JPS63151536A - Controller for vehicle traveling - Google Patents

Abstract

PURPOSE:To permit brake control suited for the performance of a vehicle by selecting automatically the control region of a constant speed traveling even on a curved road in addition to that of constant speed traveling on a straight road to proportionally control brake pressure according to a steering angle when the degree of curve reaches a dangerous region. CONSTITUTION:A vehicle speed signal from a vehicle sensor 43 and a steering angle signal from a steering angle sensor 26 are input in a microcomputer control unit 31. Next, the steering angle signal is judged to be larger than a first reference value to detect a curved road, while the vehicle speed at that time is set to set vehicle speed on the curved road and stored in RAM 39 until the output exceeds a second reference level. Next, when the curved road is being detected at present and the output of said sensor 26 exceeds a second reference value, a brake pressure is controlled proportionally by a brake controller 34 according to the steering angle between the lowest and highest brake pressures. After the vehicle speed is reduced to the safe traveling one under the speed reduction traveling control mode, the vehicle speed is released from the control to be restored to a manual traveling mode.

Description

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

[Conventional technology]

Conventionally, constant speed driving control devices for vehicles have generally been used only when driving on straight roads due to the lack of safe driving.

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

These vehicle speed sensor 43, brake switch 25, set switch 27, and resume switch z9 are connected to an input/output port 41 of a microcomputer (hereinafter referred to as microcomputer) control unit 31.

In addition, the microcomputer control unit 31 also controls the throttle valve (
Throttle opening control device 3 that adjusts the opening (not shown)
3 to output an opening control signal to control the vehicle speed.

In addition, the microcomputer side unit 31 is a CPU 35° ROM.
37. It is configured to have 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 input 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 vehicle speed at that time is stored in the RAM 39 as a set vehicle speed input, and from then on, the own vehicle speed follows this set vehicle speed, and the throttle opening is proportional to the vehicle speed deviation. to control the throttle opening degree control device 33.

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 switch is activated. 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 curved roads.

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

Furthermore, even on a curved 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 brake is operated 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 calf 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 it is possible to switch between constant speed driving control, deceleration driving control, and manual driving control to ensure safe driving, and also to change constant speed driving control to general curved roads. It is an object of the present invention to provide a vehicle running control device which can be used for various purposes and which can improve utilization efficiency.

[Means for solving problems]

The vehicle running control device according to the present invention includes: a discrimination means for discriminating between a straight road and a curved road based on a steering angle; a control means for controlling a vehicle speed according to the discrimination result of the discrimination means; In this case, a brake splitter device is provided which proportionally controls the brake pressure between the minimum and maximum brake pressures with respect to the steering angle.

[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 second reference level, the vehicle speed at the time of detecting the curved road is determined as the upper limit. When the output level of the determining means exceeds the second reference level, the brake control device sets the brake control device to a deceleration travel control mode and adjusts the brake pressure in the deceleration travel mode in accordance with the steering angle. Proportional control is performed between the minimum brake pressure and the maximum brake pressure,
After decelerating to a safe driving speed in this deceleration driving control mode, the vehicle speed control is canceled and the manual driving mode is restored.

〔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. The 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, it is determined that the input steering angle signal is greater than or equal to a first preset reference value, and a curved road is detected, and a curved road is detected in the interrupt processing one cycle before. If not, it is determined that the vehicle has just entered a curved road, and until the output exceeds the second reference level, the vehicle speed at that time is set as the set vehicle speed for constant speed driving on a curved road, which will be described later. V. and stores it in the RAM 39.

Next, if a curved road is currently being detected, it is determined whether or not the resume switch 29 has ever been turned on while traveling on the curved road, and if it has been turned on, the traveling 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 26 exceeds the second reference value at the time of these determinations, the resume switch 2
Regardless of whether 9 is on or off, the running flag is rOJ.
shall be.

If no curved road is 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 has been turned on while traveling on the straight road. If there is (in this case, the traveling flag is set to "2", and if it remains off, the current value of the traveling flag is held.

Next, the value of the running flag set by the above process is checked, and if it is "0", the vehicle is set to deceleration mode, the brake control device is activated, the vehicle is decelerated to a predetermined safe speed, and at this point the vehicle speed is controlled. Release.

Moreover, when the value of the running flag is "1", the set vehicle speed V stored in the RAM 39. In order to run at a constant speed, an opening control signal corresponding to the difference between the vehicle speed V and the set vehicle speed v0 is output to the throttle opening control bag M33, and when the value of the running flag is "2", the set switch 27 is activated. Set the vehicle speed at the time vehicle speed v
0, and outputs an opening control signal to the throttle opening control device 33 to control the vehicle speed, as in the case described above.

Figure 2 shows the first part of the brake control device in deceleration traveling control.
2 shows a block diagram of an embodiment of the present invention. 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 bow) 4a and a low pressure bow) 4b.

The high pressure bow) 4a is connected to the brake cylinder 2 via a hydraulic conduit 5a1, a two-way solenoid valve 59, a hydraulic conduit 5c, and a fixed orifice 24 for absorbing surges.

The pressure switch 40 is operated by the hydraulic pressure of the hydraulic line 5C, and a surge tank 54 is connected to the hydraulic line 5C.

On the other hand, the low pressure port 4b of the master cylinder 4 is connected to a reservoir tank 51 via a hydraulic conduit 5d.

A hydraulic pump 30 is connected to this reservoir tank 51 via a hydraulic conduit 5f. The discharge side of this hydraulic pump 3G is connected to a hydraulic conduit 5b.

This hydraulic conduit 5b is connected to the hydraulic conduit 5C and the three-way solenoid valve 18 via a two-way solenoid valve 32 and a hydraulic conduit 5j.

Further, the hydraulic conduit 5j is communicated with a reservoir tank 51 via a two-way solenoid valve 53. This reservoir tank 51
is connected to a three-way solenoid valve 18 and a solenoid type variable orifice 23 via a hydraulic conduit 5h.

On the other hand, the three-way solenoid valve 18 is connected to the left chamber 2 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 provided in the cylinder right chamber 21 of the cylinder device 6.
is provided, and the piston 7 reciprocates against the elasticity of the spring 8.

This cylinder device 6 is a hydraulic pipe! It is connected to the hydraulic line 5e via ll15g. Solenoid-type variable orifices 22 and 23 are connected by this hydraulic conduit 5θ.

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

Further, a series circuit of a two-way solenoid valve 55 and a fixed orifice 57, and a series circuit of a two-way solenoid valve 36 and a fixed orifice 58 are connected between the discharge side and the inlet side of the hydraulic pump 30.

Next, the operation of this brake control device 34 will be described. In the normal braking state, the two-way solenoid valve 59 is in the on state, and therefore the hydraulic pressure of the master cylinder 4 corresponding to the amount of brake depression is applied to the hydraulic pipe 5a.

It is supplied to the brake cylinder 2 via 5C, and normal braking operation is performed.

In addition, when the brake is off, the high pressure port 4a of the master cylinder 4 is connected to the low pressure port 4b, and the hydraulic pipe #j5 is connected to the low pressure port 4b.
It communicates with the reservoir tank 51 via d, and the brake operating pressure is released.

Next, in the deceleration running state, the two-way solenoid valve 32 is turned off, and the oil pressure of the hydraulic pump 30 is set to the oil pressure V: approximately 5b, 5j.
, 5c to act on the brake cylinder 2.

Additionally, the two-way solenoid valve 55 is turned on, and the hydraulic pump 3
Since the 0 input/output boats are communicated through the fixed orifice 57, the primary pump pressure determined by the diameter of the fixed orifice 57 is set.

Next, when the two-way solenoid valve 55 is turned off and the two-way solenoid valve 56 is turned on, the secondary pump pressure determined by the diameter of the fixed orifice 58 is set at the output port of the hydraulic pump 300 Å.

Now, if the orifice diameter of the fixed orifice 58 is set smaller than that of the fixed orifice 57, the second
The secondary pump pressure is set higher than the primary pump pressure, and this example shows a two-stage setting.
In general, a multi-stage setting of one or more stages is also possible.

Furthermore, when the pressure in the hydraulic pipe FIs5c reaches a predetermined value, the pressure switch 40 is activated and turns the two-way solenoid valve 32 into an OFF state. Therefore, the hydraulic pressure for the pressure switch 40 is sealed in the hydraulic conduit 5C.

Furthermore, when the three-way solenoid valve 18 is turned on, the hydraulic pipe 5C
A part of the sealed hydraulic oil flows into the cylinder left chamber 2 of the cylinder device 6.
0, the pressure is reduced corresponding to the internal volume of this cylinder left chamber 20. Normally, the left chamber 20 of the cylinder is positioned at the minimum initial position by the action of the spring 8.

On the other hand, solenoid type variable orifices 22 and 23 are inserted in series between the cylinder left chamber 20 and the reservoir tank 51, and a hydraulic pipe is connected to the cylinder right chamber 21 of the cylinder device 6 from the connection point of both solenoid type variable orifices 22 and 23. It is connected via Road 5gG.

Therefore, the hydraulic pressure determined by the diameter ratio of the two solenoid type variable orifices 22 and 23 acts on the cylinder right chamber 21, so that the piston 7 is operated by the pump oil pressure 30, the repulsive force of the spring 8, and the two solenoid type variable orifices. It stops at a position where the resultant force of the hydraulic pressures at the connection points 22 and 23 is balanced.

Therefore, in order to increase the working pressure of the brake cylinder 2, the volume of the cylinder left chamber 20 needs to be reduced.
All you have to do is increase the oil pressure at connection point 3.

Therefore, the diameter of the solenoid-type variable orifice 23 may be narrowed relative to the solenoid-type variable orifice 22, or the diameter of the solenoid-type variable orifice 22 may be made looser relative to the solenoid-type variable orifice 23. Such control can be easily performed by controlling the excitation currents of these solenoid type variable orifices 22 and 23.

Therefore, as the steering angle θ increases, the current of the coil 23a is controlled by narrowing the diameter of the solenoid-type variable orifice 23, or by loosening the diameter of the solenoid-type variable orifice 22.
By controlling the current of &, the difference between the minimum pump pressure P determined by the maximum internal volume position of the cylinder left chamber 20 and the maximum pump pressure determined by the minimum internal volume position of the cylinder left chamber 20 with respect to the steering angle θ is achieved. It is possible to perform proportional control between the steering angles (02 to θ3), and the brake control characteristics in this case are
As shown in the figure.

In addition, the surge tank 54 and the fixed orifice 24 are used to absorb surge pressure generated when the solenoid valves 59, 32, etc. are turned on to obtain a smooth start-up 9, and the two-way solenoid valve 53 is used when the brake control is stopped. This is a pressure relief valve that rapidly removes residual pressure in the hydraulic pipeline.

Figure 3 shows the second part of the brake control device in deceleration running control.
This is a block diagram of the embodiment. 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, and the other components are the same. Since this is the same as the first embodiment, detailed explanation will be omitted.

Next, the operation of the brake control device of this second embodiment will be explained. 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 a state where a predetermined brake pressure is sealed in the hydraulic conduit 5C, in order to increase the brake pressure, the solenoid type variable orifice 23 is connected to the fixed orifice 22A.
This is possible by narrowing down the diameter of the solenoid type variable orifice 23 relative to the fixed orifice 22A, and reducing the brake pressure becomes possible by loosening the diameter of the solenoid type variable orifice 23 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 steering angle θ, the brake hydraulic pressure P can be changed to the lowest pressure P with respect to the steering angle θ.
It is possible to perform proportional control between 1 and the maximum pressure 4 as shown in FIG.

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

Next, the operation of the brake control device of this third embodiment 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, hydraulic pipes! In order to increase the brake pressure when a predetermined brake pressure is sealed in @5C, the solenoid type variable orifice 2 must be connected to the fixed orifice 23A.
This can be done by loosening the diameter of the solenoid-type variable orifice 22 relative to the fixed orifice 23A, and reducing the brake pressure can be achieved by narrowing the diameter of the solenoid-type variable orifice 22 relative to the fixed orifice 23A.

Therefore, the current of the solenoid coil 22a of the solenoid-type variable orifice 22 is changed to IIJa! with respect to the steering angle θ!
By doing so, it is possible to proportionally control the brake oil pressure P between the minimum pressure P and the maximum pressure 22 with respect to the steering angle θ as shown in FIG.

As described above, the control action of the present invention device can be summarized as follows: (1) When traveling 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 steering angle signal exceeds the first reference value and is below the second reference value while driving on a curved road, the vehicle speed at the time when the steering angle signal exceeds the first reference value is set as the set vehicle speed. Performs speed running control.

(3) When the steering angle signal exceeds the second reference value while traveling on a curved road, the brake control device is activated, and after decelerating to a predetermined safe speed, the travel control is canceled and the mode is returned to manual mode.

〔Effect of the invention〕

As explained 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 extent of the curve using a determining means. When this steering angle reaches a certain danger range, the system enters deceleration mode using brake control, and after decelerating to a safe driving speed, driving f41 is canceled and the driving mode is restored to manual mode, compared to conventional devices. Thus, a travel control device with higher safety can be realized.

In addition, since the deceleration control allows proportional control of the brake pressure between the minimum brake pressure and the maximum brake pressure in accordance with the steering angle, it is possible to perform brake control suitable for vehicle characteristics.

[Brief explanation of the drawing]

FIG. 1 is a system block 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 specific embodiments of the brake control device in the vehicle running control device. , FIG. 5 is a brake control characteristic diagram of the above brake control device, and FIG. 6 is a system block diagram of a conventional constant speed control device. DESCRIPTION OF SYMBOLS 1... Wheel, 2... Brake cylinder, 3... Brake pedal, 4... Master cylinder, 6... Cylinder device, 22, 23... Solenoid type variable orifice, 24.22A, 23A , 24, 57, 5... Fixed orifice, 30... Hydraulic pump, 25... Brake switch, 26... Steering angle sensor, 27... Set switch, 29... Resume switch, 31...・
・Microcomputer control unit, 33... Throttle open 2
N control device, 34... Brake control device, 35...
CPU. 37... ROM139... RAM, 41... Input/output port, 43... Vehicle speed sensor. Note that the same reference numerals in the figures indicate the same or corresponding parts.

Claims (2)

[Claims] (1) A vehicle travels on a straight road, including a determining means for determining whether the traveling road is straight or curved based on the steering angle, a vehicle speed sensor for detecting vehicle speed, and an operating means for outputting a manipulation signal according to the driver's operation. If the vehicle speed is inside, constant speed driving control is performed at the set vehicle speed, and when the output of the discriminating means exceeds the first reference level, it is determined that the vehicle is traveling on a curved road, and when the output is below the second reference level, the vehicle speed at the time of entering the curve is changed. When constant speed driving control is performed with the target speed as the target speed 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 speed control is canceled and the mode is changed to manual mode. A vehicle running control device comprising: vehicle speed control means that enables restoration; and a brake control device that proportionally controls brake pressure between a minimum brake pressure and a maximum brake pressure with respect to the steering angle. (2) The brake control device applies hydraulic pressure to the brake cylinder corresponding to 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, a hydraulic pump that supplies pressure oil in the reservoir tank to the brake cylinder during deceleration driving, and a hydraulic pump that detects the hydraulic pressure of the pressure oil supplied to the brake cylinder and when the detected value exceeds a predetermined value. Then, there is a pressure switch that seals the hydraulic oil of the hydraulic pump in the hydraulic conduit between the hydraulic pump and the brake cylinder, and proportional control of the pressure oil of the brake cylinder between the minimum brake pressure and the maximum brake pressure according to the steering angle. 2. The vehicle running control device according to claim 1, further comprising means for controlling the vehicle.