JPS63151535A - Controller for vehicle traveling - Google Patents

Abstract

PURPOSE:To improve the performance of controlling a brake by automatically judging the degree of a curve and returning a traveling mode to the manual mode after controlling proportionally brake pressure according to a steering angle to reduce the vehicle speed to safe one when the steering angle reaches a dangerous region. CONSTITUTION:In this controller, a steering angle sensor 26 for judging a straight or curved road from a steering angle is connected to an input port of a microcomputer control unit 31, while a brake controller 34 is connected to an output port. Next, a steering angle signal input higher than a preset first reference value is judged by the control unit 31 to detect the curved road, while the vehicle speed at that time is set to set one for constant speed traveling on the curved road and stored in RAM 39 until the output exceeds a second reference level. Next, when the output of sensor 26 exceeds the second reference value, a speed reduction mode of traveling flag 0 is set irrespective of whether a resume switch 29 is turned on or off. Next the vehicle speed is reduced to the safe one to release the vehicle speed from control.

Description

Detailed Description of the Invention [Field of Industrial Application] The present invention relates to a vehicle running side (1111 device) that can appropriately switch between constant speed running control, deceleration running control, and manual running in response to road conditions. It is something.

[Conventional technology]

Conventionally, constant speed cruise control devices for vehicles have generally been used only when traveling on straight roads, starting from the start of safe driving.

FIG. 6 shows a system block diagram of a conventional constant speed cruise control device. In this Fig. 6, 43 is a vehicle speed sensor for detecting the vehicle speed, 25 is a brake switch that is activated by a hub brake operation, 27 is a set switch that outputs a υ set signal when operated by the driver, and 29 is also a driver's This is a resume switch that outputs a resoum signal when operated.

These vehicle speed sensor 43, brake switch 25, set switch 27, and resume switch 29 are connected to an input/output board 41 of a microcomputer (hereinafter referred to as microcomputer) control unit 31.

The microcomputer control unit 31 is the throttle valve (
Throttle opening control device (not shown) that adjusts the opening of the
The i33 is configured to output an opening control signal to control the vehicle speed.

Note that the microcomputer control unit 31 includes a CPU 35, a ROM
37, a RAM 39, and an input/output port 41.

Next, the operation of the conventional constant speed cruise control device will be described.

First, the vehicle speed V is sent from the vehicle speed sensor 43 to the microcomputer control unit 31 . When the driver turns on the set switch 27 in this state, the current speed is stored in the RAM 39 as the set vehicle speed Vc, and from then on, the own vehicle speed is made to follow this set vehicle speed Vc, and the throttle opening is adjusted in proportion to the vehicle speed deviation. The throttle control unit #33t is controlled once.

By the way, the conventional device does not have a special sensor to distinguish between a straight road and a curved road, so if the driver visually determines that it is possible to drive at a constant speed on a substantially straight road, the set The switch 27 was turned on and the vehicle was traveling at a constant speed using the vehicle speed at that time as the set vehicle speed, and generally, constant speed traveling control is not performed on a car road.

Further, when the vehicle enters a curved road on a straight road with constant speed driving control set, the constant speed driving control is canceled only by the driver's brake operation.

In addition, even in the case of the car 1 road, if the set switch 27 is operated erroneously, the constant speed cruise control is set, and thereafter, the constant speed cruise control cannot be canceled unless the driver operates the vehicle as in the case described above.

[Problem that the invention seeks to solve]

That is, in the conventional example, there is no other way to release the fail-safe mechanism other than by operating the brake switch by operating the brake. Therefore, the utilization efficiency as a constant speed cruise control device is poor.

This invention was made in order to solve this problem, and is capable of switching control between constant speed driving control, deceleration driving control, and manual driving control to ensure safe driving, and also enables constant speed control to be applied to ordinary cars on roads. To obtain a vehicle running control device which can be used for various purposes and which can increase utilization efficiency.

[Means for solving problems]

The vehicle running control device according to the present invention includes a discriminating means for discriminating between a straight road and a curved road based on a steering angle, a means for controlling the vehicle according to the discrimination result of the discriminating means, and a detection result of the discriminating means that is greater than or equal to a predetermined value. The system is equipped with a brake control device that switches the vehicle to deceleration control mode when

[For production]

In this invention, when the output level of the discriminating means exceeds the first reference level, it is determined that the road is curved, and when the output level is below the reference level w,2, the vehicle speed at the time of car 1 road detection is determined. Constant speed driving control is performed using the set vehicle speed as the upper limit, and if the output level of the discrimination means exceeds the second reference level, the brake control device decelerates to a safe driving speed as a deceleration driving mode, and then completely cancels the vehicle speed control. Then, the system returns to manual driving mode, and brake pressure is controlled proportionally to the steering angle.

〔Example〕

Embodiments of the vehicle running control device of the present invention will be described below with reference to the drawings. FIG. 1 is a system block diagram of one embodiment. In FIG. 1, the difference from the conventional example shown in FIG. This means that the control device 34 is newly connected. Other parts are the same as those shown in FIG.

Next, the control action of this invention will be described. First, a vehicle speed signal from the vehicle speed sensor 43 and a steering angle signal from the steering angle sensor 26 are input to the microcomputer control unit 31, respectively.

Next, the microphone control unit 31 determines that the input steering angle signal is greater than or equal to a preset first reference value, and detects a curved road. Check whether it is detected or not.
If not, it is determined that the vehicle has just entered a curved road, and until the output exceeds the @2 reference level, the vehicle speed v at that time is stored in the RAM 39 as the set vehicle speed Vc for constant speed driving on a curved road, which will be described later. to be memorized.

Next, if a curved road is currently being detected, it is determined whether or not the rythony switch 29 has ever been turned on during the time-saving curve, and if it has been turned on, the running flag is set to "1". ”, and if it remains off, set the running flag to “0”.

However, if the output of the steering angle sensor 20 exceeds the second reference value at the time of these determinations, the rythony switch 2
Regardless of whether 9 is on or off, the running speed is rOJ.
shall be.

In addition, if a curved road is not currently detected, it is determined that the vehicle is traveling on a substantially straight road, and it is determined whether or not the set switch 27 was turned on while traveling on the straight road. If this occurs, set the running flag to "2",
If it remains off, the current running flag value is retained.

Next, the value of the travel 7 ladder set by the above process is checked, and if it is "0", it is set to deceleration mode, the brake control system # is activated, the speed is decelerated to a predetermined safe speed, and at this point Cancel vehicle speed control.

In addition, in the case of "1", the set vehicle speed V stored in the RAM 39
In order to drive at a constant speed at c, the opening control signal is set according to the difference between the vehicle speed V and the set vehicle speed Vc, and in the case of "2", the vehicle speed at the time when the set switch 27 is activated is set as the set vehicle speed Vc. Similarly, the opening control signal is sent to the throttle opening control device &3.
3 to control the vehicle speed.

FIG. 3 shows a block diagram of a specific embodiment of fal of the brake control device 34 in deceleration traveling control. In FIG. 2, 1 is a wheel, 2 is a brake cylinder, 3 is a brake pedal, and 4 is a master cylinder.

This master cylinder 4 responds to the brake pedal 3, and is provided with a high pressure port 4a and a low pressure port 4b. The high pressure port 4a is connected to the gray cylinder 2 via a hydraulic line 5a, a solenoid valve 36, a hydraulic line 5c, and a fixed orifice 24 for absorbing surges.

The pressure switch 37 is actuated by the hydraulic pressure in the hydraulic line 5c, and a surge tank 54 is connected to the hydraulic line 5c.

-10,000 The low pressure bow (4b) of the master cylinder 4 is connected to a reservoir tank 51 via a hydraulic pipe 5d.

A hydraulic pump f30 is connected to this reservoir tank 51 via a hydraulic conduit 5g. The discharge side of this hydraulic bong f30 is connected to the hydraulic pipe line 5b.

This hydraulic pipe line 5b communicates with the reservoir tank 51 via a two-way solenoid valve 55, and this 20,000 solenoid valve 55
is connected to the three-way solenoid valve 18 via a hydraulic line 5h'jJ, and further connected to the variable orifice 23 via a hydraulic line 5ft.

The hydraulic pipe line 5b is connected to the hydraulic pipe line 5 through the two-way solenoid valve 32.
1, and is also connected to the hydraulic conduit 5f via a 20,000 solenoid valve 53.

This hydraulic line 51 is connected to the hydraulic line 5cK.

10,000, the three-way magnetic valve 18 is located on the left side of the cylinder device 6.
Connected to 0. A solenoid type variable orifice 22 is connected in parallel to this cylinder device 6.

A spring 8 is installed in the cylinder right chamber 21 of the cylinder device 6.
is provided so that the piston 7 moves back and forth against the elasticity of the spring 8.

This cylinder device 6 is connected to the hydraulic pipe 5 via the hydraulic pipe 5g.
eK connected. Solenoid-type variable orifices 22, 23 are connected through this hydraulic line 5e.

The solenoid type variable orifices 22 and 23 are each wound with solenoid coils 22a and 23a.

Next, the operation of this brake control device will be explained. In the normal braking state when the brake pedal 3 is depressed, the two-way solenoid valve 36 is in the on state, so that the hydraulic pressure of the master cylinder 4 corresponding to the amount of brake depression is applied to the hydraulic pipe 5.
Fixed orifice 24 for a * 5 c s Thurso absorption
It is supplied to the brake cylinder 2 via , and normal braking operation is performed.

In addition, when the brake is off, the high pressure port (4a) of the master cylinder 4 is electrically connected to the low pressure port (4b), and the hydraulic pipe 5d
It passes through the reservoir tank 51 via t-, and the brake operating pressure is released.

Next, in the deceleration running state, the two-way solenoid valve 36 is turned off, the two-way solenoid valve 32 is not turned on, and the hydraulic pressure of the hydraulic pump 30 is transferred to the hydraulic pipe 5b, the two-way solenoid valve 32, the hydraulic pipe 5c, K acts on the brake cylinder 2 via the fixed orifice 24.

The oil pressure in this oil pressure pipe 5c is detected by a pressure switch 37, and the oil pressure in the reservoir tank 51 is detected by a pressure switch 37.
When the oil pressure in the hydraulic line 5C reaches a predetermined pressure by pumping up the oil from the
When the solenoid valve 32t is turned off, the hydraulic oil of the hydraulic pump 30 is sealed into the hydraulic conduit 5c.

When the three-way solenoid valve 18 is turned on in this state, a portion of the hydraulic oil sealed in the hydraulic line 5c flows into the cylinder and the left chamber 20.
Since the air flows into the cylinder right chamber 20, the pressure is reduced corresponding to the internal volume of the cylinder right chamber 20.

Normally, the cylinder is positioned at an initial position where the volume of the left chamber 2° of the cylinder is minimized by the action of the spring 80.

On the other hand, a solenoid-type variable orifice 22.23 is inserted in series between the cylinder left chamber 20 and the reservoir tank 51, and a hydraulic conduit 5g is connected to the cylinder right chamber 21 from the connection point of both solenoid-type variable orifices 22.23. are connected via.

Therefore, the hydraulic pressure determined by the aperture ratio of the two variable orifices 22 and 23 acts on the cylinder right chamber 21, so that the piston 7 is operated by the pump hydraulic pressure, the repulsive force of the spring 8, and the two variable solenoids. It stops at a position where the resultant force of the hydraulic pressure at the connection point of the orifices 22 and 23 is balanced.

By the way, in order to increase the brake cylinder working pressure, it is only necessary to reduce the volume of the cylinder left chamber 20, and for that purpose, the two-lenoid type variable orifice 22.2
All you have to do is increase the oil pressure at connection point 3.

For this purpose, either the diameter of the variable orifice 230 is narrowed to the solenoid-type variable orifice 22, or the diameter of the solenoid-type variable orifice 22 is narrowed to the solenoid-type variable orifice 22.
It is only necessary to control it so that it is loosened relative to 3. Such control is achieved by using these solenoid-type variable orifices 22, 23.
This can be easily done by controlling the excitation current to the solenoid coil 226.23a of the solenoid coil 226. By decreasing the current of K, or by controlling the coil current using the reverse combination of the above, it is also possible to proportionally control the brake oil pressure P in response to the lateral acceleration G.
f. The brake control characteristics in this case are shown in FIG.

In addition, the surge tank 34 and the fixed orifice 24 are for absorbing the surge pressure generated when a two-way solenoid valve 36, 32, etc. is turned on to obtain a smooth rise.
Reference numeral 3 designates a pressure relief valve for rapidly removing the residual pressure in the hydraulic line 51 when the brake control is stopped.

Further, the two-way solenoid valve 55 is a short-circuit valve that connects the output port of the hydraulic pump 30 to the reservoir tank 51 when energized, and makes the output pressure zero.

Figure 3 shows the second part of the brake control device in deceleration running control.
1 shows a block diagram of an embodiment of the invention. 3, the difference from the first embodiment shown in FIG. 2 is that a fixed orifice 22A is used instead of the solenoid type variable orifice 22.
is used. Other configurations! ! The element is f
Since it is the same as the first embodiment of the az prisoner, detailed explanation will be omitted.

Next, the operation of the brake control device shown in FIG. 3 will be explained. Since the operation in this case is almost the same as in the first embodiment #1, only the main points will be described.

Now, in order to increase the brake pressure in a state where pump hydraulic oil is sealed in the hydraulic conduit 5C, it is possible to increase the brake pressure by narrowing the diameter of the solenoid type variable orifice 23 with respect to the fixed orifice 22AK.

Furthermore, the brake pressure can be reduced by loosening the diameter of the variable orifice 230 relative to the fixed orifice 22A.

Therefore, by controlling the current of the solenoid coil 23a of the solenoid type variable orifice 23 with respect to the lateral acceleration G, it is also possible to proportionally control the brake oil pressure P with respect to the lateral acceleration G as shown in FIG.

Figure 4 shows the third part of the brake control device in deceleration traveling control.
This figure shows 10 diagrams of the embodiment. 4, the difference from the first embodiment shown in FIG. 2 is that a fixed orifice 23A is used instead of the solenoid type variable orifice 23, and other components are the same as in the first embodiment. Therefore, detailed explanation will be omitted.

Next, the operation of the brake control device shown in FIG. 4 will be described. Since the operation in this case is almost the same as that in the first embodiment, only the main points will be described.

Now, in order to increase the brake pressure in a state where pump hydraulic oil is sealed in the hydraulic conduit 5C, it is possible to loosen the diameter of the solenoid type variable orifice 22 with respect to the fixed orifice 23A.

Furthermore, the brake pressure can be reduced by narrowing the diameter of the solenoid type variable orifice 22 relative to the fixed orifice 23AK.

Therefore, by controlling the solenoid coil current of the solenoid type variable orifice 22 with respect to the lateral acceleration G, it is also possible to proportionally control the brake oil pressure P with respect to the lateral acceleration G as shown in FIG.

As described above, the control action of the device of the present invention can be summarized as follows: 11) When driving on a straight road, constant speed driving control is performed in which the vehicle speed at the time the set switch is operated is set as the vehicle speed.

(2) When the car is traveling on one road and the steering angle signal exceeds the first reference value and is less than the g2 reference value, the vehicle speed at the time the steering angle signal exceeds the first reference value is set as the vehicle speed. Performs constant speed driving control.

(3) 6-force - When the steering angle signal exceeds the @2 reference value while driving on a road, the brake control device is activated, and after decelerating to a predetermined safe speed, the driving control is released and the mode is returned to manual mode.

〔Effect of the invention〕

As described above, in addition to the conventional constant speed driving on a straight road, this invention automatically selects a constant speed driving controllable range even on a curved road, and automatically determines the degree of the curve. When the steering angle reaches a certain danger range, the vehicle enters deceleration mode using rookie control, and after the vehicle is decelerated to a safe traveling speed, travel control is released and the vehicle is restored to manual mode, compared to conventional systems. A travel control device with extremely high safety is realized.

Further, since the deceleration control allows proportional control of the brake pressure in accordance with the steering angle, brake control with improved V control performance is possible.

[Brief explanation of the drawing]

FIG. 1 is a systems logic diagram of one embodiment of the vehicle running control device of the present invention, and FIGS. 2 to 4 are system diagrams showing the configuration of a specific embodiment of the brake control device in the same vehicle running control device. 5 is a brake control characteristic diagram of the same brake control device, and FIG. 6 is a system block diagram of a conventional constant speed control device. 1...Wheels, 2...Gray Kiji cylinder, 3 river brake pedal, 4 river master cylinder, 6 river cylinder equipment fit
, 22.23... Solenoid type variable orifice, 22
A, 23A, 24... Fixed orifice, 30... Hydraulic pump, 25... Brake switch, 26... Steering angle serena, 27... Set switch, 29... Resume switch, 31...・Microcomputer control unit,
33... Throttle opening control device, 34... Brake control device, 35... CPU, 37... ROM, 3
9...RAM, 41...I/O boat, 43...
Vehicle speed sensor. Note that the same reference numerals in the figures indicate the same or corresponding parts.

Claims (2)

[Claims] (1) Discrimination means that determines whether the traveling road is straight or curved based on the steering angle, a vehicle speed sensor that detects the vehicle speed, and an operating means that outputs an operation signal according to the driver's operation, when the vehicle is traveling on a straight road. performs constant speed driving control at a set vehicle speed, and determines that the vehicle is traveling on a curved road when the output of the discriminating means exceeds a first reference level, and sets the vehicle speed at the time of entering the curved road as the target speed when it is below the second reference level. When constant speed driving control is performed and the output of the discrimination means exceeds the second reference level, the mode is set to deceleration driving control mode, and after deceleration to a safe driving speed, vehicle control is canceled and the manual mode can be restored. A vehicle travel control device comprising: a vehicle speed control means for controlling the vehicle speed; and a brake control device for proportionally controlling brake pressure with respect to the steering angle during the deceleration travel control mode using the vehicle speed control means. (2) The brake control device applies hydraulic pressure to the brake cylinder in accordance with the amount of brake depression in the normal braking state, and also releases the brake operating pressure by communicating with the reservoir tank that stores pressure oil when the brake is off. A master cylinder and a hydraulic pump for supplying pressure oil in the reservoir tank to the brake cylinder during deceleration driving detect the hydraulic pressure supplied to the brake cylinder by this hydraulic pump, and when the detected value exceeds a predetermined value, the This patent is characterized in that it is equipped with a pressure switch for sealing hydraulic pump hydraulic oil in a hydraulic conduit between a hydraulic pump and a brake cylinder, and means for proportionally controlling the hydraulic pressure of the brake cylinder in response to lateral acceleration. A vehicle running control device according to claim 1.