JPH07112627A - Travel control device for automobile - Google Patents

Abstract

PURPOSE:To secure the safety of a travel by restricting the acceleration/ deceleration control via the inadvertent action of a driver by temporarily activating an automatic steering system automatically correcting the steering to evade a dangerous state when the dangerous state is detected during the travel. CONSTITUTION:At least a travel lane at the front of a road on which a vehicle is traveled is photographed by a camera 1. The photographed image signal is inputted to an arithmetic unit 3 via a signal processing unit 2. The arithmetic unit 3 calculates at least the deviation direction from the travel lane of the vehicle. A control unit 4 controls the operation of at least a steering actuator unit 5. An automatic steering system automatically correcting the steering to evade a dangerous state is temporarily activated when the dangerous state is detected during a travel. When the automatic steering system is activated, the operation of a throttle actuator unit 12 is controlled, and a throttle valve is fully closed.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to an automatic steering system that automatically corrects and steers a vehicle when a dangerous state during traveling is detected. The present invention relates to a travel control device.

[0002]

2. Description of the Related Art Conventionally, in order to avoid collision between moving bodies moving on a road by automatic steering, as disclosed in, for example, Japanese Patent Application Laid-Open No. 1-124008, the own vehicle and another moving body. There is known an automatic steering system that obtains a collision position from the position, traveling direction, and speed, calculates a route for avoiding the collision by steering, and avoids the collision by steering.

An image pickup device for reading a guide line such as a white line indicating a side edge of a traveling lane, an image processing device for processing a signal obtained from this image pickup device, and this image processing device and the like are used. A key plane system is also known in which an automatic steering system is intervened based on information to prevent the vehicle from deviating from a running lane.

[0004]

By the way, for example, when a driver feels drowsiness while driving a vehicle and falls into a low perceptual state, the vehicle tends to deviate from the running lane, and therefore the key plane. In vehicles equipped with the system, it is believed that the key plane system will often intervene when the driver falls into such a low sensory state.

When correction steering is automatically performed by the intervention of the key plane system, a lateral G is generated on the vehicle body. When the lateral G is sensed by a driver in a low perception state, Unintentionally accelerator pedal or blur
Since it is predicted that the driver may step on the pedal, the vehicle will suddenly accelerate or decelerate due to such driver's careless pedal operation.
It is also predicted that there may be a danger.

The present invention has been made in view of the above-mentioned circumstances, and abrupt acceleration of the vehicle due to the driver's inadvertent pedal operation during intervention of an automatic steering system such as a key plane system, or An object of the present invention is to provide a vehicle travel control device capable of preventing deceleration and ensuring safety.

[0007]

According to the present invention, there is provided a traveling control apparatus for an automobile, characterized in that it is provided with a regulating means for regulating the acceleration / deceleration control associated with the driver's operation during the intervention of the automatic steering system. Is.

Of the regulation means for regulating the acceleration / deceleration control, the means for regulating the acceleration is a means for reducing the engine output or a means for maintaining a predetermined vehicle speed.

Further, the means for restricting deceleration among the restricting means for restricting the acceleration / deceleration control is a means for reducing the braking force when the driver performs a brake operation.

The intervention of the automatic steering system is performed when the vehicle deviates from or is about to depart from the traveling lane in which the vehicle is currently traveling.

[0011]

According to the present invention, the driver inadvertently presses the accelerator pedal or the brake pedal due to the detection of the lateral G generated by the correction steering during the intervention of the automatic steering system. Even in this case, the acceleration or deceleration of the vehicle is restricted, so that the danger of falling into a dangerous state can be avoided.

[0012]

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 vehicle travel control device according to a first embodiment of the present invention, which is a camera 1, a signal processing unit 2, an arithmetic unit 3, a control unit 4, a steering actuator unit. 5, alarm buzzer 6, vehicle speed sensor 7, rudder angle sensor 8, direction indicator 9,
The brake switch 10, an accelerator opening sensor 11, and a throttle actuator unit (for example, an electric throttle) 12 are provided.

As shown in FIG. 2, the camera 1 is provided on a front end face of a vehicle 20, and guide lines (white lines) 21 in front of the road on which the vehicle 20 is traveling, and each traveling line partitioned by these guide lines 21. The image of the lane 22, the sidewalk 23, the median strip (not shown), the guard rail (not shown), etc. is taken. The video signal output from the 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 is based on the input signals from the signal processing unit 2, the vehicle speed sensor 7 and the steering angle sensor 8, and is the current position of the vehicle 20 traveling on the traveling lane 22,
While calculating the target position, the width of the traveling lane 22, etc.,
The traveling lane 22 in which the vehicle 20 is traveling is recognized and the departure direction of the vehicle 20 is detected.

The control unit 4 includes a calculation result obtained from the calculation unit 3, a vehicle speed sensor 7, a steering angle sensor 8, and a blur.
The operation of the steering actuator unit 5, the alarm buzzer 6 and the throttle actuator unit 12 is controlled based on the input from the switch 10 and the accelerator opening sensor 11 and the operation of the direction indicator 9. There is.

In the key plane system having the above-mentioned configuration, an example of the control routine of the throttle actuator unit 12 executed by the control unit 4 is shown based on the flowchart of FIG. explain. In addition, S represents each step.

In FIG. 3, first, the accelerator opening x from the accelerator opening sensor 10 is input (S1), and then the key plane system intervention signal is input (S2). Then, it is determined whether or not the key plane system intervention is in progress (S3).
3: NO), throttle opening y according to accelerator opening x
Is set (S4), and throttle control is executed (S4
6).

On the other hand, if the key plane system is being intervened (S3: YES), the throttle opening y is set to zero and the throttle valve is fully closed (S6).

By executing such throttle control, the throttle valve is fully closed regardless of the value of the accelerator opening x during the intervention of the key plane system. Even if the accelerator pedal is operated, the acceleration of the vehicle 20 is blocked, and thus it is possible to avoid the danger of falling into a dangerous situation.

In the throttle control routine of FIG. 3, the throttle opening y during the intervention of the key plane system.
Is set to zero and the throttle valve is fully closed. However, instead of this, as shown in S15 of FIG. 4, the throttle opening y is not set to zero, and the throttle opening value corresponding to the accelerator opening x A value obtained by subtracting the predetermined value α may be used as the throttle opening y. The predetermined value α is the steering angle sensor 8
It is determined from the map shown in FIG. 4 according to the steering angle θ _H detected by the steering angle. The contents of steps S11 to S14 and S16 other than S15 in FIG. 4 are the same as the contents of S1 to S4 and S6 in FIG. 3, respectively.

Further, another example of the control routine of the throttle actuator unit 12 executed by the control unit 4 will be explained based on the flowchart of FIG.

In FIG. 5, first, the accelerator opening x from the accelerator opening sensor 10 and the vehicle speed v from the vehicle speed sensor 9 are shown.
A break signal from the break switch 10 is input (S21), and then a key plane system intervention signal is input (S22). Then, it is determined whether or not the key plane system intervention is in progress (S23), and if the key plane system intervention is not in progress (S23: NO), the throttle opening y depending on the accelerator opening x. Is set (S24), and throttle control is executed (S27).

On the other hand, if the key plane system intervention is in progress (S23: YES), the throttle opening y is set so as to be the vehicle speed v at the start of the key plane system intervention (S25). Then, until the brake is turned on (S
26: NO), the throttle control is continued with this throttle opening y (S27), but when the brake is turned on (S26: YES), the throttle opening y is adjusted according to the accelerator opening x. Return to control (S24
→ S27).

By executing such throttle control, it is possible to prevent the driver 20 from accelerating the vehicle 20 by inadvertently operating the accelerator.

FIG. 6 is a block diagram showing the configuration of a vehicle travel control device according to a second embodiment of the present invention, corresponding to FIG. 1. The control unit 4 includes the accelerator opening sensor 11 of FIG. Instead, a G sensor 13 that detects the front and rear G of the vehicle body
The control unit 4 controls the brake hydraulic pressure via a brake actuator 14 provided in place of the throttle actuator unit 12. Also, the break switch 10 is omitted.

In the key plane system having such a configuration, an example of the control routine of the brake actuator 14 executed by the control unit 4 will be described with reference to the flowchart of FIG. To do.

In FIG. 7, first, the vehicle speed v from the vehicle speed sensor 9 and the steering steering angle θ _H from the steering angle sensor 8 are shown.
And the vehicle body front-back G from the G sensor 13 are input (S3
1) Next, a key plane system intervention signal is input (S32). Then, it is determined whether or not the key plane system intervention is in progress (S33), and if the key plane system intervention is not in progress (S33: NO), the blurring via the brake actuator 14 is performed. -G Oil pressure control is not performed (S3
8).

On the other hand, if the key plane system is being intervened (S33: YES), the lateral G corresponding to the vehicle speed v and the steering angle θ _H is calculated (S34), and then the maximum deceleration G is calculated. Obtained from (Lf ² −horizontal G ² ) ^1/2 (S3
5). Here, Lf is an acceleration that the vehicle 20 can output in relation to the road surface friction coefficient μ and the grip force of the tire. Next, the vehicle body deceleration G generated by the brake operation is compared with the maximum deceleration G (S36), and when the vehicle body deceleration G exceeds the maximum deceleration G (S36: YES),
The brake actuator 14 is controlled to reduce the brake pressure. Then, when the intervention of the key plane system is completed (S33: NO), the brake pressure is returned to the normal state (S38).

By executing the brake control as described above, during the intervention of the key plane system, even if the driver inadvertently operates the brake pedal, an excessive brake is applied.
It is possible to avoid the risk of the pressure being applied and prevent the vehicle 20 from slipping into a dangerous situation because the vehicle 20 is prevented from slipping.

FIG. 8 is a flow chart showing an example of the brake control when the vehicle 20 has an ABS (anti-lock brake system).

First, the wheel speed is input (S41), and AB
A target slip ratio for operating S is set (S42).
This slip ratio is represented by (vehicle speed-wheel speed) / vehicle speed. Next, a key plane system intervention signal is input (S4
3) It is determined whether or not the key plane system intervention is in progress (S44). If the key plane system intervention is not in progress (S44: NO), the normal target slip ratio set in S42 is set. ABS control is performed by using (S45 → S47). On the other hand, if key plane system intervention is in progress (S44: Y
ES), the target slip ratio is reduced to activate the ABS early so that excessive brake pressure does not act.

As will be apparent from the above description of the embodiments of the present invention, the driver inadvertently causes the lateral G generated by the correction steering during the intervention of the key plane system. Even when the accelerator pedal or the brake pedal is depressed, acceleration or deceleration of the vehicle is restricted, so that it is possible to avoid the danger of falling into a dangerous state.

[Brief description of drawings]

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

FIG. 2 is a schematic plan view showing a vehicle equipped with the traveling control device of FIG. 1 and a road on which the vehicle travels.

FIG. 3 is a flowchart showing an example of a throttle control routine executed by the control unit of FIG.

FIG. 4 is a flowchart showing another example of the throttle control routine.

FIG. 5 is a flow chart showing still another example of the throttle control routine.

FIG. 6 is a block diagram showing the configuration of another embodiment of the vehicle travel control device according to the present invention.

FIG. 7 is a flowchart showing an example of a brake control routine executed by the control unit of FIG.

FIG. 8 is a flowchart showing another example of the same brake control routine.

[Explanation of symbols]

 1 Camera 2 Signal Processing Unit 3 Calculation Unit 4 Control Unit 5 Steering Actuator Unit 6 Alarm Buzzer 7 Vehicle Speed Sensor 8 Steering Angle Sensor 9 Direction Indicator 10 Break Switch 11 Accelerator Opening Sensor 12 Throttle Actuator Unit 13 G Sensor 14 Break actuator 20 Vehicle

 ─────────────────────────────────────────────────── ─── Continuation of the front page (72) Inventor Nobuhiro Tokichi No. 3 Shinchi, Fuchu-cho, Aki-gun, Hiroshima Prefecture Mazda Co., Ltd. (72) Tomohiko Adachi No. 3 Shinchi, Fuchu-cho, Aki-gun, Hiroshima Prefecture Mazda Stock In the company

Claims (5)

[Claims] 1. A traveling control device for a vehicle, wherein when a dangerous state during traveling is detected, an automatic steering system for automatically correcting and steering the vehicle to avoid the dangerous state is intervened temporally. A travel control device for an automobile, comprising: a regulation unit that regulates acceleration / deceleration control associated with a driver's operation during intervention of the automatic steering system. 2. The traveling control device for a vehicle according to claim 1, wherein the restricting means comprises means for reducing an engine output. 3. The vehicle travel control device according to claim 1, wherein the restricting means comprises means for maintaining a predetermined vehicle speed. 4. The vehicle drive control device according to claim 1, wherein the restricting means includes means for reducing a braking force when a driver performs a brake operation. 5. The intervention of the automatic steering system is performed when the vehicle departs from or is about to depart from a traveling lane in which the vehicle is currently traveling.
A vehicle drive control device according to any one of items 1 to 4.