JPH0789374A - Operating device for automobile - Google Patents

Abstract

PURPOSE:To secure a smooth start by generating a command to hold l braking force so as to maintain a stop condition when the predetermined operation is carried out, and securing proper driving force while maintaining a vehicle in the stop condition, and then, correcting braking force control and throttle control. CONSTITUTION:In an operating device for an automobile, in which a braking force controlling mechanism 1 and a throttle controlling mechanism 2 are controlled by a travel condition controlling means 4 on the basis of an output of a travel condition commanding means 3, a relative speed calculating means 6 calculating a relative speed to the previous vehicle on the basis of the detected result in a vehicle interval detecting means 5 is provided. When a driver carried out the predetermined operation during the operation of braking force control, the maintenance of braking force is instructed to the travel condition controlling means 4 by means of a braking force maintenance instructing means 7, and if a travel condition commanding signal is changed from a signal requiring the braking force control to a signal requiring the driving force control during the maintenance of braking force, the braking controlling signal and the driving force controlling signal 2 corrected according to the calculated relative speed so as to start a vehicle.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a vehicle driving device, and more particularly, to a person with a physical disability to safely drive a vehicle.
The present invention relates to a vehicle driving device configured so that a brake operation and a throttle operation can be reliably performed with a simple and small force.

[0002]

2. Description of the Related Art Conventionally, there has been known an automobile driving device configured so that a physically handicapped person or the like can safely drive a vehicle by manually performing a brake operation and a throttle operation. 57-195923).

This device is for accelerating and decelerating a vehicle by operating a lever. For example, when the lever is moved to a deceleration area while the vehicle is traveling, the brake mechanism is electronically controlled to generate deceleration according to the command, and If you move the lever to the acceleration area,
The throttle mechanism is electronically controlled to obtain the acceleration according to the command.

By the way, when the vehicle is accelerated or decelerated by a single lever operation as described above, the operation is easy during normal traveling, which is consistent with the purpose of a physically handicapped vehicle. Problems occur when starting. In order to maintain the stopped state on a slope, it is necessary to keep the lever in the deceleration area, and when moving the lever to the acceleration area to start the vehicle from that state, the vehicle moves backward if the lever operation is slow. The reason is that if excessive operation is performed too quickly, an unreasonable sudden start will be performed.

For this reason, the device described in the above publication is provided with a braking force holding switch on the operation lever, and when the switch is turned on when the vehicle is stopped, it is independent of the lever position until the switch is turned off thereafter. It is supposed to keep the wheels locked. In this case, the driver first turns on the braking force holding switch while holding the operation lever in the deceleration region, and then operates the operation lever in the acceleration region while holding the braking force to generate an appropriate driving force. If the braking force holding switch is turned off after that, it is possible to start on a slope without moving the vehicle backward.

[0006]

However, in the above-mentioned conventional device, the driving force corresponding to the operation amount of the lever of the driver is exerted even when the vehicle starts on a slope, and the braking force holding switch is turned off. If the driving force is insufficient at that time, the vehicle will move backward, and if the driving force is excessive, a rapid start will occur.

As described above, the above-mentioned conventional device is difficult to smoothly start on a slope when the driver is not sufficiently skilled in driving, and is as simple as possible for a vehicle for a physically handicapped person or the like. Considering that high safety should be ensured by various operations, there was room for further improvement.

The present invention has been made in view of the above points, and is provided with a means for calculating a relative speed with respect to a vehicle ahead, and when the driver performs a hill start operation, the relative speed with respect to the vehicle ahead. It is an object of the present invention to provide a vehicle driving device that can solve the above problems by controlling the braking force and the driving force based on the above.

[0009]

FIG. 1 is a principle block diagram of an automobile driving apparatus that achieves the above object. That is, as shown in FIG. 1, the above object is to provide a braking force control mechanism 1 for driving a brake mechanism of a vehicle to generate a desired braking force in accordance with a braking force control signal supplied, and a throttle control supplied. And a throttle control mechanism 2 for generating a desired driving force by driving a throttle valve of an internal combustion engine in response to a signal, and a traveling state based on a traveling state command signal issued by a traveling state command means 3 representing the driver's intention. Control means 4
The braking force control signal and throttle control signal set by
In a vehicle driving device adapted to supply the braking force control mechanism 1 and the throttle control mechanism 2, respectively, an inter-vehicle distance detecting means 5 for detecting a distance between a front vehicle and a host vehicle, and the inter-vehicle distance. The relative speed calculation means 6 for calculating the relative speed with respect to the vehicle ahead based on the detection result of the detection means 5, and the driver performing a predetermined operation during the execution of the braking force control based on the traveling state command signal issued by the traveling state command means 3. When performing, the braking force holding instructing means 7 for instructing the traveling state control means 4 to hold the braking force, and the traveling state instructing means 3 during the braking force holding based on the instruction of the braking force holding instructing means 7. The running condition command signal generated by the control signal changes from one requiring braking force control to one requiring driving force control, and the instruction to hold the braking force by the braking force holding instruction means 7 is released. When the vehicle is driven, the vehicle driving is provided with a starting state commanding means 8 for correcting the braking force control signal and the driving force control signal according to the relative speed calculated by the relative speed calculating means 6 to start the vehicle. Achieved by the device.

[0010]

In the vehicle driving apparatus according to the present invention, the running condition command means 3 converts the driver's intention into a running condition command signal and supplies it to the running condition control means 4. At this time, in principle, the traveling state control means 4 controls the braking force control mechanism 1 and the throttle control mechanism 2 so as to realize the traveling state according to the traveling state command signal thus supplied.

By the way, in the case where a vehicle equipped with the vehicle driving apparatus is used, for example, when starting on a slope, the driver first secures an appropriate driving force while maintaining the vehicle in a stopped state.
After that, the driver tries to secure a smooth start without reversing by performing an operation to release the braking force.

The braking force holding instructing means 7 issues an instruction to hold the braking force in order to maintain the vehicle in a stopped state when a predetermined operation is performed by the driver in order to realize such a function. That is, when such an instruction to hold the braking force is effectively issued, the running state command signal issued by the running state command means 3 thereafter changes from a request for braking force control to a request for driving force control. Even so, the braking force is maintained and an appropriate driving force is secured while the vehicle is stopped.

When the instruction to hold the braking force by the braking force holding instructing means 7 is released under such a condition, the running state control means 4 corrects the braking force control in accordance with the instruction from the starting state instructing means 8. A signal and a throttle control signal are supplied to the braking force control mechanism 1 and the throttle control mechanism 2, respectively.

At this time, the starting state commanding means 8 calculates the relative speed with the preceding vehicle calculated by the relative speed calculating means 6 based on the detection value of the inter-vehicle distance detecting means 5,
A command is issued to correct the braking force control signal and the throttle control signal so as to ensure a smooth start.

That is, in the vehicle driving apparatus according to the present invention, when a predetermined operation is performed by the driver, for example, at the time of starting on a slope, the vehicle becomes a forward vehicle regardless of the skill of the driver. The braking force control mechanism 1 and the throttle control mechanism 2 are operated so as to appropriately follow, and a smooth start is realized.

[0016]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS FIG. 2 is a diagram showing the overall configuration of a vehicle driving system according to an embodiment of the present invention. The vehicle driving apparatus of this embodiment is a mechanism for electronically controlling the braking force and the driving force so as to realize the braking force control mechanism 1 and the throttle control mechanism 2 described above so that a physically handicapped person or the like can drive safely. It also has a mechanism for controlling a braking force and a driving force by a normal brake operation and a throttle operation for a normal person.

In FIG. 2, an electronic control unit (control ECU) 10 is shown.
Is a main part of the apparatus of the present embodiment which realizes the running state control means 4, the relative speed calculation means 6, and the starting state command means 8 mainly by a microcomputer. The control ECU 10 is connected with a mode changeover switch 11 for changing over the mode of the physically handicapped person and the mode of the normal person, and the vehicle driving apparatus of the present embodiment has the mode changeover switch 1
1 shows a characteristic operation when the physically disabled mode is selected by 1.

The control ECU 10 also includes a vehicle speed sensor 1
2 and the engine speed sensor 13 are connected to each other, and are supplied with a pulse signal generated in a cycle corresponding to the vehicle speed and a pulse signal generated in a cycle corresponding to the rotation speed of the internal combustion engine.

The set switch 14 and the operating lever 15 connected to the control ECU 10 together with these are members that realize the braking force holding instruction means 7 and the traveling state instruction means 3 respectively. Here, the operation lever 15 is a lever that is used for instructing acceleration / deceleration of the vehicle and supplies a signal corresponding to the traveling state command signal to the control ECU 10 by a driver's operation. The set switch 14 is a switch for maintaining the traveling state instructed by the operation lever 15.

That is, if the set switch 14 is turned on when the operating lever 15 is in the deceleration region, the braking force at that time is changed until the operating lever is operated from the deceleration region to the neutral region (released by neutral). Maintained,
Further, if the set switch 14 is turned on when the operating lever 15 is in the acceleration region, the vehicle speed at that time is maintained until the operating lever 15 is operated from the acceleration region to the neutral region (released by neutral). become.

Furthermore, the operation lever 1 is used for starting a slope or the like.
Set switch 14 when 5 is located in the deceleration area
Is turned on, and then the operation lever 15 is operated from the deceleration area to the acceleration area while pressing the set switch 14, and the set switch 14 is turned off in a predetermined acceleration area, that is, the set switch 14 and the operation lever 15 are turned on.
When the driving state command signal generated by the driver changes from one that requires braking force control to one that requires driving force control, and the instruction to hold the braking force is released, the braking force is released and the driving force is changed at the same time. It is something that can be generated and the vehicle can start.

As the set switch 14, it is also possible to use a switch that can maintain an ON state until the driver performs a release operation when starting on a slope. In this case, if the set switch 14 is turned on when the operation lever 15 is located in the deceleration region, the braking force will be maintained until the set switch 14 is turned off thereafter, and then the operation lever 15 is turned on. Is operated to a predetermined acceleration region and the set switch 14 is turned off, the start on a slope or the like is realized.

In FIG. 2, FL, FR and RL, RR indicate the left and right front wheels and the left and right rear wheels of the vehicle, respectively. Each of these wheels is independently provided with brake mechanisms 16 to 19 which are actuated by hydraulic pressure to brake each wheel. The brake mechanisms 16 to 19 are configured to exert a braking force according to the supplied hydraulic pressure.

Hydraulic pressure sensors 20 and 21 for detecting the actual brake pressure actually supplied to the brake mechanisms 16 to 19 are provided on the left and right front wheels FL and FR. The hydraulic pressure sensors 20 and 21 supply a signal corresponding to the detected hydraulic pressure to the control ECU 10.

By the way, in the present embodiment, the throttle valve 22 for controlling the amount of intake air supplied to the internal combustion engine.
The opening degree of is adjusted electronically. Reference numeral 40 denotes an electronically controlled throttle that constitutes the above-mentioned throttle control mechanism 2 in order to realize such a mechanism in this embodiment. The electronically controlled throttle 40 is a DC motor (DC-MOTO).
R) 41 is provided as a drive source, and the opening degree of the throttle valve 22 is adjusted based on the throttle opening degree signal output from the control ECU 10 according to the acceleration / deceleration instruction amount supplied from the operation lever 15.

That is, the throttle valve 22 is driven not only by the accelerator pedal 23 but also by the wire 24. The end of the wire 24 is connected to a shaft 43 that rotates in conjunction with an electromagnetic clutch 42 that transmits the rotation of the DC motor 41.

Therefore, the electromagnetic clutch 42 is connected to the DC motor 4
When connected to 1, the wire 24 opens and closes the throttle valve 22 as the DC motor 41 rotates, and the opening degree of the throttle valve 22 changes. The electromagnetic clutch 42 operates according to a control signal supplied from the control ECU 10 to disconnect or connect the DC motor 41 and the throttle valve 22. That is,
When the electromagnetic clutch 42 is disengaged, the throttle valve 22 no longer opens as the DC motor 41 rotates.

Further, the electronically controlled throttle 40 has a structure shown in FIG.
An opening sensor 4 for detecting the actual opening of the throttle valve 22 based on the rotation angle of the electromagnetic clutch 42 as shown in FIG.
4 is incorporated. Then, the opening sensor 44 controls the detected actual opening data of the throttle valve 22.
It is being sent to CU10.

In FIG. 2, reference numeral 50 indicates an electronically controlled brake system which realizes the braking force control mechanism 1 in the present embodiment. This electronically controlled braking system 50
Is configured on the premise that it is mounted on a vehicle for a physically handicapped person as described above. In designing a vehicle for the physically handicapped, ensuring good operability is one of the important issues. Among them, operability when braking the vehicle is the most important item from the viewpoint of ensuring safety.

Therefore, in this embodiment, the actual braking pressure supplied to the brake mechanisms 16 to 19 arranged on each wheel can be electrically controlled in order to secure a reliable braking force with a slight operating force. An electronically controlled braking system 50 is adopted. In FIG. 2, reference numeral 51 indicates a brake booster (controlling B / B) which is a main part of the electronically controlled brake system 50, and as shown in the figure, a negative pressure chamber 51a, a variable pressure chamber 51b,
It is composed of a master cylinder 51c.

The negative pressure chamber 51a communicates with a not-shown intake pipe throttle valve downstream of an internal combustion engine via a check valve 52, and is constantly supplied with an intake negative pressure (E / G vacuum) during operation of the internal combustion engine. The check valve 52 is a one-way valve that allows only the flow from the negative pressure chamber 51a side to the internal combustion engine side. Therefore, even when the intake negative pressure of the internal combustion engine is increased to near atmospheric pressure, it is possible to maintain an appropriate negative pressure in the negative pressure chamber 51a.

On the other hand, the variable pressure chamber 51b has two atmosphere introduction valves E
It communicates with the atmosphere through the ACVs 1 and 2 and the air filters 53 and 54, and also communicates with the intake pipe of the internal combustion engine through the negative pressure introduction valve EACV3 and the check valve 52. Therefore, the pressure in the variable pressure chamber 51b is equal to the atmospheric introduction valve EACV.
When 1 and 2 are closed and the negative pressure introduction valve EACV3 is opened, the pressure becomes equal to the internal pressure of the negative pressure chamber 51a, and when EACV1 and 2 are opened and EACV3 is closed, it becomes atmospheric pressure.

The master cylinder 51c is a cylinder which, when a differential pressure is generated between the negative pressure chamber 51a and the variable pressure chamber 51b, supplies a hydraulic pressure corresponding to the differential pressure to the brake mechanisms 16-19. That is, the negative pressure chamber 5 is provided in the master cylinder 51c.
A piston for separating 1a and the variable pressure chamber 51b is provided, and when the atmosphere is introduced into the variable pressure chamber 51b, thrust is generated in the piston from the variable pressure chamber 51b to the negative pressure chamber 51a.

Then, the thrust force is converted into hydraulic pressure via the push rod connected to the piston, and is supplied to the brake mechanisms 16 to 19 as boosted brake pressure. On the other hand, when the inside of the variable pressure chamber 51b is maintained at a negative pressure, no force acts on the piston in the master cylinder 51c. For this reason, a high enough brake pressure is not supplied to each of the brake mechanisms 16 to 19, and the braking force does not act on each wheel.

By the way, in this embodiment, the negative pressure chamber 5
1a and the variable pressure chamber 51b communicate with each other through a negative pressure control valve (VSV) 55. Therefore, for example, when the healthy person mode is selected, if the internal pressure of the negative pressure chamber 51a and the internal pressure of the variable pressure chamber 51b are always kept at the same pressure by opening the VSV 55, the brake pressure by the control B / B 51 is increased. The boost function does not operate, and even if the operating lever 15 is erroneously operated, the brake boost function does not operate.

Reference numeral 25 indicates a brake pedal provided corresponding to the mode for the healthy person. This brake pedal 2
The pedal force of 5 is the master cylinder 26 for the brake pedal 25.
It is converted into hydraulic pressure by and is supplied to the high select device 56 of the electronically controlled brake system 50. Here, the high select device 56 determines that the higher one of the hydraulic pressures supplied from the two master cylinders 26 and 51c is the brake mechanism 16-.
It is a device for transmitting to 19.

A known anti-lock brake system (ABS) is incorporated in the brake system of this embodiment, and the hydraulic pressure supplied from the high-select device 56 is supplied to each brake mechanism 16 through the ABS mechanism 27. 19
Is supplied to.

Further, the control ECU 10 has a stop lamp (STOP lamp) 28 which is turned on when the brake mechanisms 16 to 19 are operated and the vehicle is being braked, and the selected mode is the physically disabled mode (hereinafter referred to as friend mode). A mode indicator lamp 29 for indicating whether the vehicle is in the automatic (FM) mode or a healthy person mode, and a set lamp 30 for indicating the on / off state of the set switch 14 are connected, and the operating state of the control ECU 10 and the like Is configured to be discriminated by the driver or the like.

Further, the control ECU 10 of this embodiment includes a vehicle distance sensor 6 corresponding to the vehicle distance detecting means 5 described above.
0 is connected. The inter-vehicle distance sensor 60 can be composed of, for example, a known radar device that calculates the inter-vehicle distance by measuring the time from the generation of a wave to the reception of a reflected wave. It supplies the inter-vehicle distance data with an obstacle existing in the front.

In the vehicle driving apparatus of the present embodiment, the control ECU 10 determines whether or not the vehicle ahead is based on the detection result of the inter-vehicle distance sensor 60 in order to realize the above-mentioned relative speed calculating means 6 under a predetermined condition described later. It is characterized in that the electronically controlled throttle 40 and the electronically controlled brake system 50 are operated after calculating the relative speed and considering the result.

Hereinafter, the control ECU 10 determines that the inter-vehicle distance sensor 6
The content of the processing executed based on the detection result of 0 will be described, but before that, the basic operation of the vehicle driving apparatus of the present embodiment will be described.

In FIG. 3, the mode changeover switch 11 is used to
When the M mode is selected, a flowchart of an example of a routine process executed by the control ECU 10 in order to cause each of the brake mechanisms 16 to 19 to exert a braking force that matches an operation feeling of the operation lever 15 is shown. The operation of this embodiment will be described below with reference to FIG. It should be noted that this routine functions only when the operation lever 15 is operated in the deceleration region, and when the operation lever 15 is operated in the acceleration region, the throttle control routine described later functions. Become.

By the way, the vehicle driving apparatus of this embodiment utilizes the differential pressure between the internal pressure of the negative pressure chamber 51a of the control brake booster 51 and the internal pressure of the variable pressure chamber 51b as described above, so that the braking mechanism 16- The hydraulic pressure supplied to 19 is increased. Therefore, the greater the differential pressure between the negative pressure chamber 51a and the variable pressure chamber 51b, the greater the actual brake pressure supplied to the brake mechanisms 16-19.

On the other hand, EACV1 to 3 which control the conduction between the variable pressure chamber 51b and the atmosphere and the intake pipe are control valves which change the opening area of the conduction portion according to the flow rate instruction signal supplied from the control ECU 10. For this reason, even if the conduction areas are the same, the atmosphere introduction valve EAC is different between when the negative pressure stored in the variable pressure chamber 51b, that is, when the intake negative pressure is large and when the negative pressure is small.
A difference occurs in the amount of air introduced when valves V1 and V2 are opened. Similarly, when the negative pressure supply valve EACV3 is opened while the atmosphere is being introduced into the variable pressure chamber 51b, the amount of air flowing out from the variable pressure chamber 51b to the intake pipe may differ depending on the magnitude of the negative pressure of the intake air. become.

That is, in order to make the driver's operation feeling of the operation lever 15 and the braking force exerted by each of the brake mechanisms 16 to 19, that is, the actual brake pressure supplied from the master cylinder 51c, coincide with each other, EACV1 to 3 are used. When the valve is opened, the amount of air introduced into the variable pressure chamber 51b or the amount of air flowing out from the variable pressure chamber 51b must be controlled regardless of the magnitude of the intake negative pressure of the internal combustion engine.

Therefore, in this embodiment, the intake negative pressure generated in the intake pipe of the internal combustion engine is detected, and the opening area of the EACV1 to 3 when the valve is opened is determined based on the detected negative intake pressure. It is supposed to be corrected.

For this reason, when it is confirmed that the mode changeover switch 11 is in the FM mode and this routine is started, as shown in FIG. 3, first, at step 1101, the engine speed NE is detected from the output signal of the speed sensor 4. Then, in step 1102, the actual throttle opening TH is calculated based on the output signal of the throttle opening sensor 24.
Detect R.

Here, the intake negative pressure E / GB is the engine speed N
The larger E is, the larger it is, and the smaller the throttle opening THR is, the larger it can be obtained as a function of NE and THR. Therefore, in this embodiment, a map as shown in FIG. 4 is stored in the control ECU 10 in advance, and if NE and THR are detected as described above, then step 110 is performed.
Go to 3 and search the map with NE and THR to find the intake negative pressure E / GB of the internal combustion engine.

By the way, when braking the vehicle,
The lower the vehicle speed, the greater the shock caused by the braking. Further, generally, during low-speed traveling, delicate adjustment of the braking force is often required rather than the strong braking force. Therefore, in the system of the present embodiment, it is also necessary to make a correction according to the vehicle speed in order to make the driver's operation feeling correspond to the vehicle braking feeling.

Therefore, in the present embodiment, the above step
At 1103, the intake negative pressure E / GB of the internal combustion engine is estimated.
Then, go to step 1104 to correct the vehicle speed.
First, based on the output signal of the vehicle speed sensor 12, the vehicle speed V
_WIs calculated. And in this way intake negative pressure E / G
B and vehicle speed V_WWhen the estimation of
V_WIntroduce a predetermined amount of air into the transformer chamber 51b based on
Correction gain G for _BAnd G_VWAsk for.

That is, when the atmosphere introducing valves EACV1, 2 are opened to introduce the atmosphere into the variable pressure chamber 51b, the variable pressure chamber 51b.
The amount of air introduced into the inside is a function of the opening areas of the EACV1 and 2 and the pressure in the variable pressure chamber 51b before opening the EACV1 and 2, that is, the intake negative pressure E / GB of the internal combustion engine. The larger the opening area of 2 and the lower the intake negative pressure E / GB, the more air is introduced.

Therefore, in order to introduce a predetermined amount of air into the variable pressure chamber 51b regardless of the intake negative pressure E / GB,
The larger the intake negative pressure E / GB, the smaller the opening areas of the EACV1 and 2 need to be corrected. Therefore, in this embodiment, the control ECU is set in advance by setting a map as shown in FIG.
The correction gain G _B is calculated by searching this map with the intake negative pressure E / GB estimated in step 1103 in step 1105.

Regarding the relationship between the vehicle speed V _W and the braking force, it is necessary to suppress the boosting force of the control B / B to a lower value as the vehicle speed V _W becomes slower as described above. That is, it is necessary to introduce a large amount of air into the variable pressure chamber 51b during high speed traveling and to reduce a small amount of air to be introduced into the variable pressure chamber 51b during low speed traveling. Therefore, in the present embodiment is preset the relationship between the vehicle speed V _W as shown in FIG. 6 and the correction gain G _VW, the correction gain G _VW by searching this map by the vehicle speed V _W in step 1106 Looking for.

Next, at step 1107, the required braking pressure TBPL corresponding to the braking force requested by the driver.
And a difference ΔBP from the actual brake pressure detected by the hydraulic pressure sensors 20 and 21 are detected. Here, if ΔBP is a positive value, the driver is requesting a stronger braking force, and if ΔBP is not a positive value, the driver has the intention to weaken the braking force.

By the way, the actual brake pressure BPR supplied to the brake mechanisms 16 to 19 is a pressure corresponding to the differential pressure generated between the negative pressure chamber 51a and the pressure reducing chamber 51b as described above. Therefore, the greater the actual brake pressure BPR, the greater the differential pressure between the negative pressure chamber 51a and the variable pressure chamber 51b, that is, the pressure in the variable pressure chamber 51b should be close to the atmospheric pressure.

On the other hand, the amount of air introduced into the variable pressure chamber 51b per unit time when the atmosphere introduction valves EACV1 and 2 are opened becomes smaller as the pressure in the variable pressure chamber 51b approaches atmospheric pressure. On the other hand, when the negative pressure introduction valve EACV3 is opened to supply the intake negative pressure into the variable pressure chamber 51b, the amount of air flowing out from the variable pressure chamber 51b is such that the closer the pressure in the variable pressure chamber 51b is to the atmospheric pressure, that is, the actual value. The larger the brake pressure BPR, the larger the amount.

Therefore, it is necessary to correct the actual brake pressure BPR at each moment in order to correspond the actual change in the braking force to the driver's operation feeling. That is,
When the driver is trying to increase the braking force, the larger the actual brake pressure BPR at that time is, the larger the opening areas of the EACV1 and 2 at the time of valve opening are corrected, and the driver is trying to weaken the braking force. In this case, the larger the actual brake pressure BPR, the smaller the opening area of the EACV3 when the valve is opened needs to be corrected.

Therefore, in the present embodiment, when ΔBP is detected in step 1107, step 11
At 08, it is determined whether or not the value is a positive value. If ΔBP> 0, the process proceeds to step 1109 to calculate a correction gain G _BPU for increasing the actual brake pressure BPR, and if ΔBP ≦ 0, the driver has the intention to weaken the braking force. Judgment is made and the routine proceeds to step 1110, where the correction gain G for reducing the actual brake pressure BPR is reduced.
_BPD is to be calculated.

In the present embodiment, the respective correction gains G _BPU and G _BPD are the actual brake pressure B as described above.
Paying attention to the value determined as a function of PR, the control ECU 10 stores in advance a map showing the relationship between G _BPU or G _BPD and B PR shown in FIGS. 7A and 7B,
This is searched by the actual brake pressure BPR and G _BPU and G _{BP D}
Is to be asked.

After calculating the correction gain G _B for the intake negative pressure of the internal combustion engine, the correction gain G _VW for the vehicle speed, and the correction gain G _BPU or G _BPD for the actual brake pressure BPR in this way, the _routine proceeds to step 1111 to correct these. The gains are integrated to obtain the total correction gain G _BRK . In this case, if it is determined in step 1108 that ΔBP> 0, the total correction gain G _BRK = G _B *
If it is determined that G _VW * G _BPU and ΔBP ≦ 0, then the total correction gain G _BRK = G _B * G _VW * G _BPD
Becomes

In the next steps 1112 and 1113, the total correction gain G _BRK is used to calculate the opening areas TAF1 to TAF3 of the EACV1 to 3 to be ensured in order to distribute the desired air amount to the EACV1 to 3. Where TAF1 = T
AF2 = TAF / 2, whereas TAF3 = TAF
This is because the introduction of the atmosphere into the variable pressure chamber 51b is performed simultaneously from the atmosphere introduction valves EACV1 and EACV2, while the intake negative pressure is performed only from the negative pressure introduction valve EACV3.

The opening areas TAF1 to TAF1 to EACV1 to 3 of the EACV1 to 3 are realized in order to realize a braking force that matches the operation feeling of the driver.
The TAF, which is the basis of the above, is obtained by integrating the difference between the driver's requested brake pressure TBPR and the actual brake pressure BPR, that is, ΔBP calculated in step 1107 above and the total correction gain G _BRK ( Step 1112).

Further, as shown in the characteristic diagram of FIG. 8, the atmosphere introduction valves EACV1, 2 and the negative pressure introduction valve 3 have the characteristic of opening with the opening area TAF according to the current I of the supplied flow rate control signal. Have Therefore, when the opening area of each of the introduction valves EACV1 to 3 is calculated in the above step 1113, the process proceeds to step 1114 and the opening area TA
Current values I _{1 to} I ₃ to be supplied to realize F1 to ₃
To calculate.

Then, in step 1115, when it is desired to increase the braking force based on the operation of the operating lever 15 by the driver, the currents I ₁ and I ₂ are supplied to the atmosphere introduction valves EACV1 and EAC2, respectively, and When it is desired to weaken the braking force, the current I ₃ is supplied to the negative pressure introduction valve EACV3, and the processing of this time is ended.

As described above, in the vehicle driving apparatus of this embodiment, the braking force suitable for the driver's operation feeling is exerted according to the operation position of the operation lever 15, and the appropriate state is maintained. It is possible to smoothly bring a vehicle to a stopped state without requiring advanced driving technology.

In FIG. 9, the control ECU 10 controls the operation lever 15
Electronically controlled throttle 40 according to instructions given via
3 is a flowchart of a throttle control routine executed to operate the engine. Hereinafter, a method of throttle control in the vehicle driving apparatus of the present embodiment will be described with reference to FIG.

In this embodiment, the throttle valve 2
The feedback system is configured by using the opening sensor 44 that detects the actual opening of No. 2, and the DC motor 41 is driven by the proportional-integral-derivative control (PID control).

That is, when the throttle control routine shown in FIG. 9 is started, first, at step 1201, the throttle opening instruction amount TTHL by the operating lever 15 is detected. Next, at step 1202, the throttle deviation TTH _(t) = TTHL-THR is calculated based on the actual throttle opening THR detected by the opening sensor 44. Then, in step 1203, the DC motor 41
The throttle deviation T of this time is used as a basis for calculating the component constituted by the differential control in the opening instruction signal supplied to
TH _(t) and throttle deviation TTH at the time of previous processing
The differential amount ΔTTH of the throttle deviation is calculated by taking the difference from _(t-1) .

Further, in step 1204, the throttle deviation TTH _(t) of this time is added to the integrated value of the throttle deviation up to the previous time, as a basis for calculating the component constituted by the integration control in the opening instruction signal, The integral amount ∫ΔTTH of ΔTTH is calculated.

Then, the routine proceeds to step 1205, where the preset proportional gain G _P , integral gain G _I , and derivative gain G are set.
_The basic control amount TTHI is calculated using _D using the following equation.

TTHI = G _P · T TH _(t) + G _I · ∫T
TH _(t) + G _D · ΔTTH When the basic control amount TTHI can be calculated in this way, the routine proceeds to step 1206, where correction for fluctuations in the battery voltage V _B is performed. This is because the voltage of the battery mounted on the vehicle varies greatly depending on the driving state of the vehicle and the like, while the opening degree of the throttle valve 22 needs to be controlled accurately. The control ECU 10 of the apparatus of this embodiment is provided with a correction coefficient K _VB for the battery voltage V _B in advance as a map (see FIG. 10), and this map is used for the battery voltage V _B.
The required correction coefficient K _VB is calculated by referring to.

Then, the actual control amount is calculated by multiplying the basic control amount TTHI calculated in step 1205 by this correction coefficient K _VB, and the value is calculated as TTHI.
(Step 1207).

After the control amount TTHI to be supplied to the DC motor 41 is calculated in this manner, the duty ratio for realizing the control amount TTHI is calculated in step 1208. Then, in step 1209, the signal of the calculated duty ratio is output to the DC motor 41, and the processing of this time is ended.

As described above, in the vehicle driving apparatus of this embodiment, when the operating lever 15 is operated in the acceleration range,
Highly accurate throttle control by PID control is executed according to the instruction value, and a traveling state that appropriately reflects the driver's operational feeling is realized.

By the way, as a general rule, a situation in which the braking force and the driving force are required at the same time does not occur while the vehicle is traveling. Therefore, for a vehicle assuming a physically handicapped person as a driver, the braking force and the driving force are selectively exerted depending on whether the operation lever 5 is located in the deceleration region or the acceleration region as described above. The configuration is excellent in operability and effective.

However, in order to smoothly start the vehicle on a steep slope, a proper driving force is secured in advance while the vehicle is stopped, and then the braking force is released to start the vehicle. Is appropriate, in which case a temporary braking force and a driving force are simultaneously required.

As described above, the vehicle driving apparatus of this embodiment is provided with the set switch 14 to satisfy such a function, and after the vehicle is stopped by the operation lever 15, the set switch 14 is turned on. Then, when the operation lever 15 is moved to the acceleration region thereafter, the driving force corresponding to the operation is secured while maintaining the braking force that can maintain the vehicle in the stopped state. Then, if the set switch 14 is turned off thereafter, the vehicle starts smoothly.

The vehicle driving apparatus of this embodiment is characterized in that the operability in this case is further improved. When the set switch 14 is turned off under the above-mentioned conditions, the vehicle is switched to a vehicle ahead. The electronically controlled throttle 40 and the electronically controlled brake system 50 are controlled so that the following vehicle distance can be appropriately maintained.

The characteristic operation of the vehicle driving system of this embodiment will be described in detail below with reference to FIGS.

FIG. 11 shows a flowchart of a main routine executed by the control ECU 10. As shown in the figure, the control ECU 10 first checks in the main routine whether the mode changeover switch 11 is set to the FM mode or the healthy person mode. This is because, when the healthy person mode is selected, the braking force and the driving force should be exerted according to the pedaling force of the brake pedal 25 and the accelerator pedal 22, and the control ECU 10 should not perform any processing.

Therefore, when it is determined in step 100 that the FM mode is not set, the process proceeds to step 200, and the EACV3 is set to control the pressure reduction of the control B / B51.
The VSV 55 is opened, and in the subsequent step 300, the process of disconnecting the electromagnetic clutch 42 is performed, and the routine of this time is ended.

In this case, a high brake pressure is not supplied from the control B / B 51 thereafter regardless of the operating state of the control ECU 10, and the brake mechanisms 16 to 19 always respond to the depression force of the brake pedal 25. Braking force will be exerted. Further, the throttle valve 22 is also not affected by the operating state of the control ECU 10, and the internal combustion engine always outputs a driving force corresponding to the depression amount of the accelerator pedal 23.

On the other hand, when the FM mode is selected in step 100, the process proceeds to step 400, the mode indicator lamp is turned on, and the electromagnetic clutch 4 is activated.
2 is connected to set the electronically controlled throttle 40 to the standby state, and the process proceeds to step 500.

Step 500 is a step for calculating the inter-vehicle distance to the preceding vehicle based on the detection result of the inter-vehicle distance sensor 60, and constitutes a part of the above-mentioned inter-vehicle distance detecting means 5. Further, the following step 600 is a step of differentiating the detected inter-vehicle distance to detect the relative speed with respect to the preceding vehicle, and corresponds to the relative speed calculating means 6 described above. This routine is intended to realize a smooth hill start by controlling the braking force and the driving force so that the inter-vehicle distance and the relative speed thus detected are maintained at appropriate levels.

The inter-vehicle distance in the above step 600
The differential processing of is performed by the distance differentiation subroutine shown in FIG.
Is executed. Here, the route shown in FIG.
Chin is a scheduled interrupt routine that starts every predetermined time.
Yes, this distance DST _(t)And the last distance DS
T_(t-1)And the distance differential value DDST_(t)With
is there.

Step 700 is a main part of this routine corresponding to the above-mentioned starting state command means 8, and when the set switch 14 and the operating lever 15 are operated in the manner at the time of starting on a slope, a smooth start on a slope is performed. This is a step of setting the target throttle valve opening TTHLS and the target brake pressure TBPLS necessary for realizing it, and is specifically realized by the slope subroutine shown in FIG.

When the routine shown in FIG. 13 is started, first, at step 701, it is judged if the control ECU 10 has already executed the slope control, that is, if the operation for requesting the start of the slope has been performed in the past. Here, when the operation for requesting the start of the slope has not been performed in the past, the routine proceeds to step 702, where it is determined whether or not the start of the slope is currently requested.

Here, in this routine, the set switch 14 is operated with the operation lever 15 positioned in the deceleration region.
Is turned on, and thereafter, when the operation lever 15 is moved to the acceleration region while the set switch 14 is turned on, it is determined that there is a request to start on a slope. Then, when such a situation is detected, the process proceeds to step 703, and the state is indicated by the flag XSC. That is, in step 701, it is determined whether or not the slope control is being executed depending on whether or not XSC = "1".

In this case, in step 701, XS
If it is determined that C is “1”, step 704.
Then, the vehicle speed V is compared with a predetermined judgment value KVW (about 5 km / h). If the vehicle speed V has risen to an appropriate level (the degree to which V ≧ KVW is satisfied), the vehicle has already started, and it is not necessary to execute the processing of this routine for starting on a slope. is there.

Therefore, in step 704, V ≧
When KVW is satisfied, the process proceeds to step 705, similarly to the case where it is determined in step 702 that the request to start on a slope has not been issued. And
In step 705, a flag XS indicating the execution state of the slope control
C is set to "0", and the target throttle valve opening TTHLS and the target brake pressure TBPLS for realizing a smooth start on the slope are reset to "0", and this processing is ended.

In this routine, TTHLS and TBPLS calculated this time are respectively set to TTH for convenience of calculation.
It is stored as LS _(t) and TBPLS _(t) , and the previously calculated TTHLS and TBPLS are respectively stored in TTHLS.
_(t-1) and TBPLS _(t-1) are stored. Therefore, in step 705, a process of resetting all these values to "0" is executed.

On the other hand, in step 704, the vehicle speed V
Is determined not to reach KVW, or if the process of step 703 is executed, step 70
In step 6, the state of the set switch 14 is determined. This is to detect the timing when the driver is about to start the vehicle.

Here, in step 706, it is determined that the set switch 14 is on when the driver thinks that the vehicle should not be started yet. Therefore, in this case, it suffices to appropriately exert the driving force while maintaining the vehicle in a stopped state, and in this routine, the routine proceeds to step 707, where the target throttle opening degree THTHLS.
The instruction value f (lever ₎ of the operation lever 15 is substituted for _(t) , and the actual brake pressure BPR when the set switch 14 is turned on is substituted for the target brake pressure TBPLS _(t) , and the processing of this time is ended.

Then, thereafter, until it is determined in step 706 that the set switch 14 is turned off, the processing of the above steps 701, 704, 706 and 707 is repeatedly executed.

At step 706, the set switch 1
If it is determined that No. 4 is off, the process proceeds to step 708 in order to realize a smooth start on the slope. This step 708
Is a step of determining what value the relative speed DDST with respect to the preceding vehicle obtained in step 600 is.

That is, the relative speed DD when starting on a slope
ST has a positive value when the vehicle is approaching the vehicle in front, and in this case, it is necessary to appropriately reduce the vehicle speed. The DDST has a negative value when the distance to the vehicle in front is wide, and in this case, it is necessary to appropriately increase the vehicle speed.

Therefore, in this routine, the relative speed is
It is divided into 3 levels according to the size of DDST, and DDST ≧ K
If (> 0), go to step 709 and K> DDST ≧ 0
If 0> DDST, go to step 710
Proceed to step 711 and set appropriate values for the target slot.
Torr opening degree TTHLS_(t), Target brake pressure TBPLS
_(t)Set to.

Here, step 709 is performed when the vehicle starts on a slope.
And there is a possibility that the vehicle may approach the vehicle ahead
These are the steps performed in. Therefore, step 70
In 9, the target throttle opening degree TTHLS_(t)Fixed
Should the previous value TTHLS_{(t -1)}Set the goal break
Pressure TBPLS_(t)The previous value TBPLS to increase the pressure
_(t-1)Is set to a value obtained by adding a predetermined pressure increase width BPSU.

Therefore, if the driving force and the braking force of the vehicle are controlled to these target values, the braking forces generated by the brake mechanisms 16 to 19 increase while the driving force generated by the internal combustion engine remains constant. Since V decreases, improper approach to the vehicle in front is prevented.

Also, the step 710 is executed is
This is a case where the relative speed DDST with respect to the vehicle ahead is maintained at an appropriate level. Therefore, in this case, as the target throttle opening degree TTHLS _(t) , the instruction value f of the operation lever 15 is set.
(Lever) as it is, and the target brake pressure TBPLS
_{As (t)} , a value obtained by subtracting a predetermined pressure reduction width BPSD from the previous value TBPLS _(t-1) is set. In this case, if the driving force and braking force of the vehicle are controlled to these target values,
The braking force is gradually reduced, and a smooth hill start is realized while maintaining an appropriate inter-vehicle distance.

On the other hand, step 711 is executed
This is a case where the starting speed of the host vehicle is unduly slow with respect to the starting speed of the vehicle in front, and in this case, a starting speed that is higher than the value indicated by the operating lever 15 should be secured. For this reason,
In step 711, the target throttle opening degree TTH
A value obtained by adding a predetermined increment THSU to the previous value TTHLS _(t-1) is set as LS _(t) , and the target brake pressure TBPLS _(t) is reduced by a predetermined pressure from the previous value TBPLS _(t-1). A process of setting a value obtained by subtracting the width BPSD is performed.

In this case, if the driving force and the braking force are controlled to these target values, the braking force that acts to suppress the vehicle speed decreases and the driving force that acts to increase the vehicle speed becomes large. Therefore, the starting speed is relatively significantly increased, and regardless of the position of the operating lever 15, the vehicle can follow the preceding vehicle and complete the hill start at an appropriate starting speed.

If any of the above steps 709 to 711 is executed, the next routine is started,
In step 712, the current target value TTHLS _(t) ,
Let TBPLS _(t) be TTHLS _(t-1) and TBPL, respectively.
It is stored as S _{(t-1) and} the processing of this time is ended.

By the way, in principle, the set switch 14 is turned on when the vehicle starts on a slope when the brake pressure is sufficient to keep the vehicle stopped. Therefore, during execution of the routine shown in FIG. 13, the vehicle should not normally move backward on the slope due to insufficient braking force.

However, in the case where the set switch 14 is turned on under the condition that sufficient braking force is not secured due to the driver's carelessness, etc., the vehicle is on a slope while the routine shown in FIG. 13 is being executed. The situation of retreating occurs.
Then, in this case, the relative speed DDST with respect to the preceding vehicle
Is executed negatively, the above step 711 is executed, and the target brake pressure TBPLS _(t) is further updated to be small.

In this case, if the driver does not recognize the backward movement of the vehicle and does not start the slope again, the vehicle will continue to move backward. Therefore, a mechanism for detecting the backward movement of the vehicle may be provided, and when the backward movement of the vehicle is detected when the vehicle starts on a slope, the vehicle may be kept at a brake pressure capable of maintaining the stopped state thereafter.

As described above, at step 700 in FIG. 11, when the start on the slope is not requested, the target value TT is set.
When HLS _(t) and TBPLS _(t) are set to "0" and a hill start is required, the throttle opening and the brake pressure that can realize a smooth start are the control target values TTHLS.
_(t) and TBPLS _(t) .

By the way, these target throttle opening degrees T
The THLS and the target brake pressure TBPLS are only throttle opening or brake pressure that can satisfy the requirement for starting on a slope. Therefore, it is necessary to realize the throttle opening and the brake pressure that directly reflect the operating states of the operating lever 15 and the set switch 14 under operating conditions except when starting on a slope.

Therefore, if the target value for starting a slope is set in step 700, step 800,
In 900, the target value is compared with the target value that reflects the driver's operation status, and the target value that is assumed to be more appropriate is set as the final target throttle opening and target brake pressure. To do.

FIG. 14 shows a flow chart of a target opening calculation subroutine corresponding to step 800.
As shown in the drawing, in this routine, first, at step 801, it is determined whether the driver has made any request for the throttle opening, that is, whether a command for the throttle opening has been issued via the operating lever 15. To do.

If any request is made, the routine proceeds to step 802, where the instruction value f of the operating lever 15 is
(Lever) is stored as it is as the target throttle opening degree TTHLN, and if there is no request for the throttle opening degree from the operating lever 15, step 80
3, the target throttle opening degree TTHLN = "0" is set.

After setting the target throttle opening degree THHLN based on the driver's operation status in this way, the routine proceeds to step 804, where the target throttle opening degree THTHLS set in the routine shown in FIG. 13 and the target throttle opening degree set in this routine are set. The throttle opening TTHLN is compared, the larger value is set as the final target throttle opening TTHL, and the routine ends.

Therefore, the final target throttle opening TT
As the HL, at least a throttle opening that can smoothly start on a slope and appropriately reflect the driver's intention will be set.

FIG. 15 is a flowchart of the target brake pressure calculation subroutine corresponding to step 900 described above. In the routine shown in the figure, first, at step 901, it is determined whether the driver has instructed the brake pressure, that is, whether the operation lever 15 has issued a command regarding the brake pressure.

If no command relating to the brake pressure is issued from the operating lever 15, step 902
Further, it is determined whether or not a request regarding the throttle opening degree is issued. This is for checking whether the operating lever 15 is located in the neutral area or the acceleration area.

As a result, when it is determined that the operating lever 15 is located in the acceleration region, the routine proceeds to step 903, where the target brake pressure to be set based on the operating condition of the driver is set to "0". I do. Here, in the present embodiment, TBPLN representing the instruction value of the operation lever 15 and
Both TBPLL, which represents the brake pressure when the set switch 14 is turned on, are treated as the target brake pressure based on the driver's operation.

Then, these target brake pressures TBPL
For each of N and TBPLL, for convenience of calculation, the current value is TBPLN _(t) , TBPLL _(t) , and the previous value is TBPLN.
It is supposed to be stored as PLN _(t-1) and TBPLL _(t-1) . Therefore, in step 903, a process of resetting all of them to "0" is executed.

In step 903, the flag X is further added.
Processing for resetting BL to "0" is executed. here,
The flag XBL is a flag indicating whether the set switch 14 is turned on as described later, that is, whether or not there is a request to hold the brake pressure in order to keep the vehicle stopped.

On the other hand, if it is determined in step 901 that there is a request for brake pressure, or step 902
When it is determined that the operation lever 15 is in the neutral position in step S904, the process proceeds to step 904, and it is determined whether the flag XBL is "1".

If XBL is already "1", regardless of the current instruction value of the operating lever 15, the final target brake pressure is TBPLL which stores the brake pressure when the set switch 14 is turned on. Should be set, while if XBL is "0", the current operating lever 1
This is because the required value is divided in consideration of the fact that the command value of 5 should be reflected in the target brake pressures TBPLN and TBPLL.

If this time is the first processing, XBL
Since it is "0", in this case, the process proceeds to step 905, and it is determined whether the brake pressure holding request is made, that is, the operation lever 15 is in the deceleration region, and the set switch 1
It is determined whether 4 is turned on.

If a request for holding the brake pressure is made, XBL is set to "1" at step 906 and then the routine proceeds to step 907, where the current operation lever 15
Target brake pressure TBPLN set based on the indicated value of
_{(t) is} set as TBPLL _(t).

That is, if the set switch 14 is turned on under the condition that the braking force sufficient to keep the vehicle stopped by the operation lever 15 is secured, TBPLL _(t)
Is set to a brake pressure sufficient to maintain the vehicle in a stopped state. Then, when this routine is started next time and step 904 is executed, XB
Since L = “1”, steps 905 to 907 are jumped, and the value of TBPLL _(t) does not change regardless of the change of the instruction value of the operation lever 15.

On the other hand, if it is judged at step 905 that the request for holding the brake pressure is not made, that is, if the set switch 14 is off, the routine proceeds to step 908, where "0" is set to the flag XBL. Along with the target brake pressure TBPL when maintaining the brake pressure
Set L _(t) to "0". Then, in step 90
In step 9, set the instruction value f (lever) of the operating lever 15 to TBPLN.
Set as _(t) .

As described above, in this routine, TBPL is performed for each of the three cases when the operating lever 15 is in the acceleration region, when the operating lever 15 is in the neutral or deceleration region, and there is a request for holding the brake pressure or no request.
N _(t) and TBPLL _(t) will be set according to their respective rules.

When these settings have been completed, the routine proceeds to step 910, where the target brake pressure TBPL set in the routine shown in FIG.
S is compared with TBPLN and TBPLL, the largest one is set as the final target brake pressure TBPL, and the processing of this routine is ended.

As a result, when the brake pressure set based on the driver's operation is insufficient when starting on a slope, the brake pressure set to an appropriate value based on the detection result of the inter-vehicle distance sensor 60, etc. When the driver wants a larger braking force, the intention is appropriately reflected while being supplied to each of the brake mechanisms 16 to 19, and smooth running and high safety are both achieved. become.

By the way, the braking force to be generated in the vehicle should be set larger as the relative speed DDST with respect to the vehicle ahead is higher. In the routine shown in FIG. 13, when the relative speed exceeds the determination value K at the time of starting on a slope, the braking force is gradually increased. However, such a request is made at the time of starting. The present invention is not limited to this, and is similarly required during normal traveling from the viewpoint of preventing a rear-end collision.

Step 1000 in FIG. 11 is a step of correcting the target brake pressure on the basis of the inter-vehicle distance detected by the inter-vehicle distance sensor 60 so as to satisfy such a request. FIG. 16 shows a flowchart of a distance correction subroutine showing the specific processing contents.

As shown in FIG. 16, in this routine, first, at step 1001, it is judged if the inter-vehicle distance differential value calculated at step 600, that is, the relative speed DDST exceeds a predetermined judgment value KDDST. Here, if DDST> KDDST is not satisfied, there is no risk of a rear-end collision, and the current processing is ended without performing any processing.

On the other hand, when DDST> KDDST is satisfied, that is, when the vehicle ahead is approaching rapidly, the routine proceeds to step 1002, where the target brake pressure TBPL is increased. Specifically, the value obtained by multiplying the TBPL set in step 900 by the correction coefficient K _DD (> 1.0) is set as the corrected target brake pressure TBPL, and the process returns to the main routine.

With the structure for correcting the target brake pressure TBPL in this way, when the inter-vehicle distance is maintained at an appropriate level, the braking force that reflects the instruction value of the operating lever 15 and the like is exerted and is favorable. The operation feeling can be ensured, and when the vehicle is approaching rapidly, the braking force is strengthened so as to suppress the approach, and higher safety is secured.

The correction of the target brake pressure TBPL based on the inter-vehicle distance is performed by using the correction coefficient K _DD as a constant value as described above, or by using K _DD as a function of the relative speed DDST as shown in FIG. A method of setting may be adopted and executed.

As described above, in the routine shown in FIG. 11, when the processing up to step 1000 is completed,
A target throttle opening TTHL, which is a basis for controlling the electronically controlled throttle 40 and the electronically controlled brake system 50,
The target brake pressure TBPL is uniquely set.

Thereafter, the control ECU 10 performs the brake control based on the target throttle opening TTHL and the target brake pressure TBPL thus set (step 110).
0) and throttle control (step 1200) are executed, and the main routine shown in FIG. 11 ends.

Incidentally, steps 1100 and 1200 in FIG.
3 are steps realized by the subroutines shown in FIGS. 3 and 9, and in step 1107 in FIG. 3 or step 1201 in FIG. 9, the target brakes set as described above in TBPL and TTHL, which are the basis of calculation, respectively. The vehicle control is realized by substituting the pressure TBPL or the target throttle opening TTHL.

As described above, when the control ECU 10 of this embodiment executes the above-mentioned main routine, the vehicle can be operated very easily by operating the operation lever 15 during the normal operation. In addition, when a hill starts to require a relatively high skill, a smooth start can be realized by following the vehicle ahead, and the operation load on the driver can be significantly reduced.

In the above embodiment, the control ECU 10 controls the braking force and the driving force based on the detection result of the inter-vehicle distance sensor 60 only when the FM mode is selected. The present invention is not limited to this. For example, the accelerator pedal 23 and the brake pedal 25 realize the traveling state commanding means 3 and the parking brake realizes the braking force holding instructing means 7. It may be executed.

[0139]

As described above, according to the present invention, the braking force and the driving force are exerted so that the relative speed with respect to the vehicle ahead is appropriately maintained regardless of the operation skill of the driver when starting on a slope. . In other words, at the time of starting on a slope, the driver only needs to perform a predetermined operation after confirming that the vehicle in front has started, and the vehicle will start smoothly following the vehicle in front, and it will be very easy to start a reliable slope. it can.

As described above, according to the vehicle driving apparatus of the present invention, unlike the conventional apparatus, the vehicle does not move backward or unintentionally start suddenly due to the driver's skill, and the driver's operation load is reduced. The feature is that it can be significantly reduced.

[Brief description of drawings]

FIG. 1 is a principle diagram of an automobile driving apparatus according to the present invention.

FIG. 2 is an overall configuration diagram of a vehicle driving apparatus that is an embodiment of the present invention.

FIG. 3 is a flowchart of an example of a brake control subroutine executed by a control ECU.

FIG. 4 is a characteristic diagram showing a relationship between a throttle opening THR of the internal combustion engine, an engine speed NE, and an intake negative pressure E / GB.

FIG. 5: Correction gain G _{B in the} brake control subroutine
Is a map for seeking.

[FIG. 6] Correction gain G _{VW in the} brake control subroutine
Is a map for seeking.

FIG. 7 is a map for _{obtaining a} pressure increase correction gain G _BPU and a pressure decrease correction gain G _BPD in a brake control subroutine.

FIG. 8 is a characteristic diagram showing a relationship between an opening area TAF and a current I of a flow rate instruction signal when the atmosphere introduction valve and the negative pressure introduction valve are opened.

FIG. 9 is a flowchart of an example of a throttle control subroutine executed by a control ECU.

FIG. 10 is a map for _{obtaining a} battery correction coefficient K _VB in the throttle control subroutine.

FIG. 11 is a flowchart of an example of a main routine executed by a control ECU.

FIG. 12 is a flowchart of an example of a distance differentiation subroutine executed by the control ECU.

FIG. 13 is a flowchart of an example of a slope control subroutine executed by a control ECU.

FIG. 14 is a flowchart of an example of a target throttle opening calculation subroutine executed by a control ECU.

FIG. 15 is a flowchart of an example of a target brake pressure calculation subroutine executed by a control ECU.

FIG. 16 is a flowchart of an example of a target brake pressure distance correction subroutine executed by a control ECU.

FIG. 17 is an example of a map used by the control ECU for distance correction of the target brake pressure.

[Explanation of symbols]

 1 Braking Force Control Mechanism 2 Throttle Control Mechanism 3 Running State Command Means 4 Running State Control Means 5 Inter-Vehicle Distance Detecting Means 6 Relative Speed Calculating Means 7 Braking Force Holding Instructing Means 6 Starting State Command Means 10 Control ECU 11 Mode Change Switch 14 Set Switch 15 Control lever 16 to 19 Brake mechanism 20,21 Oil pressure sensor 22 Throttle valve 23 Accelerator pedal 25 Brake pedal 40 Electronically controlled throttle 50 Electronically controlled braking system 51 Brake booster for control 51a Negative pressure chamber 51b Transformer chamber 51c Master cylinder EAACV1, 2 Atmosphere Introduction valve EACV3 Negative pressure introduction valve 60 Distance sensor

Claims (1)

[Claims] 1. A braking force control mechanism for driving a brake mechanism of a vehicle to generate a desired braking force according to a supplied braking force control signal, and a throttle valve for an internal combustion engine according to a supplied throttle control signal. A throttle control mechanism for driving the vehicle to generate a desired driving force, and the braking force control signal and the throttle set by the traveling state control means based on the traveling state command signal issued by the traveling state command means indicating the driver's intention. In a vehicle driving device configured to supply a control signal to the braking force control mechanism and the throttle control mechanism, respectively, an inter-vehicle distance detecting means for detecting a distance between a front vehicle and an own vehicle; Relative speed calculation means for calculating the relative speed with respect to the vehicle in front based on the detection result of the distance detection means, and a running state finger issued by the running state command means. When the driver performs a predetermined operation during the execution of the braking force control based on the command signal, the braking force holding instructing means for instructing the running state control means to hold the braking force, and the braking force holding instructing means While holding the braking force based on the instruction,
The running state command signal issued by the running state command means changes from a request for braking force control to a request for driving force control, and the instruction to hold the braking force by the braking force holding instruction means is released. In this case, the vehicle includes a starting state commanding means for correcting the braking force control signal and the driving force control signal according to the relative speed calculated by the relative speed calculating means to start the vehicle. Operating device.