JP3332501B2 - Car travel control device - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a driving control system for an automobile in which an automatic steering system is interposed to prevent the vehicle from deviating from a predetermined driving lane. The present invention relates to a travel control device for an automobile that terminates the intervention of the automatic steering system so as to reduce the possibility of re-departure of the own vehicle from the travel lane.

[0002]

2. Description of the Related Art Conventionally, for example, Japanese Patent Application Laid-Open No. 63-214900
As disclosed in Japanese Unexamined Patent Publication, when a vehicle deviates from a predetermined driving lane without relying on the driver's intentional steering such as looking aside or carelessness, a warning is issued to the driver. A device for prompting the user is known.

Further, an image pickup apparatus for reading a guide line such as a white line indicating a side edge of a traveling lane, an image processing apparatus for processing a signal obtained from the image pickup apparatus, and information obtained from the image processing apparatus and others. There is known a travel control device that intervenes an automatic steering system on the basis of the vehicle to prevent the vehicle from departing from a travel lane.

[0004]

By the way, from the viewpoint that such an automatic steering system (key plane system) is a temporary assist means for a driver, intervention of the automatic steering system is minimized. As long as safety is ensured, intervention of the automatic steering system should be terminated early.

On the other hand, correction steering by frequent intervention of the automatic steering system makes the traveling of the vehicle unstable and may cause occupants to feel uncomfortable. It is desirable to execute it after confirming that there is little possibility of re-departure of the host vehicle from the traveling lane after the intervention of the steering system, in order to reduce the frequency of intervention of the automatic steering system. However, the conventional traveling control device lacks this point.

SUMMARY OF THE INVENTION The present invention has been made in view of the above circumstances, and the intervention of the above-mentioned automatic steering system is performed so that the possibility of the vehicle re-departure from the driving lane after the completion of the intervention of the automatic steering system is reduced. It is an object of the present invention to provide a drive control device for an automobile that is to be terminated.

[0007]

According to the first aspect of the present invention,
In a travel control device for an automobile, which predicts a departure state of the own vehicle with respect to a traveling lane and, when the departure state is predicted, intervenes an automatic steering system that automatically corrects and steers to prevent the deviation. The above automatic steering system
Virtual line parallel to the side edge of the driving lane during the intervention
Is set, and the deviation of the current position of the own vehicle with respect to the virtual line is set.
First deviation calculating means for calculating the automatic steering system
While the vehicle is intervening,
Second deviation calculating means for predicting the deviation of the position after the passage of time,
Radius of curvature detecting means for detecting the radius of curvature of the traveling lane
And the first deviation and the second deviation are both greater than a predetermined value.
Small and the radius of curvature is greater than or equal to a predetermined value.
Sheet to terminate the intervention of the automatic steering system when was boss
A stem intervention ending means.

According to a second aspect of the present invention, there is provided a running race of the own vehicle.
The deviation state is predicted for the
In order to prevent the deviation,
Vehicle drive control with steering system intervention
In the device, the automatic steering system is intervening
During sets the traveling lane side edge parallel to the imaginary line, the
First to calculate the deviation of the current position of the vehicle from the virtual line
The deviation calculation means and the automatic steering system are interposed.
Position of the host vehicle relative to the virtual line after a predetermined time has elapsed
Second deviation calculating means for predicting the deviation of the first deviation
It is determined that both the second deviation and the second deviation are smaller than a predetermined value.
System that terminates the intervention of the automatic steering system when
System intervention end means and the radius of curvature of the traveling lane are detected.
Radius of curvature detecting means;
Predetermined value setting means for setting the fixed value to a small value.
It is characterized in that that.

[0009] The invention described in claim 3 is claim 1 or claim 1.
In the invention described in Item 2, the imaginary line corresponds to the travel distance.
The smaller the radius of curvature of the lane, the more the center position of the traveling lane
Is set so as to approach .

[0010]

According to the first aspect of the present invention, there is provided a travel control device for an automobile which is parallel to a side edge of a travel lane.
Deviation of the current position of the vehicle with respect to the virtual line
Condition that both deviations after the passage of time are smaller than the specified value
The radius of curvature of the traveling lane is equal to or greater than a predetermined value.
When both conditions are satisfied, the intervention of the automatic steering system is terminated .
Re-departure of own vehicle to driving lane after the end of intervention
Is less likely to occur, and the frequency of intervention of the automatic steering system can be reduced, thereby preventing unstable running of the vehicle.

The traveling of the automobile according to the second aspect of the present invention.
According to the control device, the virtual line parallel to the running lane side edge is
The deviation of the current position of the vehicle,
When both deviations become smaller than the specified value, automatic steering
Although the system intervention is terminated,
The smaller the radius of curvature of the row lane, the smaller the above specified value
Because it is set, the intervention of the automatic steering system
It is possible for the vehicle to re-depart from the driving lane after completion
Performance of the automatic steering system
Which can lead to vehicle instability
Can be prevented.

Further, according to the vehicle running controller according to the third aspect of the invention, according to claim 1 or claim 2
In the invention, the virtual line is a curvature of the traveling lane.
The smaller the radius, the closer to the center of the driving lane
Is set in the middle of the driving lane.
The intervention of the automatic steering system by approaching
Vehicle after the intervention of the automatic steering system
Is less likely to re-depart for the driving lane
The frequency of intervention of the automatic steering system can be reduced,
This prevents the vehicle from becoming unstable
Can be.

[0013]

Embodiments of the present invention will be described below with reference to the accompanying drawings.

FIG. 1 is a block diagram showing the configuration of a traveling control device for an automobile according to an embodiment of the present invention. The camera 1, the signal processing unit 2, the arithmetic unit 3, the control unit 4,
The vehicle includes a steering actuator 5, an alarm buzzer 6, a vehicle speed sensor 7, a steering angle sensor 8, and a direction indicator 9.

As shown in FIG. 2, the camera 1 is provided on the front end surface of the vehicle 10 and is indicated by a white line (guide line) or a guard rail, etc., on a side edge 12 of a traveling lane 11 of the vehicle 10. Is taken. Camera 1
Is processed by the signal processing unit 2 into a signal that can be processed by the arithmetic unit 3, and then supplied to the arithmetic unit 3.

The arithmetic unit 3 detects the side edge 12 of the traveling lane 11 of the vehicle 10 based on the input signal from the signal processing unit 2, and outputs an input signal indicating the vehicle speed v from the vehicle speed sensor 7 and a steering angle. The traveling direction of the host vehicle 10 is estimated based on an input signal indicating the steering angle φ from the steering angle sensor 8 for detecting the traveling direction, and a line 13 indicating the estimated traveling path of the host vehicle 10 and a side edge of the traveling lane 11 12 and the distance L to the intersection P is calculated.

Further, the arithmetic unit 3 determines the first and second distances L based on the angle θ and the vehicle speed v.
The threshold values L ₁ and L ₂ are calculated (L ₁ <L ₂ ).

The control unit 4 compares the distance L with the first and second threshold values L ₁ and L ₂ to predict the departure state of the vehicle 10 from the traveling lane 11, and determines that the distance L is the second distance. when it becomes shorter than the threshold L _2, by operating the alarm buzzer 6, together with a warning to the driver, when the distance L becomes shorter than the threshold value L _1, it is determined that dangerous state, described later A key plane system operation routine is started to control the steering actuator 5.

The operation of the key plane system having the above configuration will be described with reference to the flowcharts of FIGS. Note that S represents each step.

FIG. 3 shows a basic flowchart of the key plane system. First, a key plane system intervention start determination routine is executed (S1), and then it is determined whether a key plane system intervention start condition is satisfied. (S
2). Until this condition is satisfied (S2: N
O) Returning to S1, when the above condition is satisfied (S2: Y
ES), a key plane system operation routine is executed (S3).

Next, a key plane system intervention end determination routine is executed (S4), and it is determined whether a key plane system intervention end condition is satisfied (S5).
Until this condition is satisfied (S5: NO), the key plane system operation routine is continued. Then, when the key plane system intervention end condition is satisfied (S5: Y
ES), and return to S1.

FIGS. 4 and 5 are flowcharts showing the contents of the key plane system intervention start determination routine in S1 of FIG.

First, the side edge information of the traveling lane 11 (input signal from the signal processing unit 2) is input (S11), then the vehicle speed v and the steering angle φ are read, and a direction indicator signal is input (S12). ). Next, the steering angle φ becomes a predetermined value φ ₁
The steering speed φ ′ is greater than a predetermined value φ ′ ₂
It is determined whether or not the value is greater than (S13), and it is determined whether or not a turn signal has been input (S14).
When at least one of the determinations of 13 and S14 is YES, it is determined that the driver has a will to actively deviate from the current driving lane, and the process proceeds to S24 of FIG.
Judge that the key plane system intervention start condition is not satisfied,
This determination routine ends.

On the other hand, when it is determined that the driver is not consciously steering (S13, S14: NO),
The traveling direction of the vehicle 10 is estimated from the vehicle speed v and the steering angle φ (S15), and a line 1 representing the estimated traveling path of the vehicle 10 is estimated.
3 and the side edge 12 of the traveling lane 11 are determined, the angle θ between the line 13 and the side edge 12 at the intersection P is determined, and the distance L from the vehicle 10 to the intersection P is calculated. (S16).

In this embodiment, the threshold value L ₁ for the distance L is set here, and when L <L ₁ , it is determined that there is a danger that the vehicle may deviate from the traveling lane 11. That is, it is determined that the key plane system intervention start condition is satisfied (S2 in FIG. 3: YES), and the key plane system operation routine is executed (S3 in FIG. 3). Assist means, based on the policy that intervention of the key plane system should be minimized and the viewpoint of avoiding occurrence of excessive lateral G at the time of intervention of the key plane system, It has set the L _1.

[0026] That is, the threshold value L ₁ as a function of vehicle speed v, as the vehicle speed v is low, is set shorter threshold L _1. When the angle θ is equal to or larger than the predetermined value θ ₁ , as shown in FIG. 6, it is determined that the host vehicle 10 is separated from the target side edge 12, and in this case, the steering at the time of the key plane system intervention is performed. the amount is small, therefore, it is determined that the lateral G is small, as the angle θ is large, is set a short threshold L _1.

Then, it is determined whether or not the angle θ is smaller than a predetermined value θ ₁ (S 17). If θ <θ ₁ (S 17)
17: YES), and L ₁ = α ₁ v + β ₁ (S18), θ
If ≧ θ ₁ (S17: NO), L ₁ = α ₂ v / θ + β ₂
Is set (S19). Note that α ₁ , α ₂ , β ₁ , β ₂
Is a constant.

Next, the distance L is set to L ₂ which is a function of the set value L _1.
Compared to _{(S20, L 2> L 1} ), while a L ≧ L ₂ is (S20: NO), the time is determined as the key plane system intervention start condition is not satisfied (S24), it became L <L ₂ (S20: YES), the alarm buzzer 6 is activated (S20).
21) Warn the driver. Then, it is determined whether or not L <L ₁ , and while L ≧ L ₁ (S22: N
O), it is determined that the key plane system intervention start condition is not satisfied (S24), if the L <L ₁ (S22: YE
S), it is determined that the key plane system intervention start condition is satisfied (S23), and this determination routine ends.

Next, a description will be given of the traveling direction estimating method used in S15 of the flowchart of FIG. 4, including the case where the traveling lane 11 is curved as shown in FIG.

This traveling direction estimation routine predicts the traveling path 13 of the vehicle 10 based on the vehicle speed v and the steering angle φ. Specifically, the curvature radius R ₁ of the traveling path 13 is calculated by the following equation. The calculation is performed by (1).

R ₁ = (1 + Av ² ) L _B N / φ (1) where A: stability factor N: steering gear ratio L _B : Wheel base Further, a yaw rate sensor for detecting a yaw rate generated by the host vehicle 10 is used, and based on the yaw rate ψ and the vehicle speed v detected by the yaw rate sensor, the host vehicle 1
A 0 course may be predicted. Estimated course 1 in that case
The curvature radius R ₂ of No. 3 is calculated by the following equation (2).

R ₂ = v / ψ (2) By the way, when there is a cant on a curved portion such as an expressway, the steering angle φ does not match the actual turning angle of the vehicle 10,
The traveling path 1 of the vehicle 10 predicted based on the steering angle φ
The radius of curvature of No. 3 is larger than the radius of curvature of the actual traveling path.

Further, even when the host vehicle 10 is traveling straight, the steering wheel is usually slightly steered to the left and right. Therefore, when the traveling path of the vehicle 10 is predicted by following the steering angle φ, The predicted traveling path 13 does not match the actual traveling path.

Therefore, when the steering angle φ is smaller than a predetermined value, the curvature radius R ₂ calculated from the equation (2) is selected, and
When the steering angle φ is equal to or larger than a predetermined value, the equations (1) and (2)
It is preferable to select the smaller one of the radii of curvature R ₁ and R ₂ respectively calculated from.

That is, when the host vehicle 10 turns on a curved road having a cant, the host vehicle 10 makes a turning motion by the cant even if the steering handle is not largely steered. based on [psi, by determining the radius of curvature R _2, so that the traveling path 13 of the vehicle 10 is predicted to accurately.

When the host vehicle 10 makes a sharp turn, the radius of curvature R corresponding to the steering angle φ which is a large value is calculated.
₁ is selected.

On the other hand, when the host vehicle 10 travels straight on a straight road, the steering wheel is slightly operated, but the yaw rate 生 じ does not occur. Therefore, the curvature predicted to be a straight road based on the yaw rate ψ is obtained. so that the radius R ₂ is selected.

Further, in addition to the above-described determination means, a means for detecting a distance d from the vehicle 10 to the side edge 12 of the traveling lane 11 is provided, and the distance d detected by this detection means is also taken into consideration. The above determination may be made. In this way, the current vehicle 10 and the driving lane 11
Since the relative positional relationship with the side edge 12 is also considered, the determination accuracy is improved.

As shown in FIG. 8, instead of the above-described embodiment, first and second intervention start determination points P ₁ and P ₂ which are separated from the host vehicle 10 by a predetermined distance L are estimated and advanced. While setting symmetrically on both sides of the road 13, third and fourth intervention start determination points P ₃ and P ₄ are also set on both sides of the host vehicle 10, and these four determination points P _{1 to} P ₄ are set. It may be determined that the key plane system intervention start condition is satisfied when at least one of them deviates from the side edge 12 or the determination line 14 set inside the side edge 12.

FIG. 9 is a flowchart showing a key plane system intervention start determination routine in this case. First, in the same procedure as S11 to S15 in FIG.
After estimating the traveling direction of (S31 to S33), it sets the intervention start determination point P ₁ ~P ₄ (S34). And
At least one of these four decision points P ₁ to P _4, and determining whether a departure from the judgment line 14 set inside the side edge 12 or the side edges 12 (S35), not depart If (S35: YES), it is determined that the key plane system intervention start condition is satisfied (S36), and if it does not deviate (S35: NO), it is sufficient to determine that the key plane system intervention start condition is not satisfied (S37). ).

Next, FIG. 10 is a diagram for explaining a key plane system operation routine after the start of the key plane system intervention in the vehicle travel control device according to the present invention.

In this key plane system, the host vehicle 1
0 in the traveling direction of the vehicle 10 according to the distance d from the current position of the vehicle lane 0 to the side edge 12 of the traveling lane 11.
Is set as the target position D (distance to the side edge 12). This target position D is set in a region between two virtual lines 15 and 16 parallel to the side edge 12 and one virtual line 1
5, close to the side edge 12 to a predetermined distance D ₁ is relatively short distance between the side edges 12, and the other imaginary line 16, a predetermined distance D ₂ is relatively long distance between the side edges 12 The driving lane 11 is set at the center side. Then, calculate the deviation a from the target position D of the front point P _5, to determine the steering angle φ in accordance with the deviation a, it is performed automatic steering.

FIG. 11 shows a basic flowchart of the key plane system operation routine in S3 of FIG. First, the information of the side edge 12 is input in the same manner as described above (S4).
1) Next, the target position D is calculated from the map shown as a function of the distance d from the current position of the host vehicle 10 to the side edge 12 (S42). As evident from this map,
When the distance d is small, the target position D is set such that D = D _1, when the distance d is large, the target position D is set such that D = D _2. That is, the correction steering amount at the time of automatic steering is made as small as possible so that a large lateral G is not applied to the occupant.

Next, the target position D of the front point P ₅
Is calculated (S43), the steering angle φ is determined from the illustrated map according to the difference a (S44), and steering control is performed (S45).

FIG. 12 shows a flowchart of a key plane system operation routine in consideration of the case where the traveling lane 11 is curved. First, information on the side edge 12 is input (S41), and then the curvature radius R of the traveling lane 11 is calculated from the information on the side edge 12 (S52).

In this case, the map for obtaining the target position D from the distance d uses the radius of curvature R as a parameter, as shown in the figure. 11 is set to approach the center. That is, the target position D is
0 as a function of the distance d from the current position to the side edge 12 and the radius of curvature R from the map shown in the figure (S5).
3).

Next, similarly to S43 to S45 in FIG.
Calculating a deviation a from the target position D of the front point P ₅ (S54), in response to the deviation a determined steering angle φ from the illustrated map (S55), performs steering control (S5
6).

FIG. 13 is a diagram for explaining a key plane system intervention end determination routine in the vehicle running control device according to the present invention.

In this key plane system intervention end determination routine, a deviation (future deviation) b ₁ from a virtual line 17 parallel to the side edge 12 passing through the target position D predicted at the front point P ₅ of the host vehicle 10. and comparing the current deviation b ₂ a predetermined distance b, and when the future deviation b ₁ and the current deviation b ₂ both less than a predetermined distance b, again with respect to the running lane 11 of the vehicle 10 in the key plane system intervention after the end It is determined that the possibility of deviation is low.

FIG. 14 is a flowchart showing the contents of the key plane system intervention end determination routine in S4 of FIG. 3 when the traveling lane 11 is a straight line.

First, the side edge information is input (S61), and the future deviation b ₁ and the current deviation b ₂ are calculated (S62, S62).
63). Then, the future deviation b ₁ and the current deviation b ₂ are respectively compared with the predetermined distance b (S64, S65), and when both the future deviation b ₁ and the current deviation b ₂ are smaller than the predetermined distance b (S64: YES, S65: YES), it is determined that the key plane system intervention end condition is satisfied (S66),
When at least one of the future deviation b ₁ and the current deviation b ₂ is equal to or longer than the predetermined distance b (S64 or S65: N
O) It is determined that the key plane system intervention end condition is not satisfied (S67), and the intervention of the key plane system is continued.

When the key plane system intervention end determination using the future deviation b ₁ and the current deviation b ₂ is performed, a state in which the deviations b ₁ and b ₂ are smaller than a predetermined distance b is determined for a predetermined time (for example, 2 sec) If it is continued, it is better to determine the end. By doing so, it is possible to confirm that the yaw exercise has been sufficiently terminated, and it is possible to perform a more stable key plane system release determination.

By making such a determination, the frequency of intervention of the key plane system can be reduced.

FIG. 15 is a flowchart showing the contents of the key plane system intervention end determination routine in consideration of the case where the traveling lane 11 is curved.

First, the side edge information is input (S71), and the curvature radius R of the traveling lane 11 is calculated from the side edge information (S72). Next, the curvature radius R is compared with a predetermined value R ₀ (S73), and when R <R ₀ (S73: YES),
It is determined that the key plane system intervention end condition is not satisfied (S
79) Continue intervention of the key plane system.

On the other hand, when R ≧ R ₀ (S73: N
O), the same processing as S62 to S67 in FIG. 14 is performed in S74 to S79.

In the present embodiment, when the radius of curvature R of the traveling lane 11 is smaller than the predetermined value R ₀ , the possibility of re-intervention of the key plane system is reduced by not performing the end determination of the key plane system intervention. I have.

Finally, FIG. 16 is a flow chart showing the contents of the key plane system intervention end determination routine taking into consideration the case where the traveling lane 11 is curved, as in FIG.

In this case, the side edge information is input (S8).
1) Also, after calculating the radius of curvature R of the traveling lane 11 from the side edge information (S82), the predetermined value b is obtained from the map shown as a function of the radius of curvature R (S83).
Subsequent S84 to S89 are the same as S74 to S79 in FIG.

[Brief description of the drawings]

FIG. 1 is a block diagram showing the configuration of an embodiment of a traveling control device for an automobile according to the present invention.

FIG. 2 is a diagram for explaining a key plane system intervention start determination method in the vehicle travel control device according to the present invention;

FIG. 3 is a basic flowchart of a key plane system.

FIG. 4 is a first half of a flowchart showing the contents of a key plane system intervention start determination routine;

FIG. 5 is a second half of a flowchart showing the contents of a key plane system intervention start determination routine;

FIG. 6 is a diagram for explaining a key plane system intervention start determination method in the vehicle travel control device according to the present invention;

FIG. 7 is a diagram for explaining a key plane system intervention start determination method in the vehicle travel control device according to the present invention;

FIG. 8 is a diagram for explaining a key plane system intervention start determination method in the vehicle travel control device according to the present invention;

FIG. 9 is a flowchart showing the contents of a key plane system intervention start determination routine related to FIG. 8;

FIG. 10 is a diagram for explaining a key plane system operation routine in the vehicle travel control device according to the present invention;

FIG. 11 is a flowchart showing an example of a key plane system operation routine in the vehicle travel control device according to the present invention.

FIG. 12 is a flowchart showing another example of the key plane system operation routine in the vehicle travel control device according to the present invention.

FIG. 13 is a diagram for explaining a key plane system intervention end determination method in the vehicle travel control device according to the present invention;

FIG. 14 is a flowchart illustrating an example of a key plane system intervention end determination routine in the vehicle travel control device according to the present invention;

FIG. 15 is a flowchart showing another example of the key plane system intervention end determination routine in the vehicle travel control device according to the present invention.

FIG. 16 is a flowchart showing still another example of a key plane system intervention end determination routine in the vehicle travel control device according to the present invention.

[Explanation of symbols]

 Reference Signs List 1 camera 2 signal processing unit 3 arithmetic unit 4 control unit 5 steering actuator unit 6 alarm buzzer 7 vehicle speed sensor 8 steering angle sensor 9 turn signal 10 own vehicle 11 running lane 12 side edge of running lane

────────────────────────────────────────────────── ─── Continued on the front page (51) Int.Cl. ⁷ Identification code FI B62D 113: 00 B62D 113: 00 137: 00 137: 00 (72) Inventor Tomohiko Adachi 3-1 Fuchi-cho, Fuchu-cho, Aki-gun, Hiroshima Prefecture Examiner, Mazda Co., Ltd. Masaaki Takagi (56) References JP-A-63-214900 (JP, A) JP-A-4-293109 (JP, A) JP-A-3-219398 (JP, A) JP-A-63-62007 (JP, A) JP-A-2-306833 (JP, A) JP-A-3-197252 (JP, A) (58) Fields investigated (Int. Cl. ⁷ , DB name) G08G 1/16 B60K 31/00 B62D 6/00 G05D 1/02

Claims (3)

(57) [Claims] The present invention relates to a vehicle which predicts a departure state of a host vehicle from a traveling lane and, when the departure state is predicted, intervenes an automatic steering system which automatically corrects and steers to prevent the departure. In the travel control device, while the automatic steering system is interposed, the travel race
A virtual line parallel to the side edge of the
First deviation calculating means for calculating the deviation of the current position of the vehicle, and the virtual line while the automatic steering system is interposed.
Predict the deviation of the position of the host vehicle after a predetermined time has elapsed
Second deviation calculating means, and a radius of curvature detecting means for detecting a radius of curvature of the traveling lane
And both the first deviation and the second deviation are smaller than a predetermined value.
And that the radius of curvature is equal to or greater than a predetermined value.
System to terminate the intervention of the automatic steering system when the
And a vehicle intervention ending means. 2. The departure state of the own vehicle with respect to the traveling lane.
Predict and, if the deviation state is predicted, prevent the deviation
Automatic steering system that automatically corrects the steering.
In the driving control device for an automobile, while the automatic steering system is interposed, the driving race
A virtual line parallel to the side edge of the
First deviation calculating means for calculating the deviation of the current position of the vehicle, and the virtual line while the automatic steering system is interposed.
Predict the deviation of the position of the host vehicle after a predetermined time has elapsed
Second deviation calculating means, wherein both the first deviation and the second deviation are smaller than a predetermined value.
The automatic steering system intervention
System intervention ending means for ending and a radius of curvature detecting means for detecting a radius of curvature of the traveling lane
If, it sets the predetermined value to a smaller value as the small radius of curvature
Predetermined value setting means.
Driving control device for moving vehicles. 3. The virtual line is a half-curvature of the traveling lane.
The smaller the diameter, the closer to the center of the driving lane
3. The method according to claim 1, wherein
A travel control device for an automobile according to the above.