JP2000043610A - Traveling control device for vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To improve traveling stability of a vehicle by providing a car speed control means for controlling an output control means so that a car speed keeps a designated set speed, and an inhibit means for inhibiting the operation of the car speed control means in the condition where an attitude control means is operated. SOLUTION: A by-pass passage 27a bypassing a throttle valve 23 to supply air into a cylinder is disposed in an intake passage 28 of an engine 21. In the midway of the by-pass passage 27a, an idle speed control valve 27 is disposed. The valve 27 is formed by a proportional solenoid valve for controlling the quantity of air circulating through the by-pass passage 27a in idling an engine 21 and controlling the attitude to regulate the idling rotating speed and the output torque of the engine. In controlling the attitude, braking of each wheel is controlled to apply turning moment and decelerating force to the car body, thereby inhibiting side slip of a front wheel or rear wheel.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a vehicle traveling control device.

[0002]

2. Description of the Related Art In recent automobiles, a vehicle state quantity such as a yaw rate and a steering angle of a running vehicle is detected.
A posture control device for suppressing side slip and spin of the vehicle at the time of cornering, emergency obstacle avoidance, sudden change of road surface condition, and the like is mounted (see Japanese Patent Application Laid-Open No. 6-69230).

Further, recent automobiles are equipped with an auto cruise control system for maintaining a constant vehicle speed during traveling without operating an accelerator pedal.

[0004]

However, when the attitude control device operates during the auto cruise control, the output torque of the engine generated by the auto cruise control and the amount of torque reduction (or torque increase) generated by the attitude control device. And interfere with each other,
For example, it is conceivable that a greater torque reduction than usual would be required, resulting in poor responsiveness when the running attitude of the vehicle converges to the target attitude.

SUMMARY OF THE INVENTION The present invention has been made in view of the above-mentioned problems, and has as its object to prevent interference between auto cruise control and attitude control, and to improve the running stability of the vehicle by giving priority to attitude control. It is to provide a control device.

[0006]

SUMMARY OF THE INVENTION In order to solve the above-mentioned problems and to achieve the object, a vehicle traveling control device according to the present invention comprises:
The following configuration is provided. That is, when the running attitude of the vehicle deviates from the target attitude, attitude control means for converging the running attitude to the target attitude, output control means for controlling the output from the power unit of the vehicle, and the vehicle speed maintains a predetermined set speed. Vehicle speed control means for controlling the output control means so that
A prohibition unit for prohibiting the operation of the vehicle speed control unit when the attitude control unit operates.

[0007] Preferably, the output control means includes:
The output from the power unit is gradually corrected from when the operation of the vehicle speed control unit is prohibited.

[0008] Preferably, the output control means includes:
The output from the power unit is corrected according to the running posture of the vehicle from when the operation of the vehicle speed control unit is prohibited.

Preferably, the output control means includes:
When the vehicle is a front wheel drive and the running posture of the vehicle is in a spin state, the output from the power unit is corrected in a direction to maintain or increase.

[0010] Preferably, the output control means includes:
When the running posture of the vehicle is in a drift-out state, the output from the power unit is corrected to decrease.

Preferably, the output control means includes:
The output from the power unit is corrected in a decreasing direction from the time when the operation of the vehicle speed control unit is prohibited, and when the running posture of the vehicle is in a drift-out state, compared to when the running posture of the vehicle is in a spin state. Thus, the degree of decrease in the output from the power unit is increased.

Preferably, the output control means includes:
Adjust the throttle valve opening of the engine.

Further, the vehicle travel control device of the present invention has the following configuration. That is, when the running attitude of the vehicle deviates from the target attitude, attitude control means for converging the running attitude to the target attitude, output control means for controlling the output from the power unit of the vehicle, and the inter-vehicle distance is a predetermined set distance An inter-vehicle distance control unit that controls the output control unit so as to maintain the output control unit, and a prohibition unit that prohibits the operation of the inter-vehicle distance control unit when the attitude control unit operates.

[0014]

As described above, according to the present invention, when the attitude control means is operated, the operation of the vehicle speed control means is prohibited, so that interference between the vehicle speed control and the attitude control is prevented, and the attitude control is performed. The traveling stability of the vehicle can be improved with priority.

According to the second aspect of the present invention, the output control means suppresses the torque shock due to the rapid return of the throttle valve by gradually correcting the output from the power unit from the time when the operation of the vehicle speed control means is prohibited. As a result, the running stability of the vehicle can be improved.

According to the third aspect of the present invention, the output control means corrects the output from the power unit in accordance with the running posture of the vehicle from the time when the operation of the vehicle speed control means is inhibited, thereby controlling the running posture of the vehicle. The output of the power unit can be controlled in this way, and the responsiveness during attitude control is improved.

According to the fourth aspect of the present invention, the output control means is configured to maintain or increase the output from the power unit when the vehicle is driven by the front wheels and the running posture of the vehicle is in a spin state. By making the correction, in order to reestablish the spin state in the case of a front-wheel drive vehicle, it is necessary to increase the torque to the drive wheels. Therefore, the output torque at the time of vehicle speed control is useful, and the responsiveness to the torque increase request can be improved.

Further, according to the fifth aspect of the present invention, the output control means corrects the output from the power unit in a direction to decrease when the running posture of the vehicle is in the drift-out state, so that the output control means is in the drift-out state. Torque reduction is required to re-establish the attitude of the vehicle, but in particular, it suppresses torque shock due to sudden output drop during vehicle speed control,
The vehicle posture can be stabilized.

According to the sixth aspect of the present invention, the output control means corrects the output from the power unit in a decreasing direction from the time when the operation of the vehicle speed control means is inhibited, and when the running posture of the vehicle is in a drift-out state. In this case, the responsiveness of the output torque during spinning or drift-out can be improved by increasing the degree of decrease in the output from the power unit as compared with the case where the running posture of the vehicle is in the spin state.

Further, according to the invention of claim 7, the output control means can adjust the output torque in accordance with the amount of intake air to the engine by adjusting the throttle valve opening of the engine. In particular, when controlling the throttle opening,
Although there is a large delay with respect to the output change, even in this case, it is possible to respond with good responsiveness.

Further, according to the invention of claim 8, when the attitude control means is operated, the operation of the inter-vehicle distance control means is inhibited, so that interference between the inter-vehicle distance control and the attitude control is prevented, and the attitude control is performed. The traveling stability of the vehicle can be improved with priority.

[0022]

Embodiments of the present invention will be described below in detail with reference to the accompanying drawings. [Control Block Configuration of Attitude Control Apparatus] FIG. 1 is a diagram showing an overall configuration of a control block of a vehicle attitude control apparatus according to an embodiment of the present invention. FIG. 2 is a schematic diagram of a power unit mounted on the vehicle of the present embodiment.

As shown in FIG. 1, the attitude control apparatus according to the present embodiment can be used, for example, when the running state of the vehicle is cornering, when avoiding an emergency obstacle, or when the road surface condition is suddenly changed. In order to suppress the spin, the braking force to the front, rear, left and right wheels is controlled. Each wheel has
FR (right front wheel) brake such as hydraulic disc brake 3
1. FL (left front wheel) brake 32, RR (right rear wheel) brake 33, RL (left rear wheel) brake 34 are provided. These FR, FL, RR, RL brakes 31 to 34
Are connected to the hydraulic control unit 30, respectively. The hydraulic control unit 30 includes FR, FL, RR, and RL brakes 31.
To brake wheels 34 (not shown), and a braking force is applied to each wheel by introducing hydraulic pressure to the wheel cylinders of the brakes 31 to 34. The hydraulic control unit 30 includes a pressurizing unit 36 and a master cylinder 37.
It is connected to the. The master cylinder 37 generates a primary hydraulic pressure in accordance with the depression force of the brake pedal 38. This one
The next hydraulic pressure is introduced into the pressurizing unit 36, is pressurized to the secondary hydraulic pressure by the pressurizing unit 36, and is introduced into the hydraulic pressure control unit 30. The hydraulic control unit 30 includes the SCSECU 10
And controls the distribution of oil pressure to the FR, FL, RR, and RL brakes 31 to 34 in response to a braking control signal from the ECU 10 to control the braking force on each wheel.

SCS (STABILITY CONTROLLED SYSTEM)
The ECU (ELECTRONIC CONTROLLED UNIT) 10 controls the braking of the front, rear, left and right wheels as the attitude control device of the present embodiment, and also controls the well-known ABS (anti-lock brake system) control and traction control system. It is an arithmetic processing device that manages. SCS / EC
U10 includes an FR wheel speed sensor 11, an FL wheel speed sensor 12, an RR wheel speed sensor 13, an RL wheel speed sensor 14,
Vehicle speed sensor 15, steering steering angle sensor 16, yaw rate sensor 17, lateral acceleration sensor 18, longitudinal acceleration sensor 19, brake pedal pressure sensor 35, EGIE
The CU 20 and the traction off switch 40 are connected.

An outline of the ABS control and the traction control will be described. The ABS control automatically controls the braking force on the wheels when a sudden braking operation is performed while the vehicle is running and the wheels are likely to lock on the road surface. This is a system that controls the wheels to stop while suppressing the lock of the wheels. Traction control suppresses the phenomenon that the wheels slip on the road surface while the vehicle is running by controlling the driving force or braking force on each wheel. This is a system that runs while traveling.

The FR wheel speed sensor 11 outputs a detection signal v1 of the right front wheel speed to the SCS / ECU 10. The FL wheel speed sensor 12 outputs a detection signal v2 of the wheel speed of the front left wheel to the SC.
Output to S · ECU 10. The RR wheel speed sensor 13 outputs a detection signal v3 of the wheel speed of the right rear wheel to the SCS / ECU 10. The RL wheel speed sensor 14 outputs a detection signal v4 of the wheel speed of the left rear wheel to the SCS / ECU 10. The vehicle speed sensor 15 outputs a detection signal V of the traveling speed of the vehicle to the SCS / ECU 1
Output to 0. The steering steering angle sensor 16 outputs a steering rotation angle detection signal θH to the SCS-ECU 10. Yaw rate sensor 17 outputs detection signal ψ of the yaw rate actually generated in the vehicle body to SCS / ECU 10. The lateral acceleration sensor 18 outputs a detection signal Y of a lateral acceleration actually generated in the vehicle body to the SCS / ECU 10. The longitudinal acceleration sensor 19 outputs a detection signal Z of the longitudinal acceleration actually generated in the vehicle body to the SCS / ECU 10. The brake depression force sensor 35 includes a pressure unit 36
And a detection signal PB of the depression force of the brake pedal 38
Is output to the SCS / ECU 10. The traction-off switch 40 is a switch for forcibly stopping wheel spin control (traction control), which will be described later, and outputs this switch operation signal S to the SCS-ECU 10. E
GI (ELECTRONIC GASOLINE INJECTION) ECU20
Means Engine 21, AT (AUTOMATIC TRANSMISSION) 2
2. Connected to the throttle valve 23, the output control of the engine 21, the shift control of the AT 22, the throttle valve 23
Is responsible for opening and closing control.

The EGIECU 20 is connected to an auto cruise control switch 24, an inter-vehicle distance control switch 25, and a radar 26, and receives an on / off signal of each switch, a radar detection signal, and the like.

When the auto cruise control switch 24 is turned on, the EGIECU 20 feedback-controls the throttle valve opening based on the actual vehicle speed and the vehicle speed at the time of switch-on so that the vehicle speed maintains the speed at the time of switch-on. The fuel injection amount is controlled so as to match the air-fuel ratio set in accordance with the operating state of the engine with respect to the intake air amount that changes. In addition, EGIEC
When the inter-vehicle distance control switch 25 is turned on, the U20 controls the throttle valve opening and the fuel injection amount by the radar 26 so that the inter-vehicle distance with the preceding vehicle is maintained at the inter-vehicle distance at the time of switch-on. Radar 26
Is located at the front of the vehicle body and detects the distance from the preceding vehicle by scanning an infrared laser or the like forward.

SCS ECU 10 and EGI ECU 2
Reference numeral 0 includes a CPU, a ROM, and a RAM, and executes a posture control program and an engine control program stored in advance based on the input detection signals.

As shown in FIG. 2, a bypass passage 27a for supplying air into the cylinder bypassing the throttle valve 23 is provided in an intake passage 28 of the engine 21, and an engine is provided in the middle of the bypass passage 27a. An idle speed control valve (ISC valve) 27 composed of a proportional solenoid valve for controlling the amount of air flowing through the bypass passage 27a at the time of idling or SCS control of the engine 21 to adjust the idle speed and the output torque of the engine. Has been established. [Schematic Description of Posture Control] The posture control according to the present embodiment is to apply a turning moment and a deceleration force to the vehicle body by controlling the braking of each wheel, thereby suppressing the sideslip of the front wheels or the rear wheels. For example, when the rear wheel is likely to skid while the vehicle is turning (spin), a brake is mainly applied to the front outer wheel to apply an outward moment to suppress the entrainment behavior inside the turn. When the front wheels are likely to skid to the outside of the turn (drift out), an appropriate amount of brake is applied to each wheel to apply an inward moment, and the turning radius is reduced by suppressing the engine output and adding a deceleration force. Is suppressed.

Although the details of the attitude control will be described later, the SCS / ECU 10 generally includes the vehicle speed sensor 15, the yaw rate sensor 17, and the lateral acceleration sensor 18 described above.
From the detection signals V, ψ, and Y, the actual sideslip angle (hereinafter referred to as actual sideslip angle) βact and the actual yaw rate (hereinafter referred to as actual yaw rate) ψact generated in the vehicle are calculated, and from the actual sideslip angle βact The reference value βref referred to in the calculation of the estimated sideslip angle βcont actually used for the SCS control is calculated. Also, the SCS / ECU 10
A target side slip angle βTR and a target yaw rate ψTR are calculated as a target attitude of the vehicle from a detection signal of a steering angle sensor or the like, and an estimated side slip angle βcont and a target side slip angle βTR are calculated.
Attitude control is started when the difference between the actual yaw rate ヨ ー act and the target yaw rate 所 定 TR exceeds a predetermined threshold β0, ψ0,
The control is performed so that the estimated actual sideslip angle βcont or the actual yaw rate ψact converges to the target sideslip angle βTR or the target yaw rate ψTR. [Detailed Description of Attitude Control] Next, the attitude control (hereinafter, referred to as SCS control) of the present embodiment will be described in detail.

FIG. 3 is a flowchart showing the overall operation for executing the attitude control of the present embodiment.

As shown in FIG. 3, first, when the ignition switch is turned on by the driver and the engine is started, in step S2, the SCS-ECU 10, the EGI-E
The CU 20 is initialized, and clears the sensor detection signal, the calculated value, and the like stored in the previous processing. In step S4, the SCS / ECU 10 detects the detection signal v1 of the above-described FR wheel speed sensor 11, the detection signal v2 of the FL wheel speed sensor 12, and RR.
Detection signal v3 of wheel speed sensor 13, RL wheel speed sensor 14
, The detection signal V of the vehicle speed sensor 15, the detection signal θH of the steering angle sensor 16, the detection signal ψ of the yaw rate sensor 17, and the detection signal of the lateral acceleration sensor 18.
Y, a detection signal Z of the longitudinal acceleration sensor 19, a detection signal PB of the brake pedal pressure sensor 35, and a switch operation signal S of the traction off switch 40 are input. Step S6
Then, the SCS / ECU 10 calculates the vehicle state quantity based on each of the detection signals described above. In step S7, a wheel speed correction process is executed based on the vehicle state quantity. In step S8, S
The CS / ECU 10 calculates an SCS control target value and a control output value required for the SCS control from the vehicle state quantity calculated in step S6. Similarly, in step S10, AB
An ABS control target value, a control output value, and the like required for the S control are calculated. In step S12, a traction control target value, a control output value, and the like required for the traction control are calculated.

In step S14, a control output arbitration process of each control output value calculated in steps S8 to S12 is executed. In this control output arbitration processing, the SCS control output value, the ABS control output value, and the traction control output value are compared, and the control is shifted to the control corresponding to the largest value.
Further, as will be described later, the arbitration process between the SCS control output value and the ABS control output value is executed according to the magnitude of the driver's brake pedal pressure PB. That is, in step S14, A
When the BS control output value is the largest value, the ABS control is executed based on the ABS control output value (step S1).
6) If the SCS control output value is the largest value, SC
SCS control is executed based on the S control output value (step S18), and when the traction control output value is the largest value, traction control is executed based on the traction control output value (step S20). Thereafter, in step S22, the SCS / ECU 10 makes a fail-safe determination as to whether the hydraulic control unit 30 or the like is operating normally, and if it is determined that there is an abnormality, stops the control corresponding to the abnormality location. , And returns to step S2 to repeatedly execute the above processing. [Explanation of SCS calculation process] Next, the details of the SCS calculation process shown in step S8 of FIG. 3 will be described. Note that the ABS control calculation processing and the traction control calculation processing in steps S10 and S12 are well known, and thus description thereof is omitted.

FIG. 4 is a flowchart for executing the SCS calculation processing of FIG.

As shown in FIG. 4, when the process is started,
In step S30, the SCS / ECU 10 determines the FR wheel speed v
1, FL wheel speed v2, RR wheel speed v3, RL wheel speed v4, vehicle speed
V, steering angle θ, actual yaw rate ψact, and actual lateral acceleration Yact are input. In step S32, SCS · E
The CU 10 calculates a vertical load generated in the vehicle. This vertical load is estimated and calculated from the vehicle speed V and the lateral acceleration Y by a well-known mathematical method. In step S33, SCS / EC
U10 calculates the actual sideslip angle βact actually generated in the vehicle. The actual sideslip angle βact is calculated by integrating the rate of change Δβact of the actual sideslip angle βact. Also, Δβa
ct is calculated by the following equation 1. Δβact = −ψact + Yact / V (1) Next, in step S34, the SCS · ECU 10
The reference value βref referred to in the calculation of the estimated sideslip angle βcont actually used for the S control is calculated. The reference value βref is based on the vehicle specifications and the vehicle state quantity (vehicle speed V, yaw rate ψact, actual lateral acceleration Yact, change speed Δβact of actual side slip angle βact, change amount (differential value) Δψ of yaw rate ψact.
act), estimated yaw moment D caused by braking
1.Estimated value D of the amount of lateral force reduction caused by braking
2 and is calculated using a two-degree-of-freedom model. In short, the reference value βref calculates the sideslip angle estimated based on the detected vehicle state quantity and the brake operation force. Then, in step S35, SCS / EC
U10 is an estimated side slip angle β actually used for SCS control.
Operate cont. The estimated sideslip angle βcont is calculated by solving a differential equation derived from the following Expressions 2 and 3. That is, Δβcont = Δβact + e + Cf · (βref−βcont) (2) Δe = Cf · (Δβref−Δβact-e) (3) where e: offset correction value of the yaw rate sensor and the lateral acceleration sensor Cf: cutoff frequency As will be described in detail later, the cutoff frequency Cf corrects the estimated sideslip angle βcont so as to converge to the reference value βref in accordance with the reliability of the reference value βref.
This is a factor for changing the correction speed when resetting the integration error generated at t, and is corrected so as to be smaller as the reliability of the reference value βref is lower. Also, the reference value βre
The low reliability of f is due to the cornering power Cp of the front wheels
f or when the cornering power Cpr of the rear wheel changes.

In step S36, the SCS-ECU 10 calculates a wheel slip ratio and a wheel slip angle of each wheel. The wheel slip ratio and the wheel slip angle are estimated and calculated from the wheel speeds v1 to v4 of each wheel, the vehicle speed V, the estimated side slip angle βcont, and the front wheel steering angle θH by a well-known mathematical method. In step S38, the SCS-ECU 10 calculates a load factor for each wheel. The wheel load factor is calculated in step S36.
Is calculated from the wheel slip rate and the wheel slip angle calculated in step S32 and the vertical load calculated in step S32 by a known mathematical method. In step S40, SCS · E
The CU 10 calculates a friction coefficient μ of the road surface during traveling. The coefficient of friction μ of the road surface is calculated by comparing the actual lateral acceleration Yact with the step S38.
Is calculated by a well-known mathematical method from the wheel load factors calculated in the above. Next, in step S42, SCS / EC
U10 calculates a target yaw rate ΔTR and a target sideslip angle βTR that are target values to converge the actual yaw rate Δact and the estimated sideslip angle βcont. Target yaw rate ψTR is vehicle speed
V, the road surface friction coefficient μ calculated in step S40 and the front wheel steering angle θH are estimated and calculated by a well-known mathematical method. Further, the target sideslip angle βTR is calculated by solving the differential equation of Expression 6 derived from Expressions 4 and 5 below. That is, βx = 1 / (1 + A · V ↑ 2) · {1- (M · Lf · V ↑ 2) / (2L·Lr · Cpr)} · Lr · θH / L (4) A = M · ( Cpr · Lr−Cpf · Lf) / 2L ↑ 2 · Cpr · Cpf (5) ΔβTR = C · (βx−βTR) (6) where V: vehicle speed θH: front wheel steering angle M: body mass I: Moment of inertia L: Wheel base Lf: Distance from front wheel to vehicle center of gravity Lr: Distance from rear wheel to vehicle center of gravity Cpf: Cornering power of front wheel Cpr: Cornering power of rear wheel C: Value corresponding to phase lag Represents a multiplier. For example, "L @
"2" means the square of L, and the same applies to the following description.

Next, in step S44, it is determined whether or not the auto cruise control switch 24 is turned on. If the auto cruise control switch 24 is ON in step S44 (YE in step S44)
S), it is determined in step S46 that the automatic cruise control is being performed, and the SCS control start thresholds β0 and ψ0 are set to SC.
The correction is made in the decreasing direction to facilitate the intervention in the S control.
During auto cruise control, the driver's attention is weakened, and the driver's danger avoidance determination tends to be delayed. As a result, intervention in attitude control is delayed, and the running attitude of the vehicle becomes unstable. In order to prevent this, it is easy to intervene in the attitude control during the auto cruise control, so that the unstable state of the running attitude of the vehicle is quickly restored.

In step S46, the SCS control amounts βamt and ψamt are corrected in the increasing direction during the SCS control during the auto-cruise control compared to the SCS during the non-auto-cruise control, and the convergence to the target value during the SCS control is performed. May be increased.

Next, in step S48 shown in FIG.
The CS / ECU 10 calculates the absolute value of the value obtained by subtracting the estimated sideslip angle βcont from the target sideslip angle βTR as the SCS control start threshold β
It is determined whether it is 0 or more (| βTR−βcont | ≧ β0?).
In step S48, the estimated sideslip angle β is calculated from the target sideslip angle βTR.
If the absolute value of the value obtained by subtracting cont is equal to or larger than the SCS control start threshold value β0 (YES in step S48), step S49 is performed.
To set the SCS control target value to the target side slip angle βTR. On the other hand, when the absolute value of the value obtained by subtracting the estimated sideslip angle βcont from the target sideslip angle βTR does not exceed the SCS control start threshold β0 in step S48 (NO in step S48), the process proceeds to step S52, and the SCS ECU 10 sets the target yaw rate. It is determined whether or not the absolute value of the value obtained by subtracting the actual yaw rate ψact from ψTR is equal to or greater than the SCS control start threshold ψ0 (| ψ
TR−ψact | ≧ ψ0? ). If the absolute value of the value obtained by subtracting the actual yaw rate ψact from the target yaw rate ψTR is equal to or greater than the SCS control start threshold value ψ0 in step S52 (YES in step S52), the process proceeds to step S54 to set the SCS control target value to the target yaw rate ψTR. On the other hand, step S52
If the absolute value of the value obtained by subtracting the actual yaw rate ψact from the target yaw rate ψTR does not exceed the SCS control start threshold ψ0 (NO in step S52), the process proceeds to step S53.
Perform auto cruise control. In this auto cruise control, the throttle valve opening is feedback-controlled so that the running vehicle speed converges to a predetermined speed range without operating the accelerator pedal.

Next, in step S50, SCS / EC
U10 is the SCS control amount β actually used for SCS control.
Calculate amt. In step S56, the SCS
The ECU 10 calculates an SCS control amount ψamt actually used for the SCS control. [Arbitration process between SCS control and ABS control] Next, FIG.
The arbitration process between the SCS control and the SCS control and the ABS control will be described with reference to FIG. 6 to 8 show the SCS
It is a flowchart for performing arbitration processing of control and ABS control.

In the arbitration process described below, even if the SCS control start condition is satisfied, the ABS control is prioritized if the ABS control is being performed, or the SCS control output value is corrected based on the ABS control output value. When both the SCS control start condition and the ABS control start condition are satisfied, one of the controls is executed according to the magnitude of the driver's brake pedal pressure PB.

The specific processing will be described.

As shown in FIG. 6, in step S57, the automatic cruise control is stopped. Step S58
Then, the SCS / ECU 10 determines whether a failure has occurred in the hydraulic control unit 30 and the like used for SCS control. If a failure has occurred in step S58 (step S5
Then, the process proceeds to step S74 to stop the SCS control, returns to step S2 shown in FIG. 3, and repeats the above-described processing. On the other hand, if no failure has occurred in step S58 (NO in step S58), step S6
Go to 0. In step S60, the SCS / ECU 10
It is determined whether the CS control flag FSCS is set to "1". When the SCS control flag FSCS is set to "1", it indicates that the SCS control is being executed. If the SCS control flag FSCS is set to "1" in step S60 (YES in step S60), step S76 is executed.
To determine whether the ABS control flag FABS is set to "1". When the ABS control flag FABS is set to "1", it indicates that the ABS control is being executed. On the other hand, in step S60, the SCS control flag FSCS is set to "
If it is not set to "1" (N in step S60)
O) The process proceeds to step S62 to determine whether the ABS control is being executed. If the ABS control is being executed in step S62 (YES in step S62), step S80 to be described later is used.
Proceed to. On the other hand, when the ABS control is not being executed in step S62 (NO in step S62), the process proceeds to step S64. In step S64, the SCS-ECU 10 determines whether the traction control is being executed. When traction control is being executed in step S64 (YE in step S64)
S), the process proceeds to step S78, and the braking control in the traction control is stopped (that is, only the torque down control by the engine can be executed), and a step S11 described later is performed.
Go to 0. On the other hand, if the traction control is not being executed in step S64 (NO in step S62), the process proceeds to step S110 described later.

In step S76, the ABS control flag F2 is set to "
1 "(YE in step S76)
S), and proceeds to step S80 shown in FIG. Step S8
At 0, the SCS-ECU 10 corrects the ABS control amount based on the SCS control amount βamt or ψamt. Thereafter, in step S82, the SCS-ECU 10 determines whether the ABS control has been completed. If the ABS control is not completed in step S82 (NO in step S82), the SCS control flag FSCS is set to "1" in step S84, and the ABS control flag FABS is set to "1" in step S86. It returns to step S30. on the other hand,
If the ABS control has been completed in step S82 (YES in step S82), the SCS control flag FSCS is reset to "0" in step S88, and the ABS control flag FABS is reset to "0" in step S90. It returns to step S30.

Further, when the ABS control flag FABS is not set to "1" in step S76 (step S76).
No), the process proceeds to step S92 shown in FIG. In step S92, the SCS-ECU 10 determines whether or not the brake pedal pressure PB is equal to or greater than a predetermined threshold value P0 (PB ≧ P0?). If the brake pedal pressure PB is equal to or greater than the predetermined threshold value P0 in step S92 (YES in step S92), the process proceeds to step S94 to stop the SCS control, and in step S96, the ABS is stopped.
Switch to control. Then, in step S98, the ABS control flag FABS is set to "1", and the above-mentioned step S30 is set.
Return to On the other hand, if the brake depression force PB does not exceed the predetermined threshold value P0 in step S92 (NO in step S92), the process proceeds to step S100. In step S100, the SCS-ECU 10 determines whether the SCS control has been completed. If the SCS control has not been completed in step S100 (NO in step S100), the process returns to step S68 to execute the subsequent processing. on the other hand,
If the SCS control has been completed in step S100 (YES in step S100), the SCS control flag FSCS is reset to "0" in step S102, and
In step 104, the ABS control flag FABS is reset to "0", and the process returns to step S30. [SCS control during auto cruise control]
The SCS control procedure at the time of auto cruise control or after auto cruise control will be described.

FIG. 9 is a flowchart showing the SCS control procedure at the time of auto cruise control.

If the traction operation is not being performed in step S64 (NO in step S64), the process proceeds to step S110 in FIG.

As shown in FIG. 9, in step S110, it is determined whether the vehicle is in a spin state. The spin state is determined when the actual yaw rate ψact of the vehicle becomes equal to or greater than a predetermined threshold. If it is in the spin state in step S110 (YES in step S110), the throttle valve opening Tv is set in step S112 so that the output torque from the engine is maintained (Tv → Tv) or gradually increases (Tv → Tv + α). I do. In step S112, the output torque from the engine is controlled so as to gradually increase by a predetermined amount over a predetermined time, based on the throttle valve opening. Instead of controlling the throttle valve opening, the ISC valve opening may be controlled.

Thereafter, in step S114, the SCS
The ECU 10 selects and calculates a wheel to be subjected to SCS control, calculates a target slip ratio to be distributed to the selected wheel, and calculates an SCS control amount βamt or ψamt according to the target slip ratio. Thereafter, in step S116, the SC
After executing S control and setting the SCS control flag FSCS to "1" in step S118, the process returns to step S2 to repeat the above processing.

On the other hand, if it is not in the spin state in step S110 (NO in step S110), step S12
At 0, it is determined whether or not the vehicle is in a drift-out state. The drift-out state is determined when the estimated sideslip angle βcont of the vehicle becomes equal to or larger than a predetermined threshold. If it is a drift-out state in step S120 (YE in step S120)
S), the throttle valve opening Tv in the direction in which the output torque from the engine decreases (Tv → Tv-α) in step S122.
Set. In step S122, the output torque from the engine is controlled by the throttle valve opening so as to gradually decrease at predetermined intervals over a predetermined period of time. At this time (Tv → Tv-α), by opening the throttle opening to some extent instead of making it almost fully closed,
After the operation of the SCS is completed, the vehicle speed can be returned to the vehicle speed immediately before the operation of the SCS.

In step S112, in order to re-establish the attitude of the vehicle in the spin state, especially in the case of an FF vehicle, it is required to increase the torque for the drive wheels. Responsiveness to an up request can be improved. In step S122, a torque reduction is required in order to re-establish the vehicle attitude in a drift-out state. In particular, a sudden throttle valve return when auto cruise is stopped is suppressed to suppress torque shock and stabilize the vehicle attitude. Can be changed. [Other Embodiments] Next, the SCS control procedure at the time of auto cruise control or after auto cruise control according to another embodiment will be described.

FIG. 10 is a flowchart showing an SCS control procedure at the time of auto cruise control according to another embodiment.

As shown in FIG. 10, in step S130, it is determined whether the vehicle is in a spin state. The determination of the spin state is the same as in step S110 of FIG. If it is a spin state in step S130 (YE in step S130)
S), the throttle valve opening Tv in a direction (Tv → Tv-β) in which the output torque from the engine decreases in step S132.
Set. In this step S132, the output torque from the engine is controlled by the throttle valve opening so as to gradually decrease every predetermined amount over a predetermined time. Instead of controlling the throttle valve opening, the ISC valve opening may be controlled.

Thereafter, in step S134, the SCS
The ECU 10 selects and calculates a wheel to be subjected to SCS control, calculates a target slip ratio to be distributed to the selected wheel, and calculates an SCS control amount βamt or ψamt according to the target slip ratio. Then, in step S136, SC
After executing S control and setting the SCS control flag FSCS to "1" in step S138, the process returns to step S2 and repeats the above processing.

On the other hand, if it is not in the spin state in step S130 (NO in step S130), step S14
At 0, it is determined whether or not the vehicle is in a drift-out state. The determination of the drift-out state is the same as in step S120 in FIG. If it is the drift-out state in step S140 (YES in step S140), the direction in which the output torque from the engine decreases in step S142 (Tv → Tv-γ)
Set the throttle valve opening Tv to. This step S
In 142, the output torque from the engine is controlled by the ISC valve opening so as to gradually decrease at predetermined intervals over a predetermined period of time. Instead of controlling the throttle valve opening, the ISC valve opening may be controlled.

In this embodiment, when β <γ, the output torque from the engine is corrected in a decreasing direction from the time of stopping the automatic cruise control, and when the vehicle is in a drift-out state, the vehicle is in a spin state. The degree of decrease in the output torque from the engine is increased as compared with the case of [SCS Control at Inter-Vehicle Distance Control] Next, the SCs at the inter-vehicle distance control or after the
The S control procedure will be described.

FIGS. 11 to 13 are flowcharts showing the SCS control procedure at the time of controlling the following distance.

The SC in this inter-vehicle distance control is
The S control determines whether or not the inter-vehicle distance control is being performed as in step S150 in FIG. 11 instead of the processing in step S44 in FIG. 3 described above, and instead of the processing in step S53, performs step S152 in FIG. The inter-vehicle distance control is performed as shown in FIG.
The process of stopping the inter-vehicle distance control may be performed as in Step S154 of Step 2. That is, if the inter-vehicle distance control is being performed in step S150 (YES in step S150), it is determined in step S46 that the inter-vehicle distance control is being performed, and the SCS control start threshold value β0, ψ0 is reduced to facilitate intervention in the SCS control. Correct in the direction. In step S152, the inter-vehicle distance control is executed by the radar 26, and in step S154, the inter-vehicle distance control is stopped. In this inter-vehicle distance control, the output torque of the host vehicle is controlled based on the throttle valve opening, the fuel injection amount, and the like such that the distance between the host vehicle and the host vehicle is maintained at a predetermined set distance.

In this case, the driver's attention is weakened even during the following distance control, so that the driver's danger avoidance judgment tends to be delayed. As a result, the intervention in the posture control is delayed, and the running posture of the vehicle is reduced. Becomes unstable. To prevent this,
During the inter-vehicle distance control, it is easy to intervene in the posture control, and the unstable state of the running posture of the vehicle is quickly restored.

The present invention can be applied to a modification or modification of the above embodiment without departing from the spirit thereof.

For example, the output torque of the engine may be controlled by the ignition timing and the fuel injection amount while keeping the throttle valve opening constant.

Further, it goes without saying that the present invention can be applied to a hybrid vehicle or an electric vehicle in which the output torque can be controlled by electric power to the motor, in addition to a vehicle having an internal combustion engine such as an engine as a power unit.

[0064]

[Brief description of the drawings]

FIG. 1 is a block diagram illustrating a mechanical configuration of an SCS control device according to an embodiment.

FIG. 2 is a schematic configuration diagram of a power unit according to the present embodiment.

FIG. 3 is a flowchart illustrating a control procedure of the SCS control device according to the embodiment.

FIG. 4 is a flowchart illustrating a control procedure of the SCS control device according to the embodiment.

FIG. 5 is a flowchart showing a control procedure of the SCS control device according to the embodiment.

FIG. 6 is a flowchart showing a control procedure of the SCS control device according to the embodiment.

FIG. 7 is a flowchart illustrating a control procedure of the SCS control device according to the embodiment.

FIG. 8 is a flowchart showing a control procedure of the SCS control device according to the embodiment.

FIG. 9 is a flowchart illustrating an SCS control procedure during auto cruise control.

FIG. 10 is a flowchart illustrating an SCS control procedure during auto cruise control according to another embodiment.

FIG. 11 is a flowchart illustrating an SCS control procedure during inter-vehicle distance control.

FIG. 12 is a flowchart illustrating an SCS control procedure during inter-vehicle distance control.

FIG. 13 is a flowchart illustrating an SCS control procedure during inter-vehicle distance control.

[Explanation of symbols]

 Reference Signs List 10 SCS / ECU 11 FR wheel speed sensor 12 FL wheel speed sensor 13 RR wheel speed sensor 14 RL wheel speed sensor 15 Vehicle speed sensor 16 Steering angle sensor 17 Yaw rate sensor 18 Lateral acceleration sensor 19 ... Actual direction acceleration sensor 20 ... EGI / ECU 21 ... Engine 22 ... Automatic transmission 23 ... Throttle valve 24 ... Auto cruise control switch 25 ... Vehicle distance control switch 26 ... Radar 30 ... Hydraulic control unit 31 ... FR brake 32 ... FL brake 33 RR brake 34 RL brake 35 Brake depression force sensor 36 Pressurizing unit 37 Master cylinder 38 Brake pedal 40 Traction off switch

──────────────────────────────────────────────────の Continued on the front page (51) Int.Cl. ⁷ Identification symbol FI Theme coat ゛ (Reference) F02D 41/14 320 F02D 41/14 320D // B60T 8/24 B60T 8/24 (72) Inventor Haruki Yata 3-1, Fuchi-cho, Aki-gun, Hiroshima Mazda F-term (reference) 3D044 AA12 AA24 AA41 AC01 AC24 AC26 AC28 AC31 AC39 AC59 AD04 AD17 AD21 AE21 3D045 AA02 BB00 BB40 EE21 GG00 GG25 GG26 GG28 BB25 BB02 A02 HH00 HH08 HH25 HH26 HH36 3G093 AA01 BA01 BA04 BA23 CB09 CB10 CB14 DB03 DB04 DB05 DB16 DB17 DB21 EA09 EA10 EB03 EB04 FA04 FA06 FB01 FB02 FB03 3G301 JA38 KB02 KB06 LA01 MA11 ND01 NZ15 NE01 NE03 NE03PF03

Claims (8)

[Claims] 1. An attitude control means for converging a running attitude of a vehicle to a target attitude when the running attitude of the vehicle deviates from a target attitude; an output control means for controlling an output from a power unit of the vehicle; A vehicle speed control unit that controls the output control unit so as to maintain a speed; and a prohibition unit that prohibits the operation of the vehicle speed control unit when the attitude control unit operates. Travel control device. 2. The vehicle travel control device according to claim 1, wherein the output control means gradually corrects the output from the power unit from when the operation of the vehicle speed control means is prohibited. 3. The vehicle according to claim 1, wherein the output control means corrects an output from the power unit according to a running posture of the vehicle from a time when the operation of the vehicle speed control means is prohibited. Control device. 4. The output control means corrects the output from the power unit in a direction in which the output from the power unit is held or increased when the vehicle is driven by a front wheel and the running posture of the vehicle is in a spin state. The travel control device for a vehicle according to claim 3, wherein 5. The vehicle according to claim 3, wherein the output control means corrects the output from the power unit to decrease in a case where the running posture of the vehicle is in a drift-out state. Travel control device. 6. The output control means corrects the output from the power unit in a decreasing direction from a time when the operation of the vehicle speed control means is prohibited, and when the running posture of the vehicle is in a drift-out state, The degree of decrease in the output from the power unit is increased as compared with the case where the running posture is in a spin state.
A travel control device for a vehicle according to claim 1. 7. The vehicle travel control device according to claim 1, wherein the output control means adjusts an opening degree of a throttle valve of the engine. 8. An attitude control means for converging the running attitude to the target attitude when the running attitude of the vehicle deviates from the target attitude; an output control means for controlling an output from a power unit of the vehicle; An inter-vehicle distance control unit that controls the output control unit so as to maintain a set distance, and a prohibition unit that prohibits the operation of the inter-vehicle distance control unit when the attitude control unit operates. Control device of the vehicle to be driven.