JPS63265740A - Control device for traveling of vehicle - Google Patents

Abstract

PURPOSE:To automatically select a constant speed traveling controllable area even on an ascent in addition to constant speed traveling on a flat road traveling by detecting the deceleration of a vehicle by means of a deceleration sensor. CONSTITUTION:Signals from a vehicle speed sensor 23 and a G sensor 24 are inputted into a microcomputer control unit 31. When an inputted deceleration is judged to be above a previously set first reference value, an ascent is detected. And, by checking whether an ascent was detected in an interruption processing one cycle before and when it was not detected, judgment is formed to be immediately after entering an ascent. And, when the deceleration of a vehicle is above the first reference value and below a second reference value, the vehicle speed at the time of operating a resume switch is stored in a RAM 39 as a target vehicle speed Vc for constant speed traveling on an ascent. Further, when the deceleration becomes above the second reference value, a brake pressure is comparatively controlled with respect to the deviation in vehicle speed, between the lowest brake pressure and the highest brake pressure, to deceleratingly control the target vehicle speed for constant speed traveling.

Description

[Detailed Description of the Invention] [Industrial Application Field] This invention provides a control system that appropriately switches between constant speed travel control, deceleration travel control, and manifold travel in response to road conditions.
Particularly on straight roads or gentle slopes, the vehicle is set to normal constant speed driving mode, and when it decelerates more than a certain level on uphill slopes, the target vehicle speed is changed, and when the vehicle speed deviation increases on downhill slopes, it is set to brake control mode. This is related to the control device.

[Conventional technology]

Conventionally, from the viewpoint of safe driving, constant speed driving control devices for vehicles have generally been used only when driving on flat roads.

FIG. 7 is a system block diagram of a conventional constant speed cruise control device. In this Fig. 7, 23 is a vehicle speed sensor for detecting the vehicle speed, 25 is a brake inch that is activated by the brake operation, 27 is a set switch that outputs a υ set signal by the driver's operation, and 29 is the same. This is connected to the input/output port 41 of the rubber microcomputer (hereinafter referred to as microcomputer) control unit 31 by means of a soyum switch that outputs a lithium signal by the driver's operation.

Further, the microcomputer control unit 31H outputs an opening degree control signal to the throttle control device 33 which adjusts the opening degree of the throttle valve (not shown) to perform vehicle speed adjustment.

Note that the microcomputer control unit 31 has a CPU 35°R.
OM37. It has a configuration including a RAM 39 and an input/output board 41.

Next, the operation of the conventional device will be described. First, vehicle speed sensor 2
3, the vehicle speed V is input 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 target vehicle speed VC, and thereafter the own vehicle speed is made to follow this target vehicle speed, and the throttle opening control device 33 is controlled so that the throttle is adjusted once in proportion to the vehicle speed deviation.

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

Further, when the vehicle enters a boarding road on a flat road with the constant speed running control set, the constant speed running control is canceled only by the driver's play straddling operation.

Furthermore, if the rythony switch 29 is operated erroneously on an uphill road, the constant speed cruise control will be set, and thereafter the constant speed cruise control cannot be canceled unless the brake is operated as in the case described above.

[Problems that the invention is supposed 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.

This invention was made to solve this problem, and allows constant speed driving control for flat roads to be applied to slopes, increasing the efficiency of using the constant speed driving control device, and ensuring safe driving. The purpose of this invention is to obtain a vehicle running control device that can perform the following steps.

[Means for solving problems]

The vehicle running control device according to the present invention includes a tilt angle sensor that detects the tilt angle of a slope, and a detection output level of this tilt angle sensor to control constant speed driving mode on flat roads and slopes, and constant speed driving mode on flat roads and slopes. This system is equipped with a vehicle speed control means that corrects the target vehicle speed and switches and controls the brake control mode on a downhill slope.

[For production]

In this invention, the deceleration state of the vehicle is detected by the deceleration sensor, and when the detected output level exceeds the first reference level, it is determined that the road is uphill, and the driving mode is reset to the initial state. If this detection output level exceeds the first reference level and is below the second reference level, constant speed driving control is enabled at a set vehicle speed with the vehicle speed at the time of the resume switch operation as the upper limit, and the deceleration sensor output If the level exceeds the second reference level, the target vehicle speed for constant speed driving is reduced by 1
Correct control is carried out according to the degree of deceleration of both sides, and constant speed control is continued even when the road approaches the lower slope of the uphill road, but if the speed deviation exceeds a predetermined basic r-5 value. After decelerating to a safe driving speed using brake control, the vehicle returns to manual mode.

[Example of people flow]

Hereinafter, an embodiment of the travel control Y&O of the II car of the present invention will be described based on the drawings. FIG. 1 is a system block diagram of one embodiment. In FIG. 1, the same parts as in FIG. 7 are given the same reference numerals, and the parts different from FIG. 7 will be mainly described.

1, the difference from FIG. 7 is that the deceleration sensor (hereinafter referred to as G sensor) 24 for detecting the deceleration of the H vehicle as an uphill road detection means is replaced by a microcomputer control 1 unit 31.
In addition to being connected to the input boat, a brake auxiliary tooth fR34 is newly connected to the output boat. 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 is input from the vehicle speed sensor v23, and a deceleration signal is input from the G sensor 24 to the microcomputer control unit 31.

Next, it is determined that the input deceleration is greater than or equal to a preset first reference value, and the uphill road is detected.
In the interrupt processing before cycling, it is checked whether or not the climbing road has been detected, and if not, it is determined that it has just entered the climbing road, and the deceleration of the main image exceeds the first reference value. If the vehicle speed is less than or equal to the second reference value, the vehicle speed at the time of operating the lithium switch is stored in the RAM 39 as a target vehicle speed Vc for constant speed driving on the uphill road, which will be described later.

Next, if the uphill road is currently being detected, it is determined whether or not the resume switch 29 has ever been turned on while traveling on the uphill road, and if it has been turned on, the speed is set at a constant speed. Set it to driving mode, and if it is still off, switch it to manual mode.

Further, if the deceleration of the vehicle exceeds a second reference value while driving in the constant speed driving mode, the target vehicle speed of the constant speed driving can be corrected and controlled in accordance with the deceleration. (For example, the target vehicle speed is decreased as the deceleration increases.)

Furthermore, it is determined whether or not the set switch 27 has ever been turned on while driving on a flat road, and if it has been turned on, the mode is changed to constant speed driving mode, and the Then, set to manual mode.

Next, the above-mentioned constant speed driving mode is continued even when the slope of the climbing road reaches a downhill slope, but when the I speed deviation increases and its value exceeds a predetermined reference value, the constant speed driving mode is canceled.
The vehicle is set to deceleration driving mode, the brake control device is activated, the vehicle is decelerated to a predetermined safe speed, and at this point vehicle speed control is released.

Return to manual mode.

In addition, in the case of constant speed driving mode on a boarding road, in order to drive at a constant speed at the target vehicle speed vc stored in the RAM 39, the speed V and the target vehicle speed V are set. In the flat road constant speed driving mode, the vehicle speed at the time when the set switch 27 is activated is set as the target vehicle speed vc, and the opening control signal is set as the opening control signal according to the difference between the is output to the controller 33 once through the throttle to control the vehicle speed.

FIG. 2 is a system lock diagram showing a second embodiment of the present invention. 2, the difference from the first embodiment shown in FIG. 1 is that a throttle sensor 28 for detecting the throttle once is controlled by a microcomputer, and a fuel cut device 36 for cutting off the fuel supply is added to the output boat. It is a point.

Regarding the operation of the second embodiment, the difference from the first embodiment is that in the deceleration control mode, the speed does not decelerate to the safe running speed even after a predetermined period of time has elapsed after the start of the brake control, and the throttle is The fuel cut device 36 is operated when the opening degree is less than or equal to the opening degree, and the vehicle speed is reliably reduced to the safe running speed, thereby improving the safety of the normal image.

3 to 5 are diagrams showing specific embodiments of the brake control device in the deceleration traveling control mode in each of the above embodiments. Of these, the case shown in FIG. 3 will be described first.

In this Fig. 3, 101 is a wheel, 102 is a brake cylinder, and 103 is a brake pedal.

104R is a high pressure boat for the mask cylinder, 104au is a high pressure boat for the mask cylinder, and 104b is a low pressure boat for the mask cylinder.

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Answer Wd 1 0C; n 9 arm%”IF
'el9Pl 39, oil IIE% path 105C, fixing material refit 124 are valved and connected to the play crushing cylinder 02. A pressure sensor 40 is installed in the hydraulic pipe line 105C.
134 is provided, and the turret 134 is communicated with it.

The low pressure of the master cylinder 104 is connected to the reservoir tank 131 via a pressure line 105d.

The hydraulic pump 130 has a hydraulic pipe line 105i and a two-way electric main valve 13.
6, a fixed orifice 138, a two-way solenoid valve 135, a fixed orifice f 137, and a hydraulic conduit 105f, which communicate with the reservoir tank 131. .

Further, the hydraulic tank 130 is connected to a hydraulic conduit 105b and a hydraulic conduit 105C via a magnetic valve 132 on two sides.

The hydraulic conduit 105C communicates with the reservoir tank 131 via a two-way electromagnetic box 133, and also communicates with a three-way electromagnetic box 133.
Cylinder left chamber 1 of cylinder device 106 via f118
It is connected to 20.

The piston 107 of the cylinder device 106 has a spring 10
8, the cylinder is constantly suppressed in the left ventricle 120 direction, υ
, this cylinder left ventricle 120 is made to have a maximum /j·volume.

The cylinder right chamber 121 of the cylinder device 106 is connected to the hydraulic pipe line 1
05g and 105e are connected to the cylinder left chamber 120 via a solenoid type variable orifice 122.

122aFi solenoid coil.

The connection point between the hydraulic lines 105g and 105e communicates with a reservoir tank 131 via a solenoid-type variable orifice 123 and a hydraulic line 105j, and is connected to a three-way solenoid valve 118 via a hydraulic line 105h. .

Next, the operation of this brake control device will be described. In the normal braking state, the two-way solenoid valve 39 is in an on state, and therefore, the mask cylinder oil pressure corresponding to the amount of brake depression is applied to the oil pressure pipe 105a.

It is supplied to the brake cylinder 102 via 105C, and a normal braking operation is performed.

In the brake-off state, the high-pressure port 04a of the mask cylinder 104 is connected to the low-pressure port 104b and communicated with the reservoir tank 131 via the hydraulic line 501, and the brake operating pressure is released.

Next, in the deceleration running state, the two-way electromagnetic ff132 is not in the on state, and the oil pressure of the hydraulic pump 130 is the oil pressure WKl.
05 b and 105 c to act on the brake cylinder 102.

Further, the two-way electric valve 135 is turned on and the input/output port of the hydraulic pump 130 is communicated with the fixed orifice 137, so that the primary pump pressure determined by the diameter of the fixed orifice 37 is set.

Next, the two-way solenoid valve 135 is in the off state, and the two-way solenoid valve 13 is in the off state.
6 is turned on, the secondary pump pressure determined by the diameter of the fixed orifice 138 of the hydraulic pump 1300 Å output port is set.

Now, if the fixed orifice 138 is set to have a smaller orifice diameter than the fixed orifice 137, the secondary pump pressure will be set higher than the primary pump pressure. Although this embodiment shows the case of two-stage installation, it is generally possible to set one or more stages.

The pressure switch 140ff operates when the pressure in the hydraulic conduit 105c reaches a predetermined value and reverses the 52-way solenoid valve 132 to the OFF state.
Pressure switch operating hydraulic pressure is included.

Further, when the three-way solenoid valve 118 is turned on, a portion of the sealed hydraulic oil is transferred to the cylinder left chamber 12 of the cylinder device 106.
0, the pressure is reduced corresponding to the internal volume of this cylinder left chamber 120.

Normally, under the action of the spring 108, the cylinder left chamber 120
is positioned at the initial position where the volume of is J-. .

On the other hand, solenoid-type variable orifices 122 and 123 are inserted in series between the cylinder left chamber 120 and the reservoir tank 131, and both solenoid-type variable orifices 12
The connection point No. 2,123 is connected to the cylinder right chamber 121 of the cylinder device 106 via a hydraulic conduit 105g.

Therefore, the hydraulic pressure determined by the diameter ratio of the two solenoid variable orifices 122 and 1230 acts on the cylinder right chamber 121, so the piston 107 is the connection point between the pump hydraulic pressure, the repulsive force of the Sgeling, and the two solenoid variable orifices. It stops at the position where it is balanced with the resultant force of the hydraulic pressure.

Therefore, in order to increase the brake cylinder operating pressure, it is sufficient to reduce the volume of the cylinder left chamber 120.

For this purpose, both solenoid variable orifices 122.
Therefore, the diameter of the solenoid-type variable orifice 123 should be reduced relative to the solenoid-type variable orifice 122, or the diameter of the solenoid-type variable orifice 122 should be reduced to the solenoid-type variable orifice 123. All you have to do is control it so that it loosens up.

This more precise control can be easily performed by controlling the excitation currents of both of these solenoid type variable orifices 122 and 123.

Therefore, in response to an increase in the vehicle speed deviation ΔV, the current of the solenoid coil 123a is controlled by narrowing the diameter of the solenoid variable orifice 123, or by loosening the diameter of the solenoid variable orifice 1220. By controlling the current of the cylinder left chamber 120, the internal volume of the cylinder left chamber 120 is changed to the minimum pump pressure P1 determined by the maximum position and the cylinder left chamber 1 to the vehicle speed deviation ΔV, as shown in the pressure control characteristics of FIG.
Maximum pump pressure P2 determined by position
It is possible to perform proportional control between speed deviations △v1 and △v2.

Also, the Thurso tank 134 and the fixed orifice 124 are 2-way 1! This is to absorb the surge pressure that occurs when the magnetic valves 139, 132, etc. are turned on and obtain a smooth start-up.
The two-way electric current m9P133 is a pressure relief valve for rapidly removing the residual pressure in the hydraulic line when the brake control is stopped.

Figure 4 shows the second part of the brake control device in deceleration running control.
FIG. 2 is a block diagram of an embodiment of the invention. 4, the difference from the first embodiment shown in FIG. 3 is that a fixed orifice 122 is used in place of the solenoid type variable orifice 122.

Other constituent elements are the same as those in the first embodiment, so detailed explanations will be omitted.

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

Now, in order to increase the brake pressure while a predetermined brake pressure is sealed in the hydraulic conduit 105C, it is possible to increase the brake pressure by narrowing the diameter of the solenoid type variable orifice 123 with respect to the fixed orifice 122. Further, the brake pressure can be reduced by loosening the diameter of the solenoid type variable orifice 123 with respect to the fixed orifice 122.

Therefore, by controlling the current of the solenoid coil 123a of the solenoid type variable orifice 123 with respect to the vehicle speed deviation △V, the brake oil pressure P is adjusted between the minimum pressure PI and the maximum pressure 22 as shown in FIG. Proportional control is possible.

The fifth factor is the third factor of the brake control device in deceleration traveling control.
This figure shows a block diagram of the embodiment, and the difference from the first embodiment of the third factor is that the solenoid-type variable orifice 123
Since the other components are the same as those in the first embodiment except that a fixed orifice 123 is used instead of the fixed orifice 123, a detailed explanation will be omitted.

I will briefly explain the operation of this brake control device. 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 while a predetermined brake pressure is sealed in the hydraulic line 105c, K connects the solenoid type variable orifice 1 to the fixed orifice 123.
It is possible to loosen the diameter of 22.

Furthermore, the brake pressure can be reduced by narrowing the diameter of the solenoid type variable orifice 122 relative to the fixed orifice 123.

Therefore, by controlling the current of the solenoid coil 122a of the solenoid type variable orifice 122 with respect to the speed deviation △V, the brake oil pressure P is adjusted between the minimum pressure PI and the maximum pressure 22 with respect to the vehicle speed deviation △V as shown in FIG. Proportional control is possible as shown below.

As described above, the control action of the device of the present invention can be summarized as follows.

(1) When traveling on a flat road, constant speed traveling control is performed using the wind speed when the set switch is operated as the target wind speed.

(2) When the Rhythm switch is turned on while traveling on an uphill road ■ If the deceleration of both vehicles is less than the second reference value, redundant speed running control is performed in which the wind speed at the time the resume switch is operated is set as the target vehicle speed.

(3) If the deceleration of the vehicle exceeds the second base value when the Rhythm switch is turned on while driving on an R slope, the target wind speed will be corrected, and if the wind speed deviation exceeds a predetermined value on a downhill slope, the brake control system will At the same time, if the throttle opening is below a predetermined level, fuel cut control will cut off the fuel supply to the Ennon, and after decelerating to a predetermined safe speed, driving control will be canceled and the system will return to manual mode.

〔Effect of the invention〕

As described above, the present invention automatically selects a range in which constant speed driving is possible on uphill roads, in addition to the conventional constant speed driving on flat roads, based on the detection level of the deceleration sensor. The deceleration of the vehicle is detected by a deceleration sensor, and when this value exceeds a certain level, the target wind speed is corrected, and when the vehicle speed deviation exceeds a predetermined value on a downhill slope, the system enters deceleration mode using brake control XIC. After the speed is increased to a safe speed, the mode is returned to manual mode, thereby realizing a travel control device with higher safety than conventional devices.

Further, in deceleration control, the brake pressure can be proportionally controlled between the minimum brake pressure and the maximum brake pressure in response to the vehicle speed deviation, and brake control with improved control performance is possible.

[Brief explanation of the drawing]

FIG. 1 is a system block diagram of one embodiment of the travel control device of the present invention, the second factor is a system block diagram of another embodiment of the normal image travel control device of the present invention, and FIGS. 3 to 5 are FIG. 6 is a brake control characteristic diagram of the brake control device described above, and FIG. 7 is a system block diagram of a conventional constant speed cruise control device. 23... Wind speed sensor, 24... Deceleration sensor, 25
...Brake switch, 27...Set switch,
28... Throttle sensor, 29... Resume switch, 31... Microcomputer control unit, 33... Throttle opening control device, a4... Brake control device, 35... CPU, 36... ...Fuel cut device, 37...ROM, 39...RAM. Note that the same reference numerals in the figures indicate the same or corresponding parts.

Claims (2)

[Claims] (1) When the vehicle is driving on a slope, the deceleration sensor determines the degree of inclination angle, the vehicle speed sensor detects the vehicle speed, and the operation of the set switch and resume switch that output operation signals according to the driver's operation. means, when the vehicle is running on a flat road, enables constant speed running control at a set vehicle speed when the set switch is operated, and when the output of the deceleration sensor exceeds a first reference value, it is determined that the vehicle is running on an uphill road. When the resume switch is operated after resetting the driving mode to the initial state, constant speed driving control is enabled with the vehicle speed at that time being the target vehicle speed, and when the output of the deceleration sensor is greater than the first reference value, 2 If the reference value is exceeded, the target speed for constant speed driving is changed depending on the degree of deceleration, and even if the traveling road becomes a downhill slope, the constant speed driving mode can be continued. If the speed deviation increases and exceeds a predetermined reference value, the mode is set to deceleration driving mode, and brake control is also used to proportionally control the brake pressure between the minimum brake pressure and the maximum brake pressure in response to the vehicle speed deviation. A vehicle running control device comprising vehicle speed control means that cancels vehicle speed control after decelerating to a safe running speed and restores to manual mode. (2) When the vehicle speed control means is unable to decelerate to the safe running speed even after a predetermined period of time has elapsed after the start of brake control when the throttle opening detected by the throttle opening sensor is below a predetermined value in the deceleration running mode. 2. The vehicle running control device according to claim 1, wherein the vehicle running control device operates a fuel cut device.