JP6409554B2 - Automatic driving device - Google Patents

Description

  The present invention relates to an automatic driving apparatus.

  Conventionally, when performing automatic driving, a switch or the like is required to switch between “automatic” and “manual” of a passenger car that can be driven automatically. However, in such a configuration, switching the switch from “automatic” to “manual” may cause a delay in response to an emergency such as a machine malfunction, and also switches the switch from “manual” to “automatic”. This is not desirable because the switch operation itself must be performed during driving and steering.

  For example, the automatic steering device described in Patent Document 1 includes a torque sensor, and determines that the driver has intentionally steered when the steering torque value exceeds a predetermined value during automatic steering. Switch from automatic operation to manual operation.

JP 09-240502 A JP 2002-127882 A

  However, in the above method, when an abnormality occurs in the vehicle during automatic driving, there is no means for getting out of the abnormal state only by the driver operating the steering system. For this reason, there is a possibility that the driver repeatedly repeats the steering operation even if the driver cannot determine whether the vehicle state has become abnormal due to any abnormality.

  An object of the present invention is to determine an abnormal state when an abnormal state occurs in the vehicle during automatic driving, and the automatic driving system itself constitutes an optimum steering system, thereby enabling the abnormal state of the vehicle. It is an object of the present invention to provide an automatic driving device that can avoid the above as early as possible.

  In order to solve the above-mentioned problem, the invention according to claim 1 is directed to a first control means for executing a state quantity control of a motor of a steering mechanism based on a command state quantity inputted every predetermined period, and a vehicle A second control unit that selects the state quantity control according to the state determination condition, and the first control unit includes an actuator position control unit, a speed control unit, and a current control unit of a steering mechanism. A first component means, a second component means comprising an actuator speed controller and a current controller, and a third component means comprising an actuator current controller of the steering mechanism. The second control means includes the first configuration means, the second configuration means, or the third configuration means according to a vehicle state determination condition. Select and at predetermined intervals In the automatic driving device that generates the command state quantity to be applied, the vehicle further includes a vehicle speed sensor that detects the vehicle speed, and a road surface friction coefficient estimating unit that estimates a road surface friction coefficient, and the second control unit includes the command state When the amount is automatic operation command motor rotation angle data, the road surface friction coefficient estimated by the road surface friction coefficient estimation means is less than or equal to a predetermined road surface friction coefficient with respect to the automatic operation command motor rotation angle data, In the case of a vehicle condition determination condition, the second control unit selects the second component unit and automatically operates the command state quantity until the road surface friction coefficient becomes larger than the predetermined road surface friction coefficient. The gist is that the command motor rotation speed data is used, and that the automatic operation command motor rotation speed data is reduced as the vehicle speed increases.

  In the automatic driving device of the present invention, the second control means is a case where the command state quantity is automatic driving command motor rotation angle data, and the road surface friction coefficient estimating means is used for the automatic driving command motor rotation angle data. In the case of the vehicle condition determination condition in which the estimated road surface friction coefficient is equal to or less than the predetermined road surface friction coefficient, the second control unit changes the second constituent unit until the road surface friction coefficient becomes larger than the predetermined road surface friction coefficient. The command state quantity is selected as the automatic operation command motor rotation speed data, and the automatic operation command motor rotation speed data is reduced as the vehicle speed increases.

  That is, when the command state quantity is the automatic operation command motor rotation angle data, the road surface friction coefficient estimated by the road surface friction coefficient estimation means is equal to or less than a predetermined road surface friction coefficient with respect to the automatic operation command motor rotation angle data. In the case of the vehicle state determination condition, since the road surface is in an abnormal state due to freezing or the like, it is dangerous to control the vehicle at an early stage so as to follow the automatic operation command motor rotation angle data. Therefore, the second control unit switches from the first configuration unit to the second configuration unit, that is, the speed control unit + current control unit. Then, the second constituent means is continued until the vehicle passes through the frozen road surface and the road surface friction coefficient becomes larger than the predetermined road surface friction coefficient. While the second component means continues, the second control means sets the command state quantity as the automatic operation command motor rotation speed data, and the automatic operation command motor rotation speed data as the vehicle speed increases. By reducing the size, a stable vehicle state can be maintained.

  According to the present invention, when any abnormal state occurs in the vehicle during automatic driving, the abnormal state of the vehicle is determined by determining the abnormal state and the automatic driving system itself constitutes an optimum steering system. It is possible to provide an automatic driving device that can avoid the above as early as possible.

The schematic block diagram of the automatic driving | operation apparatus in this embodiment. The control block diagram of automatic operation ECU of the automatic driving device in this embodiment. The control block diagram of EPSECU of the automatic driving device in this embodiment. The flowchart figure which shows the process sequence of automatic operation ECU in this embodiment. The automatic operation command motor rotation speed data generation map figure in this embodiment.

Hereinafter, an embodiment of the present invention embodied in an automatic driving apparatus 1 having a column type electric power steering apparatus (hereinafter referred to as EPS) will be described with reference to the drawings.
As shown in FIG. 1, the automatic driving device of the present embodiment that performs motor rotation angle control of the steering mechanism based on automatic operation command motor rotation angle data (command state quantity) input at predetermined intervals is provided at predetermined intervals. The automatic operation ECU 29 is an upper controller that transmits the automatic operation command motor rotation angle data θr * input to the EPS ECU 27 via the in-vehicle network 90 (CAN).

  Next, the EPS of this embodiment will be described. As shown in FIG. 1, in the EPS of the present embodiment, a steering shaft 3 to which a steering 2 is fixed is connected to a rack shaft 5 via a rack and pinion mechanism 4. The rotation of the steering shaft 3 accompanying the steering operation is converted into a reciprocating linear motion of the rack shaft 5 by the rack and pinion mechanism 4.

  The steering shaft 3 of this embodiment is formed by connecting a column shaft 8, an intermediate shaft 9, and a pinion shaft 10. Then, the reciprocating linear motion of the rack shaft 5 accompanying the rotation of the steering shaft 3 is transmitted to the knuckle (not shown) via the tie rods 11 connected to both ends of the rack shaft 5, thereby the steering angle of the steered wheels 12. Has been changed.

  The EPS also includes an EPS actuator 24 as a steering force assisting device that applies an assist force for assisting a steering operation to the steering system using the motor 21 as a drive source, and an EPS ECU 27 that controls the operation of the EPS actuator 24. Yes.

  The EPS actuator 24 of the present embodiment is a column type EPS actuator, and the motor 21 that is a drive source thereof is drivingly connected to the column shaft 8 via a speed reduction mechanism 23. The rotation of the motor 21 is decelerated by the speed reduction mechanism 23 and transmitted to the column shaft 8 so that the motor torque is applied to the steering system as an assist force.

  On the other hand, a vehicle speed sensor 25 and a motor rotation angle sensor 22 are connected to the EPSECU 27, and the EPSECU 27 detects the vehicle speed V and the actual motor rotation angle θr based on the output signals of these sensors.

Next, an electrical configuration in the automatic driving apparatus of the present embodiment will be described.
FIG. 2 is a control block diagram of the automatic driving ECU 29 of the automatic driving device according to the present embodiment. As shown in FIG. 2, the automatic driving ECU 29 includes the upper position information θcon transferred from the GPS or the car navigation system, and the autonomous driving vehicle. A determination signal (not used in this embodiment) for determining whether the abnormality determination unit (current control) 40 is valid or invalid is input.

  Then, the automatic operation ECU 29 determines the automatic operation command motor rotation angle data θr *, the automatic operation command motor rotation speed data ωr1 *, the automatic operation command motor current data Ir1 *, and the automatic operation mode switching flag (automatic operation mode flag) which are the command state quantities. Control) FLG1 and automatic operation mode switching flag (automatic current control) FLG2 are transmitted to EPSECU 27 via in-vehicle network 90 (CAN).

  Next, each function of the automatic operation ECU 29 will be described in detail. In the automatic operation microcomputer 30 as the second control means, the automatic operation command motor rotation angle data θr * generation unit 31 receives the upper position information θcon, and then the automatic operation vehicle road surface friction coefficient abnormality flag FLGAB1 is OFF. When the automatic driving vehicle abnormality flag FLGAB2 (not used at this time) is OFF, the vehicle and the road surface state are determined to be normal, and the automatic driving command motor rotation angle data θr * is generated at a predetermined cycle. The automatic operation microcomputer 30 then outputs the generated automatic operation command motor rotation angle data θr * to the EPS ECU 27 via the automatic operation command motor rotation angle data θr * output unit 32.

Next, the automatic operation microcomputer 30 estimates the road surface friction coefficient μ in the road surface friction coefficient estimation unit 35 which is a road surface friction coefficient estimation unit. Then, using the estimated road surface friction coefficient μ, the road surface friction coefficient determination unit 36 determines whether or not the autonomous driving vehicle road surface friction coefficient is abnormal.
The road surface friction coefficient μ is estimated and calculated based on the vehicle road surface friction coefficient estimation device described in Patent Document 2.

  Then, the automatic operation microcomputer 30 determines that it is dangerous to continue the automatic operation by the automatic operation command motor rotation angle data θr * when the road surface friction coefficient μ is equal to or less than the predetermined road surface friction coefficient μ1 which is the condition determination condition. Then, the automatic driving vehicle road surface friction coefficient abnormality flag FLGAB1 is turned on to stop the function of the automatic driving command motor rotation angle data θr * generation unit 31 and activate the automatic driving mode switching unit (speed control + current control) 37. . Furthermore, the automatic operation microcomputer 30 outputs an automatic operation mode switching flag (automatic speed control) FLG1 to the EPS ECU 27.

  Then, the automatic operation microcomputer 30 generates an automatic operation command motor rotation speed data ωr1 * generation unit 38 with optimum automatic operation command motor rotation speed data ωr1 * at a predetermined cycle. Then, the automatic operation microcomputer 30 sends the automatic operation command motor rotation speed data ωr1 * generated by the automatic operation command motor rotation speed data ωr1 * generation unit 38 via the automatic operation command motor rotation speed data ωr1 * output unit 39. Output to EPSECU 27.

FIG. 3 is a control block diagram of the EPS ECU 27 according to the present embodiment. As shown in FIG. 3, the EPS ECU 27 includes an EPS microcomputer 50 that is a first control means for constructing a control system during automatic operation, and a motor 21. The current sensor 60 detects the actual motor current Ir.

  The EPS ECU 27 sends automatic operation command motor rotation angle data θr *, automatic operation command motor rotation speed data ωr1 *, automatic operation command motor current data Ir1 *, which are command state quantities, which are transmitted from the automatic operation ECU 29 via the CAN 90. Then, an automatic operation mode switching flag (automatic speed control) FLG1 and an automatic operation mode switching flag (automatic current control) FLG2 are input, a motor rotation control command for rotating the motor 21 is generated and output to the motor 21.

  Next, each function of EPSECU 27 will be described in detail. The EPS microcomputer 50 subtracts the automatic operation command motor rotation angle data θr * and the actual motor rotation angle θr transmitted at a predetermined cycle by the angle subtractor 70 to generate a motor rotation angle deviation value Δθr.

  Then, the EPS microcomputer 50 inputs the motor rotation angle deviation value Δθr to the position control unit 51 that executes the subsequent state quantity control, executes proportional control (P control), and generates a command generated by the position control unit 51. Motor rotation speed data ωr0 * is output to the automatic operation mode switching unit (speed control) 52.

  The command motor rotational speed data ωr0 * generated by the position control unit is input to the automatic operation mode switching unit (speed control) a contact 52a of the subsequent automatic control mode switching unit (speed control) 52 for speed control. The automatic operation mode switching unit (speed control) 52 for speed control is used for input as an automatic operation mode switching unit (speed control) a contact 52a, an automatic operation mode switching unit (speed control) b contact 52b, and for output. As an automatic operation mode switching part (speed control) c contact 52c.

  The command motor rotation speed data ωr0 * generated by the position control unit is input to the automatic operation mode switching unit (speed control) a contact 52a and is automatically transmitted from the automatic operation ECU 29 via the CAN 90 at a predetermined cycle. The operation command motor rotation speed data ωr1 * is input to the automatic operation mode switching unit (speed control) b contact 52b.

  The automatic operation mode switching unit (speed control) 52 is switched by an automatic operation mode switching flag (automatic speed control) FLG1 transmitted from the automatic operation ECU 29 via the CAN 90. That is, when the automatic operation mode switching flag (automatic speed control) FLG1 is ON, the automatic operation mode switching unit (speed control) 52 is connected to the automatic operation mode switching unit (speed control) b contact 52b and the automatic operation mode switching unit ( Speed control) The c contact 52c is connected.

  Next, the EPS microcomputer 50 executes the actual command motor rotation angle θr detected from the motor rotation angle sensor 22 and the final command motor rotation speed data ωr * input from the automatic operation mode switching unit (speed control) 52. The actual motor rotational speed ωr obtained by differentiating with the differentiator 58 which is a motor rotational speed calculating means is subtracted by the speed subtractor 71 to generate a motor rotational speed deviation value Δωr.

  Then, the EPS microcomputer 50 inputs the motor rotation speed deviation value Δωr to the subsequent speed control unit 53, executes proportional control + integral control + differential control (PID control), and generates a command motor generated by the speed control unit. Current data Ir0 * is output.

  The command motor current data Ir0 * generated by the speed control unit is input to the automatic operation mode switching unit (current control) a contact 54a of the automatic operation mode switching unit (current control) 54 for current control at the subsequent stage. The automatic operation mode switching unit (current control) 54 for current control includes an automatic operation mode switching unit (current control) a contact 54a, an automatic operation mode switching unit (current control) b contact 54b, and an output for input. As an automatic operation mode switching part (current control) c contact 54c.

  The command motor current data Ir0 * generated by the speed control unit is input to the automatic operation mode switching unit (current control) a contact 54a and is transmitted from the automatic operation ECU 29 via the CAN 90 at a predetermined cycle. The command motor current data Ir1 * is input to the automatic operation mode switching unit (current control) b contact 54b.

  The automatic operation mode switching unit (current control) 54 is switched by an automatic operation mode switching flag (automatic current control) FLG2 transmitted from the automatic operation ECU 29 via the CAN 90. That is, when the automatic operation mode switching flag (automatic current control) FLG2 is ON, the automatic operation mode switching unit (current control) 54 is connected to the automatic operation mode switching unit (current control) b contact 54b and the automatic operation mode switching unit ( Current control) The c contact 54c is connected.

  Next, the EPS microcomputer 50 subtracts the final command motor current data Ir * input from the automatic operation mode switching unit (current control) 54 and the actual motor current Ir detected from the current sensor 60 by the current subtractor 72. Then, the motor current deviation value ΔIr is generated.

  Then, the EPS microcomputer 50 inputs the motor current deviation value ΔIr to the subsequent current controller 55, executes proportional control + integral control + differential control (PID control), and generates a motor voltage command V *. The motor voltage command V * generated by the current control unit 55 is input to the PWM output unit 56 at the subsequent stage. The PWM output unit 56 generates a motor control signal for driving the drive circuit unit 57 at the subsequent stage and outputs the motor control signal to the motor 21.

Next, the processing procedure of the automatic operation ECU 29 by the automatic operation microcomputer 30 in this embodiment will be described with reference to FIG.
First, the automatic operation microcomputer 30 generates automatic operation command motor rotation angle data θr * (step S101). Next, the automatic operation microcomputer 30 outputs automatic operation command motor rotation angle data θr * (step S102). Next, the automatic operation microcomputer 30 estimates the road surface friction coefficient μ (step S103).

  Next, the automatic operation microcomputer 30 determines whether or not the road surface friction coefficient μ is larger than a predetermined road surface friction coefficient μ1 (step S111). Then, if the road surface friction coefficient μ is larger than the predetermined road surface friction coefficient μ1 (step S111: YES), the automatic operation microcomputer 30 continues the automatic operation (position control + Speed control + current control, step S112).

  On the other hand, when the road surface friction coefficient μ is equal to or less than the predetermined road surface friction coefficient μ1 (step S111: NO), the automatic operation microcomputer 30 switches the automatic operation mode (speed control + current control, step S120). Then, the automatic operation microcomputer 30 generates automatic operation command motor rotation speed data ωr1 * (step S121), outputs automatic operation command motor rotation speed data ωr1 * (step S122), and ends the process.

Next, the automatic operation command motor rotation speed data generation map in the present embodiment will be described with reference to FIG.
The horizontal axis in FIG. 5 is the road surface friction coefficient μ, and the vertical axis is the automatic operation command motor rotational speed data ωrk *. When the road surface friction coefficient μ is equal to or less than the predetermined road surface friction coefficient μ1, since the road surface is in an abnormal state due to freezing or the like, control that allows the vehicle to follow the command value of the motor rotation angle at an early stage is dangerous. For this reason, the position control for traveling the vehicle with the command value of the motor rotation angle is switched to the speed control for traveling with a small command motor rotation speed data. Further, the command motor rotation speed data is also configured as a map that decreases as the vehicle speed V increases.

Next, the operation and effect of the automatic driving apparatus 1 of the present embodiment configured as described above will be described.
An EPS microcomputer 50 (first control means) that executes state quantity control of the motor 21 of the steering mechanism based on a command state quantity input every predetermined period, and the state quantity according to a vehicle state determination condition The automatic operation microcomputer 30 (second control means) for selecting control is provided, and the EPS microcomputer 50 includes a position control unit 51, a speed control unit 53, and a current control unit 55 of the actuator 24 of the steering mechanism. The second component means composed of the first component means, the speed controller 53 of the actuator 24 of the steering mechanism, and the current controller 55, and the third component composed of the current controller 55 of the actuator 24 of the steering mechanism. The automatic driving microcomputer 30 has a first configuration unit, a second configuration unit, or a third configuration unit according to a vehicle condition determination condition. And a vehicle speed sensor 25 for detecting the vehicle speed V, and a road surface friction coefficient estimating means 35 for estimating the road surface friction coefficient μ, in the automatic driving device that generates the command state quantity input at predetermined intervals. The automatic operation microcomputer 30 is in the case where the command state quantity is the automatic operation command motor rotation angle data θr *, and is estimated by the road surface friction coefficient estimation means 35 with respect to the automatic operation command motor rotation angle data θr *. In the case of a vehicle condition determination condition in which the road surface friction coefficient μ is equal to or less than the predetermined road surface friction coefficient μ1, the microcomputer 30 for automatic operation is in the second configuration until the road surface friction coefficient μ becomes larger than the predetermined road surface friction coefficient μ1. The command state quantity is set as the automatic operation command motor rotation speed data ωr1 *, and the higher the vehicle speed V, the smaller the automatic operation command motor rotation speed data ωr1 *. It was constructed.

  That is, in the case where the command state quantity is the automatic operation command motor rotation angle data θr *, the road surface friction coefficient μ estimated by the road surface friction coefficient estimation means 35 with respect to the automatic operation command motor rotation angle data θr * is the predetermined road surface. In the case of the vehicle condition determination condition that the friction coefficient is 1 or less, the road surface is in an abnormal state due to icing or the like, and therefore control that allows the vehicle to follow the automatic operation command motor rotation angle data θr * at an early stage is dangerous. It is. Therefore, the automatic operation microcomputer 30 switches the constituent means in the EPS microcomputer 50 from the first constituent means to the second constituent means, that is, the speed control unit + current control unit. Then, the second constituent means is continued until the vehicle passes through the frozen road surface and the road surface friction coefficient μ becomes larger than the predetermined road surface friction coefficient μ1. While the second configuration means continues, the automatic operation microcomputer 30 sets the command state quantity as the automatic operation command motor rotation speed data ωr1 *, and as the vehicle speed V increases, the automatic operation command motor rotation increases. A stable vehicle state can be maintained by reducing the speed data ωr1 *.

  As a result, if any abnormal state occurs in the vehicle during automatic driving, the abnormal state of the vehicle is determined as much as possible by determining the abnormal state and the automatic driving system itself configuring an optimal steering system. It can be avoided.

In addition, you may change this embodiment as follows.
In the present embodiment, the automatic driving device is switched from the first constituent means to the control system controlled by the second constituent means depending on the magnitude of the road surface friction coefficient μ, but depending on the yaw rate or the lateral G magnitude The control system may be switched.

In this embodiment, the control system is switched immediately when the magnitude of the road surface friction coefficient μ deviates from the specified value, but a predetermined time has elapsed since the time when the magnitude of the road surface friction coefficient μ deviated from the specified value. Then, the control system may be switched.

In the present embodiment, the present invention is embodied in the column assist EPS, but the present invention may be applied to a rack assist EPS or a pinion assist EPS.

In the present embodiment, the present invention is embodied as a DC motor as the motor 21 that is the drive source of the EPS actuator 24. However, the present invention may be a three-phase brushless DC motor, an induction motor, and a stepping motor.

1: automatic driving device, 2: steering, 3: steering shaft,
4: rack and pinion mechanism, 5: rack shaft, 8: column shaft,
9: Intermediate shaft, 10: Pinion shaft, 11: Tie rod, 12: Steering wheel, 21: Motor, 22: Motor rotation angle sensor, 23: Deceleration mechanism
24: EPS actuator (steering force assist device),
25: Vehicle speed sensor, 26: Steering angle sensor,
27: EPSECU, 29: Automatic operation ECU,
30: microcomputer for automatic operation (second control means),
31: Automatic operation command motor rotation angle data θr * generator,
32: Automatic operation command motor rotation angle data θr * output unit,
35: Road surface friction coefficient estimation unit (road surface friction coefficient estimation means), 36: Road surface friction coefficient determination unit,
37: Automatic operation mode switching part (speed control + current control),
38: Automatic operation command motor rotational speed data ωr1 * generator,
39: Automatic operation command motor rotation speed data ωr1 * output unit,
40: Automatic driving vehicle abnormality determination unit (current control),
41: Automatic operation mode switching part (current control),
42: Automatic operation command motor current data Ir1 * generator,
43: Automatic operation command motor current data Ir1 * output unit,
50: EPS microcomputer (first control means),
51: Position control unit (P control), 52: Automatic operation mode switching unit (speed control),
52a: automatic operation mode switching part (speed control) a contact,
52b: automatic operation mode switching part (speed control) b contact,
52c: automatic operation mode switching part (speed control) c contact,
53: Speed control unit (PID control), 54: Automatic operation mode switching unit (current control),
54a: automatic operation mode switching part (current control) contact a,
54b: automatic operation mode switching part (current control) b contact,
54c: automatic operation mode switching part (current control) c contact,
55: current control unit (PID control), 56: PWM output unit, 57: drive circuit unit,
58: Differentiator (actual motor rotation speed calculation means), 60: Current sensor, 70: Angle subtractor,
71: Speed subtractor, 72: Current subtractor, 90: In-vehicle network (CAN),
V: vehicle speed, θs: steering angle, θcon: upper position information (GPS, car navigation, etc.),
μ: road surface friction coefficient, μ1: predetermined road surface friction coefficient,
θr *: automatic operation command motor rotation angle data, θr: actual motor rotation angle,
Δθr: Motor rotation angle deviation value,
ωr1 *: Automatic operation command motor rotation speed data,
ωr0 *: command motor rotation speed data generated by the position control unit,
ωr *: final command motor speed data, ωr: actual motor speed,
Δωr: Motor rotation speed deviation value,
Ir1 *: Automatic operation command motor current data,
Ir0 *: Command motor current data generated by the speed control unit,
Ir *: Final command motor current data, Ir: Actual motor current,
ΔIr: Motor current deviation value,
V *: Motor voltage command,
FLG1: Automatic operation mode switching flag (automatic speed control),
FLG2: Automatic operation mode switching flag (automatic current control),
FLGAB1: Auto-driving vehicle road surface friction coefficient abnormality flag (abnormal when ON),
FLGAB2: Auto-driving vehicle abnormality flag (abnormal when ON)

Claims (1)

Based on the command state quantity input every predetermined period, the first control means for executing the state quantity control of the motor of the steering mechanism, and the second control section for selecting the state quantity control according to the vehicle state determination condition With control means,
The first control means includes first configuration means including a position control unit, a speed control unit, and a current control unit of an actuator of a steering mechanism;
A second component comprising a speed controller of the actuator of the steering mechanism and a current controller;
Having three constituent means of the third constituent means composed of the current control unit of the actuator of the steering mechanism;
The second control means selects the first constituent means, the second constituent means, or the third constituent means according to a vehicle condition determination condition, and at predetermined intervals. In an automatic driving device that generates an input command state quantity,
A vehicle speed sensor for detecting the vehicle speed;
A road surface friction coefficient estimating means for estimating a road surface friction coefficient;
The second control means is the case where the command state quantity is automatic operation command motor rotation angle data, and the road surface friction estimated by the road surface friction coefficient estimation means with respect to the automatic operation command motor rotation angle data. In the case of the vehicle state determination condition in which a coefficient is equal to or less than a predetermined road surface friction coefficient, the second control unit is configured to perform the second configuration unit until the road surface friction coefficient becomes larger than the predetermined road surface friction coefficient. And the command state quantity as automatic operation command motor rotation speed data, and the greater the vehicle speed, the smaller the automatic operation command motor rotation speed data,
An automatic driving device characterized by.

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