JP3221966B2 - Constant speed traveling control device - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a cruise control system, and more particularly, to a cruise control system capable of detecting an abnormality of an actuator supplied with a load output for performing the cruise control. It relates to a control device.

[0002]

2. Description of the Related Art First, the configuration of a conventional constant-speed traveling control device on which the present invention is based will be described with reference to FIG. That is, in FIG. 1, reference numeral 1 denotes an output of a load for performing the above-mentioned constant-speed running control (an output of an actuator including a motor and a magnet clutch provided in the middle of a transmission unit for transmitting the movement of the motor to a throttle valve of the engine). When the ignition switch IG is first turned on, the main CPU 1 and the sub CPU 2 are connected to the main CPU 1 and the sub CPU 2 via the ignition switch IG and the constant voltage circuit 6 when the ignition switch IG is turned on. (For example, 5V voltage),
Thus, the main CPU 1 and the sub CPU 2 are activated.

Then, when the main switch CMS is turned on, the relay output is turned on (ie, the flip-flop is set) via a flip-flop provided in the sub CPU 2 (for example, a 4-bit microcomputer). The relay 32 is turned on via the relay drive circuit 31 in the load output power supply control circuit 3 to turn on (high level) the power supply voltage for the load output circuit 4 (that is, for example, when the load output circuit 4 In the case where the switching element is configured, the power supply voltage for the switching element is turned on.)

Further, when the main switch CMS is turned on, a signal to the main CPU 1 is supplied to the main CPU 1 via a buffer (for example, an inverter) provided in the sub CPU 2.
When the MS monitor signal is turned on, the main C
The indicator output from PU1 is turned on, the indicator output passed through the buffer (for example, an inverter) in the sub CPU 2 further passes through the indicator output circuit 5, and the power indicator Pi is turned on (lit).

Next, when the set switch (set SW) is turned on, the constant speed traveling control state is set, and the main C
The load output from the PU 1 is supplied to the actuator ACT via the load output circuit 4 (for example, by controlling ON / OFF of a switching element included in the load output circuit). That is, the main CPU 1 captures the vehicle speed when the set switch is pressed, sets a reference throttle opening voltage corresponding to the vehicle speed at that moment, and sets the throttle opening voltage fed back from a potentiometer in the actuator and the above throttle opening voltage. The load output circuit 4 (specifically, an acceleration and deceleration control circuit to be described later) compares the set voltage with the set voltage to determine an optimum value of the throttle valve opening. Side and rotation to the closed side) to adjust the throttle valve opening. In order to control on / off of transmission of the rotation of the motor to the throttle valve, a magnet clutch is provided at the last stage of the actuator (portion for transmitting the rotation of the motor to the throttle valve). .

The actuator ACT shown in FIG. 1 comprises the motor, magnet clutch, potentiometer, and the like, and the load output circuit 4 operates according to the load output from the main CPU 1. Speed control circuit (for example, controlling the rotation of the motor in the actuator to open side and close side via a speed increase relay and a speed reduction relay, respectively), and controlling the on / off of the magnetic clutch. Corresponds to magnet clutch circuits, etc.
When the main switch CMS is turned on, the relay 32 in the load output power control circuit is turned on to turn on the power of the load output circuit 4 (that is, the speed increase and deceleration control circuit and the magnet clutch circuit, etc.). , The power indicator Pi is also turned on (turned on) as described above.

When the set switch (set SW) is turned on (set input is input to the main CPU 1) as described above, the above-described constant-speed traveling control state is set, and is canceled. When the switch (cancel SW) is turned on (cancel input is input to the main CPU 1), the above-mentioned constant speed traveling control state is released.

FIG. 2 shows the main CPU shown in FIG.
1 shows the input / output relationship between a cruise control computer including the load output circuit 1 and the load output circuit 4 and the actuator ACT, and the speed increase and deceleration control circuit in the computer while the constant speed traveling control state is set. To the motor in the actuator ACT, the output on the open side (the output for rotating the arm AM shown in FIG. 4 to the open side of the actuator (the side for opening the throttle valve of the engine) by the motor),
And a closing-side output (output for rotating the arm AM to the actuator closing side (therefore closing the engine throttle valve) by the motor).

Further, while the constant-speed running control state is set, a magnetic clutch output is supplied from the magnetic clutch circuit in the computer to the magnetic clutch in the actuator ACT, whereby the clutch is turned on. . The actuator AC
An actuator opening voltage (throttle opening) that is variably set according to the opening of the actuator (ie, the rotational position of the motor and the arm AM) from the potentiometer in T to the speed-up and deceleration control circuit in the computer. VR2 is fed back (in FIG. 2, VR3 is set to the ground potential, VR1 is set to, for example, 5V, and the actuator opening voltage VR2 is set as a voltage value between VR1 and VR3. Is done). Then, the feedback of the actuator opening voltage (throttle opening voltage) VR2 and the reference throttle opening voltage calculated and set in the computer based on the vehicle speed are compared in the computer. An open or closed output is provided.

In such a constant-speed cruise control device, normally, the computer outputs the open-side output or the close-side output to the motor in the actuator, and the motor in the actuator is moved to the fully open position ( Normally, the throttle valve is set to a position slightly before the fully opened state), or the actuator is rotated to a fully closed position (the position is set to a position where the throttle valve is completely closed). The corresponding limit switch (the limit switch inserted in the open-side output supply circuit or the limit switch inserted in the closed-side output supply circuit) is turned off, and the open-side output supply circuit or the closed side is turned off. The power supply circuit is turned off, and the motor is stopped at the fully open position or the fully closed position of the actuator. To have. However, when such a limit switch is provided, a surge occurs when the switch is turned off or on, and the generated surge causes, for example, destruction of an element in the computer or malfunction of a motor in the actuator. There is a risk.

Therefore, such a limit switch is eliminated,
The feedback voltage value VR2 from the potentiometer when the ignition switch IG is switched from off to on (variable according to the rotational position of the motor and the arm AM in the actuator) is changed in the computer. It is read as a value corresponding to the fully closed position (initial value) of the actuator, and the voltage value V at this time is
A voltage value obtained by increasing the voltage value VR2 by a predetermined voltage with respect to R2 (the voltage value VR2 becomes the maximum voltage VR1 (for example, 5 as the arm AM rotates to the open side).
V) is read as a value corresponding to the fully open position (initial value) of the actuator in the computer. FIG. 4 shows the rotational position of the arm AM when the ignition switch IG is switched from off to on and the rotational position of the arm AM corresponding to the fully open position (initial value) of the actuator, respectively. Shown as a fully closed position and a fully open position.

However, the fully closed position and the fully opened position set as the initial values as described above are the true fully closed or fully open positions of the actuator (the true fully closed and fully open positions here are the actuators). Is a position at which no further movement is mechanically performed on the fully closed side and the fully opened side) in many cases. Therefore, in order to make full use of the performance of the actuator, it is necessary to know the true fully closed position and the fully open position described above (the detection is performed because the voltage value from the potentiometer does not change due to the mechanical stop of the actuator). It is necessary to correct the fully closed position and the fully open position to that position. In particular, when the fully closed position set as the initial value is deviated from the true fully closed position, if the above-described fully closed position is not corrected, for example, when the cancel switch is turned on, The actuator (thus, the throttle valve) does not return to the true fully closed position, so that there is a possibility that constant speed running (runaway) at a certain speed may be performed even though the cancel switch is turned on. Therefore, it is particularly necessary to correct the true fully closed position as described above.

[0013]

SUMMARY OF THE INVENTION The present invention has been made under such a technical background. In a constant-speed traveling control device using an actuator without a limit switch as described above, the initial speed is controlled as described above. When the set full-close position and full-open position of the actuator are corrected to their mechanical final stop positions (true full-close position and full-open position), the corrected values are relative to the initial values. If there is a difference equal to or more than a certain value, it is determined that there is an abnormality in the actuator (for example, the value of the potentiometer is abnormal, or the actuator is in a mechanically abnormal state, etc.), and fail-safe is performed (for example, The control is prohibited).

[0014]

According to the present invention, there is provided a constant speed cruise control for sending a load output to a actuator for performing a constant speed cruise control when a constant speed cruise state is set. Means for reading the fully closed position of the actuator as an initial value when an ignition switch is turned on, and the constant speed traveling control means, based on the read fully closed position. Means for setting the fully open position of the actuator as an initial value, means for reading the final stop position on the closed side when the actuator is driven to the closed side, and means for setting the open position when the actuator is driven to the open side. Means for reading the final stop position on the side, and the difference between the fully closed position as the read initial value and the final stop position on the closed side, or the set initial value. The difference between the final stop position in the fully open position and the open side of the constant speed running control apparatus characterized that it contains the abnormality determining means when a predetermined value or more is provided.

[0015]

According to the above arrangement, the rotational position of the arm AM with respect to the potentiometer voltage value when the ignition switch is turned from off to on is the position shown in FIG. (A mechanical final stop position on the fully closed side and corresponding to the true fully closed position described above) is assumed to be the position shown as “fully closed” in FIG. When the difference from the position indicated by “fully closed” is equal to or more than a predetermined value, the position is abnormal as an initial value, and such a case can be detected as an abnormality of the actuator.

It is also assumed that the initially set fully open position (temporary full open position given as an initial value) is the position shown as "fully opened" in FIG. 5B, and the corrected position (full open side). 5B), the difference between the position indicated by "full open" and the position indicated by or is greater than or equal to a predetermined value. In this case as well, the position of "full open" is abnormal as an initial value, and in such a case, it can be detected as an abnormality of the actuator.

[0017]

FIG. 3 is a flow chart showing one embodiment of a processing procedure for detecting an abnormality of the actuator performed by the computer shown in FIG. 2 above. When the ignition switch is turned on in step 1, step 2 is executed. Then, the voltage value fed back from the potentiometer at that time is read in the computer as a voltage value corresponding to the fully closed position (closed side initial value) of the actuator. Further, in step 3, a voltage value which is increased by a predetermined voltage based on the voltage value corresponding to the closing-side initial value read in step 2 is set in the computer to a voltage value (corresponding to a fully open position of the actuator). Open side initial value)
Is set as Then, the set switch is turned on in step 4 and the cruise control state is set in step 5.

In step 6, whether the motor in the actuator is supplied with the open-side output shown in FIG. 2 (actually, an output having a predetermined duty ratio) (ie, the motor rotates to the side that opens the throttle valve). Is determined). If yes (during open side output), it is determined whether or not the motor is locked in step 7 (whether the motor is stopped) (if the motor is stopped, the voltage value from the potentiometer does not change). Is detected. If the answer is yes, the voltage value from the potentiometer at that time corresponds to the voltage value corresponding to the final stop position (the position corresponding to or in FIG. 5B) of the actuator on the fully open side. Step 8
Then, it is determined whether or not the difference between the initial value on the open side set in step 3 and the voltage value (current value) when the motor lock is detected in step 7 is equal to or greater than a predetermined value. If so, it is determined that there is an abnormality in the actuator and fail-safe (for example, control is prohibited) in step 12.

On the other hand, if the determination in step 6 is no, the process proceeds to step 9 to check whether the motor in the actuator is supplied with the close-side output (output of a predetermined duty ratio) shown in FIG. That is, it is determined whether the motor is rotating to close the throttle valve).
If yes (during closing side output), whether or not the motor is locked in step 10 is detected in the same manner as in step 7 above. If the answer is affirmative, the voltage value from the potentiometer at that time corresponds to the voltage value corresponding to the final stop position of the actuator on the fully closed side. It is determined whether the difference between the initial value on the close side and the voltage value (current value) when the motor lock is detected in step 10 is equal to or greater than a predetermined value. If it is determined that there is such a state, fail safe (for example, control prohibition) is set in step 12.

[0020]

According to the present invention, in a constant speed traveling control device using an actuator without a limit switch, by detecting a defect of the actuator (such as an abnormal potentiometer voltage value or a mechanical abnormality of the actuator), Safety can be improved.

[Brief description of the drawings]

FIG. 1 is a diagram illustrating a configuration of a constant speed traveling control device applied to the present invention.

FIG. 2 is a diagram showing an input / output relationship between an actuator and a cruise control computer including a main CPU and a load output circuit in FIG. 1;

FIG. 3 is a flowchart showing one embodiment of a processing procedure for detecting an actuator abnormality performed by the computer shown in FIG. 2;

FIG. 4 is a view showing a part of the actuator shown in FIG. 2 in detail.

FIG. 5 is a diagram showing the relationship between the fully closed and fully opened positions (initial values) of the actuator and correction values.

[Explanation of symbols]

 REFERENCE SIGNS LIST 1 main CPU 2 sub CPU 3 load output power control circuit 4 load output circuit 5 indicator output circuit ACT actuator

Continuation of front page (56) References JP-A-5-319133 (JP, A) JP-A-59-58124 (JP, A) JP-A-2-275033 (JP, A) JP-A-2-267341 (JP) JP-A-2-199239 (JP, A) JP-A-59-190442 (JP, A) JP-A-3-67729 (JP, A) JP-A-1-301419 (JP, A) (58) Field surveyed (Int. Cl. ⁷ , DB name) F02D 29/02-45/00 B60K 31/00

Claims (1)

(57) [Claims] A constant speed traveling control means for transmitting a load output for performing constant speed traveling control to an actuator when a constant speed traveling state is set; and wherein the constant speed traveling control means includes an ignition switch. Means for reading the fully closed position of the actuator as an initial value when is turned on; means for setting the fully open position of the actuator as an initial value based on the read fully closed position; and Means for reading a final stop position on the closed side when driven to the closed side; means for reading a final stopped position on the open side when the actuator is driven to the open side; The difference between the fully closed position as the value and the final stop position on the closed side, or the difference between the fully opened position as the set initial value and the final stop position on the open side is not less than a predetermined value. Cruise control system characterized in that it includes the abnormality determining means when.