JPS62216836A - Car speed control device - Google Patents

Abstract

PURPOSE:To prevent a car speed from dropping and to enable constant speed running to be smoothly performed, by performing an acceleration control by a control pulse of predetermined width, when the actual car speed comes to be a predetermined high car speed, thereafter shifting the control to be transferred to a fixed speed control in a point of time deceleration obtains a predetermined value. CONSTITUTION:If manual acceleration is performed during a cruising control, a car speed increases through a throttle driving mechanism 13. And in a transfer process to cruise running after the manual acceleration, a throttle opening is controlled by an acceleration control pulse of predetermined pulse width in a point of time the actual car speed decreases less than a predetermined value. Thereafter, the throttle opening is controlled to be transferred to the cruise running in a point of time deceleration decreases to a predetermined value or less. In this way, the throttle opening can be maintained to the predetermined value. As the result, the throttle opening, which is promptly set to the opening in accordance with the actual speed, can be smoothly transferred to the cruise running by preventing the car speed from dropping.

Description

[Detailed description of the invention]

FIELD OF THE INVENTION The present invention relates to a vehicle speed control device. Wataru Kudan■ Vehicles, such as motorcycles, are equipped with the following technologies for the purpose of reducing passenger fatigue while driving on expressways, etc., and reducing fuel consumption by suppressing fluctuations in vehicle speed as much as possible.
Some vehicles are equipped with a device that automatically controls the actual traveling rR speed to always be the set vehicle speed to maintain constant speed traveling. While the vehicle is traveling at a constant speed using such a device, the vehicle may be temporarily accelerated by manual operation, and then the vehicle may shift to constant speed travel again at the set vehicle speed before acceleration. In this way, when returning from the acceleration state to the constant speed running state again by 1q, the state transition should be made smoothly.

[I hope you will. The present invention was made in view of the above-mentioned points, and is a vehicle speed control system that smoothly transitions when accelerating from a constant speed running state and then returning to constant speed running again. 1
The purpose is to provide neck attachment. In order to achieve this object, in the vehicle speed control device according to the present invention, when the actual traveling vehicle speed reaches a predetermined vehicle speed higher than the set vehicle speed in a deceleration state after acceleration from a constant speed traveling state, a predetermined pulse width is set. The throttle opening is controlled 91 in the opening direction based on the control pulse, and then, when the deceleration of the vehicle reaches a predetermined value, the control is shifted to constant speed control. DESCRIPTION OF THE PREFERRED EMBODIMENTS Embodiments of the present invention will now be described in detail with reference to the drawings. FIG. 1 is a block diagram showing one embodiment of the present invention. Set switch 1 shown at a3 in the figure is used to command constant speed driving at the set vehicle speed (hereinafter referred to as cruise driving), and also to change the set vehicle speed to a lower vehicle speed 11n during cruise driving. It also serves as a command switch that issues commands when The resume switch 2 is for commanding the transition to cruise again at the previously set vehicle speed after cruise driving is canceled, and
It also serves as a command switch that issues a command to change the set vehicle speed to a higher vehicle speed during cruise driving. The brake switch 3 is turned on in conjunction with the operation of the brake, and the clutch switch 4 is turned on in conjunction with the operation of the clutch. Vehicle speed sensor +15 generates a vehicle speed signal according to the actual running speed of the vehicle. Each output of these various switches 1 to 4 and sensor 5 is supplied to a controller 6. The controller 6 is composed of a microprocessor, etc., and has a ROM (read/write memory) as a program memory.
RAM (Random Access Memory) as a data memory, and an input/output interface for connection with peripheral devices such as the various switches and sensors mentioned above. This controller 6 has an IGN pulse from an ignition (IGN) coil 7 and a halo speed α or deceleration −・α when changing the set vehicle speed.
) is also input from the setting section 8. This setting section 8 is constituted by a volume, a switch, or the like. In the controller 6, the actual running speed of the vehicle is as follows:
The actual vehicle speed is set based on the engine speed detection operation based on the IGN pulse, and the vehicle speed sensor output at the time when the set switch 1 or the link 1-muswidth 2 shifts from the on state to the off state. calculation of the pulse width according to the vehicle speed difference between the set vehicle speed and the actual ti speed during the cruise control period, and the operation of generating an acceleration or deceleration control pulse of that pulse width, accelerating from the cruise state and then returning to the cruise state 7a of acceleration α or deceleration −α based on the difference between the current sampling vehicle speed and the previous sampling vehicle speed.
i Cm, the calculation of the pulse width according to the difference of its acceleration α or deceleration −α with respect to a predetermined setting position), the generation operation of an acceleration or deceleration control pulse of that pulse width, and the detection operation of a predetermined timing, etc. It will be done. The controller 6 generates a signal indicating that the vehicle is cruising during the cruise light period, and the lighting drive circuit 9 drives the cruise lamp 10 to turn on during the generation period of this signal. The vehicle speed is controlled by using a throttle drive mechanism 13 to change the opening degree of a throttle valve 12 (hereinafter simply referred to as throttle opening degree) provided on the right side of the intake pipe 11 of the engine. It will be done. The throttle drive unit @13 is supplied with an acceleration or deceleration control pulse having a pulse width corresponding to the drive Ld of the throttle valve 10 generated by the controller 6, and is driven in the opening direction by the acceleration control pulse to perform acceleration control or deceleration control. When driving in the opening direction by pulses, deceleration control 211 is performed. This throttle drive mechanism 13 is also supplied with information (for example, mechanical information) according to the amount of operation of the accelerator (not shown).
The throttle drive mechanism 13 is configured to give priority to accelerator information when it is supplied and control the throttle opening degree 90 in accordance with the information. As the throttle drive groove 13, the diaphragm is actuated by opening and closing the acceleration vacuum valve or the deceleration vent valve and introducing the engine's (1 pressure) or atmospheric pressure into the actuator negative pressure chamber. Thrower 1 to Throw openings are controlled using a pulse motor (see Japanese Patent Application Laid-Open No. 113737/1983) etc.) etc. Next, the procedure of vehicle speed control according to the present invention will be explained in accordance with the flowcharts of FIGS. 3 and 4 while referring to the timing chart of FIG. 2. First, the vehicle starts running. Then, the vehicle speed signal from the vehicle speed sensor 5 is sampled at fixed time intervals, and the actual vehicle speed is detected based on this sampling signal (step 1), and then it is determined whether the detected actual vehicle speed is equal to or higher than a predetermined reference vehicle speed ■a. It is determined whether the actual vehicle speed is higher than the reference vehicle speed va and the set switch 1 is moved to the A position in order to shift to cruise driving. It is determined in step 3'C'γ that the switch 1 has been turned on, and then it is determined whether or not the cruise control is on (step 4).At this point, the cruise control 1-roll is still on. Since it has not shifted to step 5, it is determined whether the hit switch 1 is turned off or not, and at the time it is determined that it is turned off (time 1+ at J5 in Fig. 2), the self-movement (1) is performed. is carried out (step 6).In the initial setting (I), the actual vehicle speed at the time t1 when the set switch 1 is turned off is set as the set vehicle speed, which is the reference for cruise driving, and is stored in the memory (vehicle speed memory) in the controller 6.
(Fig. 2 (mountain)) At the same time, the cruise lamp 10 is turned on to indicate that cruise control is in progress (Fig. 2 (Ql)), and the throttle drive mechanism 13 is turned on to control the throttle angle. After the operation <I> is performed on Sera 1, the process returns to Step 1 and the cruise control is started. After going through Steps 1 to 3, the resume switch 2 is activated in Step 7. It is determined whether or not the switch 2 is turned on. If the switch 2 is not turned on, the GN pulse (from the IGN coil 7) is detected (step 8), and then it is determined whether the cruise control is being performed or not. (step 9), and if it is determined that cruise control is in progress, the process moves to step 13 via steps 10 to 12, where the vehicle speed difference between the set vehicle speed and the actual vehicle speed stored at time t1 is calculated, and the vehicle speed difference is calculated. Deceleration or acceleration control pulse with pulse width according to (Figure 2 +e+, +f+)
is generated, and then the throttle opening is controlled by the throttle drive 81 13 based on this deceleration or acceleration control pulse (step 14).By repeating the above procedure, the actual vehicle speed is changed to the set vehicle speed. A cruise control roll is performed to maintain the pulse width at step 13.If the procedure for calculating the pulse width in step 13 is to be explained in more detail according to the flowchart in FIG. It is determined whether or not a flag indicating that the throttle drive controller 13 is in an inactivated state is set.If it is determined that the flag is not set, the actual vehicle speed is set to the set vehicle speed. It is determined whether the vehicle speed is greater than or equal to V+ by a predetermined vehicle speed Va (step 31), and only when it is determined that it is not greater than or equal to V+, a pulse is generated in step 32 according to the vehicle speed difference between the actual vehicle speed and the set vehicle speed. The width performance t) is performed. The arithmetic expression is expressed as (α+ε)·G. Here, K and G are constants indicating vehicle performance,
α is (vehicle speed of current sampling - vehicle speed of previous sampling), a variable indicating the acceleration or deceleration (-α) of the vehicle;
ε is (currently sampled vehicle speed - set vehicle speed), and is a variable that indicates a change in vehicle speed. Next, the operation when manually accelerating from the cruise state by using the accelerator, and then moving to cruise driving at the set vehicle speed before acceleration (7) will be explained according to the flowchart ?-1 in Fig. 4. Cruise control 1- When manual acceleration is performed using the accelerator during a roll, the accelerator information is supplied to the throttle drive separate lateral 13. The throttle drive mechanism 13 drives the throttle valve 12 in the opening direction in accordance with this accelerator information. As a result, the vehicle speed (Fig. 2 (a)) is upper bounded according to the throttle angle. Then, when it is determined in step 31 that the actual vehicle speed is greater than or equal to the vehicle speed v1, the actual vehicle speed is subsequently determined in step 33. It is determined whether or not the vehicle speed is greater than or equal to the vehicle speed V2 (V2 > Vl), which is higher than the set vehicle speed by a predetermined vehicle speed vb (vb > va), and ■ if it is determined to be 2 or more,
At that point (time iz in FIG. 2), the throttle drive mechanism 13 is deactivated (step 34), the flag mentioned above is set (step 35), and then the process returns to the main flow in FIG. 3. Further, if it is determined in step 33 that the actual vehicle speed is less than 2, a deceleration control pulse To is generated to perform deceleration control with a constant pulse width To. After completing step 4.2, the process returns to the main flow. . In the main flow, the pulse width calculation step 13 is reached again, and if it is determined that the flag is set in step 30 of FIG. Returning to the flow, the above operations are repeated until it is determined in step 36 that the actual vehicle speed has fallen below the vehicle speed v1. That is, from the time when the actual vehicle speed becomes 72 or higher due to manual acceleration (point j2 in Figure 2) until it is determined that the actual vehicle speed has fallen below the vehicle speed V+, the pulse width calculation (Y is stopped). Yes. When manual acceleration is released, throttle drive mechanism 1
3 is still in the activated state and the throttle valve 12 is fully open, so the vehicle speed decreases by 1 unit. If it is determined in step 36 that the actual vehicle speed is lower than the vehicle i1 V +, then the time t- at J3 in FIG.
3>, the throttle opening degree is controlled by a 111 speed control pulse having a predetermined pulse width. , 1j, the process first passes through step 37 and then moves to step 38, where an acceleration control pulse with a predetermined pulse width T1 is supplied from the controller 6 to the throttle drive mechanism 13. The throttle opening degree is controlled with a pulse width T1, and from the second acceleration control pulse, the process moves to step 39 via step 37, and control with a constant pulse width T2 narrower than the pulse width T1 is performed at step 39. The process is repeated until it is determined in step 40 that the deceleration 1α1 of the vehicle has become equal to or less than the predetermined value 1αa1. When it is determined in step 40 that the deceleration 1αl has become less than the predetermined value 1αal, the flag is turned off at that point (time T-4, which is 1 in FIG. 2). Return to flow and shift to cruise control at the previously set vehicle speed. In this way, in the process of transitioning to cruise driving (j) after manual acceleration, a predetermined pulse width (the first one is
．． The throttle opening is controlled by 11 pulses that control the acceleration (T2) from the second pulse onwards, and the deceleration lα1 is set to a predetermined value (αa
By shifting to cruise running at time t4 when t becomes 1 or less, the throttle opening can be maintained at a predetermined opening in the deceleration state before shifting to cruise running 1:J. As a result, the throttle opening degree can be quickly set to 1if 1 degree depending on the actual vehicle speed when transitioning to cruise driving, which prevents a drop in vehicle speed immediately after transitioning to cruise driving, and also prevents the transition to cruise driving after manual acceleration. This will allow you to do this smoothly. In addition, when controlling the thrower [-lulami] using acceleration control pulses, by setting the pulse width TI of the first acceleration control pulse wider than the pulse width T2 of the subsequent acceleration control pulses, the drive by this first pulse Therefore, the mechanical play of the throttle drive mechanism 13 can be absorbed, so that the throttle opening degree η1j can be smoothly controlled. Figure 6 shows J during the process of transitioning to cruise driving after manual acceleration.
Another example of a control procedure with three steps is shown below.
The only difference from flowcharts 1 to 1 in FIG. 4 is the operation in step 39. In the three steps in step 1 of this implementation, a pulse width wider by a constant pulse width T2 than a pulse width T3 corresponding to the vehicle speed difference between the actual vehicle speed and the set vehicle speed is calculated, and the acceleration control of this pulse width is performed. The thrower and lulami are controlled by pulses. The performance ceremony is (Kα+ε)・Q
It is represented by +i. Here, i is a constant corresponding to the constant pulse width. In this way, in the process of transitioning to cruise driving after manual JJII speed, the first one reaches T+ at time t3 when the actual vehicle speed falls below vehicle speed ■1, as shown in FIG. After the second opening, the acceleration control pulse with a pulse width of T2+T3 is used.
By shifting to cruise driving at the time t4 when the speed becomes less than or equal to the predetermined value 1αa1, the throttle opening degree can be maintained near the opening degree corresponding to the actual vehicle speed in the deceleration state before transitioning to cruise driving. As in the case of , it is possible to prevent a drop in vehicle speed immediately after transitioning to cruise driving,
This allows smooth transition to cruise driving after manual acceleration. Referring again to FIG. 3, during cruise driving, step 10
When it is determined that the brake switch 3 or the clutch switch 4 is turned on, at that time (time t in FIG. 2)
In step s), proceed to step 15, leave the set vehicle speed as it is in the vehicle speed memory, and at the same time, the throttle drive mechanism 13 is deactivated, and the cruise lamp 10 is dimmed to cancel the cruise driving (step 16). ). Also,
If it is determined that the actual vehicle speed is lower than the vehicle speed ■a (step 11), or the engine rotation speed Ne that depends on the IGN pulse is equal to the predetermined reference rotation speed N.
Even when it is determined that the engine is over-revving by more than eref (step 12), the cruise canceling behavior is performed in the same way as in the case described above. After canceling the cruise, press the resume switch 2.
By turning on, it is possible to switch back to the previous cruise driving. That is, after canceling the cruise, the flow from step 9 to step 1 is repeated and repeated 4 times, and when it is determined that the resume switch 2 is turned on in this flow (step 7), the process moves to step 18 via step 17. It is determined whether the resume switch 2 has been turned on. Once it is determined that the set vehicle speed is turned off, it is determined whether or not the set vehicle speed remains in the vehicle speed memory (step 19), and when it is determined that the set vehicle speed remains (time t6 in FIG. 2), the resume operation is started ( Step 20>. In the resume operation, the cruise lamp 10 is turned on (second
(9)) and the thrower drive mechanism 13 are activated, thereby making it possible to shift to cruise driving again at the previously set vehicle speed. Next, a procedure for changing the set vehicle speed during cruise driving will be described. First, a case will be described in which the set value of the vehicle speed is changed to a lower value. This setting (direct change) is performed by turning on the Sera 1-Switch 1 during the Cruise Control 1-Roll. In other words, when it is determined that the Set Switch 1 is turned on in Step 3, at that point the At time i7), the process moves to step 22 via step 4 and step 21, and the course (-(deceleration) movement n- is continued until it is determined in step 21 that the reflex 1 to switch 1 are turned off. This coast operation J3 calculates the deceleration -α based on the vehicle speed signal from the vehicle speed sensor 5, and further sets the deceleration - so that the deceleration -α is always equal to the predetermined value -α0 set in the setting section 8.
An operation is performed to generate a deceleration control pulse (FIG. 2(e)) having a pulse width corresponding to the difference between α and a predetermined set value −α0. After that, the process moves to step 14, and based on the pulse width of this deceleration control pulse, throttle drive 1F7JB! @
By changing the opening degree of the slot 1 to 13, deceleration control is performed at a constant deceleration - α0. If it is determined in step 21 that the set switch 1 is turned off, the process moves to step 6 and the human operation (I) is performed.
(time point i8 in FIG. 2). This set]
- In operation (I), an operation is performed in which the actual vehicle speed at time t8 when switch 1 to Sera 1 is turned off is stored in the vehicle speed memory as a new set vehicle speed. As a result, cruise driving at the newly set vehicle speed is started through the above-described cruise control procedure IN]i. In this way, when changing the set vehicle speed to a lower value, the shock caused by the drop in vehicle speed after turning off the set switch 1 is eliminated by controlling the deceleration so that the deceleration -α remains constant. It will be possible. As a result, it is possible to improve running stability and ride comfort. In addition, in the above control, the transition to cruise control i-roll is made when the set switch 1 is turned off, but from the time when the set switch 1 is turned off, deceleration is performed using a deceleration control of 60 pulses with a constant pulse width. Control and deceleration -
It is also possible to shift to cruise control when α reaches a predetermined value. Next, the case where the set vehicle speed is changed to a higher vehicle speed will be described. This set value change is performed by turning on the resume switch 2 during the cruise control 1 to roll. That is, when it is determined in step 7 that the resume switch 2 is turned on, the process proceeds to step 24 via step 17 and step 23 at time j9 in FIG.
The process continues until it is determined in step 3 that the resume switch 2 is turned off. In this accelerator setting, the acceleration α is calculated based on the vehicle speed signal L4 from the vehicle speed sensor 5, and the predetermined value of the acceleration α is further set so that the acceleration α is always equal to the predetermined value α0 set in the setting section 8. An acceleration control pulse (FIG. 2(f)) with a pulse width corresponding to the ax with respect to the set value α0 is generated. after that,
Proceeding to step 14, the throttle drive mechanism 13 changes the throttle opening based on the pulse width of the acceleration control pulse, thereby performing acceleration control at a constant acceleration α0. In this way, when changing the set vehicle speed to a higher value, the reference acceleration α0 can be arbitrarily set by the setting unit 8 (shown in the first diagram) by controlling the acceleration so that the acceleration α is constant. , you can get any sense of acceleration. In the above control, the cruise control is started when the resume switch 2 is turned off, but from the time the resume switch 2 is turned off, acceleration control is performed using acceleration control pulses with a constant pulse width. It is also possible to shift to cruise control when the acceleration α reaches a predetermined value. If it is determined in step 23 that the resume switch 2 is turned off, the process moves to step 25 and a set operation (It) is performed (time t+o in FIG. 2). In this set operation (II), an operation is performed in which the actual vehicle speed at time t10 when the resume switch 2 is turned off is stored in the vehicle speed memory as a new set vehicle speed. As a result, through the same procedure as the cruise control described earlier,
Cruise driving will begin at the new set vehicle speed. When the brake or clutch is operated during cruise driving and the switch 3 or 4 linked to these is turned on, the 15th
At a point (time t11 in FIG. 2), cruise control is canceled. In addition, the memory contents of the memory (vehicle speed memory) in which the set vehicle speed is stored are stored at the time when the power is turned off by turning off the main switch (not shown) (second
It is reset at time t12) in the figure. In the above embodiment, calculation of the pulse width of acceleration or deceleration control pulses, generation thereof, detection of various timings, calculation of acceleration α or deceleration -α, etc. are performed by software using the Microphone 0 processor. Although the case has been described above, it is also possible to implement it in hardware by combining a comparison calculation circuit, a timer circuit, a logic circuit, etc. As explained above, according to the present invention, when the actual vehicle speed reaches a predetermined vehicle speed higher than the set vehicle speed in a deceleration state after accelerating from a constant speed running state, the predetermined pulse width is controlled. 00
Acceleration control is performed based on pulses, and then when the deceleration of the vehicle reaches a predetermined value, it shifts to constant speed control, so the vehicle speed does not drop immediately after shifting to constant speed driving, and the hand V ) It is possible to smoothly transition to constant speed driving after J acceleration, thereby improving the stability of constant speed driving and ride comfort.

[Brief explanation of drawings]

FIG. 1 is a block diagram showing an embodiment of the present invention, FIG. 2 is a timing chart for explaining the operation of vehicle speed control according to the present invention, FIG. 3 is a flowchart showing the control procedure, and FIG. 4 is a manual Flowchart showing the control procedure when transitioning to cruise driving again after acceleration, FIG. 5 is a waveform diagram showing acceleration control pulses when performing the control shown in FIG. 4, and FIG.
The figure shows manual acceleration ((flowchart showing other ff1ll i11 procedures when transitioning to cruise driving again, 7th
This figure is a waveform diagram showing acceleration control pulses when performing the control shown in FIG. 6. Explanation of symbols of main parts 1... Set switch 2... Resume switch 5... Vehicle speed sensor 6... Controller 12... Throttle valve 13... Throttle drive mechanism Figure 1

Claims (1)

[Claims] means for generating a first control pulse having a pulse width and a second control pulse having a predetermined pulse width according to a vehicle speed difference between an actual traveling vehicle speed and a predetermined set vehicle speed, and a pulse width of the first or second control pulse; a control means for controlling the vehicle speed by changing the throttle opening according to the actual traveling vehicle speed; a means for detecting negative acceleration of the vehicle based on the actual traveling vehicle speed; and a controlling means for detecting the negative acceleration of the vehicle based on the actual traveling vehicle speed; a means for detecting a first timing when the vehicle speed reaches a predetermined vehicle speed higher than the set vehicle speed and a second timing when the negative acceleration reaches a predetermined value thereafter, the constant speed traveling at the set vehicle speed; When returning to the constant speed running state after accelerating from the state, the control means controls the second speed at the first timing.
The throttle opening is controlled in the opening direction according to the pulse width of the control pulse, and then, at the second timing, the vehicle speed is controlled according to the pulse width of the first control pulse. Vehicle speed control device.