JP2015186978A - Vehicle automated driving control device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To decrease the probability that a vehicle passenger feel a discomfort of an operation noise generated from a solenoid valve or the like of a brake in a case of executing a vehicle stabilization control during execution of an automated driving control.SOLUTION: An automated driving control device automatically controlling a braking force and a driving force of a vehicle (S100) by a driving force control unit computing a vehicle target driving force depending on a travel state of a vehicle (S20) and controlling a vehicle drive so that the driving force of the vehicle is equal to the target driving force and a braking force control unit controlling the brake applying the braking force to each wheel is configured so that, if the stability of a vehicle travel movement degrades during an automated driving control for applying the driving force to the vehicle (S30), the vehicle driving force is reduced (S70, S80) not by applying the braking force to each of the right and left wheels but by reducing the vehicle target driving force so as to stabilize the vehicle travel movement.

Description

  The present invention relates to an automatic driving control device that automatically controls braking / driving force of a vehicle.

  When a vehicle such as an automobile turns, it may be in an understeer state, that is, a state where the turning radius of the vehicle is larger than the radius during steady turning. The understeer state occurs due to insufficient turning lateral force of the front wheels and insufficient turning yaw moment of the vehicle. One of the causes of insufficient turning lateral force of the front wheels is that the vehicle speed is excessive. Therefore, the understeer state can be reduced by reducing the vehicle speed and reducing the shortage of the turning yaw moment of the vehicle.

  For example, as described in Patent Document 1 below, when the vehicle is in an understeer state, the vehicle is stabilized to reduce the understeer state by reducing the vehicle speed or reducing the vehicle speed and applying a turning assist yaw moment to the vehicle. Control is well known. Vehicle stabilization control that reduces the understeer state is not only when the vehicle is decelerated by the driver's braking operation, but also when the vehicle is not braking or when the braking / driving force of the vehicle is automatically controlled Sometimes, it is performed by applying a turning assist yaw moment due to a decrease in the driving force of the vehicle or a difference in driving force between the left and right wheels.

JP 2011-46289 A

[Problems to be Solved by the Invention]
In the vehicle stabilization control, the vehicle speed and the driving force of the vehicle are reduced by controlling the braking device to apply braking force to the left and right wheels, and the turning assist yaw moment is applied to the left and right wheels. This is done by making a difference in braking force. When a braking force is applied to the wheel, an electromagnetic valve and an oil pump included in the braking device are operated, so that their operating sounds are generated.

  When the vehicle stabilization control is performed at the time of braking of the vehicle, since the solenoid valve or the like is already operated, those operating sounds when the vehicle stabilization control is performed do not give the vehicle occupant an uncomfortable feeling. Absent. However, when the vehicle stabilization control is performed when the vehicle is not braked or during automatic operation control, the operation of the solenoid valve or the oil pump is suddenly started in a situation where the braking force is not applied to the wheels. Therefore, it is easy for the vehicle occupant to feel the operation sound uncomfortable. In particular, during automatic operation control in which no acceleration / deceleration operation is performed by the driver, the vehicle occupant tends to feel uncomfortable operation sounds of the electromagnetic valve and the like.

  The present invention has been made in view of the above-described problems when the vehicle stabilization control is performed during the execution of the automatic driving control that automatically controls the braking / driving force of the vehicle. The main problem of the present invention is to reduce the possibility that a vehicle occupant may feel uncomfortable operation noise of an electromagnetic valve of a braking device when vehicle stabilization control is performed during execution of automatic driving control. It is.

[Means for Solving the Problems and Effects of the Invention]
According to the present invention, the main problem described above is a drive that calculates a target driving force of a vehicle according to the traveling state of the vehicle and controls the driving device of the vehicle so that the driving force of the vehicle becomes the target driving force of the vehicle. And a braking force control device that controls a braking device that applies braking force to each wheel, and automatically controls the braking / driving force of the vehicle by the driving force control device and the braking force control device. In the vehicular automatic driving control device, when the stability of the running motion of the vehicle decreases during the automatic driving control in which the driving device applies driving force to the vehicle, the driving force of the vehicle is applied by applying braking force to the left and right wheels. The vehicle automatic driving control device is characterized in that the vehicle driving force is reduced to stabilize the traveling motion of the vehicle by reducing the target driving force of the vehicle.

  According to the above configuration, when stabilizing the traveling motion of the vehicle by reducing the driving force of the vehicle, the driving force of the vehicle is not reduced by applying braking force to the left and right wheels. By reducing the driving force, the driving force of the vehicle is reduced. Therefore, compared with the conventional case where the driving force of the vehicle is reduced by applying the braking force to the left and right wheels without reducing the driving force applied to the vehicle, the braking device applies the braking force to the wheels. The magnitude of the braking force and the frequency of applying the braking force can be reduced. Therefore, compared with the conventional case, the time and frequency of operation of the solenoid valve or the like included in the braking device can be reduced. Therefore, when the vehicle stabilization control is performed during the automatic operation control, the vehicle It is possible to reduce a possibility that an occupant feels uncomfortable operation sound of the electromagnetic valve or the like.

  The automatic driving control device for a vehicle reduces the driving force of the vehicle by reducing the target driving force of the vehicle when an understeer tendency occurs in the vehicle during the automatic driving control in which the driving force is applied to the vehicle by the driving device. In addition, the traveling motion of the vehicle may be stabilized by applying a braking force to the rear wheels on the inside of the turn and applying a turning assist yaw moment due to the difference in driving force between the left and right wheels to the vehicle.

  In addition, the vehicle automatic driving control device calculates the basic target driving force of the vehicle for automatic driving, corrects the basic target driving force so that the traveling motion of the vehicle is stabilized, and corrects the basic target driving force after correction. The target driving force of each driving wheel is calculated based on the driving force so that the vehicle's running motion is stabilized, and the final target driving force of the vehicle is calculated based on the larger value of the target driving forces of the left and right driving wheels The driving force is controlled by the driving force control device so that the driving force of the vehicle becomes the final target driving force, and the driving force of the wheel having the smaller target driving force among the left and right driving wheels is the target of the wheel. The braking force applied to the wheel by the braking device may be controlled by the braking force control device so that the braking force is obtained.

  In addition, the vehicle automatic driving control apparatus may estimate the distance from the following vehicle, and reduce the amount of basic target driving force reduction correction when the distance is equal to or less than a reference value.

It is a schematic block diagram which shows the automatic driving control apparatus for vehicles which concerns on embodiment of this invention applied to the rear-wheel drive vehicle. It is a flowchart which shows the routine of the braking / driving force control at the time of automatic operation control in embodiment. It is a map for calculating the correction coefficient K based on the absolute value of the drift value DV.

  Hereinafter, the present invention will be described in detail with reference to the accompanying drawings.

  FIG. 1 is a schematic configuration diagram showing an automatic driving control device 10 for a vehicle according to an embodiment of the present invention applied to a rear wheel drive vehicle. The automatic driving control device 10 is mounted on a vehicle 12, and the vehicle 12 has a right front wheel 14FR, a left front wheel 14FL, a right rear wheel 14RR, and a left rear wheel 14RL. Further, the vehicle 12 includes a driving device 16 that generates a driving force and a braking device 18 that generates a braking force. Although not shown in FIG. 1, the driving device 16 includes an engine and a transmission. It is out.

  The driving device 16 is controlled by the driving force control device 20, and equally applies driving force to the rear wheels 14RR and 14RL via a propeller shaft, a differential gear, and the like not shown in FIG. The depression amount of the accelerator pedal 22 operated by the driver is detected by the accelerator opening sensor 24 as the accelerator opening φ. The driving force control device 20 normally controls the engine output and the transmission gear ratio based on the accelerator opening φ and the like, thereby controlling the driving force of the rear wheels 14RR and 14RL according to the accelerator opening φ and the like. To do. Further, the driving force control device 20 controls the output of the engine and the speed ratio of the transmission regardless of the accelerator opening φ, etc. as necessary, and thereby the rear wheels 14RR and 14RL of the rear wheels 14RR and 14RL are controlled regardless of the accelerator opening φ. Control the driving force.

  The braking device 18 includes a hydraulic circuit 26, a right front wheel wheel cylinder 28FR, a left front wheel wheel cylinder 28FL, a right rear wheel wheel cylinder 28RR, a left rear wheel wheel cylinder 28RL, a brake pedal 30, and a master. Cylinder 32. The hydraulic circuit 26 includes an oil reservoir, an oil pump, various electromagnetic valves, and the like, which are not shown in the figure, and changes the braking force of the corresponding wheel by changing the braking pressure of each wheel cylinder. It is like that.

  The braking device 18 is controlled by the braking force control device 34 and applies a braking force corresponding to the pressure in the master cylinder 32 detected by the pressure sensor 36 at the normal time, that is, the braking force corresponding to the master cylinder pressure Pm, to each wheel. Further, the braking device 18 is controlled by the braking force control device 34, thereby individually controlling the braking force of each wheel as necessary regardless of the master cylinder pressure Pm.

  The front wheels 14FR and 14FL are driven wheels and steering wheels. These wheels are steered in a well-known manner through tie rods by a rack-and-pinion type steering device that is driven in response to the steering operation of the steering wheel by the driver (not shown). It is like that.

  The driving force control device 20 and the braking force control device 34 are controlled by a travel control device 38 as necessary. The travel control device 38 shows the steering angle θ, the vehicle speed V, the vehicle longitudinal acceleration Gx, and the vehicle lateral acceleration Gy detected by the steering angle sensor 40, the vehicle speed sensor 42, the longitudinal acceleration sensor 44, and the lateral acceleration sensor 46, respectively. A signal is input. In addition, a signal indicating the vehicle yaw rate γ detected by the yaw rate sensor 48 is input to the travel control device 38, and signals indicating information about the objects ahead and behind the vehicle detected by the radar sensors 50F and 50R, respectively. Entered.

  Further, a signal indicating whether or not the switch is turned on, that is, whether or not to perform automatic driving control of the vehicle, is input to the travel control device 38 from a selection switch 52 operated by a vehicle occupant. When the selection switch 52 is on, a signal indicating the set control vehicle speed Vc is input to the travel control device 38 from a control vehicle speed setting device (not shown) operated by a vehicle occupant.

  When the selection switch 52 is OFF, the travel control device 38 does not control the driving force control device 20 and the braking force control device 34, and these control devices perform the above-described normal driving force control and braking force control, respectively. (Non-automatic operation mode). On the other hand, when the selection switch 52 is on, the travel control device 38 controls the driving force control device 20 and the braking force control device 34 so that the braking / driving force is controlled for automatic driving of the vehicle ( Automatic operation mode).

  In the automatic operation mode, the traveling control device 38 calculates the target driving force of the vehicle for controlling the vehicle speed V to the control vehicle speed Vc according to the flowchart shown in FIG. 3, and the driving force of the vehicle becomes the target driving force. The driving force control apparatus 20 is controlled so that it becomes. When the traveling control device 38 determines that the inter-vehicle distance from the preceding vehicle is reduced based on the signal input from the radar sensor 50F, the target driving force of the vehicle is set so that the inter-vehicle distance from the preceding vehicle does not become a predetermined distance or less. Correct. Further, when the traveling control device 38 determines that the vehicle is in an understeer tendency, the travel control device 38 reduces the target driving force of the vehicle so that the understeering tendency is reduced, and generates a turning assist yaw moment due to the driving force difference between the left and right rear wheels. It is given to the vehicle.

  The driving force control device 20, the braking force control device 34, and the traveling control device 38 actually include a CPU, a ROM, a RAM, an input / output port device, etc., which are connected to each other by a bidirectional common bus. A microcomputer having a known configuration may be used. In addition, the driving force control device 20, the braking force control device 34, and the travel control device 38 exchange signals with each other as necessary.

  Next, braking / driving force control during automatic operation control in the embodiment will be described with reference to the flowchart shown in FIG. The braking / driving force control according to the flowchart shown in FIG. 2 is repeatedly executed at predetermined time intervals by the traveling control device 38 in a situation where the selection switch 52 is on. In the following description, the braking / driving force control according to the flowchart shown in FIG. 2 is simply referred to as “control”.

  First, prior to step 10, a signal or the like indicating the steering angle θ detected by the steering angle sensor 60 is read. In step 10, a drift value DV indicating the degree of the understeer state of the vehicle is calculated. The drift value DV may be calculated in any manner known in the art.

For example, with Kh as the stability factor, H as the wheel base, Rg as the steering gear ratio, the normative yaw rate γc is calculated according to equation (1), T is the time constant, s is the Laplace operator, The target yaw rate γt is calculated according to 2).
γc = V · (θ / Rg) / {(1 + Kh · V ² ) · H} (1)
γt = γc / (1 + T · s) (2)

Further, based on the target yaw rate γt and the yaw rate γ of the vehicle detected by the yaw rate sensor 48, the drift value DV is calculated according to the equation (3). The drift value DV may be calculated according to the equation (4).
DV = (γt−γ) (3)
DV = H · (γt−γ) / V (4)

  In step 20, the basic target driving force Fdvtb of the vehicle for controlling the vehicle speed V to the control vehicle speed Vc is calculated. When the preceding vehicle is detected by the radar sensor 50F and it is determined that the inter-vehicle distance is reduced, the basic target driving force Fdvtb is corrected so that the inter-vehicle distance from the preceding vehicle does not become a predetermined distance or less.

  Further, the size of the friction circle of the left and right rear wheels is estimated based on the longitudinal acceleration Gx of the vehicle and the lateral acceleration Gy of the vehicle. When the absolute value of the drift value DV is less than the reference value DV0 (positive constant), the basic target driving force Fdvtb is distributed to the left and right rear wheels so as to be proportional to the size of the friction circle. The target driving forces Fdrrt and Fdrlt for the left rear wheel are calculated. On the other hand, when the absolute value of the drift value DV is greater than or equal to the reference value DV0, the basic target driving force Fdvtb is adjusted to the left and right rear so that a turning assist yaw moment that reduces the understeer state of the vehicle is generated based on the drift value DV. By distributing to the wheels, the target driving forces Fdrrt and Fdrlt of the right rear wheel and the left rear wheel are calculated.

  Note that the calculation of the target driving force of the wheels by distributing the basic target driving force Fdvtb to the left and right rear wheels is not limited to the above-described manner, as long as the vehicle can be driven stably. , May be performed in any manner.

  Further, when the basic target driving force Fdvtb is a positive value, the target braking forces Fbfrt and Fbflt for the right front wheel and the left front wheel are zero. Further, when the basic target driving force Fdvtb is a negative value, the same value as the absolute value is set as the target braking force Fbvt of the vehicle, and the target braking force Fbvt is set at the front and rear wheel distribution ratio set in advance. Are distributed to the target braking forces Fbvft and vrt of the front and rear wheels. Further, a braking force that is a half of the target braking force Fbvft is applied to the left and right front wheels, and a braking force that is a half of the target braking force Fbvrt is applied to the left and right rear wheels.

  In step 30, it is determined whether or not the vehicle is in an understeer tendency, for example, by determining whether or not the absolute value of the drift value DV is equal to or greater than the reference value DV0. When an affirmative determination is made, the control proceeds to step 50, and when a negative determination is made, the control proceeds to step 40.

  In step 40, the target driving force Fdvt of the vehicle is set to the basic target driving force Fdvtb, the target braking forces Fbrrt and Fbrlt of the right rear wheel and the left rear wheel are set to 0, and then the control proceeds to step 100.

  In step 50, the inter-vehicle distance Lb with the following vehicle detected by the radar sensor 50R is calculated, and it is allowed to determine whether the inter-vehicle distance Lb is larger than the reference value Lb0, that is, to reduce the driving force of the vehicle. Whether or not is determined. When an affirmative determination is made, the control proceeds to step 70, and when a negative determination is made, after the correction coefficient K for correcting the target driving force of the vehicle is set to 1 in step 60, the control proceeds to step 70. Proceed to 80.

  Note that when the following vehicle is not detected by the radar sensor 50R, the inter-vehicle distance Lb may be considered as infinite, so an affirmative determination is made in step 50. The reference value Lb0 may be a positive constant value. However, when the inter-vehicle distance Lb is the same, the higher the vehicle speed V is and the higher the decrease rate of the inter-vehicle distance Lb is, the higher the possibility that the following vehicle will collide with the own vehicle. Therefore, the reference value Lb0 may be variably set according to at least one of the decrease rate of the vehicle speed V and the inter-vehicle distance Lb so that the vehicle speed V is higher and the decrease rate of the inter-vehicle distance Lb is higher at a positive value. .

In step 70, the larger the absolute value of the drift value DV is, the smaller the value is.
Based on the absolute value of the drift value DV, a correction coefficient K (a positive value smaller than 1) is calculated from the map indicated by the solid line in FIG.

In step 80, the larger value of the target driving forces Fdrrt and Fdrlt of the right rear wheel and the left rear wheel is set to Fdrtmax, and the target driving force Fdvt of the vehicle is calculated according to the equation (5). When the target driving forces Fdrrt and Fdrlt are the same, Fdrtmax is the same value as them.
Fdvt = 2 ・ Fdrtmax ・ K (5)

In step 90, target braking forces Fbrrt and Fbrlt for the right rear wheel and the left rear wheel are calculated according to equations (6) and (7), respectively.
Fbrrt = Fdvt / 2-Fdrrt (6)
Fbrlt = Fdvt / 2-Fdrlt (7)

  When the target braking force is calculated as a negative value, the target braking force is set to zero. For example, when the target driving force Fdrrt for the right rear wheel is larger than one half of the target driving force Fdvt of the vehicle, the target braking force Fbrrt is calculated as a negative value, so the target braking force Fbrrt is set to zero. The On the contrary, when the target driving force Fdrlt of the left rear wheel is larger than half of the target driving force Fdvt of the vehicle, the target braking force Fbrlt is calculated as a negative value, so the target braking force Fbrlt is set to 0. Is done. Further, since the vehicle is in an understeer tendency, the target driving forces Fdrrt and Fdrlt of the right rear wheel and the left rear wheel are not the same. Further, instead of calculating the target driving force, the turning direction of the vehicle is determined based on, for example, the yaw rate γ of the vehicle, and the target braking force is calculated according to the equation (6) or (7) only for the turning inner rear wheel, The target braking force of the turning outer rear wheel may be set to zero.

  In step 100, the driving device 16 is controlled via the driving force control device 20 so that the driving force Fdv of the vehicle becomes the target driving force Fdvt. Further, the braking device 18 is controlled via the braking force control device 34 so that the braking forces Fbrr and Fbrl of the right rear wheel and the left rear wheel become the target braking forces Fbrrt and Fbrlt, respectively.

  Next, the operation of the automatic driving control apparatus 10 configured as described above will be described for each traveling state of the vehicle.

A. <When the vehicle does not tend to understeer>
Since a negative determination is made in step 30, the target driving force Fdvt of the vehicle is set to the basic target driving force Fdvtb in step 40, and the target braking forces Fbrrt and Fbrlt of the right rear wheel and the left rear wheel are set to zero. Therefore, the driving device 16 is controlled by the driving force control device 20 so that the driving force Fdv of the vehicle becomes the target driving force Fdvt (= Fdvtb), thereby applying a braking force to both the right rear wheel and the left rear wheel. Instead, a driving force of Fdvt / 2 is applied to these rear wheels.

  Accordingly, the driving force Fdv of the vehicle is controlled to the target driving force Fdvt without a decrease in the driving force of the vehicle due to the braking force applied to the wheels and the application of the turning assist yaw moment due to the driving force difference between the left and right rear wheels. Thus, the vehicle speed V is controlled to become the control vehicle speed Vc in principle.

B. <When the vehicle is understeering and the following vehicle is not approaching>
Since the vehicle tends to be understeered, an affirmative determination is made in step 30 and an affirmative determination is also made in step 50 because the following vehicle is not approaching. Accordingly, steps 70 to 90 are executed. That is, in steps 70 and 80, the target driving force Fdvt of the vehicle is reduced in accordance with the absolute value of the drift value DV so that the vehicle's understeer tendency is reduced due to a decrease in the vehicle speed. Further, in step 90, the driving force of the left and right rear wheels becomes the target driving force Fdrlt and Fdrrt, respectively, and a turning assist yaw moment that reduces the understeer tendency of the vehicle due to the driving force difference between the left and right rear wheels is applied to the vehicle. A braking force is applied to the turning inner rear wheel.

  Therefore, the target yaw rate γt of the vehicle is reduced due to the decrease in the vehicle speed due to the decrease in the driving force of the vehicle, and the yaw rate γ of the vehicle is increased by applying the turning assist yaw moment due to the difference in driving force between the left and right rear wheels Is done. Therefore, the magnitude of the deviation between the target yaw rate γt and the actual yaw rate γ can be effectively reduced, so that only one of the decrease of the target yaw rate γt and the increase of the actual yaw rate γ can be performed. Thus, the understeer tendency of the vehicle can be effectively reduced.

  In particular, the reduction in the driving force of the vehicle to reduce the vehicle's understeer tendency is not achieved by applying braking force to the left and right rear wheels without reducing the target driving force Fdvt of the vehicle. This is achieved by reducing the target driving force Fdvt of the vehicle. Therefore, the braking force applied to the vehicle can be reduced as compared with the case where the braking force is applied to the left and right rear wheels without reducing the target driving force of the vehicle, and the braking force is applied. The number of wheels can be reduced. Accordingly, the frequency and magnitude of operation sounds of various solenoid valves and oil pumps in the hydraulic circuit 26 accompanying the application of the braking force are reduced, and energy consumed to reduce the understeer tendency of the vehicle is reduced. Thus, the fuel consumption of the vehicle can be improved.

C. <When the vehicle is understeering and the following vehicle is approaching>
Since the vehicle has an understeer tendency, an affirmative determination is made in step 30, but a negative determination is made in step 50 because the following vehicle is approaching. Therefore, since the target driving force Fdvt of the vehicle is not reduced, the vehicle speed is not reduced due to the reduction of the driving force of the vehicle. However, when step 90 is executed, a braking force is applied to the turning inner rear wheel so that a turning assist yaw moment that reduces the understeer tendency of the vehicle due to the difference in driving force between the left and right rear wheels is applied to the vehicle.

  Therefore, the turning assist yaw moment due to the driving force difference between the left and right rear wheels is applied to the vehicle without increasing the possibility that the following vehicle will collide with the own vehicle due to the decrease in the vehicle speed due to the decrease in the driving force of the vehicle. The yaw rate γ is increased. Therefore, the understeer tendency of the vehicle can be reduced without increasing the possibility that the following vehicle will collide with the host vehicle.

  Also in the case of C, the wheel to which the braking force is applied is only one of the left and right rear wheels. Therefore, compared with the case where braking force is applied to both the left and right rear wheels, the frequency and magnitude of operation sounds of various solenoid valves and oil pumps in the hydraulic circuit 26 are reduced and the braking force is reduced. It is possible to improve the fuel consumption of the vehicle by reducing the energy consumed by the application.

  In any of the cases A to C, when the inter-vehicle distance with the preceding vehicle decreases, the braking / driving force of the vehicle is controlled so that the inter-vehicle distance with the preceding vehicle does not become a predetermined distance or less. Vehicle speed is reduced.

  In the case of B, the braking force is applied to the turning inner rear wheel based on the target braking force Fbrrt or Fbrlt. However, the application of the braking force is not performed in order to decrease the vehicle speed, but is performed in order to apply a turning assist yaw moment to the vehicle with a difference in driving force between the left and right rear wheels.

  Further, in the case of C, since the following vehicle is approaching, a negative determination is made in step 50, and the correction coefficient K is set to 1 in step 60, so that it is based on the basic target driving force Fdvtb. The target driving force reduction correction amount when calculating the target driving force Fdvt is reduced to zero. However, when the correction coefficient K is set to a value between the value indicated by the solid line in FIG. 3 and 1, the reduction correction amount of the target driving force when the following vehicle is approaching is 0 Alternatively, it may be set to a value smaller than the target drive force reduction correction amount when the following vehicle is not approaching. In that case, compared with the case where the correction coefficient K is set to the value shown by the solid line in FIG. 3, the possibility of the vehicle following the rear end of the vehicle is reduced and the understeer tendency of the vehicle is reduced. can do.

  Although the present invention has been described in detail with respect to specific embodiments, the present invention is not limited to the above-described embodiments, and various other embodiments are possible within the scope of the present invention. This will be apparent to those skilled in the art.

  For example, in the above-described embodiment, as the automatic operation control, constant speed control for controlling the vehicle speed V to the control vehicle speed Vc and inter-vehicle distance control for preventing the inter-vehicle distance from the preceding vehicle from becoming a predetermined distance or less. In addition, the braking / driving force of the vehicle is controlled. However, automatic operation control is not limited to these. For example, the automatic driving control may include inter-vehicle distance control for controlling the inter-vehicle distance with the preceding vehicle to be constant, and collision prevention control for preventing a collision with an obstacle.

  In the above-described embodiment, the braking / driving force of the vehicle is controlled as the automatic operation control. However, in addition to controlling the braking / driving force of the vehicle, in order to make the vehicle travel along the traveling path based on the information ahead of the vehicle or to avoid collision with an obstacle ahead of the vehicle, Automatic steering control for controlling the angle may be performed.

  In the above-described embodiment, the drive device includes an engine and a transmission, but the drive device may be a hybrid system or an electric motor common to the left and right wheels. The vehicle is a rear wheel drive vehicle in which driving force is applied to the rear wheels by the drive device, but the vehicle to which the automatic driving control device of the present invention is applied may be a front wheel drive vehicle or a four wheel drive vehicle. Good. In the case of these vehicles, the application of the braking force for applying the turning assist yaw moment to the vehicle is not limited to the turning inner rear wheel, and may be performed on the turning inner front wheel. It may be performed on both the inner front wheel and the turning inner rear wheel.

  Further, in the above-described embodiment, the correction coefficient K is calculated from the map of the solid line in FIG. 3 based on the absolute value of the drift value DV in step 70. However, instead of steps 50 and 60, it is determined that the following vehicle may collide so that the higher the vehicle speed V is, the lower the inter-vehicle distance Lb is, and the higher the decreasing rate of the inter-vehicle distance Lb is, and the correction coefficient K is the drift value DV. 3 may be calculated from the solid line and broken line map of FIG. In this case, when determining the possibility that the following vehicle will collide, any one of the vehicle speed V, the inter-vehicle distance Lb, and the decreasing rate of the inter-vehicle distance Lb may not be considered.

  DESCRIPTION OF SYMBOLS 10 ... Automatic driving control device, 12 ... Vehicle, 16 ... Drive device, 18 ... Braking device, 20 ... Driving force control device, 26 ... Hydraulic circuit, 34 ... Braking force control device, 38 ... Traveling control device, 52 ... Selection switch

Claims (1)

A driving force control device that calculates the target driving force of the vehicle in accordance with the traveling state of the vehicle and controls the driving device of the vehicle so that the driving force of the vehicle becomes the target driving force of the vehicle, and applies a braking force to each wheel. An automatic driving control device for a vehicle having a braking force control device for controlling a braking device, and automatically controlling the braking / driving force of the vehicle by the driving force control device and the braking force control device;
When the stability of the running motion of the vehicle is reduced during the automatic driving control for applying the driving force to the vehicle by the driving device, the driving force of the vehicle is not reduced by applying the braking force to the left and right wheels. An automatic driving control device for a vehicle that reduces the driving force of the vehicle by stabilizing the target driving force of the vehicle to stabilize the traveling motion of the vehicle.

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