JPH0958503A - Automatic traveling device for vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To enhance steerage and safety of a vehicle by reliably controlling the vehicle by a driver even when driving operation of the driver and automatic control operation interfere with each other in an automatic traveling device for a vehicle. SOLUTION: An automatic traveling device for a vehicle is provided with an automatic steering mechanism 13 to control a power steering device 12 regardless of steering force of a steering wheel 11 and an automatic brake mechanism 16 to control this brake device 15 regardless of stepping force of a brake pedal 14, and a controller 17 controls the automatic steering mechanism 13 and the automatic brake mechanism 16 according to a vehicle traveling condition, and an automatic steering mode is gradually released by steering the steering wheel 11, and an automatic brake actuating mode can be released by stepping an accelerator pedal 63.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to setting a steering force of a steering mechanism to steer a steered wheel in accordance with a traveling state of a vehicle, and setting a braking amount of a braking mechanism to brake a traveling wheel. The present invention relates to an automatic vehicle drive device for automatically controlling the traveling of a vehicle.

[0002]

2. Description of the Related Art In recent years, a system for automatically driving a vehicle has been developed by automatically controlling driving, steering, and braking of the vehicle in accordance with the traffic conditions around the vehicle. Among them, as an automatic steering control device for a vehicle, for example, one disclosed in Japanese Patent Application Laid-Open No. 5-170117, and an automatic braking device for a vehicle, for example, Japanese Patent Application Laid-Open No.
There is one disclosed in Japanese Patent Laid-Open No. 262957.

The automatic steering control system for a vehicle disclosed in Japanese Unexamined Patent Publication No. 5-170117 inputs a front image corresponding to the driver's field of vision with a television camera while the vehicle is traveling, and detects the result. Based on the positional relationship between the own vehicle and the lane or other vehicles and the traffic situation, the steering direction and the steering force of the own vehicle are calculated, and the vehicle is automatically steered based on the calculation result.

The automatic brake device for a vehicle disclosed in Japanese Patent Application Laid-Open No. 4-262957 can increase the output when the tandem brake functions as an automatic brake device.

Therefore, by using such an automatic steering control device and an automatic braking device, it is possible to adapt the vehicle to the traffic conditions and to automatically drive the vehicle.

[0006]

By the way, in an automatic steering control device and an automatic braking device for automatically driving an automobile, automatic steering and automatic braking are related to each other, and control is performed in consideration of both devices. Need to do. In the above-described conventional automatic steering control device and automatic braking device, both are controlled independently, and it is desirable to control them in association. Therefore, the automatic steering and the automatic braking of the vehicle must be associated with each other including the operation depending on the judgment of the driver, while controlling them without interfering with each other.

The present invention solves such a problem, and provides an automatic traveling device for a vehicle, which is capable of safely and automatically controlling the traveling of a vehicle and controlling the traveling according to a driving operation of a driver. To aim.

[0008]

SUMMARY OF THE INVENTION To achieve the above object, an automatic vehicle driving apparatus of the present invention includes a steering wheel operated by a steering force of a driver and a steering corresponding to the steering force of the steering wheel. A steering mechanism that transmits a force to steer the steered wheels, an automatic steering mechanism that sets the steering force of the steering mechanism to steer the steered wheels regardless of the steering force of the steering wheel, and a pedaling force of a driver. A brake pedal, a braking mechanism that transmits a braking amount corresponding to the pedaling force of the brake pedal to brake the traveling wheels, and a traveling wheel that sets the braking amount of the braking mechanism regardless of the pedaling force of the braking pedal. An automatic braking mechanism for braking the vehicle, a vehicle traveling state detecting means for detecting a traveling state of the vehicle, and a vehicle traveling state based on a detection result of the vehicle traveling state detecting means. In accordance with the automatic steering device for a vehicle including the automatic steering mechanism and the control means for controlling the automatic braking mechanism, the driver's input from the steering wheel with respect to the set steering force set by the automatic steering mechanism. When the steering force is a predetermined value or more, the driver's steering force input from the steering wheel is prioritized.

Therefore, when the driver operates the steering wheel, the steering mechanism transmits the steering force corresponding to the steering force of the steering wheel to steer the steered wheels, and the driver operates the brake pedal. so,
While the braking mechanism transmits the braking amount corresponding to the pedaling force of the brake pedal to brake the traveling wheels to normally drive the vehicle, in the automatic driving mode, the control means controls the vehicle based on the detection result of the vehicle traveling state detection means. By controlling the automatic steering mechanism and the automatic braking mechanism according to the vehicle operating state, the automatic steering mechanism sets the steering force of the steering mechanism irrespective of the steering force of the steering wheel to steer the steered wheels. The braking mechanism sets the amount of braking of the braking mechanism regardless of the pedaling force of the brake pedal to brake the traveling wheels to automatically drive the vehicle.At the time of automatic driving of this vehicle, the driver operates the steering wheel, When this steering force exceeds a predetermined value with respect to the set steering force set by the automatic steering mechanism, the automatic steering mechanism is released and normal operation is performed.

Further, in the vehicle automatic traveling apparatus of the present invention, when the set steering force set by the automatic steering mechanism interferes with the driver's steering force input from the steering wheel, the driver with respect to the set steering force. The set steering force is decreased in accordance with the degree of interference of the steering force.

Therefore, when the driver operates the steering wheel during automatic driving of the vehicle, the set steering force is reduced according to the degree of interference of the steering force with the set steering force set by the automatic steering mechanism. Will gradually change from automatic steering to normal driving, and the driver will not be confused.

Further, the vehicle automatic traveling apparatus of the present invention includes a steering wheel operated by a driver's steering force, and a steering mechanism for transmitting the steering force corresponding to the steering force of the steering wheel to steer the steered wheels. An automatic steering mechanism that sets the steering force of the steering mechanism regardless of the steering force of the steering wheel to steer the steered wheels, a brake pedal operated by the pedal force of the driver, and a pedal force of the brake pedal. A braking mechanism that transmits a corresponding braking amount to brake the traveling wheels, an automatic braking mechanism that sets a braking amount of the braking mechanism regardless of the pedaling force of the brake pedal to brake the traveling wheels, and a traveling state of the vehicle. Detecting means for detecting the vehicle running state, and the automatic steering mechanism and the automatic steering mechanism according to the vehicle running state based on the detection result of the vehicle running state detecting means. In a vehicle automatic traveling device including a control means for controlling a dynamic mechanism, when the pedaling force of a driver is input from an accelerator pedal with respect to a set braking amount set by the automatic braking mechanism, the automatic braking mechanism operates as described above. It is characterized in that the control of the braking mechanism is released.

Therefore, when the driver operates the steering wheel, the steering mechanism transmits the steering force corresponding to the steering force of the steering wheel to steer the steered wheels, and the driver operates the brake pedal. so,
While the braking mechanism transmits the braking amount corresponding to the pedaling force of the brake pedal to brake the traveling wheels to normally drive the vehicle, in the automatic driving mode, the control means controls the vehicle based on the detection result of the vehicle traveling state detection means. By controlling the automatic steering mechanism and the automatic braking mechanism according to the running state of the vehicle, the automatic steering mechanism sets the steering force of the steering mechanism irrespective of the steering force of the steering wheel to steer the steered wheels. The braking mechanism sets the braking amount of the braking mechanism regardless of the pedaling force of the brake pedal to brake the traveling wheels to automatically drive the vehicle, and when the driver depresses the accelerator pedal during the automatic driving of this vehicle, Control of the braking mechanism by the automatic braking mechanism is released, and normal operation is resumed.

Further, the vehicle automatic traveling apparatus of the present invention, when the automatic steering mechanism releases the control of the steering mechanism or the automatic braking mechanism releases the control of the braking mechanism, It is characterized by issuing an alarm to.

Therefore, during automatic driving of the vehicle, automatic steering,
Alternatively, when the automatic braking is released, an alarm is issued to the driver, and the driver can accurately distinguish the automatic driving from the normal driving.

[0016]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS Embodiments of the present invention will be described below in detail with reference to the drawings and examples.

FIG. 1 is a control block showing the overall structure of an automatic vehicle traveling apparatus according to an embodiment of the present invention, FIG. 2 is a graph showing characteristics of automatic steering force, and FIG. 3 is a flowchart showing processing of automatic steering control. FIG. 4 is a cross section of the vacuum booster mechanism applied to the automatic braking device, FIG. 5 is a cross section of the automatic braking actuator applied to the automatic braking device, and FIG. 6 is a diagram for setting the target deceleration of the automatic braking control. Description showing the signal processing, FIG. 7 is a map showing the deceleration with respect to the inter-vehicle distance in the automatic braking control, FIG. 8 is a map showing the deceleration with respect to the relative speed in the automatic braking control, and FIG.
FIG. 10 is a graph showing the target deceleration with respect to the instruction current in the automatic brake control, FIG. 10 is a graph showing the actual deceleration with respect to the control voltage in the automatic braking control, FIG. 11 is a flowchart showing the processing of the automatic braking control, and FIG. 12 is the automatic braking device. FIG. 13 shows an outline for explaining the transmission path of the braking force by the above, FIG. 13 shows a flow of fail-safe processing in automatic steering control, and FIG. 14 shows a flow of fail-safe processing in automatic braking control.

As shown in FIG. 1, the vehicle automatic traveling apparatus of this embodiment includes a power steering apparatus 12 as a steering apparatus for transmitting a steering force corresponding to a steering force of a steering wheel 11 to steer steered wheels. And an automatic steering mechanism 13 for setting the steering force of the power steering device 12 irrespective of the steering force of the steering wheel 11 to steer the steered wheels, and transmit the braking amount corresponding to the pedaling force of the brake pedal 14. The controller 17 as a control means has a brake device 15 for braking the traveling wheels, and an automatic brake mechanism 16 for braking the traveling wheels by setting a braking amount of the brake device 15 regardless of the pedaling force of the brake pedal 14. It is possible to control the automatic steering mechanism 13 and the automatic braking mechanism 16 based on the operation state of the driver and the traveling state of the vehicle. It has become way.

That is, a hydraulic pump 21 having a reserve tank 20 has a hydraulic pressure supply path branched by a shunt valve 22, one of which is connected to the automatic traveling apparatus of the present embodiment, and the other of which is connected to a 4WS system (not shown). ing. The hydraulic supply path connected from the hydraulic pump 21 to the automatic traveling device side via the diversion valve 22 is further branched, and one is connected to the power steering device 12 and the automatic steering mechanism 13 via the hydraulic power source switching valve 23. The other is connected to the automatic braking mechanism 16. Therefore, in the vehicle automatic traveling apparatus of the present embodiment, it is possible to selectively switch between the artificial steering (power steering) mode using the power steering apparatus 12 and the automatic steering mode by the automatic steering mechanism 13. In addition, the artificial braking (normal braking) mode using the braking device 15 and the automatic braking mode by the automatic braking mechanism 16 can be selectively switched to operate.

The power steering device 12 comprises a steering rack 24 drivingly connected to the steering wheel 11, a hydraulic cylinder 25, and an EPS valve 26. One oil passage of the hydraulic power source switching valve 23 is EP.
It is connected to the S valve 26. Therefore, when the steering wheel 11 is operated, the hydraulic cylinder 2 is moved from the hydraulic pump 21 via the EPS valve 26 according to the operating force.
By supplying the predetermined pressure hydraulic oil to one of the chambers in 5,
The operation force acts on the steering rack 24, and the steering force of the steering wheel 11 can be assisted.

Further, in the automatic steering mechanism 13, an automatic steering angle control valve 28 is connected to the other oil passage of the hydraulic power source switching valve 23 via an automatic steering force control valve 27. The EPS valve 26 of the power steering device 12 via the mode switching valve 29.
It is connected to. This automatic steering force control valve 27 is
The hydraulic pressure supplied to the EPS valve 26 can be adjusted when the automatic steering mode is selectively switched by the hydraulic pressure source switching valve 23. Further, the automatic steering angle control valve 28 can adjust the direction of the hydraulic pressure supplied to the steering rack 24. Further, the mode switching valve 29 is switched in conjunction with the hydraulic power source switching valve 23, and switches between the power steering mode by the EPS valve 26 and the automatic steering mode by the automatic steering angle control valve 28. The valves 23, 27, 28, 29 described above are electromagnetic valves.

By the way, each of the valves 23, 27, 2
The controllers 8 and 29 are controlled by the controller 17. That is, the controller 17 is connected with a steering mode switching unit 31 for switching from the power steering mode to the automatic steering mode, an automatic steering force control unit 32 and an automatic steering angle control unit 33 for controlling the automatic steering mechanism 13,
Each is connected to the power supply unit 34. The steering mode switching unit 31 performs switching operation of the hydraulic pressure source switching valve 23 and the mode switching valve 29 based on the traveling state of the vehicle and road conditions detected by various sensors (not shown). Further, the automatic steering force control unit 32 performs switching operation of the automatic steering force control valve 27 and the automatic steering angle control unit 33 performs switching operation of the automatic steering angle control valve 27 based on the traveling state and road conditions. Further, in the steering rack 24 of the power steering device 12,
An actual steering angle sensor 35 for detecting the rack displacement, that is, the actual steering angle is provided, and the detection result is fed back to the controller 17.

That is, although various sensors (not shown) are connected to the controller 17, for example, this sensor is a CCD camera or a laser radar, and the information detected by these sensors is input to the controller 17. It Then, based on the input information, the controller 17 calculates the collision risk of the vehicle, for example, by the following mathematical expression (1), and warns the driver with a voice or a display, or performs automatic steering control. to decide. Note that V ₀ is the vehicle speed of the host vehicle, t _G is the deceleration required time, X _G V is the required deceleration at the vehicle speed V ₀ , and d ₀ is the distance from the vehicle to the approaching object. _{V 0 · t G -X G V} · t G 2/2> d 0 ··· (1)

Therefore, in the power steering mode, the hydraulic power source switching valve 23 is driven to the right in FIG. 1 and the mode switching valve 29 is moved to the right in FIG. 1 based on the control command from the steering mode switching unit 31. The high pressure hydraulic oil is supplied to the EPS valve 26. Then, in this EPS valve 26, the amount and pressure of the hydraulic oil supplied to the hydraulic cylinder 25 are set based on the control signals from the automatic steering force control unit 32 and the automatic steering angle control unit 33, and the operation from the EPS valve 26 is performed. Oil is sent to the mode switching valve 29. Further, since the mode switching valve 29 is controlled so as to directly supply the hydraulic oil from the EPS valve 26 to the hydraulic cylinder 25, a predetermined amount of hydraulic oil is supplied to each chamber of the hydraulic cylinder 25, so that the driver Steering force is reduced.

On the other hand, in the automatic steering mode, the hydraulic pressure source switching valve 23 is driven to the left in FIG. 1 and the mode switching valve 29 is driven to the left in FIG. Force control valve 27 and automatic steering angle control valve 2
8 is supplied. The automatic steering force control unit 32 and the automatic steering angle control unit 33 mainly include the actual steering angle sensor 35.
The control amounts of the automatic steering force control valve 27 and the automatic steering angle control valve 28 are set on the basis of the detection result from the above, and the position of the steering rack 24 is controlled.

Further, the automatic steering force at this time, that is, the hydraulic pressure of the hydraulic oil is set based on the map shown in FIG. 2, for example. Usually, a larger force is required for steering when traveling at a lower speed, but a larger force is not required for steering as the vehicle speed increases. Therefore, in the present embodiment, as shown in FIG. 2, the steering force during automatic steering is reduced as the vehicle speed increases.

In order for the driver to steer the steering wheel 11 against automatic steering control during automatic steering, a steering force that overcomes the hydraulic pressure of the hydraulic oil supplied to the hydraulic cylinder 25 is required. This is because if the thickness is kept constant, the driver may be burdened with the steering force against the hydraulic pressure. In this way, the automatic steering force is set to decrease as the vehicle speed increases, and it becomes easier for the driver's steering to overcome the automatic steering force at higher speeds. This is because the vehicle is sufficiently responsive to artificial steering.

In the vehicle automatic traveling apparatus of this embodiment, when the steering rack 24 is automatically controlled by the automatic steering mechanism 13, when the driver steers the steering wheel 11 and the two interfere with each other. ,
The set steering force is reduced according to the degree of interference of the driver's steering force with the automatic set steering force.
When the steering force of the vehicle exceeds a predetermined value, the automatic steering mechanism 13
The automatic steering mode is released by the power steering device 12 by steering the steering wheel 11 by the driver.
Can be controlled.

As shown in FIG. 1, a steering angle sensor 36 is provided on the steering wheel 11 as opposed to an actual steering angle sensor 35 provided on the steering rack 24 of the power steering device 12, and steering by the driver is performed. The steering angle of the wheel 11 can be detected. Then, the interference degree determination unit 37 subtracts the set steering force set by the automatic steering force control unit 32 based on the detection result of the actual steering angle sensor 35 and the detection result of the steering angle sensor 36. That is, the steering angle a of the steering wheel 11 by the driver detected by the steering angle sensor 36 is compared with the steering angle calculated from the gear ratio b of the power steering device 12 detected by the actual steering angle sensor 35, and the difference between the two is compared. According to the automatic steering force control unit 3
The set steering force set by 2 is subtracted. Then, when the difference between the steering angle a of the steering wheel 11 and the steering angle calculated from the gear ratio b of the power steering device 12 exceeds a predetermined value, the automatic steering force control unit 32 and the power supply unit 34.
The battery switch 38 provided between and is cut off to cut off the power supply to the automatic steering force control unit 32 and the automatic steering angle control unit 33, and the automatic steering mode by the automatic steering mechanism 13 can be released.

As described above, in the vehicle automatic traveling apparatus of this embodiment, the power steering apparatus 12 and the automatic steering mechanism 13 have the above-described configurations, and the steering mode switching unit 31 based on the controller 17 uses a sensor (not shown). The power steering mode or the automatic steering mode is set according to the information of. When the power steering mode is set, the working oil discharged from the hydraulic pump 21 is divided into the flow dividing valve 22 and the hydraulic power source switching valve 23.
Is supplied to the EPC valve 26 via. In this EPC valve 26, the amount of assisting the steering is set based on the control signals of the automatic steering force control unit 32 and the automatic steering angle control unit 33, and the hydraulic oil from the EPC valve 26 is transferred via the mode switching valve 29 to the hydraulic pressure. It is supplied to the cylinder 25.

On the other hand, in the automatic steering mode, the flow shown in FIG.
It operates according to the chart. As shown in FIG.
In step S1, CCD camera, laser radar, etc.
From vehicles to approaching objects based on information from sensors
Distance d₀Read. In step S2, the minute time Δ
Reading distance d before t seconds₀’And this reading distance d ₀
Difference from₀From the relative velocity V between the vehicle and this object_R0Calculate
Put out. Then, in step S3, this relative speed
V_R0Determines whether the vehicle is approaching an object from
If it is determined that the object is not approaching, go to step S1.
Returning to the above steps S1 to S3 are repeated.

On the other hand, in step S3, the vehicle contacts the object.
When it is determined that the vehicle is in the vicinity, in step S4, the own vehicle
Vehicle speed V₀Is read, and in step S5,
Vehicle from a map (not shown) stored in the trawler 17
Speed V₀Deceleration X required when_GRead V. In addition,
This map is distance d₀Vehicle speed V at₀And required deceleration
Degree X_GThis shows the relationship with V. And step
At S6, the relative speed V _R0And required deceleration X_GDecelerate from V
Time required t_GIs calculated, and in step S7,
The collision risk is determined using (1).

At this time, if the formula (1) is not satisfied, the process returns to step S1, and if the formula (1) is satisfied, the process proceeds to step S8, and the switching signal from the steering mode switching unit 31 to the automatic steering mode is sent. Is output. When the switching signal for the automatic steering mode is output, the hydraulic switching valve 23 and the mode switching valve 29 are output based on the switching signal.
Is switched to the automatic steering mode, hydraulic fluid from the hydraulic pump 21 flows into the automatic steering angle control valve 28 via the hydraulic switching valve 23, and is further supplied into the hydraulic cylinder 25 through the mode switching valve 29.

Next, in step S9, it is determined whether or not a predetermined time (for example, 40 msec in this embodiment) has elapsed since the switching signal to the automatic steering mode was output, and if the predetermined time has not elapsed, Returning to step S9, this process is repeated until the time elapses. When the predetermined time has passed, the process proceeds to step S10, and the automatic steering force control unit 32
Also, an automatic steering signal is output from the automatic steering angle control unit 33, and steering control is performed in step S11.

When the automatic steering mode is set in this way, the hydraulic oil discharged from the hydraulic pump 21 reaches the automatic steering angle control valve 28, and the steering rack 24 is driven according to the drive state of the automatic steering angle control valve 28. The direction is determined and the position of the steering rack 24 is controlled.
Further, in the automatic steering mode, the hydraulic pressure of the hydraulic oil is controlled based on the map in the controller 17, and gradually decreases as the vehicle speed increases. This reduces the burden of the steering force when the driver attempts to steer against the automatic steering. That is, when the hydraulic pressure according to the vehicle speed is set, the opening / closing state of the automatic steering force control valve 27 is controlled so that the hydraulic pressure is obtained, and the hydraulic pressure for automatic steering is adjusted.

In this adjustment of the operating oil pressure, for example, when the vehicle speed becomes high, the time during which the automatic steering force control valve 27 is driven to the open state during one control is set to be long, and a part of the operating oil from the hydraulic pump 21 is automatically set. The hydraulic pressure supplied to the hydraulic cylinder 25 via the steering force control valve 27 becomes low pressure. on the other hand,
On the contrary, when the vehicle speed becomes low, the time for which the automatic steering force control valve 27 is driven to be closed during one control is set to be long, and a part of the hydraulic oil from the hydraulic pump 21 is hydraulically operated via the automatic steering force control valve 27. The hydraulic pressure supplied to the cylinder 25 is relatively high, and steering is reliably performed even at low speed.

Further, when the vehicle is traveling in the automatic steering mode in the automatic steering mode, it is possible to cancel the misalignment at the discretion of the driver. That is, in the automatic steering mode, the automatic steering force control unit 32 adjusts the operating hydraulic pressure according to the vehicle speed by controlling the opening / closing state of the automatic steering force control valve 27. At this time, the driver turns the steering wheel 11 on and off. When you steer,
The set steering force set by the automatic steering force control unit 32 is subtracted according to the degree of interference between the steering force in the automatic steering mode and the steering force of the steering wheel 11. When the difference between the two exceeds a predetermined value, the battery switch 38 provided between the automatic steering force control unit 32 and the power supply unit 34 is cut off to release the automatic steering mode by the automatic steering mechanism 13.
The normal steering mode can be set.

Therefore, the higher the vehicle speed, the easier it becomes for the driver to overcome the automatic steering, and during this automatic steering, a steering in a direction different from the driver's intention or an unexpected situation occurs. If it occurs, the driver can steer the steering wheel 11 in a different direction from the automatic steering, and the driver can steer without a large steering force, and the automatic steering mode can be changed. By gradually releasing it, the vehicle can be reliably controlled.

On the other hand, the brake device 15 and the automatic brake mechanism 1 connected to the other of the hydraulic supply passages of the hydraulic pump 21.
6, as shown in FIG. 1, the automatic braking device 15 has a master back (vacuum booster mechanism) 41. Generally, this master back 41 urges the movement of the operating rod (brake pedal interlocking member) 42 interlocking with the brake pedal 14 toward the brake operating side. However, the automatic braking actuator of the automatic braking mechanism 16 of this embodiment ( Hereinafter, the brake actuator 43 drives the operating rod 42 toward the brake operating side to drive a brake piston (not shown) on the caliper side through a master cylinder (not shown) to perform the brake operation.

First, the master back 41 will be described in detail. As shown in FIG. 4, the master back 41 is attached to the rear portion of the master cylinder (not shown) (between the brake pedal 14 and the master cylinder), and the case 44 is provided.
An operating rod 42 connected to the brake pedal 14 and a push rod 4 connected to the master cylinder
A movable base member 46 is attached between the movable base member 46 and the movable base member 5.

The movable base member 46 is positioned coaxially with the operating rod 42 and the push rod 45, and a diaphragm 47 is provided between the outer periphery of the movable base member 46 and the inner periphery of the case 44. The inside of the case 44 is partitioned by the diaphragm 47 and the movable base member 46 into a negative pressure chamber 48 into which engine negative pressure is introduced and an atmospheric pressure chamber 49 into which atmospheric pressure is introduced.

Further, between the movable base member 46 and the inner wall of the case 44, a return spring 5 for urging the movable base member 46 toward the anti-brake operation side (right side in FIG. 4).
0 is interposed, and when the pressure difference between the negative pressure chamber 48 and the atmospheric pressure chamber 49 exerts a force larger than the urging force of the return spring 50, the diaphragm 47 and the movable base member 46 are brake operated (see FIG. It is designed to drive to the left in 3).

A valve 51 is provided between the negative pressure chamber 48 and the atmospheric pressure chamber 49 to connect these chambers 48, 49 to each other. This bartz 51 is a movable base member 46.
When the operating rod 42 is retracted with respect to the movable base member 46, the pressure difference between the negative pressure chamber 48 and the atmospheric pressure chamber 49 is eliminated, while the operating rod 42 is moved to the movable base member 46. When it is advanced to the brake operation side (left side in FIG. 3) with respect to 46, it is closed and a pressure difference is generated between the negative pressure chamber 48 and the atmospheric pressure chamber 49. If the operating rod 42 does not receive an external force, the valve 5 moves with respect to the movable base member 46.
The return spring 52 urges the return spring 1 to return to the initial position.

Therefore, if the brake operating force (the pedaling force of the brake pedal 14) does not act on the operating rod 42, the pressure difference between the negative pressure chamber 48 and the atmospheric pressure chamber 49 is reduced, and the urging force of the return spring 50 causes the diaphragm. 47 and the movable base member 46 can be driven to the anti-brake operation side, but if a brake operating force acts on the operating rod 42, the pressure difference between the negative pressure chamber 48 and the atmospheric pressure chamber 49 increases, and the return spring 50 is attached. The diaphragm 47 and the movable base member 46 are driven toward the brake operation side by the force, and the brake operation force to the operating rod 42 is applied.

The force for driving the operating rod 42 toward the brake operating side, that is, the brake operating force is normally given by the pedaling force of the driver through the brake pedal 14, but the brake actuator 43 of the automatic braking device 16 operates in this operation. A brake operating force is applied to the operating rod 42 instead of the pedaling force of the person. That is, as shown in FIGS. 4 and 5, the brake actuator 43 includes the operating rod 42.
And a return spring 54 for urging the piston 53 to the anti-brake operation side. Has been done.

The piston 53 pushes the operating rod 42 toward the brake operating side at the rear end of the master back 41 (the end on the brake pedal 14 side), but the operating side of the operating rod 42 is depressed by depressing the brake pedal 14. It is provided so as not to hinder the progress to the. That is, the cover 55 is attached to the rear end of the case 44 of the master back 41.
An annular piston 53 is disposed inside the operating rod 42 and on the outer periphery of the operating rod 42 along the axial center of the operating rod 42. The pressing surface 53 b of the flange portion 53 a formed on the piston 53 is provided on the operating rod 42.
On the pressure receiving surface 42b of a, the brake operation side (master back 4
When the piston 53 moves to the brake operating side, a pressing force is applied to the operating rod 42 to drive the brake operating side, but the piston 53 moves to the brake operating side. The operating rod 42 can freely move to the brake operating side without moving. In addition, 56 shows a dash panel.

The automatic brake mechanism 16 for automatically controlling the brake device 15 by supplying the hydraulic pressure to the hydraulic chamber 54 of the brake actuator 43 mounted on the master back 41, as shown in FIG. The check valve 57, the accumulator 58, the mode switching valve 59, and the automatic braking force control valve 60 connected to the hydraulic pressure supply path from That is, the automatic brake mechanism 16 and the above-described automatic steering mechanism 13 use the hydraulic pump 21 as a common hydraulic source.

The mode switching valve 59 can be switched between an automatic brake operating mode for supplying hydraulic oil to the automatic braking force control valve 60 and an automatic brake non-operating mode for not supplying hydraulic oil to the automatic braking force control valve 60. Therefore, it is normally held on the automatic brake non-operation mode side, and is switched to the automatic brake operation mode side by a switching command from the brake mode switching unit 61.

The automatic braking force control valve 60 can adjust the hydraulic pressure to the hydraulic chamber 54 of the brake actuator 43, is normally held in the closed position, and is opened by a switching command from the automatic braking force control unit 62, The hydraulic oil is supplied to the hydraulic chamber 54 of the brake actuator 43 to return the excess hydraulic oil to the tank 20, and if the pressure on the hydraulic chamber 54 side is high, the hydraulic oil is stored on the tank to reduce the pressure on the hydraulic chamber 54 side. It is supposed to return to 20.

That is, when the mode switching valve 59 is opened, the automatic brake can be operated, and when it is closed, the automatic brake can be stopped. Further, when the automatic brake is operated, the opening / closing amount of the automatic braking force control valve 60 is changed. By adjusting the hydraulic pressure in the hydraulic chamber 54, the braking force of the automatic brake can be adjusted.

The mode switching valve 59 and the automatic braking force control valve 60 are controlled by the controller 17. For example, the controller 17
Then, as shown in FIG. 6, an inter-vehicle distance L with the vehicle in front is detected by a front situation detection sensor (not shown) mounted on the vehicle, and when the inter-vehicle distance L becomes a predetermined value or less, a map A (Fig. 7), the automatic braking is applied according to the inter-vehicle distance L, and the approach degree becomes a certain degree or more according to the approach degree (negative relative speed: -dL / dt) with the vehicle ahead. Then, as shown in the map B (see FIG. 8), the automatic braking is set according to the degree of approach. The extent to which the automatic brake is applied depends on the inter-vehicle distance L and the degree of approach (-d
L / dt) while setting the target deceleration α _a ,
While detecting by a sensor not shown actual deceleration alpha _r of the vehicle, by operating the automatic brake until the actual deceleration alpha _r reaches the target deceleration alpha _a, reach the actual deceleration alpha _r is the target deceleration alpha _a Then, the automatic brake is activated.

Further, when the automatic brake is actuated, the mode switching valve 59 is feed-forward controlled not by feedback. For example,
As shown in FIG. 9, the instruction current I corresponding to the target deceleration α _A
Is set, and the command current I is supplied to the automatic braking force control valve 60 to control the hydraulic pressure in the hydraulic chamber 54 to the target deceleration rate α _a.
The brake force of the automatic brake is controlled by adjusting the brake force according to. In practice, the controller 17 sets the instruction voltage V according to the target deceleration α _a , and the instruction voltage V
Is sent to the amplifier circuit (Kamp) of the automatic braking force control unit 62, the automatic braking force control unit 62 outputs a valve drive current (instruction current) I corresponding to the instruction voltage V to the automatic braking force control valve 60. It has become. Therefore,
In the actual control, the instruction voltage V corresponding to the target deceleration α _a
Need to be set.

FIG. 10 shows the experimental results of deceleration in various modes on the dry asphalt road (brake road) in which the command voltage V is changed from the predetermined speed, and changes in the deceleration α _a with respect to the command voltage V ( Deceleration controllability). As shown in FIG. 10, based on the instruction voltage V, the deceleration α _a
You can see that you can control.

In the vehicle automatic traveling apparatus of this embodiment, when the brake device 15 is automatically controlled by the automatic braking mechanism 16, when the driver depresses the accelerator pedal and the two interfere with each other, the The automatic brake operation mode by the brake mechanism 16 is released.

As shown in FIG. 1, the automatic braking force control unit 62 controls the opening / closing amount of the automatic braking force control valve 60 to adjust the hydraulic pressure in the hydraulic chamber 54, and the automatic braking force is adjusted. When the driver depresses the accelerator pedal 63 while the operation mode is set, the battery switch 65 provided between the automatic braking force control unit 62 and the power supply unit 64 is cut off to disconnect the brake mode switching unit 61 and The power supply to the automatic braking force control unit 62 can be cut off, and the automatic braking operation mode by the automatic braking mechanism 16 can be released.

The automatic brake mechanism 16 of this embodiment described above
Operates based on the flowchart shown in FIG.
As shown in FIG. 11, first, in step S21,
An actual deceleration rate α _r of the vehicle is detected by a sensor (not shown). On the other hand, in step S22, for example, as shown in FIG. 6, the inter-vehicle distance L with the vehicle in front and the degree of approach (− The target deceleration rate α _a is set from each of the maps A and B (see FIGS. 7 and 8) according to dL / dt).

Next, in step S23, the actual deceleration alpha _r is determined whether target deceleration alpha _a less if actual deceleration alpha _r is the target deceleration alpha _a following, the process proceeds to step S24,
The mode switching valve 59 is opened and the automatic brake is activated. Then, in step S25, the operation of the automatic braking force control valve 60 is controlled. That is, the controller 17 sends an instruction voltage V corresponding to the target deceleration rate α _a to the automatic braking force control unit 62 and outputs a valve drive current (instruction current) I corresponding to the instruction voltage V to the automatic braking force control valve 60. . As a result, the hydraulic pressure in the hydraulic chamber 54 of the brake actuator 43 is adjusted, the piston 53 is driven to the brake operating side in accordance with this hydraulic pressure, and the operating rod 42 is also driven to the brake operating side accordingly. Then, in conjunction with the operating rod 42, the push rod 45 moves to the brake operating side to operate the master cylinder 41, the brake piston (not shown) on the caliper side is driven, and the brake that responds to the target deceleration rate α _a. Power is given through the wheels.

Then, such an automatic braking force control valve is
Control the lube 60 to obtain the actual deceleration α _rIs the target deceleration α_a
When it reaches, it moves from step S23 to step S26.
Then, the mode switching valve 59 is closed to stop the automatic braking.
Stop it.

Therefore, the automatic brake mechanism 16 does not use the air which is a compressible fluid but the hydraulic oil (liquid) which is an incompressible fluid to perform the brake control of the brake device 15, so that the control response is high. Becomes better, and the maximum control pressure becomes larger, making it easier to set. Further, even when the automatic brake is activated, the valve 51 of the master back 41 is closed as the operating rod 42 moves toward the brake operating side, and the force due to the pressure difference between the negative pressure chamber 48 and the atmospheric pressure chamber 49 is applied to the operating rod. The brake operating force to 42 is added.

As described above, by using the incompressible fluid and utilizing the urging of the master bag 41,
Even if the hydraulic pressure supplied to the hydraulic chamber 54 is set to be relatively small,
By energizing the master back 41, the master cylinder can be driven at a sufficient speed and by a sufficient amount. That is,
There is an advantage that it is possible to obtain sufficient control responsiveness and a sufficient maximum control amount while reducing the size of the brake actuator 43. Of course, the brake control can be performed without increasing the energy consumption, and a sufficient braking force can be obtained.

When the automatic brake is not operated, the mode switching valve 59 is closed to keep the piston 53 in the retracted position, but the operating rod 42 is freely braked without being restricted by the piston 53. Since it moves to the operating side, the brake pedal 14
When is depressed, the operating rod 42 moves to the brake operating side, and while being acted upon by the master back 41, the operating rod 42 and the push rod 45 move to the brake operating side to operate the master cylinder and brake on the caliper side. The piston is driven and a braking force corresponding to the depression of the brake pedal 14 is applied through the wheels.

By the way, the automatic brake mechanism 16 described above is used.
In accordance with the map shown in FIG. 9 or FIG. 10, the instruction current I and the instruction voltage V corresponding to the target deceleration α _a
The control means does not consider the case where the driver depresses the brake pedal 14 during the operation of the automatic brake, but in this device, the driver freely depresses the brake pedal 14 during the operation of the automatic brake. Braking force can be applied, so it is necessary to consider this point.

That is, as shown in FIG. 12, when the controller 17 sets the command voltage V, the automatic braking force control unit 62 supplies the valve driving current I corresponding to the command voltage V to the automatic braking force control valve 60. The oil pressure P is supplied and is output according to the valve drive current I. Then, from the piston 53, the force A · P corresponding to the product of the hydraulic pressure P and the area A of the piston 53 is used as the operating rod pressing force (brake operating force by automatic braking) F1 (= A · P). Given to.

On the other hand, when the driver depresses the brake pedal 14, a force F2 obtained by multiplying the pedal effort of the driver by the pedal ratio of the brake pedal 14 is applied to the operating rod 42 as an operating rod pressing force (brake operating force by the driver). To be As a result, a resultant force F3 (= F1 + F2) of the two pressing forces F1 and F2 is input to the operating rod (corresponding to the and circuit in FIG. 12) 42. A force F4 (F3-kx), which is the resultant force F3 reduced to the reaction force kx of the return spring 50, acts on the master back 41, and in the master cylinder, the discharge pressure Pb corresponding to this input F4 according to the master back characteristic diagram. Is output. Then, a force Am · P corresponding to the product of the discharge pressure Pb and the piston area Am of the caliper side brake cylinder is applied to the vehicle as a braking force F5 (= Am · P).

As described above, the control parameter V is and
Although it is on the upstream side of the operating rod 42 corresponding to the circuit, the control target is on the downstream side of the operating rod 42, so that the control system has a coupling portion (and circuit).
It is necessary to set the control amount (control parameter V) by feedback control or feedforward control for the parameters on the downstream side. As one of the means, for example, from the state where the driver depresses the brake pedal 14,
It is conceivable to predict the brake fluid pressure, which is a parameter on the downstream side of the coupling portion (and circuit), and perform feedforward control based on this prediction.

In the vehicle automatic traveling apparatus of this embodiment, as described above, the automatic steering mechanism 13 steers the power steering apparatus 12 irrespective of the steering force of the steering wheel 11 in response to a command from the controller 17. When in the automatic steering mode in which the force is set and the steered wheels are steered, the automatic brake mechanism 16 is also operated by the brake pedal 1.
In the automatic brake operation mode in which the braking amount of the brake device 15 is set regardless of the pedaling force of No. 4 and the traveling wheels are braked, this automatic mode is determined by the driver when each component fails from the viewpoint of fail-safe. Can be canceled.

That is, as shown in FIG. 13, the automatic steering mechanism 13 has a failure content such as sensor failure, valve failure, valve drive circuit failure, valve control circuit failure, hydraulic line failure, and control controller. Is considered to be a malfunction. In the automatic steering mode,
When the content of the failure is ~, the operation of the automatic steering mechanism 13 is stopped, and the power steering state in which the power steering device operates or the normal steering state in which the power steering device does not operate either. But,
In either case, the driver can control the vehicle by operating the steering wheel 11 as usual.

On the other hand, when the content of the failure is, whether the operation of the automatic steering mechanism 13 is stopped and the power steering state is set,
The normal steering state may occur, but abnormal automatic steering control may occur. In this embodiment, at this time, the driver operates the steering wheel 1
By suppressing the movement of No. 1, as described above, the large steering force from the steering wheel 11 acts on the steering force in the automatic steering mode, and the automatic steering gradually weakens according to the degree of interference between the two. The mode is released, the normal steering state is set, and the driver is warned by the voice and the display indicating that the automatic steering mode is released. Therefore, it is possible to easily avoid the danger and control the vehicle.

Further, as shown in FIG. 14, the automatic brake mechanism 16 indicates that the failure contents are valve failure,
Valve drive circuit failure, valve control circuit failure,
A hydraulic line failure and a control controller failure are considered. In the automatic brake operation mode, the operation of the automatic brake mechanism 16 may be stopped and the normal braking state may occur or abnormal braking may occur. When the normal braking state is reached, the driver operates the brake pedal 14. You can control the vehicle with.

On the other hand, when abnormal braking occurs in the automatic brake operation mode, in this embodiment, the driver depresses the abnormal accelerator pedal 63 at this time to release the automatic brake operation mode as described above. Then, the normal brake state is set, and the driver is warned by the voice and the display indicating that the automatic brake operation mode is released. Further, when abnormal braking occurs in the automatic brake operation mode, the driver can operate the steering wheel 11 to cancel the automatic steering mode and set the normal steering state. Therefore,
You can easily avoid the danger and control the vehicle.

[0071]

As described above with reference to the embodiments, according to the vehicle automatic traveling apparatus of the present invention, a steering mechanism for steering the steered wheels by transmitting the steering force corresponding to the steering force of the steering wheel, and An automatic steering mechanism that sets the steering force of this steering mechanism to steer the steered wheels regardless of the steering force of the steering wheel, and transmits the braking amount corresponding to the pedaling force of the brake pedal to brake the traveling wheels. An automatic braking mechanism that sets the braking amount of this braking mechanism and brakes the traveling wheels regardless of the pedaling force of the mechanism and the brake pedal is provided, and the control means controls the automatic steering mechanism and the automatic braking mechanism according to the vehicle running state. When the driver's steering force input from the steering wheel with respect to the set steering force set by this automatic steering mechanism is equal to or greater than a predetermined value, the steering wheel Since the driver's steering force input from the driver is prioritized, it is possible to cancel the automatic steering freely at the discretion of the driver, and when steering in a direction different from the driver's intention or when an unexpected accident occurs. When the above situation occurs, it can be dealt with immediately, and the vehicle can be reliably controlled to improve the operability and safety of the vehicle.

Further, according to the vehicle automatic traveling apparatus of the present invention, when the set steering force set by the automatic steering mechanism and the steering force of the driver input from the steering wheel interfere with each other, Since the set steering force is reduced according to the degree of interference of the steering force, the transition of the vehicle from automatic steering to normal steering is smooth,
The driver can easily operate the steering wheel without any confusion.

Further, according to the vehicle automatic traveling apparatus of the present invention, the steering mechanism corresponding to the steering force of the steering wheel is transmitted to steer the steered wheels, and the steering force is irrelevant to the steering force of the steering wheel. The automatic steering mechanism that sets the steering force of the mechanism to steer the steered wheels is provided, and the braking mechanism that transmits the braking amount corresponding to the pedaling force of the brake pedal to brake the traveling wheels and the pedaling force of the brake pedal are used. An automatic braking mechanism that sets the braking amount of the braking mechanism to brake the traveling wheels is provided, and the control means controls the automatic steering mechanism and the automatic braking mechanism according to the traveling state of the vehicle, and the set braking amount set by this automatic braking mechanism. On the other hand, when the driver's pedaling force is input from the accelerator pedal, the control of the braking mechanism by the automatic braking mechanism is released, so that the driver can make a judgment. You can freely release the automatic braking, and you can respond immediately when braking that is different from the driver's intention or when you want to avoid an unexpected situation. It is possible to improve operability and safety.

Further, according to the vehicle automatic traveling apparatus of the present invention, when the control of the steering mechanism by the automatic steering mechanism is released or the control of the braking mechanism by the automatic braking mechanism is released, the driver is alerted. Therefore, when the vehicle is automatically driven, the driver can accurately recognize the release of the automatic steering and the automatic braking, so that the automatic driving and the normal driving can be accurately discriminated.

[Brief description of drawings]

FIG. 1 is a control block diagram showing the overall configuration of an automatic vehicle traveling apparatus according to an embodiment of the present invention.

FIG. 2 is a graph showing characteristics of automatic steering force.

FIG. 3 is a flowchart showing a process of automatic steering control.

FIG. 4 is a sectional view of a vacuum booster mechanism applied to an automatic brake device.

FIG. 5 is a cross-sectional view of an automatic braking actuator applied to an automatic braking device.

FIG. 6 is an explanatory diagram showing signal processing for setting a target deceleration for automatic brake control.

FIG. 7 is a map showing deceleration with respect to an inter-vehicle distance in automatic brake control.

FIG. 8 is a map showing deceleration with respect to relative speed in automatic brake control.

FIG. 9 is a graph showing a target deceleration with respect to an instruction current in automatic brake control.

FIG. 10 is a graph showing an actual deceleration with respect to a control voltage in automatic brake control.

FIG. 11 is a flowchart showing a process of automatic brake control.

FIG. 12 is a schematic diagram for explaining a transmission path of a braking force by the automatic braking device.

FIG. 13 is an explanatory diagram showing a flow of fail-safe processing in automatic steering control.

FIG. 14 is an explanatory diagram showing a flow of fail-safe processing in automatic brake control.

[Explanation of symbols]

 Reference Signs List 11 steering wheel 12 power steering device (steering device) 13 automatic steering mechanism 14 brake pedal 15 braking device (braking device) 16 automatic braking mechanism (automatic braking mechanism) 17 controller (control means) 23 hydraulic power source switching valve 27 automatic steering force control Valve 28 Automatic steering angle control valve 29 Mode switching valve 31 Steering mode switching unit 32 Automatic steering force control unit 33 Automatic steering angle control unit 37 Interference degree determination unit 37 41 Masterback 43 Automatic braking actuator 59 Mode switching valve 60 Automatic braking force Control valve 61 Brake mode switching unit 62 Automatic braking force control unit 63 Accelerator pedal

 ─────────────────────────────────────────────────── ─── Continued front page (72) Tadashi Inventor Tadashi Sugawara 5-3-8, Shiba, Minato-ku, Tokyo Within Mitsubishi Motors Corporation (72) Inventor Norio Inoue 5-33-8 Shiba, Minato-ku, Tokyo Mitsubishi Automotive Industry Co., Ltd.

Claims (4)

[Claims] 1. A steering wheel operated by a steering force of a driver, a steering mechanism for steering a steering wheel by transmitting a steering force corresponding to the steering force of the steering wheel, and a steering force of the steering wheel. Regardless of the automatic steering mechanism that sets the steering force of the steering mechanism to steer the steered wheels, a brake pedal operated by the pedal effort of the driver, and a traveling wheel that transmits a braking amount corresponding to the pedal effort of the brake pedal. A braking mechanism for braking the vehicle, an automatic braking mechanism for braking the traveling wheels by setting the braking amount of the braking mechanism irrespective of the pedaling force of the brake pedal, and a vehicle traveling state detecting means for detecting a traveling state of the vehicle, And a control means for controlling the automatic steering mechanism and the automatic braking mechanism according to the vehicle traveling state based on the detection result of the vehicle traveling state detecting means. In the vehicle automatic traveling device, when the steering force of the driver input from the steering wheel with respect to the set steering force set by the automatic steering mechanism is a predetermined value or more, the driver input from the steering wheel An automatic traveling device for a vehicle, characterized in that steering force is prioritized. 2. The vehicle automatic traveling apparatus according to claim 1, wherein when the set steering force set by the automatic steering mechanism and the steering force of the driver input from the steering wheel interfere with each other, the set steering force is adjusted. An automatic traveling apparatus for a vehicle, wherein the set steering force is reduced according to a degree of interference of a steering force of a driver. 3. A steering wheel operated by a steering force of a driver, a steering mechanism for steering a steering wheel by transmitting a steering force corresponding to the steering force of the steering wheel, and a steering force of the steering wheel. Regardless of the automatic steering mechanism that sets the steering force of the steering mechanism to steer the steered wheels, a brake pedal operated by the pedal effort of the driver, and a traveling wheel that transmits a braking amount corresponding to the pedal effort of the brake pedal. A braking mechanism for braking the vehicle, an automatic braking mechanism for braking the traveling wheels by setting the braking amount of the braking mechanism irrespective of the pedaling force of the brake pedal, and a vehicle traveling state detecting means for detecting a traveling state of the vehicle, And a control means for controlling the automatic steering mechanism and the automatic braking mechanism according to the vehicle traveling state based on the detection result of the vehicle traveling state detecting means. In the vehicle automatic traveling device, when the pedaling force of the driver is input from the accelerator pedal with respect to the set braking amount set by the automatic braking mechanism, the control of the braking mechanism by the automatic braking mechanism is released. Automatic traveling device for vehicles. 4. The vehicle automatic traveling apparatus according to claim 1, wherein when the control of the steering mechanism by the automatic steering mechanism is released or the control of the braking mechanism by the automatic braking mechanism is released. Is an automatic traveling device for a vehicle, which issues a warning to a driver.