JPS58203524A - Controlling device of traveling of car - Google Patents

Abstract

PURPOSE:To prevent abnormal approach automatically, by measuring the distance between a car to be controlled and the preceeding car by a radar, when approaching the preceeding car, controlling the speed of the car to be controlled while following the travelling speed of the preceeding car, and at the absence of the preceeding car, traveling the car to be controlled at a fixed speed again. CONSTITUTION:A pulse signal (a) having a repeating period Tp and pulse width Tw is outputted from a pulse modulator 13a in a electric circuit part 13 and sent to a laser diode 8c through a coaxial connector and laser light L (T) is outputted from the diode 8c. When the preceeding car exists in the prescribed warning area ahead the car to be controlled, the reflected light L (R) by the preceeding car is collected by a revoluting paraboloidal mirror 9c in a receiver 9, reflected by a revoluting hyperboloidal mirror 9d, collected and after removing noises by an interference filter 9e, condensed on the photodetecting surface of a photodetector 9f. Subsequently, a signal (b) from the photodetector 9f is amplified 13b at its high frequency and sent to a signal processor 13c consisting of a microcomputer or the like to obtain data Dr from the delay time of signal (b) to the signal (a).

Description

DETAILED DESCRIPTION OF THE INVENTION The present invention relates to the improvement of a vehicle running control device, which automatically avoids abnormal approach or collision with a preceding vehicle and maintains a safe inter-vehicle distance, especially when driving at a constant speed. It relates to a travel control device that maintains optimal driving conditions.

Modern vehicles automatically travel at a constant speed at a speed arbitrarily set by the driver, regardless of the size of the engine load.
It is known that it has the following.

FIG. 1' is a block diagram showing the basic configuration of such a constant speed traveling device. As shown in the figure, in constant speed driving@set 1, a desired driving speed vi is set and stored based on the vehicle speed sensor 2 which outputs a signal corresponding to the driving speed Va of the vehicle and the output SW of the switches 3. and a control circuit 4 that outputs a signal corresponding to the speed difference ΔV between the set speed V1 and the actual running speed Va.

The manipulated variable is determined by the signal corresponding to the speed difference ΔV output from the control circuit 4, and the speed of the first engine 6 is
- an actuator 5 that controls the torque sensor 0, and a vehicle speed sensor 2, which is explained below, an error detection circuit 4, an actuator 5 → engine engine 6 → vehicle speed sensor 2. The feedback control system for constant speed driving enables
The running speed va is made to match the set speed v1 while correcting the error between the set speed i and the running speed Va.

Various methods are known for setting the desired speed vi in the control circuit 4, such as a method in which a numeric keypad is used as the switches 3 and data corresponding to the set speed v1 is directly input, and a method in which data corresponding to the set speed v1 is input directly from the switches 3 Noshin PJ 5 w
Based on this method, the running speed Va at that time () is stored as the set speed Vi, or a predetermined speed counter is incremented based on the signal SW output from the switches 3, G count data set speed V
There is a method of storing it as i.

In addition, the feedback control system consisting of the above-mentioned vehicle speed control circuit 4) actuator 5 → engine 6 → vehicle speed sensor 2 is released when the brake or the like is activated to ensure driving safety. Based on this, the actuator 4 is set to a released state, and the throttle opening instantaneously returns to the throttled state, thereby facilitating braking of the vehicle.

However, with such conventional constant speed driving devices, when another vehicle cuts in at a short distance in front of you while you are driving, or when you approach a preceding vehicle that is traveling at a slower speed than the set speed, ( Even in such cases (which usually occur frequently), the running speed of the own vehicle was determined only by the set speed, regardless of the relative relationship between the preceding vehicle and the own vehicle, so the above-mentioned In each case, the driver takes deceleration actions (stepping on the brakes, pressing the brakes,
Therefore, there was a problem in that the function of the constant speed traveling device was not easy to use.

This invention was made by focusing on these conventional problems. The vehicle approached the vehicle in front, which was traveling at low speed.

In such cases, the aim is to automatically avoid abnormal approaches to λ(1 motor) without performing deceleration operations each time.

In order to achieve the above object, the present invention uses a radar to measure the distance between the preceding vehicle and the preceding vehicle, and when the vehicle approaches the preceding vehicle for some reason, the safe following distance is 1ll11 (1ll11 determined by the medium speed). ), the vehicle's speed is controlled by following the speed of the vehicle in front, and if there is no vehicle in front (due to a lane change, etc.), the vehicle's speed is controlled to the set speed. The vehicle speed is increased, and the vehicle returns to a constant speed driving state.

A preferred embodiment of the present invention will now be described in detail with reference to the accompanying drawings.

FIG. 2 is an external perspective view of a passenger car equipped with a vehicle travel control device according to the present invention. As shown in the figure, a light transmitter 8 and a light receiver 9 constituting an optical radar Rd are arranged in parallel on the front surface 7a of the front end of the vehicle 7.
If a preceding vehicle exists within a predetermined warning area in front of 1., the light beam 1 emitted from the light transmitter 8 is iT) is reflected by the preceding vehicle, and the reflected light R> is configured to be incident on the light receiver 9.

Further, inside the vehicle 7, there is a control unit 11 containing electric circuit components (consisting of a microcomputer, a speed control device, etc.) constituting a constant speed traveling device, and an actuator 12 for adjusting the throttle opening. Built-in.

Next, FIG. 3 is a block diagram showing the configuration of the optical radar in detail. As shown in the figure, this optical radar Rd is composed of a light transmitter 8, a light receiver 96, and an electric circuit section 13.

The light transmitter 8 has a diameter 30 with one end closed as shown in the figure.
A laser diode 8G is fixed near the closed end 8b of the cylindrical lens barrel 8a, and a convex lens 8e is fixed to the open end 8d, so that the laser beam emitted from the laser diode 8C is directed to the laser diode 8G. The convex lens 8e is configured to emit a sharp traveling beam 1-(T) forward with an aperture angle of about θT (for example, about 2 degrees).

On the other hand, the light receiver 9 has a two-stage cylindrical lens barrel that is closed at one end and consists of a large diameter part 9a and a small diameter part 9b. A rotating parabolic mirror 9G with an aperture of 150 mm [t] is installed with the reflecting surface facing toward the open [] side, and in front of it, this rotating universal mirror 9C is installed.
A hyperboloid of rotation 1i9d is provided to further converge the reflected light 1(R) converged by the hyperboloid of rotation 9d, and the reflected light L(R) converged by the hyperboloid of rotation 9d further converges within the small diameter portion 91]. The light passes through the interference light filter Ni 9e for removing disturbance light installed in KQ 4-J, and is completely focused on the light receiving surface of the light receiving element (for example, a pin photodiode > 9f) installed behind A. It is configured as follows.

Of course, it does not need to be a rotating universal mirror as long as the amount of light reflected is large.

Next, the operation of this optical radar will be explained with reference to the signal waveform diagram in FIG.

In FIG. 3, a pulse modulator 13a constituting the electric circuit section 13 outputs a repetition period Tp (approximately 10 μs>
, a pulse signal a with a pulse width Tw (approximately 10 nS> ) is output as a pulsed laser beam 1(T).Then, this laser beam L
(T) is converged by the convex lens 8e into a uniform beam with an aperture angle of about θT (approximately 2 mm) and is emitted forward in the direction of travel.

In this state, if a preceding vehicle exists within a predetermined warning area in front of the vehicle, the weak reflected light L reflected by this preceding vehicle
(R) is focused by the rotational object surface #J190 of the photoreceiver 9, then reflected by the IC rotational hyperboloid surface 19d placed near the focal point, and then focused by the interference light filter 9e to sunlight. After backlight noise such as the above is removed, the light is focused on the light receiving surface -F of the light receiving cable 9f.

In this case, the value of the beam diameter Δdφ of the reflected light at the focal point of the rotating hyperboloid mirror 9d is Δdφ<11II11,
It is a sufficiently small value compared to the light-receiving surface size dφ (approximately 1 m+i> of the light-receiving cable 9f, and therefore the (n
Even if the signal is weak, a reflected signal of sufficient level can be obtained from the light receiving element 9t.

Next, the reflected signal obtained from the light receiving cable 9f is BN
The signal is guided to a high band amplifier 13b through a coaxial connector such as G, where it is amplified to a predetermined level, and then supplied to a signal processing circuit 13C comprised of a microcomputer or the like.

The signal processing circuit 130 detects the H delay time τ of the reflected signal with respect to the pulse signal a, and outputs delay time data Dτ corresponding to this delay time τ.

In this way, according to this optical radar, in addition to being able to obtain the delay time data Dτ representing the inter-vehicle distance to the preceding vehicle, the configuration of the light receiver 9 is such that the weak reflected light L(R
) is first focused by the large-diameter rotating object mirror 9C, and then reflected and focused by the rotating hyperboloid mirror 9d, so that the reflected light beam L(R) is efficiently focused and connected to the light receiving line. The light receiving element 9f is guided upward.
The output level of the lens barrels 9a and 9b can be increased to a sufficient value, and the overall length of the lens barrels 9a and 9b can be set relatively short. Become something.

Next, FIG. 5 is a block diagram showing the electrical configuration of the entire constant speed traveling device according to the present invention.

In the figure, a vehicle speed sensor 14 outputs a vehicle speed signal Ea consisting of an analog voltage corresponding to the vehicle traveling speed.

The microcomputer 16 receives the vehicle speed signal Ea output from the vehicle speed sensor 1/1, the delay time data Dτ (parallel binary code) output from the optical radar Rd, and the speed setting command signal output from the switches 17. 3w, a system program (see FIG. 6) to be described later is executed, and three types of sick signals consisting of this binding, a deceleration command signal 3d, a speed increase command signal 3u, and a reset signal 3rst are output.

The control circuit 18 receives three kinds of logic signals Sd, 5uJj and 3rs output from the microcomputer 16.
Based on the contents of t, during constant speed driving control (described later),
The controller is configured to selectively perform either a proportional control operation, or a three-value control operation, which controls the distance between the two.

1, 3 output from the phycrocomputer 16
When the values of the second-class ■ sick signals Sd, Su, and 5rst are all “O”, when a predetermined switch operation is performed in the switches 17, the speed standard setting circuit 180
In a set speed memory M1 built in the motor vehicle 1, desired speed data Di consisting of a parallel binary code is stored in accordance with the contents of the speed setting command signal 3w.

Here, as for the setting method of this desired speed, various six formulas are conventionally known. For example, when the medium speed signal Ea output from the vehicle speed sensor +Ji4 is taken into the set speed memory M1 by A/D conversion, When fetching desired speed data Di previously formed externally using a numeric keypad etc. into the set speed memory M1, or by incrementing a predetermined counter until it reaches the desired value in response to the speed setting command signal Sw, the 1-number data for that section is read. There are cases where the setting speed is incorporated into Ml.

Next, the desired speed data Di taken into the setting speed memory M1 is converted to an analog voltage Ei via a D/Δ conversion circuit 1802, and then is sent to a D/A conversion circuit 1804 in an analog adder 1803. An analog addition operation is performed with the output voltage of .1805.

0, the D/AI conversion circuit 1804 receives the deceleration command signal Sd.
If the content of is “1” or °“O′′, aj [
The D/A conversion circuit 1805 outputs the analog voltage +ΔE or O when the content of the speed increase command signal 3u corresponds to 1" or "0'°. It is configured to output E or O.

Therefore, when the deceleration signal 3d and the speed increase signal 3u are both "0", the outputs of the D/A conversion circuits 1804 and 1805 are both O, and the output EC of the adder 1803 is
The value of is Ei +Q+O, and the analog voltage Vi corresponding to the set speed is output as is.

on the other hand? Nolog subtraction Q unit 1806, number ζ, adder 1
A subtraction operation is performed between the analog voltage EC output from the heavy speed sensor 14 and the analog voltage Ea corresponding to the actual traveling speed output from the heavy speed sensor 14, and therefore the value of the output voltage Δe is Δe −4 "ci - Ea = [i - f2 a" The reducer 1806 outputs an analog voltage Ei corresponding to the set speed and an analog voltage F corresponding to the actual running speed.
A voltage corresponding to the error from E E a is output.

Next, this error type [! After Δe is amplified in the drive circuit 1807, voltage/pneumatic pressure (donkey) conversion is performed in the servo valve 1808, and pneumatic pressure/mechanical displacement conversion is performed in the actuator 19. As a result, the throttle opening adjustment lever 20 is Driven by engine 15
The intake air amount changes in a direction that reduces the error by an amount corresponding to the error voltage Δe.

Thereafter, in the analog subtracter 1806, the analog voltage Ea corresponding to the actual traveling speed detected via the vehicle speed range 14 and the analog voltage Ei corresponding to the set speed are
The subtraction operation is continuously performed with
6 → Drive circuit 1807-+ Servo valve 1808 → Actuator 19 → Lever 20 → Engine 15 → Vehicle speed sensor 14
-> A feedback control system including a subtractor 1806 proportionally controls the running speed va of the vehicle to match the set speed v1, thereby performing a so-called constant speed running operation.

On the other hand, as will be described later, due to approaching the preceding model while driving at a constant speed, the deceleration command signal Sd changes from °O" to 1".
When the speed reference setting circuit 1801 rises, the speed reference setting circuit 1801 is set to the three-value control mode in response to this rise.
The content of the data output from 801 switches from the set speed data Di to the current Daruma data Da stored in the current speed memory M2.

As a result, the D/A converter circuit 1802 outputs an ablog voltage Ea corresponding to the actual running speed Va detected via the medium-speed p-sensor 14, and outputs the same signal.

In addition, when the 3f11 crime prevention mode is set, the microcomputer 16 sends a deceleration command signal 3d "1'° to maintain the following distance at a safe distance.
Alternatively, the speed increase command signal Su''1°'' is output as an alternative.

As a result, in the state of the deceleration command signal Sd "1", the value of the output Ec of the adder 1803 is EC-"a-△E+
0 = Ea - ΔF, whereas if the speed increase command signal 3u is in the state of 1' and j3, EC
= Ea + ΔF + 0 - Ea I ΔF, and furthermore, when the deceleration command signal 3d and the speed increase command signal Su are both "0", it becomes EC・-Ea 10+0 -Ea.

Therefore, when the deceleration command signal Sd is "1", the value of the output Δe of the subtractor 1806 is Δe = Ec -
Ea - Fa - ΔE - Ea - - ΔF, whereas when the speed increase command signal 3u is "1", Δe -
[c −Ea = [a+ΔE−Ea −1+Δ[, and furthermore, both the deceleration command signal 3d and the speed increase command signal Su become “0”.
”, Δe = Ec − Ea = Ea − Ea − 〇.

That is, from the subtracter 1806, the deceleration command signal Sd,
Depending on the contents of the speed increase command signal Su, -△F, 10△E, 0
A ternary signal consisting of the following is output.

As explained below in the case of proportional control, the error voltage consisting of this three-value signal is
- The distance between the two vehicles is controlled, and the distance between the vehicle and the vehicle in front is thereby maintained at a safe distance using three-value control.

In addition, a deceleration command Sd"1 is sent from the micronbutton 16.
” is repeatedly output, the re-trigger monomulti 21 is repeatedly triggered, and as a result, the brake lamp 22 lights up continuously.

Next, as will be described later, because the inter-vehicle distance to the preceding vehicle exceeds the safe inter-vehicle distance r<s and the own vehicle speed has reached the preset set speed rtXVi, the microcomputer 16 issues a reset signal. When 3rst "1" is output, in response to the rise of this "°1'°, the C speed train early standard setting circuit 1801 is changed from the 3-plant I11 control mode to the 3-plant 1 control mode, and then returns to the proportional control mode. The operation will be executed, and the constant speed driving will be resumed thereafter.

Next, FIG. 6 is a flowchart showing the structure of a system program for the following distance section executed in the micro combi coater 16, and the execution contents of each step constituting this 70 chart will be sequentially listed below.

Step (1): Form speed setting data Di according to the contents of the speed setting command signal SW output from the switches 17, and store this in a predetermined register in the working rear.

However, if the content of the Daruma setting signal 3w means that the current traveling speed should be stored as the set speed, then
The signal [a output from the heavy speed sensor 14 is A/D converted and taken in, and this is recorded as the set speed data D1! do. Further, if the switches 17 are composed of a keyboard and the content of the speed setting command signal @SW means the set speed as it is, the numerical data is stored in a predetermined register as the set speed data Qi.

Step (2): Take in the delay time data Dτ output from the optical radar Rd and similarly store it in a predetermined register.

Step (3): Find the inter-vehicle side 11tR (see Figure 7) using the following formula.

1 and 10・τ/'2 Here, C = 3X 108 (If / S) step (/l): Differentiate the above-determined inter-vehicle side IIIR with respect to time, and knead to calculate the own weight 23 and the leading middle 24 (No. (see Figure 7) to find the relative conductivity Vk.

V k = d R, 'dt Step (5); From the dead weight speed Va detected by the intermediate speed sensor 14 and the above-determined relative speed Vk, the speed ivb of the preceding vehicle is determined based on the following equation.

Vb = Va-+-Vk Step (6); Own vehicle speed I detected by medium speed sensor 14
Va and the vehicle speed Vh after t determined by the meter etc.
Compare the size of the
Or proceed to step (9).

Step (7); Set the predetermined inter-vehicle distance control flag F to "1"
Sera 1~.

Step (8): Output 1'' as the deceleration command signal Sd. Incidentally, in response to the rising edge of this deceleration command signal Sd'"1°', the speed base 1* stage setting path 1801 is changed and set from the proportional control mode to the three-way control mode. .

Stella 1 (9): Refer to the state of the inter-vehicle distance control flag F and proceed to either step (2) or step (10).

Slab 7 (10) - Vehicle speed Ren → From the dead weight speed Va detected at No. 14, the following formula is used to determine whether the braking stop of dead weight is 1? I'm sorry,
That is, the safe inter-vehicle distance Ill RS is determined.

R3-(Va')/(2(Z)+Va-TO) However, α: Maximum deceleration of own weight (the maximum deceleration that can occur if the preceding vehicle has an accident and has to stop suddenly due to its own weight) deceleration).......normally about 0.4G (G = 98
0 cii/sea 2) Operation delay time of TO2 driver... Usually about 1 sec step (11); The above-determined inter-vehicle side 111R and safe inter-vehicle distance 11111
Compare the size with Rs, and the comparison result is R<R3, R=R3
or step (8) depending on each of R>R5,
Proceed to either (2) or (12).

Step (13) or (1/I) is performed depending on the comparison result of A.
Proceed to one of the following.

Step (13); "1" as the speed increase command signal 3u
Outputs.

Sufufu 7 (14); Reset I^ Bow S rst as 1
” and reset the flag F to “0”]. (Oh, this reset signal Fl!S rst ”
1°.

In response to the standing earth, the speed base ty-setting circuit 1
At 801, the original proportional control ltl bead set 1 to 3 is performed from the 3#i control all'L--.

Next, here it is! - A micro system computer 16 equipped with a program and a control circuit 18 that operates in the two modes described above are used to control constant speed driving and inter-vehicle distance control when approaching a vehicle in front. Alternatively, I will systematically explain how the vehicle is rumbling while assuming the actual driving condition, with reference to section 70 of FIG. 6.

Assume now that the vehicle in front is at a position H'rj far beyond the warning area of the optical radar Rd, or that there is no vehicle in front at all.

In such a state, the value of the checkbook delay time τ detected by the optical radar Rd is set 61 to be infinite.

Therefore, in the flowchart of FIG. 6, steps (1)→(2)→(3)-(4)-step(5) are sequentially increased to
j, the inter-vehicle side 1illllR is always assumed to be infinite, so the relative speed Vk = O, and the leading speed v
The value of b matches the self-weight velocity va.

As a result, computer 16 is Stella/(2)
→(3)→(4)→(5)→(6)→(9)→(2) are executed repeatedly, and each output 3d, 3u, and 5rst of the microcomputer 16 becomes 0. maintained in a state of

On the other hand, since the speed reference setting circuit 1801 is set in advance to the proportional control mode by a predetermined initial process, it outputs the set speed f-ta Di in this state.

As a result, in the subtracter 1806, the vehicle speed sensor 14
The drive circuit 1807 always has a voltage that corresponds to the error between the traveling speed and the set speed, which is the difference between the own vehicle's Daruma voltage Ea output from the vehicle and the set speed voltage E1 output from the Korean motor 1803. 4 voltage Δe is supplied.

For this reason, the throttle opening degree of the engine 15 is controlled in the direction of making the error voltage Δe O, and thus the traveling speed of the heavy vehicle is proportionally controlled by noise back so that it matches the set speed. state is achieved.

Next, while continuing the above-mentioned constant speed traveling state, if a vehicle in front traveling at a speed lower than the dead weight speed va appears within the warning area of the optical radar Rd, the execution result of step (6) becomes No. , followed by step (7).

<8) is executed sequentially, and the inter-vehicle distance control flag F is set to “1”.
The microcomputer 16 outputs a deceleration command signal Sd "1".

On the other hand, a deceleration command signal Sd is sent from the microcomputer 1G.
When "1" is output, the speed reference setting circuit 1801 is set from the proportional control mode to the three-value control mode in response to the rising of the signal "1°."

Then, the Daruma standard setting circuit 1801 outputs the current speed data [)a, and in response to this, the controller 180
3 is supplied with Abu [] Gugumito a, which represents the current Daruma va.

Therefore, as described above, while the deceleration command signal Sd "1" is outputted from the microcomputer 16 for 4J, the subtracter 1806 continues to output the analog voltage -8[, and in response to this, the throttle of the engine 15 is The opening degree decreases at a constant speed, and as a result, the self-weight speed va continuously decreases at a constant deceleration rate.

Next, steps (2) → (3) → (4) → (5) → (
If the closed loop consisting of 6) → (7) → (8) → (2) is not repeated and the dead weight speed va falls below the leading intermediate speed ivb, the execution result of step (6) becomes YES, and then step < 9) is executed.

Here, as described above, once the vehicle approaches the preceding vehicle and the deceleration command Sd"1°" is issued, the inter-vehicle distance control flag [is always set to "1pa".

Therefore, from now on, as long as the value of the inter-vehicle distance 1111tR with respect to vehicle j is smaller than the safe inter-vehicle distance mRs, steps (2)→(3)−→(4)→(5)→(6)→ Ku 9
) -step (10) 1 (11) → (8)
→ (2) is repeatedly executed (j, and deceleration command signal j'3
36 1r 1 u continues to be output, and the heavy vehicle is further decelerated.

Next, as a result of lowering the dead weight speed, or as a result of the speed of the preceding vehicle va lending 1, if the value of the inter-vehicle distance 111R of the preceding vehicle matches the value of the safety width distance 1111tR3, execute Sfutsubu (8). is skipped and steps (2)-→(3)→(4)→(5)→(6)=(9)
→ (10) → (11) → (2) will be repeatedly executed, and the microcomputer 1G will no longer output the deceleration command signal Sd "1" nor the speed increase command signal 311, and the heavy vehicle will be at the speed of the preceding vehicle vb As long as the distance does not change, the vehicle will continue to drive while maintaining the safe following distance MR8.

On the other hand, if the speed of the preceding vehicle vb is too low or the dead weight speed v
If the intermediate distance R to the preceding vehicle increases due to a decrease in a, etc., step (12) is executed following execution of step (11), where own vehicle speed 1 [Va and set speed vi A comparison is made with the white weight speed V after 1 stroke.
Step (2) until a reaches the set speed vi (
3) −→(/l〉−→(5)−→(6)→(9)→(1
0)→(11)-(12)→(13)→(2) are repeatedly executed (j is executed, and the microcomputer 16 outputs the speed increase command signal Su “'1”). Become.

As a result, +ΔF is output from the subtracter 1806 and VC
G-J, the throttle distance of the engine 15 increases, and the host vehicle speed ff1Va increases at a constant rate of change.

Then, when the value of the intermediate distance R to the preceding vehicle reaches the state where it again matches the safety distance Rs, step 〈2)→(3
)→(4)→(5)→(6)→(9)→(10)→(1
Returning to the closed loop consisting of 1) → (2), the deceleration command signal S
d and the speed increase command signal S11 are no longer output.

In this way, the value of own vehicle speed IVa is 3-value controlled to follow the change in speed vb while leading, so that the value of Ill outside the distance between the vehicle in front and the vehicle in front matches the safe distance R3, The safe distance outside the vehicle will be maintained.

On the other hand, as a result of an increase in the speed vb of the preceding vehicle, when the stray electric current va in the mouth reaches the set speed V1 or higher, step (14) is executed following step (12), and the microcomputer 16 outputs a signal from the microcomputer 16. ``1'' is output, and in response to the rise of this ``1'' signal, the speed lfM is output.
The semi-setting circuit 1801 is switched to the proportional control mode t2, and at the same time, the intermediate distance control old flag F is also rehit to O°'.

Thereafter, until Pi and the situation of approaching the preceding vehicle occur, the medium speed ■a is maintained at the set speed Vi by the above-mentioned proportional control mode, and the other microcombi 16 performs step (2). →(3)→(4)-Gloss(5)(6)→(
By repeating the closed loop of 9)→(2), the base of each output signal Sd, Su, 5rst is always maintained at "0".

In this way, for some reason, the dead weight 23 is lower than the preceding vehicle 24.
When the vehicle approaches
Decelerate in accordance with vb, and the distance R between the wheels becomes the safe distance R3
Furthermore, the vehicle follows the speed of the preceding vehicle so that the 11IR is always safe as the speed aVa of the preceding vehicle increases or decreases.

The vehicle in front increases its speed rapidly, and the vehicle in front increases its speed vbff.
When i reaches the set speed vi, the speed increase of the own vehicle is stopped, and after -, the vehicle runs at a constant speed so that the own vehicle speed IVa always matches the set speed vi.

In this embodiment, a proportional control method was used for constant speed driving control, and a three-value control method was used for inter-vehicle distance control, but if both of these were performed using a proportional control method, smoother tracking could be achieved. Of course, it is possible to carry out the control, and furthermore, not only the distance control and distance control but also the constant speed driving control can be carried out by the computer.

As is clear from the description of the embodiments above, in the constant speed traveling device according to the present invention, a radar and a speed control device are combined, and based on the Φ outside 11iflR information measured by the radar, the traveling speed mva of own weight is Since the vehicle speed va is feedback-controlled so that the distance between the vehicle in front and the vehicle in front is always equal to the safe distance 11111R8, there is no relationship between the traveling speed of the vehicle in front and its own weight (set speed Vi). Even if you approach the vehicle in front (for example, about 10
0m or less) 4, the vehicle will always follow the vehicle in front so as to maintain a safe distance of 111Rs within the range where the own vehicle speed Va does not exceed the set speed vi, and if there is no vehicle in front, the vehicle will drive at the set speed vi. To keep running.

This has the advantage that the constant speed traveling device is extremely easy to use.

Furthermore, in this embodiment, since an optical radar is used instead of a radio wave radar as a means of measuring the distance between the vehicle and the preceding vehicle, there is no risk of causing radio wave interference to other radio wave communication facilities, etc. Compared to antennas that send and receive radio waves, the aperture of the transceiver that sends and receives light can be smaller, making it advantageous for mounting on vehicles, etc. Furthermore, the beam sent out from the radar is extremely small in the case of light. Since it can be set to any desired shape, unnecessary reflections from roadside surfaces, etc. can be significantly reduced, and there is no chance of false positives.If the wavelength of the light from the optical radar is selected to be in the infrared region, it will be easier for humans to The sensor has various advantages such as not interfering with driving due to sensing.

[Brief explanation of drawings]

FIG. 1 is a block diagram showing the basic configuration of a conventional constant speed traveling device for a vehicle, FIG. 2 is an external perspective view of a vehicle equipped with the device of the present invention, and FIG. 3 is a block diagram showing the configuration of an optical radar. Fourth
The figure is a waveform diagram showing the tg status of each part in Fig. 3, Fig. 5 is a block diagram showing the electrical configuration of the entire vehicle running t1 control device, and Fig. 6 shows the configuration of the microcomputer system program. NOROCHAR 1-1 FIG. 7 is a schematic diagram showing the relationship between the own vehicle and the pond. 14...Vehicle speed sensor 15...Engine 16...N-iku []-] Computer 17...
... Switches 18 ... Control circuit 19 ... Actuator maintenance application Industrial Automatic Width Co., Ltd. 1 Figure 7 Vb, - □R a -

Claims (1)

[Claims] (1) a feedback control system for constant speed running that controls the running speed so that the running speed substantially matches the set speed based on the error between the set speed and the running speed detected via the medium speed detector; a radar that measures a distance between the vehicle and a preceding vehicle existing within a predetermined warning area; a safe distance determining means that determines a safe distance between vehicles based on the traveling speed detected by the medium speed detector; a first stage of own vehicle high speed determination for determining whether or not the own vehicle speed is higher than the preceding vehicle speed based on intermediate distance information with respect to the preceding vehicle obtained by the radar; the constant speed running feedback control system; When the vehicle speed is determined to be 6 higher than the speed of the preceding vehicle by the mouth high speed determining means while the vehicle is traveling at
Thereafter, until the own vehicle speed reaches the set speed again, the constant speed running feedback system is canceled and the speed of the preceding vehicle is changed so that the intermediate distance to the preceding vehicle substantially matches the safe inter-vehicle distance. A vehicular travel control device characterized by comprising a feedback control system for controlling an inter-vehicle distance that controls the travel speed according to the following.