JPS63306934A - Vehicle running control device - Google Patents

Abstract

PURPOSE:To enhance the safety of running control by detecting a curved road in accordance with the lateral acceleration of a vehicle, and by carrying out a speed retardation running operation when the lateral acceleration exceeds a predetermined value while a brake is proportionally controlled when the acceleration slip exceeds a predetermined value. CONSTITUTION:A control unit 131 receives an inter vehicle distance, a vehicle speed and a lateral acceleration from sensors 121, 123, 124. The control unit 131 detects a curved road when the lateral acceleration exceeds a first reference value, and then selects a constant speed mode or a speed retarding mode in accordance with the turn-on or -off of a resuming switch 9. Further, when the lateral acceleration exceeds a second reference value, the speed retarding mode is forcibly selected, irrespective of the turn-on or -off of the resuming switch 129. Further, an acceleration slip rate detected by a sensor 130 exceeds a predetermined value, a proportional type brake control device 134 is forcibly actuated, irrespective of the condition of a certain control mode so as to perform speed retardation control.

Description

[Detailed Description of the Invention] [Industrial Application Field] The present invention enables switching control to be performed as appropriate to constant speed driving control, inter-vehicle distance control, deceleration driving #aD, and multi-manual driving in response to road conditions. The present invention relates to a vehicle running control device.

[Prior Art] Conventionally, a vehicle travel ti control device has been proposed which increases the safety of the vehicle by adding an inter-vehicle distance control function to a vehicle constant speed travel control device.

For example, there is a distance measuring means for detecting the distance between the preceding vehicle and the own vehicle, a vehicle speed detecting means for detecting the own vehicle speed, an operating means for outputting an operation signal by the driver's operation, and the driving road is a curved road. a curve detecting means for detecting a curved road; a control determining means for outputting a cancel signal if the operation signal is not input when a curved road is detected; and a control determining means for outputting a cancel signal when the curved road is detected; and controlling the own vehicle speed based on the detected inter-vehicle distance and own vehicle speed. In addition, when the cancel signal is input, the vehicle speed detecting means divides the own military remote control rls by 7 months.

Figure 6 shows the system of the vehicle running control device in this conventional example.
This is a system block diagram showing a distance sensor 121 that detects the distance between the preceding vehicle and the own vehicle, a vehicle speed sensor 123 that detects the own vehicle speed, a steering angle sensor 123 that detects the steering angle, and a sensor that is set by the driver's operation. Output signal -r
The respective outputs of the set switch 127, which outputs a resume signal when operated by the driver, and the relay switch 129, which also outputs a resume signal when operated by the driver, are input to an input/output port 141 of a control unit 131, respectively.

*i. The microcomputer@control unit 131 outputs an opening control signal to a throttle opening control value fi133 that adjusts the opening of a throttle valve (not shown) to control the vehicle speed.

Note that the microcomputer control unit 131 includes CPUs 135, R
The configuration includes an OM 137, a RAM 139, and an input/output port 141.

Next, the operation of the conventional device will be described. First, distance sensor 1
The inter-vehicle distance @l is determined from 21, and the own vehicle speed is determined from the vehicle speed sensor 123.
and the steering angle θ from the steering angle sensor 125 are input to the microcomputer control unit 131.

Next, it is determined that the input steering angle θ is greater than or equal to a preset reference steering angle, and a curved road is detected.
In the interrupt processing before the cycle, it is checked whether a curved road has been detected or not, and if not, it is determined that the vehicle has just entered a curved road, and the own vehicle speed at that time is determined as constant speed driving on a curved road, which will be described later. is stored in the RAM 139 as the target vehicle speed Vc.

Next, if a curved road is currently being detected, it is determined whether or not the resume switch 129 has been turned on while traveling on the curved road, and if it has been turned on, the mode is set to constant speed driving; If it remains off, switch to deceleration driving mode.

In addition, if a curved road is not currently detected, it is determined that the vehicle is traveling on the approximate 1st circuit, and if the set switch 127 is turned on while traveling on the approximately MIi road, the vehicle speed at the time of turning on is set as the target vehicle speed. It is in fast driving mode, and when it is off, it is in inter-vehicle distance control mode. In the case of deceleration driving mode, vehicle speed control is canceled.

In addition, in the case of constant speed driving mode, the constant speed driving is performed at the target vehicle speed Vc stored in the RAM 139, the rx speed V and the target vehicle speed Vc.
The microcomputer control unit 13 sends an opening control signal according to the difference between
1 to the throttle opening control device a133.

In addition, in the case of inter-vehicle distance control mode, the throttle opening control device sends an opening control signal according to the inter-vehicle distance @I and vehicle speed V in order to follow the preceding vehicle while maintaining a safe following distance! 133 to perform own vehicle speed control.

To summarize the above control contents, (1) If the driving road is a straight road or a curved road with a relatively gentle curvature and the distance between the preceding vehicle and the host vehicle can be detected, when the set switch 127 is off, When the inter-vehicle distance control set switch is on, the vehicle is in constant speed driving mode.

(2) If the traveling road is a curved road whose curvature exceeds a predetermined value and it is determined that it is inappropriate to follow the preceding vehicle, inter-vehicle distance control is canceled and the resume switch 129
When the resume switch 129 is on, constant speed driving is possible, but when the resume switch 129 is off, the mode is set to manual mode.

[Problem that the invention seeks to solve]

Since the conventional vehicle running control device is configured as described above, when the vehicle is running on a curved road, the target speed for constant speed running is set to the value immediately after entering the curved road, so the curvature of the curved road increases rapidly. In such cases, it may be dangerous to continue driving at a constant speed, and in this case it is recommended to cancel constant speed driving (
However, even if the resume switch is released, the vehicle cannot decelerate immediately, and if the vehicle suddenly approaches the vehicle in front, the brakes must be applied suddenly, creating an extremely dangerous situation.

The present invention was made in order to solve such problems, and an object of the present invention is to provide a vehicle running control device that can further enhance safety and improve controllability.

[Means for solving problems]

Vehicle travel control IAi according to this invention! The system includes a curved road detection means, a brake control device that performs deceleration driving control in proportion to the lateral acceleration, and a brake control device that operates the brake control device when the lateral acceleration exceeds a predetermined value to reach a safe driving speed on the curved road. A vehicle speed control means is provided for restoring the vehicle to manual mode after deceleration.

[For production]

In this invention, the curved road detection means detects that the vehicle is traveling on a curved road based on the lateral acceleration acting on the vehicle, and when the lateral acceleration exceeds a predetermined value, the vehicle speed control means activates the brake control device. After activating the vehicle and decelerating it to a safe driving speed on curved roads, release the driving control and
It acts to restore manual mode.

〔Example〕

An embodiment of the present invention will be described below with reference to the drawings. 1st
In the figure, parts that are the same as those in FIG. 6 are given the same reference numerals to avoid redundant explanation, and the parts that are different from those in FIG. 6 will be mainly described. As is clear from comparing Figure 1 with Figure 6,
The difference from FIG. 6 is that an acceleration detection device 124 (hereinafter referred to as a G sensor) for detecting the lateral acceleration of the vehicle as a curve road detection means is connected to an input port of a microcomputer control unit 131, and an acceleration slip sensor 13
0 is connected to the input port of the microcomputer control unit 131'
has been done. The acceleration slip sensor 130 is for detecting the acceleration slip rate of the vehicle.

Furthermore, a brake control device 134 is additionally connected to the output port of the microcomputer control unit 131. Other configurations are shown in Figure 1 and nt! It is.

Next, the operation of this invention will be described. First, the inter-vehicle distance ml is inputted from the distance sensor 121, the own vehicle speed V is inputted from the vehicle speed sensor 123, and the lateral acceleration G is inputted from the G sensor 124 to the microcomputer control unit 131.

Next, the microcomputer control unit 131 determines that the input lateral acceleration G is greater than or equal to a preset first reference value, and detects a curved road. Check whether the
If not, it is determined that the vehicle has just entered a curved road, and if the lateral acceleration of the vehicle exceeds the first reference value and is less than or equal to the second reference value, the own vehicle speed V at that time will be described later. RAM13 as the target vehicle speed Vc for constant speed driving on a curved road.
Store in 9.

Next, if a curved road is currently being detected, it is determined whether or not the resume switch 129 was ever turned on while traveling on the curved road. mode, and if it remains off, change it to deceleration driving mode.

However, if the lateral acceleration of the vehicle exceeds the second reference value at the time of these determinations, the resume switch 12
The deceleration running mode is set regardless of whether 9 is on or off.

Additionally, if no curved road is currently detected, it is determined that the vehicle is traveling on a substantially straight road, and if the set switch 127 is turned on while traveling on the road 1a, the vehicle speed at the time it is turned on is set as the target vehicle speed. The mode is set to constant speed driving mode, and the mode is set to inter-vehicle distance control mode when turned off.

Further, in the case of deceleration mode, the brake control device 134 is activated to decelerate the vehicle to a predetermined safe speed, and at this point, the vehicle speed control is canceled.

Furthermore, in the case of constant speed driving mode, the target vehicle speed Vc″e stored in the RAM 139 is set to the vehicle speed V and the target vehicle speed V
An opening degree aiio signal corresponding to the difference in c is output from the microcomputer control unit 131 to the throttle opening control bag B133.

In addition, in the case of inter-vehicle distance control mode, the microcomputer control unit 131 outputs an opening control signal according to the inter-vehicle distance I and vehicle speed V to the throttle opening control device 133 in order to follow the preceding vehicle while maintaining a safe following distance. to control the speed of your own troops.

When the vehicle is in an acceleration state, the acceleration slip sensor 130
If the output of Therefore, safety can be greatly improved.

Figures 2 to 4 show the aforementioned brake control device! 13
Embodiment 4 is shown, in which the brake pressure P can be proportionally controlled in response to the forward/&, left/right lateral acceleration G.

Figure 2 shows the brake control bag W134 in deceleration traveling control.
1 shows a block diagram of the first embodiment, in which 1 is a wheel, 2 is a brake cylinder, 3 is a brake pedal, and 4 is a master cylinder.

The high pressure port 4a of this master cylinder 4 is connected to a hydraulic pipe line 5a.
It is connected to the brake cylinder 2 via a 12-way solenoid valve 36 and a fixed orifice 24 for absorbing hydraulic pipe HIIscs surge, and this brake cylinder 2 is attached to the wheel 1.

The hydraulic line 5c includes a surge tank 34 and a pressure switch 3.
7 are connected.

Further, the low pressure port 4b of the master cylinder 4 is connected to the hydraulic pipe 5
It communicates with a reservoir tank 31 via d, and brake hydraulic oil is stored in the reservoir tank 31.

A hydraulic pump 30 is connected to the reservoir tank 31 via a hydraulic conduit 5g. This hydraulic pump 30 is connected to the hydraulic pipe @Sc via the hydraulic pipe 1*5b and the two-way solenoid valve 32, and the hydraulic pipe! '@5a communicates with the reservoir tank 31 via a two-way solenoid valve 33, and a two-way solenoid valve 35 is connected between the input and output ports of the hydraulic pump 30.
are connected.

The hydraulic line 5c is connected to the cylinder group W via the three-way solenoid valve 18.
6 cylinder left ventricle 20, cylinder group H
The piston 7 of s is connected to the cylinder right chamber 2 via a spring 8.
1.

The cylinder right chamber 21 is connected to the hydraulic pipe g5e via the hydraulic pipe line 51.
is connected to. The hydraulic conduit 5e is connected to the three-way solenoid valve 18 via a solenoid-type variable orifice 23 and hydraulic conduits 5f and 5h, and is also connected to the cylinder left chamber 20 via a solenoid-type variable orifice 22. The solenoid type variable orifices 22, 23 are each provided with solenoid coils 22a, 23a. In addition, hydraulic pressure! rWs5f communicates with the reservoir tank 31.

Next, the operation of this brake control device will be explained. Under normal braking conditions, the two-way solenoid valve 36 is in the on state.
Therefore, the master cylinder hydraulic pressure corresponding to the brake depression situation is supplied to the brake cylinder 2 via the hydraulic conduit 5a1 and the two-way solenoid valve 5C, and normal braking operation is performed.

Furthermore, when the two-way solenoid valve 36 is in the OFF state, the high pressure port 4a of the master cylinder 4 is connected to the low pressure port 4b and communicated to the reservoir tank 31 via the hydraulic line 5d, and the brake operating pressure is released.

Next, in the deceleration running state, the two-way solenoid valve 36 is turned off, and the two-way solenoid valve 32 is turned on, so that the hydraulic pressure of the hydraulic pump 3° acts on the brake cylinder 2 via the hydraulic pipes j@5b and 5c. Become.

When the pump oil pressure in the hydraulic line 5c reaches a predetermined value, the pressure switch 37 operates, turning off the two-way solenoid valve 32, and pumping the pump hydraulic oil to the hydraulic line! 2! Enclose in 5c.

When the three-way solenoid valve 18 is turned on in this state, the hydraulic pipe 5c
A part of the hydraulic oil sealed therein flows into the cylinder left chamber 20 of the cylinder device 6, so that the pressure is reduced corresponding to the internal volume of the cylinder left chamber 20.

Normally, the cylinder left chamber 20 is positioned at an initial position where the volume of the left chamber 20 is minimized by the action of the spring 8.

On the other hand, the solenoid type variable orifice 22.23 is pushed in series between the cylinder left chamber 20 and the reservoir tank 31, and the cylinder device! It is connected to the right chamber 21 of the cylinder No. 6 via a hydraulic pipe $5i.

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, the repulsive force of the spring 8, and the two solenoid type variable orifices 22. It stops at the position where it balances the resultant force of the hydraulic pressure at the connection point of .23.

By the way, in order to increase the brake cylinder operating pressure, it is only necessary to reduce the volume of the cylinder left chamber 20, and for that purpose, both the solenoid type change orifices 22,
The oil pressure at the connection point 23 may be increased. for that purpose,
Either narrow the diameter of the solenoid-type variable orifice 23 to the solenoid-type variable orifice 22, or narrow the diameter of the solenoid-type variable orifice 22 to the solenoid-type variable orifice 2.
Every time you loosen it for 3 (you just need to control it).

Such control is performed by the solenoid coils 22a of these solenoid type variable orifices 22,23.

This can be easily done by controlling the excitation current to 23m.

Therefore, depending on the increase in the lateral acceleration G, the coil current can now be increased by increasing the current in the solenoidal coil 23m or decreasing the current in the solenoidal coil 23b, or by a reverse combination of the above. For example, it is also possible to proportionally control the brake oil pressure P in response to the lateral acceleration G, and 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 the solenoid valves 36 and 32 are turned on to obtain a smooth rise, and the two-way solenoid valve 33 is for the oil passage when the brake control is stopped. This is a pressure relief valve to rapidly remove residual pressure.

Furthermore, the two-way solenoid valve 35 is a short-circuit valve that normally connects the output port of the hydraulic pump 30 to the reservoir tank 31 and makes the output pressure zero.

Figure 3 is the brake control device for deceleration traveling control! 13
This figure shows a block diagram of the second embodiment shown in Fig. 4, which differs from the first embodiment shown in Fig. 2 in that a fixed orifice 22A is used instead of the solenoid type variable orifice 22, and other features Since the constituent elements are the same as those in the first embodiment, detailed explanation will be omitted.

Next, the operation of the second embodiment of the brake control group M134 will be explained. The effect in this case is almost the same.
Since this is the same as the embodiment, only the main points will be described.

Pump hydraulic oil is now sealed in the hydraulic pipe $Sa! In order to increase the brake pressure, it is possible to narrow the diameter of the solenoid type variable orifice 23 with respect to the fixed slider 22A, and to reduce the brake pressure, it is possible to reduce the diameter of the solenoid type variable orifice 23 with respect to the fixed orifice 22A. This becomes possible by loosening the diameter of the solenoid type variable orifice 23.

Therefore, by controlling the current of the solenoid coil 23a of the solenoid-type variable orifice 23 with respect to the lateral acceleration G, the brake hydraulic pressure P can be controlled with respect to the lateral acceleration G.
It is possible to perform proportional control as shown in FIG.

FIG. 4 shows a brake control device 134 in deceleration traveling control.
This is a block diagram of the third embodiment, which differs from the first embodiment shown in FIG. 2 in that a fixed orifice 23A is used instead of the solenoid variable orifice 23, and other features. Since the constituent elements are the same as those in the first embodiment shown in FIG. 2, detailed explanation will be omitted.

Next, the operation of the third embodiment of this brake control device 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 pipe lf! In order to increase the brake pressure when pump hydraulic oil is sealed in I5c, the solenoid type variable orifice 2 must be connected to the fixed orifice 23A.
The brake pressure can be reduced by loosening the diameter of the solenoid type variable orifice 22 relative to the fixed orifice 23A.

Therefore, by controlling the solenoid coil current of the solenoid type variable orifice 22 with respect to the lateral acceleration G, the brake hydraulic pressure P is adjusted to the fifth level with respect to the lateral acceleration G.
As shown in the figure (proportional II control is possible).

〔Effect of the invention〕

As explained above, the present invention detects the lateral acceleration of the vehicle when traveling on a curved road by a G sensor, and when this lateral acceleration exceeds a predetermined value, the brake control device decelerates the vehicle to a safe traveling speed on the curved road. After being
Since the driving control is released and restored to the manual mode, it is possible to provide a vehicle driving FIIIm device with higher safety than conventional devices.

In addition, deceleration control makes brake pressure proportional to lateral acceleration! ! iIIwJ becomes possible, and improved brake control with good controllability becomes possible.

[Brief explanation of the drawing]

FIG. 1 is a system block diagram of a vehicle running control device according to an embodiment of the present invention, and FIGS. 2 to 4 each show a detailed configuration of an embodiment of a brake control device that performs deceleration running @ control in the same embodiment. FIG. 5 is a brake control characteristic diagram of the brake control device mentioned above, and FIG. 6 is a system block diagram of a conventional vehicle running control device. 121...Distance sensor, 123...Vehicle speed sensor, 1
24...G sensor, 127...Set switch, 1
29... Resume switch, 130... Acceleration slip sensor, 131... Microcomputer control unit, 13
3...Throttle opening degree 1111&lI device, 134.
...Brake f14 control device, 135...cpυ, 13
7...ROM, 139...RAM, 141...I/O port. In addition, in the figures, the same reference numerals indicate the same or equivalent parts.

Claims (5)

[Claims] (1) Curve detection means that determines whether the traveling path is straight or curved based on lateral acceleration acting on the vehicle, distance measuring means that detects the distance between the preceding vehicle and the own vehicle, and driver operation. an operating means that outputs an operating signal, a brake control device that performs deceleration control of the brake hydraulic pressure in proportion to the lateral acceleration, and a brake control device that controls the brake hydraulic pressure at a set vehicle speed when there is no vehicle in front when the vehicle is traveling on a straight road. It enables constant speed driving control, and when there is a preceding vehicle, it enables preceding vehicle following driving control while maintaining a safe inter-vehicle distance between the preceding vehicle and the own vehicle, and the lateral acceleration is lower than the first reference value. If the speed exceeds the first reference value, constant speed driving control is enabled with the speed at this point as the target speed, and a second
a vehicle speed control device that controls the vehicle speed by decelerating the vehicle to a safe curve speed and then canceling the vehicle speed control to restore the manual mode when the vehicle speed exceeds the reference value of the brake control device. . (2) The vehicle speed control means operates the brake control device regardless of the control mode if the acceleration slip rate detected by the acceleration slip sensor exceeds a predetermined value during acceleration of the vehicle. The vehicle running control device according to scope 1. (3) In the normal braking state, the brake control device performs braking by being supplied with master cylinder hydraulic pressure corresponding to the amount of brake depression, and in decelerating driving state, it performs braking by being supplied with hydraulic pump hydraulic pressure from the reservoir tank. The brake hydraulic pressure supplied to the brake cylinder is proportionally controlled by changing the excitation current in accordance with the lateral acceleration in the decelerating running state to change the diameters of the first and second solenoid variable orifices. 2. The vehicle travel control device according to claim 1, wherein the vehicle travel control device comprises a cylinder device for controlling the vehicle. (4) Claim 3, characterized in that the first solenoid type variable orifice is replaced with a fixed orifice.
The vehicle running control device described in . (5) Claim 3, characterized in that the second solenoid type variable orifice is replaced with a fixed orifice.
The vehicle running control device described in .