 may be connected to the brake mechanism 20 of the wheel (103).

[0042] The upstream end of a fifth liquid path L5 is connected to the middle of the third liquid path L3. The upstream end of a sixth liquid path L6 is connected to the middle of the fourth liquid path L4. The downstream ends of the fifth liquid path L5 and the sixth liquid path L6 are connected to a seventh liquid path L7. The downstream end of the seventh liquid path L7 is connected to the first liquid path L1 downstream of the gate-in valve 31 and to the second liquid path L2 upstream of the hydraulic pump 32.

[0043] The first hydraulic line L1 is provided with a gate-in valve 31. The second hydraulic line L2 is provided with a hydraulic pump 32. The hydraulic pumps 32 of the first hydraulic circuit 30a and the second hydraulic circuit 30b are connected to a common electric motor 33.

[0044] A pulsation pressure reducing mechanism 34 is provided downstream of the hydraulic pump 32 in the second hydraulic line L2. The pulsation pressure reducing mechanism 34 attenuates the pulsation of the brake fluid discharged from the hydraulic pump 32.

[0045] The upstream side of the gate-in valve 31 in the first fluid path L1 and the downstream side of the pulsating pressure reduction mechanism 34 in the second fluid path L2 are bypass-connected via an eighth fluid path L8. A bypass valve 35 is provided in the eighth fluid path L8.

[0046] The third liquid path L3 is provided with a pressurizing valve 36. The fourth liquid path L4 is provided with a pressurizing valve 37. The fifth liquid path L5 is provided with a pressure reducing valve 38. The sixth liquid path L6 is provided with a pressure reducing valve 39.

[0047] The seventh fluid path L7 is provided with a low-pressure chamber 40. The low-pressure chamber 40 temporarily stores brake fluid.

[0048] Gate-in valve 31, pressure reducing valve 38, and pressure reducing valve 39 are electromagnetic solenoid valves that close when de-energized and open when energized. Bypass valve 35, pressure increasing valve 36, and pressure increasing valve 37 are electromagnetic solenoid valves that open when de-energized and close when energized.

[0049] The gate-in valve 31 , the electric motor 33 , the bypass valve 35 , the pressurizing valve 36 , the pressurizing valve 37 , the depressurizing valve 38 , and the depressurizing valve 39 are controlled by the brake control unit 13 .

[0050] When the brake control unit 13 is not performing brake fluid pressure control, such as ABS control operation or ESP control operation, as described above, the gate-in valve 31, pressure reducing valve 38, and pressure reducing valve 39 are closed, and the bypass valve 35, pressure increasing valve 36, and pressure increasing valve 37 are open. In addition, the electric motor 33 is not driven, and the hydraulic pump 32 is also stopped.

[0051] When the driver depresses the brake pedal 16, the brake fluid pressure generated in the master cylinder 42 passes through the first fluid path L1, the eighth fluid path L8, and the second fluid path L2, and is branched into the third fluid path L3 and the fourth fluid path L4 and supplied to the brake mechanism 20. Then, the brake mechanism 20 brakes the wheels using this brake fluid pressure.

[0052] During brake fluid pressure control, such as ABS control operation or ESP control operation, the brake control unit 13 opens the gate-in valve 31, the pressurizing valve 36, and the pressurizing valve 37, and closes the bypass valve 35, the pressure reducing valve 38, and the pressure reducing valve 39. The brake control unit 13 also drives the electric motor 33.

[0053] Then, the electric motor 33 is driven to rotate the hydraulic pump 32, and brake fluid stored in the reservoir tank 43 is sucked into the first fluid path L1 via the master cylinder 42, independently of the operation of the brake pedal 16.

[0054] The brake fluid sucked into the first fluid path L1 passes through the gate-in valve 31 and the second fluid path L2, branches into the third fluid path L3 and the fourth fluid path L4, and is supplied to the brake mechanism 20. The brake mechanism 20 applies brakes to the wheels by applying this brake fluid pressure.

[0055] The brake control unit 13 also controls the gate-in valve 31 , the pressure reducing valve 38 , and the pressure reducing valve 39 to open, the bypass valve 35 , the pressure increasing valve 36 , and the pressure increasing valve 37 to close, and the electric motor 33 to drive.

[0056] In this case, the electric motor 33 drives the hydraulic pump 32 to rotate, and brake fluid flows from the wheel cylinder provided on the wheel through the third fluid path L3 (fourth fluid path L4) and the seventh fluid path L7 and is stored in the low-pressure chamber 40. This reduces the brake fluid pressure, and the braking of the wheel by the brake mechanism 20 is alleviated.

[0057] In this embodiment, the brake control unit 13 controls the drive of the electric motor 33 to rotate the hydraulic pump 32 and adjust the increase or decrease of the brake hydraulic pressure, but the brake control unit 13 can also adjust the increase or decrease of the generated brake hydraulic pressure by controlling the brake booster 41 or the like to move the primary piston of the master cylinder 42 without controlling the drive of the electric motor 33. In this case, since the hydraulic pressure is not adjusted using the electric motor 33, the gate-in valve 31, pressure-reducing valves 38 and 39 are closed, and the bypass valve 35, pressure-reducing valve 36 and pressure-reducing valve 37 are open.

[0058] 3. First Embodiment An example of processing executed by the control unit 1 in the first embodiment will be described with reference to Fig. 5. The processing in Fig. 5 is mainly realized by cooperation between the engine control unit 12, the brake control unit 13, and the theft determination unit 14 in the control unit 1.

[0059] First, in step S101, the theft determination unit 14 repeatedly performs the theft determination at a predetermined timing until it determines that the vehicle is in a stolen state.

[0060] At this time, the theft determination unit 14 determines whether the vehicle is in a stolen state using various signals such as detection signals from the vibration sensor 67, tilt sensor 68, and human presence sensor 69, as well as a fraud detection signal from the key system control unit 11.

[0061] If the theft determination unit 14 determines that the vehicle is in a theft state, the theft determination unit 14 proceeds from step S101 to step S102, and thereafter executes the theft state processing. Here, the theft determination unit 14 supplies a theft detection signal to the engine control unit 12 in step S102.

[0062] In step S103, the engine control unit 12 receives the theft detection signal and sets the required drive torque based on the accelerator operation amount, with reference to the mode map selected in the theft state.

[0063] The mode map selected here has a higher required drive torque value for the same accelerator operation amount than the mode map referenced in a normal state when the vehicle is not in a theft state. For example, if the normal mode map sets the required drive torque value to 10 for a 5% accelerator operation amount, the mode map selected in a theft state sets the required drive torque value to 20 for a 5% accelerator operation amount.

[0064] By referring to such a mode map in a theft state, an offset torque signal is obtained in which a larger offset is applied to the required drive torque per accelerator depression amount than in the normal mode map.

[0065] In this embodiment, the engine control unit 12 obtains the offset torque signal by referring to different mode maps depending on the theft status of the vehicle. However, the engine control unit 12 can also obtain the offset torque signal by, for example, applying an increasing offset to the required drive torque obtained by referring to a normal mode map.

[0066] In the following step S104, the engine control unit 12 supplies the obtained offset torque signal to the brake control unit 13.

[0067] In step S105, the brake control unit 13 receives the offset torque signal and calculates the amount of brake fluid pressure required to offset the increase in the required drive torque due to the offset. The amount of brake fluid pressure calculated here is set to a value that will not allow a thief who is driving to realize that the vehicle is under control in a theft state.

[0068] The term "offset" is used here, but its meaning in this specification includes not only the complete cancellation of an object but also the partial cancellation of an object. For example, "offsetting the increase in the required drive torque due to the offset" here includes not only the complete cancellation of the increase but also the partial cancellation of the increase.

[0069] Then, the brake control unit 13 executes a brake fluid pressure adjustment process to control the hydraulic circuit 30 shown in Fig. 4 to increase the brake fluid pressure based on the calculated hydraulic pressure amount. When the brake fluid pressure is increased, the wheels are braked by the brake mechanism 20.

[0070] Continuing to brake the wheels in this manner while the vehicle 100 is running causes the temperature of the brake mechanism 20 to rise, gradually reducing the coefficient of friction between the brake pads 23 and the brake rotor 24, resulting in a fade phenomenon in which the braking effect deteriorates.

[0071] By offsetting the required drive torque to the increased side in advance in the torque adjustment process of the engine control unit 12 and causing the hydraulic circuit 30 to apply brake fluid pressure so as to offset the increase, it becomes possible to prevent the thief from realizing that the wheels are being braked by the brake mechanism 20, and the thief can continue driving the vehicle 100.

[0072] Furthermore, when controlling the electric motor 33 in the brake fluid pressure adjustment process, the brake control unit 13 reduces the rotation speed of the electric motor 33 compared to when controlling the increase or decrease of the brake fluid pressure in processes other than the brake fluid pressure adjustment process. This reduces the noise generated by the electric motor 33 when performing the brake fluid pressure adjustment process. Therefore, it is difficult for a thief to realize that control is being performed in a theft state due to the driving noise, etc.

[0073] In addition, in the brake fluid pressure adjustment process, the brake control unit 13 controls the increase of the brake fluid pressure, but does not control the illumination of the brake lights if the brake pedal 16 is not operated. This is to prevent, for example, fellow thieves who are following the stolen vehicle 100 from realizing that the process is being performed in a stolen state.

[0074] The brake lamps are controlled by the lamp control unit 15 in response to the thief's operation of the brake pedal 16. This allows the same lighting control as before the theft was determined, so that the thief and his accomplices do not feel uncomfortable when driving the vehicle 100.

[0075] In the following step S106, the brake control unit 13 estimates the temperature of the brake mechanism 20 based on the temperature detected by the brake temperature sensor 64, and determines whether the detected temperature is equal to or higher than a predetermined threshold value.

[0076] Here, the predetermined threshold is set to a value lower than the temperature at which brake fade occurs. For example, the temperature detected by the brake temperature sensor 64 when brake fade occurs in the vehicle 100 can be experimentally investigated, and the predetermined threshold can be set in advance based on that temperature. It is also possible to conduct experiments for each season and set different values ​​as the predetermined threshold for each season. The predetermined threshold can also be set depending on the materials of the brake pads 23, brake rotor 24, etc. used in the brake mechanism 20.

[0077] The brake control unit 13 repeatedly executes the processes from step S103 to step S107 until it determines in step S106 that the temperature detected by the brake temperature sensor 64 is equal to or higher than the predetermined threshold value.

[0078] If it is determined in step S106 that the detected temperature is equal to or higher than the predetermined threshold, the brake control unit 13 advances the process from step S107 to step S108.

[0079] In step S108, the brake control unit 13 controls the hydraulic circuit 30 to further increase the brake hydraulic pressure, that is, to increase the brake hydraulic pressure to a level greater than that required to offset the offset amount of the required drive torque.

[0080] When the temperature of the brake mechanism 20 rises, the coefficient of friction between the brake pads 23 and the brake rotor 24 decreases, and it may become impossible to fully offset the required drive torque for the offset. This can cause a sense of incongruity when driving, which could lead a thief to realize that control in a theft state is being performed. Therefore, by applying greater pressure control to the hydraulic circuit 30 at this time, it is possible to alleviate the sense of incongruity when driving. This makes it difficult for a thief to realize that control in a theft state is being performed until the brake fade phenomenon occurs.

[0081] After that, the brake control unit 13 continues to execute control to increase the brake fluid pressure. This causes a brake fade phenomenon, making the brakes less effective. In addition, the brake pads 23 burn out, producing noise, light, odor, smoke, and the like, making it difficult for a thief to drive the vehicle 100. By rendering the vehicle 100 in a state where it cannot be driven in this way, it is possible to prevent the vehicle 100 from being stolen.

[0082] Even if the brake pads 23 are burned out, the base members of the brake pads 23 can still brake the wheels, so even if the vehicle has been treated as stolen, it can be taken to a police station or repair shop by driving slowly, etc. In other words, it is possible to avoid a situation where the vehicle 100 becomes completely unable to run.

[0083] Furthermore, the release of the controlled state based on the processing in the theft state can only be performed by a predetermined management device managed by a specific organization such as a dealer, which prevents the thief from forcibly releasing the controlled state.

[0084] In this case, for example, the identification information of the management device is registered in advance in vehicle 100, and the theft determination unit 14 compares the identification information acquired from the management device with the identification information registered in vehicle 100. If the identification information matches, the theft determination unit 14 supplies a release signal to engine control unit 12, brake control unit 13, etc., thereby releasing control in the theft state.

[0085] <4. Second embodiment> An example of the configuration of a vehicle control system 10 in the second embodiment will be described with reference to Figures 6 and 7. In the following, parts common to the first embodiment will be given the same reference numerals, and descriptions thereof will be omitted.

[0086] 6 , the brake control unit 13 in the second embodiment includes at least two systems: a first power supply input unit 51 and a second power supply input unit 52. The first power supply input unit 51 is connected to the battery 7 via a first cable 53 and a first connector 55, and the second power supply input unit 52 is connected to the battery 7 via a second cable 54 and a second connector 56. Note that one of the first power supply input unit 51 and the second power supply input unit 52 may be connected to a power source different from the battery 7.

[0087] The first cable 53 has a first connector 55 at its tip attached to the battery 7, and the second cable 54 has a second connector 56 at its tip attached to the battery 7. The second connector 56 is attached such that it cannot be removed from the battery 7 unless the first connector 55 is removed from the battery 7. For example, as shown in FIG. 6 , when the second connector 56 is attached to the battery 7, the first connector 55 is attached to the battery 7 so as to cover the second connector 56. This prevents the power supply to the brake control unit 13 via the first cable 53 and the second cable 54 from being cut off simultaneously. Therefore, even if a thief disconnects the first cable 53 from the battery 7 in an attempt to cut off the power supply from the battery 7 to the brake control unit 13 in order to disrupt the brake fluid pressure application control by the brake control unit 13, the power supply to the brake control unit 13 can be secured until the second cable 54 is disconnected.

[0088] The first connector 55 and the second connector 56 may be arranged in a positional relationship that makes it difficult to simultaneously remove the first connector 55 and the second connector 56 from the battery 7. For example, the first connector 55 and the second connector 56 may be arranged separately on a surface that constitutes the battery 7, or may be arranged on different surfaces that constitute the battery 7.

[0089] Next, a second embodiment of the process executed by the control unit 1 will be described with reference to Fig. 7. Note that the same processes as those in the first embodiment described above are denoted by the same reference numerals, and the description thereof will be omitted.

[0090] In a state in which the theft state is determined by the theft determination unit 14 in step S101 and a theft detection signal is supplied to the engine control unit 12 in step S102, the brake control unit 13 executes a power supply determination process in step S201.

[0091] In the power supply determination process, the brake control unit 13 determines whether or not the state is a single-system supply state in which power supply from the first power supply input unit 51 of one system is cut off and power supply from the second power supply input unit 52 of the other system is possible. The single-system supply state is the state from when the first connector 55 is removed from the battery 7 by a thief until when the second connector 56 is removed.

[0092] The brake control unit 13 can also determine that a state in which power supply from the second power supply input unit 52 is cut off and power supply from the first power supply input unit 51 is possible is a single-system supply state. Such a single-system supply state may be, for example, a state in which the second cable 54 is cut first.

[0093] If the power supply determination process determines that a single system is being supplied, the brake control unit 13 proceeds from step S201 to step S202 and executes control to increase the brake fluid pressure. The increase in brake fluid pressure here may be sufficient as long as it accelerates the occurrence of a brake fade phenomenon. For example, the brake control unit 13 controls the hydraulic circuit 30 to increase the brake fluid pressure by a value greater than the required drive torque to offset the offset.

[0094] Then, in step S203, the brake control unit 13 controls the maintenance mechanism to maintain the brake fluid pressure increased by the pressurization control in step S202. The maintenance mechanism includes, for example, knock pins that fix the positions of the bypass valve 35, pressurization valve 36, and pressurization valve 37, and an actuator that drives the knock pins. By driving the knock pins with the actuator, each of the above valves can be fixed in a closed state. As a result, even if the power supply from the battery 7 to the brake control unit 13 is cut off and the brake control unit 13 stops functioning, the pressurized state due to the increased brake fluid pressure can be maintained.

[0095] Therefore, even if a thief removes the remaining second connector 56 and cuts off the power supply to the brake control unit 13, the brake mechanism 20 continues to brake the wheels, causing a fade phenomenon. This makes the vehicle 100 unable to move, thereby preventing the thief from taking the vehicle 100 away.

[0096] If it is determined in step S201 that the brake control unit 13 is not in the single-system supply state, the brake control unit 13 proceeds to step S103 and repeatedly executes steps S201 and S103 to S107 until it is determined in step S107 that the temperature of the brake mechanism 20 is equal to or higher than a predetermined threshold value, or it is determined in step S201 that the brake control unit 13 is in the single-system supply state. As a result, an offset on the increasing side is applied to the required drive torque determined based on the accelerator depression amount, and control is executed to increase the brake fluid pressure so as to offset part or all of the increase in the required drive torque due to the offset.

[0097] If it is determined in step S107 that the temperature of the brake mechanism 20 is equal to or higher than the predetermined threshold, the brake control unit 13 proceeds to step S108 and applies pressure to the hydraulic circuit 30 greater than the pressure required to offset the offset amount of the required drive torque. This causes a fade phenomenon in the vehicle 100.

[0098] <5. Summary> As described above, the vehicle 100 includes the brake mechanism 20 that brakes the wheels in accordance with brake fluid pressure, the hydraulic circuit 30 that adjusts the brake fluid pressure and transmits it to the brake mechanism 20, and the control unit 1 (see FIGS. 2 and 4). The control unit 1 includes functions of, for example, the engine control unit 12, the brake control unit 13, and the theft determination unit 14.

[0099] If the theft determination unit 14 determines that the vehicle is stolen, the engine control unit 12 executes a torque adjustment process to apply an increasing offset to the required drive torque determined based on the accelerator operation amount (see S103 and S104 in FIG. 5). The brake control unit 13 also executes a brake fluid pressure adjustment process to control the fluid pressure circuit 30 to increase the brake fluid pressure so as to offset the increase in the required drive torque due to the offset (see S105 in FIG. 5).

[0100] As a result, even when the wheels are braked by the brake mechanism 20 during the brake fluid pressure adjustment process, the traveling speed of the vehicle 100 according to the accelerator operation amount is maintained at approximately the same speed as before the theft state was determined. Therefore, it is difficult for a thief to notice that the brake fluid pressure is being applied internally and the brake mechanism 20 is sliding against the wheels. This makes it possible to cause a fade phenomenon without the thief noticing, rendering the vehicle 100 unable to move. As a result, theft of the vehicle 100 can be effectively prevented.

[0101] In addition, since the brake mechanism 20 is easy to replace and the replacement cost is low, it is possible to easily repair the vehicle 100 after it has become unable to travel.

[0102] The vehicle 100 is provided with a brake temperature sensor 64 that detects the temperature of the brake mechanism 20. In the brake fluid pressure adjustment process, the brake control unit 13 starts increasing the brake fluid pressure for compensation, and then, when the temperature detected by the brake temperature sensor 64 becomes equal to or higher than a predetermined threshold, controls the hydraulic circuit 30 to further increase the brake fluid pressure (see S107 and S108 in FIG. 5).

[0103] This allows the brake mechanism 20 to reliably brake the wheels even when the coefficient of friction between the brake pads 23 and the brake rotor 24 is reduced. Therefore, it is difficult for a thief to realize that control is being performed in a stolen state until the brake fade phenomenon occurs.

[0104] In the vehicle 100 described above, when the brake control unit 13 performs brake fluid pressure increase control in the brake fluid pressure adjustment process, the rotation speed of the electric motor 33 is made smaller than when performing brake fluid pressure increase control in processes other than the brake fluid pressure adjustment process (see S105 in Figure 5).

[0105] This reduces the noise generated by the electric motor 33 during the brake fluid pressure adjustment process, thereby preventing a thief from realizing that control is being performed in a theft state due to the driving noise, etc.

[0106] In the vehicle 100 described above, even if the brake fluid pressure is increased when the brakes are not being operated, the brake lamps are not turned on (see S105 in FIGS. 2 and 7).

[0107] As a result, the brake lamps are not turned on or off unless the thief operates the brake pedal 16. This prevents, for example, the thief's accomplices who follow the stolen vehicle 100 from realizing that the vehicle is being operated in a stolen state.

[0108] In the vehicle 100, the hydraulic circuit 30 includes a brake hydraulic pressure maintaining mechanism, and the brake control unit 13 includes at least two systems of a first power supply input section 51 and a second power supply input section 52 (see FIG. 6).

[0109] At this time, when the power supply from the first power supply input section 51 of one system is cut off and the power supply from the second power supply input section 52 of the other system is enabled, the brake control unit 13 controls the hydraulic circuit 30 to increase the brake hydraulic pressure, and controls the maintenance mechanism to maintain the increased brake hydraulic pressure (see S201 to S203 in Figure 7).

[0110] This makes it possible to fix the state of the brake mechanism 20 in which the wheels are braked before the power supply from the remaining second power input unit 52 is cut off. Therefore, it is possible to detect a cutoff of the power supply to the brake control unit 13 by a thief, and maintain a state in which the fade phenomenon can occur even when the power supply to the brake control unit 13 is completely cut off. Therefore, it is possible to render the vehicle 100 unable to move while avoiding tampering by a thief.

[0111] Finally, the effects described in this disclosure are examples and are not intended to be limiting, and other effects may be achieved, or a part of the effects described in this disclosure may be achieved. Furthermore, not all of the combinations of configurations described in the embodiments are necessarily essential to solving the problems. [Explanation of symbols]

[0112] 1. Control section 10 Vehicle Control System 12 Engine Control Unit 13 Brake control unit 14 Theft Determination Unit 20 Brake mechanism 30 Hydraulic circuit 33 Electric motor 35 Bypass valve 36, 37 Pressure valve 51 First power supply input section 52 Second power input section 64 Brake temperature sensor 100 vehicles 200 Information processing device 201 processor 202 Storage medium

Claims

1. a brake mechanism that brakes the wheels in accordance with brake fluid pressure; a hydraulic circuit that adjusts the brake hydraulic pressure and transmits it to the brake mechanism; a control unit, the control unit includes one or more processors and a storage medium storing one or more programs to be executed by the processors; The program includes one or more instructions, The instructions cause the processor to: a torque adjustment process for applying an increasing offset to a required drive torque determined based on an accelerator operation amount when the vehicle is determined to be in a stolen state; a brake fluid pressure adjustment process for controlling the fluid pressure circuit to increase the brake fluid pressure so as to offset the increase in the required drive torque due to the offset. vehicle.

2. a brake temperature sensor for detecting the temperature of the brake mechanism; In the brake fluid pressure adjustment process, after the brake fluid pressure increase control for the offset is started, if the temperature detected by the brake temperature sensor becomes equal to or higher than a predetermined threshold, the brake fluid pressure is further increased by controlling the fluid pressure circuit. The vehicle of claim 1 .

3. a motor as a drive source for applying the brake fluid pressure in the hydraulic circuit; When the brake fluid pressure is increased in the brake fluid pressure adjustment process, the rotation speed of the motor is made smaller than when the brake fluid pressure is increased in the process other than the brake fluid pressure adjustment process.

3. A vehicle according to claim 1 or claim 2.

4. Even if the brake fluid pressure is increased when the brake is not operated, the brake lamps are not turned on. A vehicle according to any one of claims 1 to 3.

5. the hydraulic circuit includes a mechanism for maintaining the brake hydraulic pressure, The control unit includes a brake control unit that is a computer unit that controls the hydraulic circuit, The brake control unit includes at least two power supply inputs, When the power supply from the power supply input section of one system is cut off and the power supply from the power supply input section of the other system is enabled, the brake control unit controls the hydraulic circuit to increase the brake hydraulic pressure and controls the maintenance mechanism to maintain the brake hydraulic pressure increased by the increase in pressure. A vehicle according to any one of claims 1 to 4.

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