JP2920032B2 - Constant speed cruise control device for vehicles - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a vehicular constant-speed traveling control device for automatically keeping a traveling speed of a vehicle constant.

[0002]

2. Description of the Related Art Conventionally, there has been disclosed, for example, Japanese Patent Application Laid-Open No. 58-39311 as this kind of vehicle constant speed traveling control device, which will be described with reference to FIG.

In FIG. 10, reference numeral 1 denotes a set switch for instructing the start of constant-speed running by a driver's operation. Reference numeral 2 denotes a set switch which is operated by a driver's operation of a brake device (not shown) to operate at a constant speed. This is a cancel switch for instructing cancellation. Reference numeral 3 denotes a vehicle speed sensor for detecting a traveling speed of a vehicle (not shown). The vehicle speed sensor 3 is rotated by four magnetic poles and a meter cable (not shown) for transmitting rotation of a transmission (not shown). Rotating body 3a
And a reed switch 3b, and outputs a pulse train signal having a frequency proportional to the traveling speed. Furthermore,
Reference numeral 4 denotes an automobile battery, 5 denotes a main switch serving as a power switch for supplying electric power of the automobile battery 4, and 6 operates by receiving power supply when the main switch 5 is turned on. This is a control device including a processing circuit 6a. This control device 6
Set switch 1 is input a signal from the cancel switch 2 and the vehicle speed sensor 3 performs various arithmetic processing for performing automatic control for matching the running speed v _s of the vehicle to the target speed v _r, outputs various control signals Is what you do.
Reference numeral 7 denotes a motor type throttle actuator which is provided in an intake path 8 of an engine (not shown) in response to various control signals from the control device 6 and which opens and closes a throttle valve 9 linked to an accelerator pedal (not shown). The throttle actuator 7 rotates a link 7a by a motor (not shown) and drives a throttle valve 9 via a rod 7b. The link 7a and the motor are connected by an electromagnetic clutch (not shown), and the connection state is controlled by an electromagnetic clutch signal from the control device 6.

[0004] Next, the operation of the vehicle constant-speed traveling control device configured as described above will be described. First, when the main switch 5 is turned on by the driver and the power of the vehicle battery 4 is supplied, the control device 6 starts operating,
The output of the vehicle speed sensor 3 is processed. Vehicle speed sensor 3, when the vehicle is traveling, and outputs a pulse train signal having a frequency proportional to the running speed v _s, the traveling velocity v _s is determined by the pulse period control unit 6 measures . Here, when the driver operates the set switch 1, this signal is supplied to the control unit 6, the traveling speed v _s at this time is stored as the target velocity v _r, control of the constant speed running is started. Thereafter, the controller 6 compares the actual traveling speed v _s sought every moment and the target speed v _r,
Vehicle drives the throttle actuator 7 outputs a control signal so as to travel at a desired speed v _r, the throttle valve 9
Adjust the opening of. That is, when the actual running speed v _s is lower than the target velocity v _r, open a predetermined amount of the throttle valve 9 by outputting a throttle Hirakisei drive signal, is higher conversely outputs a throttle-closing drive signal throttle Since the valve 9 is controlled to close by a predetermined amount, the vehicle runs at a constant speed without the driver operating the accelerator pedal.

When the driver operates the brake device while such constant speed running control is being performed, the cancel switch 2 is operated, and a signal for releasing the constant speed running is given to the control device 6. Upon receiving this signal, the control device 6 outputs a signal for releasing the electromagnetic clutch, and the throttle actuator 7 receives this signal and releases the electromagnetic clutch. Therefore, thereafter, the driver adjusts the opening of the throttle valve 9 with the accelerator pedal to control the traveling speed of the vehicle.

[0006]

The above-described conventional constant-speed traveling control device for a vehicle is configured as described above, and the control device 6 controls the target speed and the traveling speed regardless of the road surface gradient or the traveling resistance such as the vehicle weight. By comparing the running speed that changes with time, a control signal is generated so that the running speed matches the target speed, and the throttle actuator is opened and closed by the throttle actuator. Therefore, when the vehicle with the automatic transmission travels on an uphill road, the throttle valve is opened to correct the decrease in the vehicle speed, so that a shift is caused by the control of the automatic transmission, and the riding feeling is deteriorated. Also, on a steep uphill road, since the throttle valve opening control is continuously performed, a dangerous driving state occurs in which a shift by the control of the automatic transmission continuously occurs and suddenly accelerates. There was a problem.

SUMMARY OF THE INVENTION The present invention has been made to solve the above-described problems. The gear shift of the automatic transmission during constant-speed running control can be down-shifted by controlling the running resistance of the vehicle, such as road surface gradient and vehicle weight. Accordingly, it is an object of the present invention to obtain a constant-speed traveling control device for a vehicle capable of performing an accurate traveling speed control in accordance with an instruction from the constant-speed traveling control device.

[0008]

According to a first aspect of the present invention, there is provided a vehicular constant-speed traveling control device for detecting a traveling speed of a vehicle and a traveling speed signal from the traveling speed detection device. Acceleration detecting means for detecting the acceleration of the vehicle based on the target speed, target speed setting means for setting a constant target speed, and target speed signal generating means for generating a target speed signal based on a setting signal from the target speed setting means. Speed deviation calculating means for determining a speed deviation based on the traveling speed signal and the target speed signal; and a driving force of the vehicle such that the target speed and the traveling speed match based on the acceleration and the speed deviation of the vehicle. Control amount calculating means for calculating a control amount for controlling; throttle valve driving means for driving a throttle valve based on the control amount calculated by the control amount calculating means; A control amount integration means for performing integration of the control amount over time; and a control amount start determination for determining whether to start integration of the control amount over time by the control amount integration means based on the acceleration and the speed deviation. Means, a gear ratio change determining means for determining a change in the gear ratio of the vehicle based on the output of the acceleration, speed deviation and control amount integrating means, and a gear ratio change determining means of the vehicle based on the output of the gear ratio change determining means. Automatic transmission means for changing the gear ratio.

[0009]

According to a first aspect of the present invention, there is provided a vehicle constant speed traveling control device for detecting a traveling speed of a vehicle by traveling speed detecting means, and detecting acceleration based on a traveling speed signal from the traveling speed detecting means. Detects vehicle acceleration. Also,
The target speed signal generating means sets a constant target speed, and generates a target speed signal based on the set signal from the target speed setting means. Further, a speed deviation calculating means obtains a speed deviation based on the traveling speed signal and the target speed signal.
Further, the control amount calculating means calculates a control amount for controlling the driving force of the vehicle based on the acceleration of the vehicle and the shift deviation so as to match the target speed with the traveling speed, based on the control amount. Throttle valve driving means drives the throttle valve. Then, the control amount integration means starts a temporal integration of the control amount by a determination signal of the control amount integration start determination means based on the acceleration and the speed deviation, simulating a change in the driving force of the vehicle, A gear ratio change determination unit determines a change in the gear ratio of the vehicle based on the acceleration, the speed deviation, and the output of the control amount integration unit. Then, the automatic shifting means changes the gear ratio of the vehicle based on the output of the gear ratio change determining means.

[0010]

【Example】

Embodiment 1 FIG. Hereinafter, a first embodiment of the present invention will be described with reference to the drawings. FIG. 1 is a block diagram showing a main configuration of the first embodiment, FIG. 2 is a block diagram more specifically showing FIG. 1, FIG. 3 is a diagram showing an operation mode of a throttle valve, and FIGS. FIG. 7 is a flowchart for explaining the operation of Example 1, and FIG. 7 is a diagram showing an output waveform of the vehicle speed sensor. The same components as in the conventional example will be described with the same reference numerals.

In FIG. 1, reference numeral 10 denotes traveling speed detecting means for detecting the traveling speed of the vehicle; 11, acceleration detecting means for receiving a traveling speed signal from the traveling speed detecting means 10 and detecting the acceleration of the vehicle at predetermined time intervals; A target speed setting means 13 for setting a desired target speed by the driver, a target speed signal generating means for receiving an output of the target speed setting means 12 and generating a target speed signal representing the target speed, and a target speed signal generating means 14 for generating a target speed signal Speed deviation calculating means for calculating a speed deviation signal from the target speed signal generated by the means 13 and the traveling speed signal detected by the traveling speed detecting means 10; 15 is a speed deviation signal calculated by the speed deviation calculating means 14; And a control amount calculating means for calculating a control signal from the acceleration signal generated by the acceleration detecting means 11. Reference numeral 7A is a throttle valve driving means connected to the control amount calculating means 15.

Further, reference numeral 16 denotes a control amount integration start judging means for judging the start of integration of the control amount based on the acceleration or speed deviation which is an output signal of the acceleration detecting means 11 or the speed deviation calculating means 14, and 17 denotes this control amount integration. Control amount integrating means for integrating the control amount calculated by the control amount calculating means 15 with time based on the integration start signal of the start determining means 16;
Is the control amount integrated by the control amount integrating means 17,
Gear ratio change determining means 19 for determining whether or not to change the gear ratio based on the speed deviation and the acceleration is connected to the gear ratio change determining means 18 and changes the gear ratio based on the determination signal. Automatic transmission means.

1 to 5 and 8 and 9 in FIG. 2 are the same as those shown in FIG. 10, and the set switch 1 is connected to the target speed setting means 12 in FIG.
Correspond to the traveling speed detecting means 10 in FIG. Further, in FIG. 2, reference numeral 22 denotes a microcomputer, which operates when the main switch 5 is turned on.
An input circuit 22a for input processing of signals from the cancel switch 2 and the vehicle speed sensor 3, a memory 22b including a ROM and a RAM in which a command program is stored, an output circuit 22c for outputting a control signal, and a command program for the memory 22b CPU 22d that operates, processes and calculates a signal from the input circuit 22a, and outputs the processed signal to the output circuit 22c
And is constituted by.

An electromagnetic valve 23 is controlled by a control signal y1 of the microcomputer 22.
Reference numeral 3 designates that the output pipe 23a and the input pipe 23b, which are connected to a negative pressure source (not shown), are not connected when the control signal y1 is at "L" level, and are connected in the direction of the arrow A shown when it is at "H" level. Reference numeral 24 denotes an electromagnetic valve controlled by a control signal y2 of the microcomputer device 22.
Represents the input tube 24a and the output tube 24b released to the atmosphere,
When the control signal y2 is at "L" level, communication is performed in the direction of arrow B in the figure, and when it is at "H" level, communication is not performed. Reference numeral 25 denotes an input pipe 23b of the solenoid valve 23 and an output pipe 24 of the solenoid valve 24.
b is a diaphragm device that drives the throttle valve 9 through a rod 25a and is connected to an input pipe 23b and an output pipe 24b to form an air chamber 25b.
Diaphragm 25d equipped with 5c and rod 25a
And a spring 25e mounted between the diaphragm 25d and the housing 25c and acting to press the diaphragm 25d rightward in the figure. The solenoid valves 23 and 24 and the diaphragm device 25 constitute a throttle valve driving unit 7A.

The throttle valve driving means 7A has three operation modes as shown in FIG.
In the acceleration mode when both 1 and y2 are at the "H" level, the solenoid valve 23 is in communication and the solenoid valve 24 is not in communication, so that the air chamber 25b of the diaphragm device 25 is in communication only with the negative pressure source. Since the diaphragm 25d moves leftward in the figure, the throttle valve 9 is opened, and the vehicle is accelerated.

In the deceleration mode when both the control signals y1 and y2 are at "L" level, the solenoid valve 2
3 is not in communication, and the solenoid valve 24 is in communication.
5b communicates only with the atmosphere, and the diaphragm 25d is pushed by the spring 25e and moves rightward in the figure. Therefore,
The throttle valve 9 is closed and the vehicle is decelerated.

Further, in the holding mode when the control signals y1 and y2 are at "L" level and "H" level, respectively, both the solenoid valves 23 and 24 are not communicated.
The air chamber 25b is not communicated with any of the negative pressure source and the atmosphere, and the diaphragm 25d does not move, so that the opening of the throttle valve 9 is constant.

Reference numeral 19a denotes a solenoid drive circuit for generating a drive signal in accordance with the output of the output circuit 22c of the microcomputer 22, and 19b denotes a gear changing solenoid for changing the gear of the transmission in response to the output of the solenoid drive circuit 19a. These are included in the automatic transmission means 19 together with the transmission gears (not shown).

Next, the operation will be described with reference to FIGS. First, when the main switch 5 is turned on, the microcomputer 10 starts operation by receiving power supply, and executes the main routine processing of FIGS. 4 and 5.
On the other hand, when the vehicle is running, the vehicle speed sensor 3 outputs a pulse train signal having a frequency proportional to the running speed, and this pulse train signal causes the microcomputer 22 to perform an interrupt routine process as shown in FIG. That is, every time a pulse train signal as shown in FIG. 7 is input from the vehicle speed sensor 3, the microcomputer 22 performs an interrupt routine process, and in step S40, measures the rising time t _n of the pulse train signal by a timer (not shown). , And in step S41, the difference Δt (t _n −t _n−1 ) from the previous rising time t _n−1 , that is, the period is obtained.
It returns to the main routine of FIG. 4 and FIG. Then, after the microcomputer 22 is initialized in step S1, in step S2, the traveling speed V _n (g / Δt, at the time from the latest pulse period Δt obtained by the interrupt routine of FIG. 6) Here, g is a speed conversion constant). Next, when the driver operates the set switch 1 to start the constant speed traveling, the switch operation is input to the microcomputer 22 in step S3.
In step S4, it is determined whether the signal from the set switch 1, when a signal from the set switch 1, the target speed the vehicle speed V _n at time t ₂ as shown in step S5 smell 8 It is set to V _M.

Next, in step S6, an auto cruise control (ACC) that allows the vehicle to travel at a constant speed without stepping on an accelerator pedal (not shown) at a vehicle speed desired by the driver (for example, 40 km / h or more and 100 km / h or less). Is set to the "H" level, and in step S7, a constant speed traveling process is performed. On the other hand, if the signal is not a signal from the set switch 1 in step S4, the microcomputer 22 determines in step S8 whether or not the cancel switch 2 is on. It is determined whether or not the level is "H". If the level is "H", the process proceeds to step S7. In step S8, whether the cancel switch 2 is on,
Alternatively, if the ACC flag is not at the "H" level in step S9, the microcomputer 22 proceeds to step S1.
At 0, the ACC flag is set to the "L" level, and then at step S11, the canceling process, that is, the operation of the constant speed traveling is canceled, and the process returns to step S2.

Next, the microcomputer 22 in step S12, obtains a speed deviation _{ε n (ε n = V M} -V n) by the target speed V _M and the running speed V _n, the step S
In 13, n-th speed n-1 th speed V _n-1 by the vehicle acceleration _{αn (α n = (V n} -1 -V n)
/ T ₀ , where t ₀ is a cycle time), and in step S14, a control fee for adjusting the opening of the throttle valve 9 is calculated and output. These control signals y ₁ and y ₂
Control amount T _n for outputting is obtained by the following equation.

T _n = K ₁ ε _n + K ₂ α _n (1)

Here, K ₁ is the control amount T from the speed deviation ε _n.
coefficients to obtain _n, K ₂ is the control amount T _n from the acceleration alpha _n
Is a coefficient for obtaining Then, the microcomputer 22 determines whether or not the control amount _Tn is greater than 0 in step S15.
In 6, the acceleration output to generate open the throttle valve 9 through the throttle valve driving means 7A, be greater than the control amount T _n is 0, in yet step S17, whether the control amount T _n is equal to 0 If it is determined that they are equal, the throttle valve 9 is closed via the throttle valve driving means 7A to generate a deceleration output. If not equal to 0, that is, if negative, that is, if negative, in step S19, the throttle valve driving means 7
The opening of the throttle valve 9 is made constant through A, and a holding output is generated.

Next, in step S20, the microcomputer 22 determines whether the output to the solenoid drive circuit 19a is at the "H" level, that is, whether the gear position of the transmission is in the upshift state. In step S21, it is determined whether a gear-up condition is satisfied. Here, as is conventionally performed, this determination method is a condition in which the traveling state of the vehicle can be run in a gear-up state, such as whether or not the state in which the speed deviation ε has become a predetermined value or less has continued for a predetermined time. May be determined. Next, in step S22, it is determined whether or not the gear-up condition determination is satisfied. If so, in step S23, the solenoid drive circuit 15 is controlled to indicate that the gear position of the transmission is upshifted.
Is set to the "H" level, a shift-up signal is output to the gear change solenoid 16 in step S24, and the process returns to step S2. If the gear-up condition is not satisfied in step S22, the process proceeds to step S2.
Return to

Next, in step S20, if the gear position of the transmission has been shifted up in step S20, the microcomputer 22 determines in steps S25 and S26 the conditions of the speed deviation ε and the acceleration α, ie, the speed deviation ε, Acceleration α
Is a state in which the traveling resistance of the vehicle can be determined to be large, such as traveling on an uphill road, for example, a speed deviation ε> ε _a
(Epsilon _a constant: see FIG. 7); Big under the target vehicle speed first, or acceleration alpha> alpha _a time (alpha _a is the constant) was passed a condition such that a large ;: deceleration further step S
In 27, it is determined whether the acceleration output, in step S28 if the acceleration output, the control amount T _n for controlling the driving force of the vehicle by integrating calculated by the following equation obtaining the integrated value I _n.

I _n = I _n-1 + K ₃ · (T _n ) (2)

However, in the above equation (2), K ₃ is a constant. On the other hand, if the output is not the acceleration output in step S27, the microcomputer 22 determines in step S29 whether the output is the deceleration output.
In step S30, it obtains the integrated value I _n that the integral calculation by the following equation.

I _n = I _n-1 −K ₄ · (T _n ) (3)

However, in the above equation (3), K ₄ is a constant. Further, the microcomputer 22, if not decelerated output in step S29, that is, if the holding output, in step S31, obtains the integrated value I _n that the integral calculation by the following equation.

I _n = I _n-1 (4)

Next, the microcomputer 22, in step S32, proper integral value I _n in step S33 if the overflow occurs is determined whether the generated value of the counter (not shown) when the integral calculation Clip at an appropriate value. For example, when the integrated value I _n is composed of 1 byte 255, when overflow time of addition, the integrated value clips at 255, when the underflow (overflow) during deceleration integration value I _n
Should be clipped to zero. Step S32
If no overflow has occurred in step S
Proceed to 34.

[0032] Then the microcomputer 22, the integrated value I _n is determined whether less than a predetermined value I _b In step S34, the larger, in step S35, the position of the gear of the transmission is shifted down Output to the solenoid drive circuit 19a is "H" as shown in FIG.
Level, and in step S36, an upshift signal is output to the gear change solenoid 19b, and step S2 is performed.
Return to In step 34, the integral value In is _equal to the predetermined value I.
If it is not larger than _b , the process returns to step S2.

Next, when neither of the conditions in steps S25 and S26 is satisfied, that is, when it can be determined that the running state of the vehicle is not large, such as running on an uphill road, the microcomputer 22 determines in step S37. the integrated value I _n, as shown in FIG. 9 by substituting the initial value I _a to I _n initialized, the flow returns to step S2. Note that I _a and I _b are constants, and I _a <I _b .

As described above, in the first embodiment, the integrated value I is used as the control amount for controlling the driving force of the vehicle so that the target speed and the traveling speed are matched when the traveling resistance of the vehicle is not large, such as on a flat road. the _n initialized, starting integration when it can be determined that the uphill road or the like running resistance is increased, to simulate the throttle opening, gear position of the transmission when the integrated value I _n is greater than a predetermined value Is output, a gear downshift can be performed in accordance with the running resistance of the vehicle and the like, and more accurate running speed control becomes possible.

[0035]

As described above in detail, according to the vehicle constant speed traveling control device of the present invention, the traveling speed detecting means for detecting the traveling speed of the vehicle, and the traveling speed detecting means, Acceleration detection means for detecting the acceleration of the vehicle based on the traveling speed signal, target speed setting means for setting a constant target speed, and a target for generating a target speed signal based on the setting signal from the target speed setting means. Speed signal generating means, speed deviation calculating means for determining a speed deviation based on the traveling speed signal and the target speed signal, and matching the target speed and the traveling speed based on the acceleration and the speed deviation of the vehicle. Control amount calculating means for calculating a control amount for controlling the driving force of the vehicle, and throttle valve driving for driving the throttle valve based on the control amount calculated by the control amount calculating means A step, a control amount integrating means for performing integration of the control amount over time, and determining whether or not to start the integration of the control amount over time by the control amount integrating means based on the acceleration and the speed deviation. Control amount start determining means; gear ratio change determining means for determining a change in the gear ratio of the vehicle based on the output of the acceleration, speed deviation and control amount integrating means; Automatic transmission means for changing the gear ratio of the vehicle,
The gear position of the automatic transmission can be changed in accordance with the running resistance of the vehicle in the constant speed running control, so that there is an effect that more accurate running control becomes possible.

[Brief description of the drawings]

FIG. 1 is a block diagram illustrating a main configuration of a first embodiment of the present invention.

FIG. 2 is a block diagram showing the first embodiment more specifically;

FIG. 3 is a diagram showing an operation mode of a throttle valve.

FIG. 4 is a flowchart illustrating the operation of the first embodiment.

FIG. 5 is a flowchart illustrating the operation of the first embodiment.

FIG. 6 is a flowchart illustrating the operation of the first embodiment.

FIG. 7 is a diagram showing an output waveform of a vehicle speed sensor.

FIG. 8 is an operation explanatory diagram of the first embodiment.

FIG. 9 is an operation explanatory diagram of the first embodiment.

FIG. 10 is a block diagram showing a conventional constant-speed traveling control device for a vehicle.

[Explanation of symbols]

 Reference Signs List 3 vehicle speed sensor 7A throttle valve driving means 9 throttle valve 10 traveling speed detecting means 11 acceleration detecting means 12 target speed setting means 13 target speed signal generating means 14 speed deviation calculating means 15 control amount calculating means 16 control amount integration start determining means 17 control Quantity integration means 18 Gear ratio change determination means 19 Automatic transmission means 22 Microcomputer

Continuation of front page (58) Fields investigated (Int.Cl. ⁶ , DB name) B60K 31/00-31/18 B60K 41/00-41/28 F02D 29/00-29/06 F16H 61/00

Claims (1)

(57) [Claims] 1. A traveling speed detecting means for detecting a traveling speed of a vehicle, an acceleration detecting means for detecting an acceleration of the vehicle based on a traveling speed signal from the traveling speed detecting means, and a target for setting a constant target speed. Speed setting means; target speed signal generating means for generating a target speed signal based on a setting signal from the target speed setting means; speed deviation calculating means for obtaining a speed deviation based on the traveling speed signal and the target speed signal And control amount calculating means for calculating a control amount for controlling the driving force of the vehicle such that the target speed and the traveling speed match based on the acceleration and the speed deviation of the vehicle; and A throttle valve driving unit that drives a throttle valve based on the calculated control amount; a control amount integration unit that integrates the control amount over time; the acceleration and the speed A control amount start determining means for determining whether or not to start a temporal integration of the control amount by the control amount integrating means, based on the difference; and A vehicle comprising: a gear ratio change determining unit that determines a change in a gear ratio of a vehicle; and an automatic transmission unit that changes a gear ratio of the vehicle based on an output of the gear ratio change determining unit. For constant speed travel control.