JP3415353B2 - Vehicle throttle control device - Google Patents

Description

Description: BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a throttle control device for controlling the speed of a running vehicle by the driving force of an engine. 2. Description of the Related Art For example, a golf car for carrying luggage such as a golf bag or a person in a golf course automatically travels along a guide line embedded in a guide path while magnetically detecting the guide line. The vehicle speed can be controlled by a throttle control device. The throttle control device obtains a difference between a current vehicle speed detected by a vehicle speed sensor and a target vehicle speed determined according to an accelerator operation amount, and drives an actuator such as a motor according to the difference. This is a device that controls the throttle opening of the engine. [0004] By the way, in manual driving of a golf car equipped with a throttle control device, if the occupant starts with the accelerator fully opened, the vehicle speed greatly exceeds the target vehicle speed. The so-called overshoot may increase. If the opening of the throttle is made slower with respect to the accelerator opening in order to solve the above problem, the responsiveness of the vehicle speed to the accelerator operation is impaired. Further, if brake control is performed in addition to throttle control as another method, reliability is reduced and energy efficiency is deteriorated due to complicated control, and smooth running of the vehicle is hindered. And other problems occur. SUMMARY OF THE INVENTION The present invention has been made in view of the above problems, and has as its object the purpose of preventing overshooting of the vehicle speed only by throttle control without causing a decrease in reliability and a decrease in energy efficiency. It is an object of the present invention to provide a vehicle throttle control device capable of realizing smooth running. In order to achieve the above object, the present invention determines a difference between a current vehicle speed detected by a vehicle speed sensor and a target vehicle speed determined according to an accelerator operation amount. In a throttle control device for a vehicle that controls an opening of a throttle by driving an actuator according to a difference, when a throttle is opened beyond a set opening, a target vehicle speed is temporarily set to a target head striking vehicle speed lower than a maximum set vehicle speed. and, together with the gradual increase when the target levels off vehicle speed identical or current vehicle speed to the intermediate speed which is set to a value smaller than it reaches the target vehicle speed up to the set vehicle speed, current vehicle speed in the
If the vehicle speed drops to the target vehicle speed, the target vehicle speed
It is characterized by being reduced . Therefore, according to the present invention, for example, when the vehicle is started with the accelerator fully opened, the target vehicle speed is temporarily set to the target head-on vehicle speed lower than the maximum set vehicle speed, and the current vehicle speed is set to the intermediate vehicle speed. Since the target vehicle speed is gradually increased to the maximum set vehicle speed from the time when it is reached, the current vehicle speed is also gradually increased to the maximum set vehicle speed to prevent overshoot, and throttle control is performed without reducing reliability or deteriorating energy efficiency. A smooth start of the vehicle can be realized only with the vehicle. Further, according to the present invention, if the current vehicle speed is reduced to the intermediate vehicle speed while the vehicle is traveling, for example, on an uphill, the target vehicle speed is gradually reduced to the target head striking vehicle speed. When the vehicle travels on a horizontal road or downhill, overshoot of the vehicle speed is prevented. Embodiments of the present invention will be described below with reference to the accompanying drawings. First, an overall configuration of an automatic traveling vehicle will be outlined with reference to FIG. FIG. 1 is a block diagram showing a configuration of the automatic traveling vehicle. The automatic traveling vehicle according to the present embodiment is used, for example, as a golf car used in a golf course, and is capable of automatic traveling along a predetermined guidance route and manual traveling by an occupant manually. It is. The self-driving vehicle has an engine 1 mounted thereon, and a transmission 4 for transmitting a driving force supplied from the engine 1 via a V-belt type automatic transmission 2 to rear wheels 3a and 3b as driving wheels. A steering wheel 5 for steering the front wheels 3c and 3d as steering wheels, and an accelerator for adjusting the opening (throttle opening) of a throttle valve (not shown) provided on the carburetor 6 of the engine 1 for changing the vehicle speed. A pedal 7, a brake pedal 8 and a drum brake 9 for applying a braking force to the vehicle, and a shift lever 10 for switching between forward and backward traveling of the vehicle are provided. Further, a controller 11 for controlling the automatic traveling, a steering driver 12, a steering motor 13, a throttle motor 1
4, brake motor driver 15, brake motor 1
6. In addition to the electromagnetic brake 18, the induction wire sensors 19a, 19
b, 19c, fixed point sensor 20, left and right bumper switches 2
1, a group of various sensors such as a rear-end collision prevention sensor 22 and left and right obstacle sensors 23, a switching mechanism 24 for switching between automatic braking and manual braking, and a signal for receiving signals from a remote control transmitter 25 and inputting them to the controller 11 Remote control receiver 2
6 and the like are provided. In FIG. 1, reference numeral 27 denotes an amplifier for the rear-end collision prevention sensor 22. The steering driver 12
Supplies a drive current corresponding to a steering instruction signal output from the controller 11 during automatic traveling to the steering motor 13 via a steering relay 28. The rotation of the steering motor 13 is controlled by gears 29 and 30.
Is transmitted to the steering shaft 31 via the steering wheel 31. When the steering shaft 31 rotates, a desired steering operation is performed. During automatic driving, the controller 11
Clutch 32 is turned off by a signal from
Then, the steering wheel 5 is disconnected from the steering shaft 31 and manual steering operation is disabled. The throttle motor 14 is driven in response to an opening instruction signal output from the controller 11 during automatic running to adjust the opening of the throttle valve in the carburetor 6 (throttle opening). During automatic traveling, the throttle clutch 33 is turned on by a signal output from the controller 11 and the throttle motor 1 is turned on.
4, the throttle clutch 33 is turned off during manual driving, and the throttle operation is performed by the accelerator pedal 7. The operation amount (accelerator opening) of the accelerator pedal 7 is detected by an accelerator opening detection sensor 34, and the throttle opening is detected by a throttle opening detection sensor 35, and respective detection signals are input to the controller 11. Further, the brake motor driver 15
Supplies a drive current according to a control instruction signal output from the controller 11 to the brake motor 16 via a brake relay 36 during automatic traveling. The brake motor 16 is supplied via a gear 37 and the switching mechanism 24. By driving the drum brake 9 provided on each of the four wheels 3a to 3d, braking force is applied to the vehicle. Even during automatic traveling, the brake pedal 8 is connected to the drum brake 9 via the switching mechanism 24, and braking by operating the brake pedal 8 is also possible. The operation of the brake pedal 8 is detected by a brake switch 38,
The detection signal is input to the controller 11. On the other hand, the guide wire sensors 19a to 19c
Are disposed at the center and right and left of a T-shaped arm 39 attached to the front end of the vehicle so as to be rotatable in the horizontal direction so as to face the ground. These guide wire sensors 19a to 19
c magnetically detects a guide line (not shown) buried along the course of the golf course and inputs a detection signal corresponding to the distance from the guide line to the controller 11. Then, the controller 11 calculates a deviation amount of the vehicle position from the guidance line based on the detection signals from the guidance line sensors 19a to 19c, and outputs a steering instruction signal that sets the deviation amount to “0” to the steering driver 12. , The vehicle is automatically driven along the guide line. The fixed point sensor 20 is attached to a predetermined position of the vehicle so as to face the ground, and is formed of a plurality of permanent magnets (not shown) embedded at predetermined intervals in a golf course or the like. Is magnetically detected, and a detection signal corresponding to the arrangement pattern is output to the controller 11 to provide the controller 11 with information for performing traveling control such as stop / start of the vehicle, vehicle speed, and the like. is there. An operation panel 40 is provided near the driver's seat. The operation panel 40 has a main switch, a manual / automatic switch for instructing switching between manual traveling and automatic traveling, and starting and stopping. There are provided various switches such as a start / stop switch for instructing a warning, and a warning light and an indicator light for performing a warning display and the like. When the automatic traveling is selected by the manual / automatic switch of the operation panel 40, the controller 11 switches the traveling mode of the vehicle from manual traveling to automatic traveling, and performs control for automatic traveling. In addition, as a sensor group for detecting the running state of the vehicle, the transmission 4 includes two (No. 1, 2) vehicle speed sensors 41 and 42 for detecting the vehicle speed, the engine 1 a rotation sensor 43 for detecting the rotation speed, The gear 37 is provided with brake limit switches 44 for detecting whether the rotation angle of the brake motor 16 has exceeded a certain limit value due to an increase in the stroke of the drum system including the drum brake 9 and the braking force transmission path. These detection signals are input to the controller 11. In the vicinity of the shift lever 10, a forward detecting switch 45 and a reverse detecting switch 46 for detecting the position of the shift lever 10 are provided, and an alarm buzzer 47 for issuing an alarm when the vehicle is moving backward is provided. Yes,
These are electrically connected to the controller 11. Here, FIG. 2 shows the configuration of the main part of the controller 11 (part relating to the throttle control device according to the present invention).
It will be described based on. FIG. 2 is a block diagram showing a configuration of a main part of the controller 11. The controller 11 is constituted by hardware such as a CPU (Central Processing Unit) 48 and a memory. As shown in FIG. 2, the CPU 48 includes an accelerator opening detection sensor 34 and vehicle speed sensors 41 and 42. And a detection signal detected by the throttle opening detection sensor 35 is an opening detection sensor input unit 49, a vehicle speed sensor input unit 50,
It is input via the opening detection sensor input unit 51, respectively. The CPU 48 is provided as software on the basis of an accelerator sensor arithmetic processing section 52 for calculating an accelerator opening based on a detection signal from the accelerator opening detection sensor 34 and a detection signal from the vehicle speed sensors 41 and 42. A vehicle speed calculation processing unit 53 for calculating the actual speed and acceleration of the vehicle, a throttle sensor calculation processing unit 54 for calculating the throttle opening based on the detection signal from the throttle opening detection sensor 35, and the accelerator sensor calculation processing unit A target vehicle speed calculation processing unit 55 and a vehicle speed calculation processing unit for calculating a target vehicle speed of the vehicle based on the accelerator opening obtained in 52 and the actual vehicle speed and acceleration obtained in the vehicle speed calculation processing unit 53 53, the actual speed and acceleration of the vehicle and the throttle sensor arithmetic processing unit 5 Throttle instruction processing unit 56 for obtaining the control amount of the throttle opening degree (throttle instruction amount) are incorporated and a throttle opening degree determined in. Then, the throttle instruction calculation processing section 5
6, a control signal corresponding to the throttle control amount obtained is output from the throttle instruction calculation processing unit 56 to the throttle motor 14 via the throttle output unit 57, and the throttle motor 14 is driven and the engine 1
Is opened and closed, and the rotation speed of the engine 1 is adjusted to control the vehicle speed of the vehicle. Here, vehicle speed control by a conventional throttle control device will be described with reference to a timing chart shown in FIG. When the occupant depresses the accelerator pedal 7 to the fully open position of the throttle when starting, the throttle opening changes as shown in FIG. 4 (a), whereas the target vehicle speed changes as shown in FIG. 4 (a). maximum set speed (hereinafter, referred to as vehicle speed limit) was raised sharply to V _max, the
Illustrated Therefore held to the limit vehicle speed V _max, the current vehicle speed to the target vehicle speed (actual vehicle speed) is accompanied by a slight time lag as shown rises rapidly, eventually exceeding the limit vehicle speed V _max Overshoot like. [0029] Further, after the throttle opening is fully closed during running, erected rapidly target vehicle speed to depresses the accelerator pedal 7 again until the limit speed V _max as shown in FIG. 4 (a) In this case, the current vehicle speed overshoots again as shown. The present invention is intended to eliminate the overshoot only by throttle control (more specifically, target vehicle speed control). The operation of the throttle control device according to the present invention will now be described with reference to FIG. A description will be given based on the flowchart shown and the timing charts shown in FIGS. When the occupant depresses the accelerator pedal 7 to the fully open position of the throttle when starting, the throttle opening changes as shown in FIG. 4 (b), and the throttle opening starts to decrease at a timing earlier by ΔT than in the prior art. I do. In the target vehicle speed control, first,
The target head striking speed V lower than the limit vehicle speed V _max and the accelerator vehicle speed (the vehicle speed determined with respect to the accelerator opening, which is the same as the conventional target vehicle speed (see FIG. 4A)) are respectively expressed by the following equations. (Step 1 in FIG. 3). ## EQU1 ## Target head striking speed (V) = intermediate vehicle speed (V _m ) + constant α (1) accelerator vehicle speed = accelerator opening × speed conversion coefficient β (2) The intermediate vehicle speed V _m are those that optimum value is obtained by experiment, the target levels off vehicle speed V is constant α is (≧ 0) by set higher than the intermediate vehicle speed V _m. Further, the accelerator vehicle speed is obtained as shown in FIG. 4B with respect to the accelerator opening, and linearly and rapidly _rises up to the limit vehicle speed Vmax similarly to the conventional target vehicle speed (see FIG. 4A). After that,
It is held to the limit vehicle speed V _max. Next, the current vehicle speed obtained in the current vehicle speed calculation processing unit 53 (see FIG. 2) of CPU48 said intermediate vehicle speed V _m or more, and, whether the accelerator the vehicle speed is the target levels off vehicle speed V or Is determined (STEP 2 in FIG. 3),
In the initial stage of starting when the accelerator vehicle speed is lower than the target heading vehicle speed V, the determination result in STEP 2 is “NO”, so the processing proceeds to STEP 3, and in STEP 3, the target vehicle speed is higher than the target heading vehicle speed V, and , current vehicle speed is smaller than the intermediate speed V _m, and, whether the accelerator the vehicle speed is greater than the intermediate speed V _m is determined. The accelerator the vehicle speed is at a lower starting early than the middle vehicle speed V _m is, since the result is "NO" determination in STEP3, the process proceeds to STEP4, the target vehicle speed is set to the accelerator speed, the state goal The vehicle speed is maintained until it reaches the target heading vehicle speed V (STEP 5). The change over time of the target vehicle speed at this time is indicated by a straight line a in FIG. When the target vehicle speed reaches the target heading vehicle speed V, the determination result in STEP 5 becomes "YES", and FIG.
As shown by the straight line b in FIG. 6B, the target vehicle speed is temporarily set to the target heading vehicle speed V for a predetermined time (STEP 6). The current vehicle speed by controlling the target vehicle speed as described above increases, as shown in FIG. 4 (b), when the current vehicle speed is finally reached in the middle vehicle speed V _m, the determination result in STEP2 is "YES ”, The process proceeds to STEP 7, and determines whether the average acceleration α _{av of the} vehicle is“ 0 ”or more (α _av ≧ 0)
It is determined whether or not. Here, the average acceleration α _av is calculated based on the current vehicle speed V _i (i =
The accelerations α _i (i = 1, 2, to 5) obtained by differentiating 1, 2, to 5) with respect to time t are calculated by averaging. Α _i = dV _i / dt (i = 1,2,１，２5) (3) α _av = Σα _i / 5 (4) Thus, at the time of start, FIG. Since the vehicle speed is currently increasing as shown in FIG. 7, the average acceleration α _av ≧ 0 calculated by the above equation (4) is satisfied, and the determination result in STEP 7 is “Y
ES ", and the process proceeds to STEP 8, the target vehicle speed is up by V ₀ to the accelerator speed (vehicle speed limit V _max), therefore, as shown by the straight line c in FIG. 4 (b), current vehicle speed intermediate vehicle speed V _m , the target vehicle speed is changed from the target heading vehicle speed V to the accelerator vehicle speed (limit vehicle speed V).
_max) until titrated, when the target vehicle speed reaches the accelerator speed (vehicle speed limit V _max), as shown by the straight line d in FIG. 4 (b), the value is an accelerator speed (vehicle speed limit V
_max ). [0039] As described above, the time when starting to fully open the accelerator, the target vehicle speed is temporarily set to a low target plateau vehicle speed V than the limit vehicle speed V _max, the current vehicle speed reaches the middle speed V _m the target vehicle speed from the accelerator speed to be gradually increased until the (limit vehicle speed V _max), FIG. 4 (b) are shown as current vehicle speed accelerator speed (vehicle speed limit V _max)
To prevent overshoot. And
In the present embodiment, since the overshoot of the current vehicle speed can be prevented only by the throttle control (target vehicle speed control), it is possible to realize a smooth start of the vehicle without reducing reliability or deteriorating energy efficiency. Can be. Next, straight line when the throttle is fully closed, the target vehicle speed Fig. 4 (b) for the occupant releases the accelerator pedal 7 while the vehicle is traveling at the accelerator speed (vehicle speed limit V _max) As shown by e, the vehicle speed decreases with the accelerator vehicle speed (STEP 10), and accordingly, the current vehicle speed also decreases. Then, when the occupant depresses the accelerator pedal 7 to the fully open position of the throttle, the same as when starting, the STEP
Both the determination results in steps 2 and 3 are "NO", and the target vehicle speed is set to the accelerator vehicle speed (STEP 4).
Up to this point, it is suddenly started along the straight line f in FIG. 4B (STEP 5). [0041] In Thus, when the accelerator speed while the current vehicle speed has not decreased to the intermediate vehicle speed V _m reaches the target level off vehicle speed V, the order determination result in STEP2 is "YES", the processing in STEP7 move on. At this time, since the vehicle is decelerating and the current vehicle speed is decreasing as shown in FIG. 4B, the average acceleration of the vehicle is α _av <0. Therefore, the determination result in STEP 7 is “NO”. next, the process proceeds to STEP7, the target vehicle speed is larger V ₁ (> V ₀₎ by being up than V _0. Then, since the current vehicle speed changes from deceleration to acceleration and the average acceleration α _av ≧ 0, the result of the determination in STEP 7 is “YE
S ", and thereafter to the target vehicle speed reaches the acceleration speed (vehicle speed limit V _max), the target vehicle speed is a small value V ₀ (<V ₁₎ by the up than V ₁ (STEP 8). That is, after the target vehicle speed reaches the target head striking vehicle speed V, the target vehicle speed is changed from the deceleration to the acceleration and the average vehicle acceleration α _av ≧ 0 until the target vehicle speed is as shown in FIG. Straight line g
4, the accelerator response at the reacceleration is increased, and thereafter the straight line h in FIG.
, The current vehicle speed also increases relatively slowly, and overshooting of the current vehicle speed during reacceleration is prevented. When the target vehicle speed reaches the accelerator vehicle speed (limit vehicle speed V _max ), the result of the determination in STEP 9 is “Y
4B, the target vehicle speed is set to the accelerator vehicle speed (limit vehicle speed V _max ) (STEP 10), and the vehicle travels at the accelerator vehicle speed (limit vehicle speed V _max ). I do. Next, after the vehicle has started and the current vehicle speed has reached the accelerator vehicle speed (limit vehicle speed V _max ), for example, 10 °
The throttle control when the vehicle runs on an uphill with the above gradient will be described with reference to a timing chart shown in FIG. When the current vehicle speed reaches the accelerator vehicle speed (limit vehicle speed V _max ) after the vehicle starts, the target vehicle speed is set to the accelerator vehicle speed (limit vehicle speed V _max ) (FIG. 3).
However, when the vehicle travels uphill, the current vehicle speed gradually decreases as shown in FIG. 5 and eventually decreases to the target vehicle speed, the result of the determination in STEP 3 in FIG. 3 is “YES”.
Since the process proceeds to STEP12,13, the target vehicle speed is gradually decreased by V ₀ from the accelerator speed (vehicle speed limit V _max) to the target levels off vehicle speed V. [0046] That is, when the vehicle is traveling uphill after starting, the current vehicle speed is middle speed V target vehicle speed as indicated by the straight line j in FIG. 5 until it reaches the _m accelerator speed (vehicle speed limit V _max) After that, the target vehicle speed is
Along the straight line k. In the present embodiment,
Although the target vehicle speed increase ratio in STEP 8 and the target vehicle speed increase ratio in STEP 12 are both set to V ₀ , it goes without saying that both may be set to different values. When the target vehicle speed decreases to the target head striking speed V, the target vehicle speed is set to the target head striking speed V (STEP
14) Then, that state is maintained (see the straight line m in FIG. 5). [0048] As described above, according to this embodiment, is gradually reduced target vehicle speed to the intermediate speed V _m when the vehicle speed is now lowered to the intermediate vehicle speed V _m while the vehicle is traveling on an uphill Therefore, overshooting of the vehicle speed when the vehicle travels on a horizontal road or a downhill is prevented thereafter. Although the present embodiment has been described with reference to a case where the present invention is applied to an automatic traveling vehicle such as a golf car, the present invention is applicable to any vehicle that travels by the driving force of an engine. . As is apparent from the above description, according to the present invention, for example, when the vehicle is started with the accelerator fully opened, the target vehicle speed is once reduced to the target head striking vehicle speed lower than the maximum set vehicle speed. The target vehicle speed is gradually increased to the maximum set vehicle speed from the time when the current vehicle speed reaches the intermediate vehicle speed. The effect is obtained that the vehicle can be smoothly started only by the throttle control without causing the deterioration of the vehicle speed. Further, according to the present invention, when the current vehicle speed is reduced to the intermediate vehicle speed while the vehicle is traveling uphill, for example, the target vehicle speed is gradually reduced to the target head striking vehicle speed. Has the effect of preventing overshoot of the vehicle speed when traveling on a horizontal road or downhill.

BRIEF DESCRIPTION OF THE DRAWINGS FIG. 1 is a block diagram showing a configuration of an automatic traveling vehicle including a throttle control device according to the present invention. FIG. 2 is a block diagram illustrating a configuration of a controller of an automatic traveling vehicle including the throttle control device according to the present invention. FIG. 3 is a flowchart for explaining the operation (target vehicle speed control) of the throttle control device according to the present invention. 4A is a diagram showing changes in various speeds in vehicle speed control by a conventional throttle control device, and FIG. 4B is a diagram showing changes in various speeds in vehicle speed control by a throttle control device according to the present invention (deceleration after starting). FIG. FIG. 5 shows changes in various speeds in vehicle speed control by the throttle control device according to the present invention (when traveling uphill after starting).
FIG. [Description of Signs] 7 Accelerator pedal 11 Controller 14 Throttle motor (actuator) 34 Accelerator opening detection sensor 35 Throttle opening detection sensors 41, 42 Vehicle speed sensor

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Claims (1)

(57) [Claims 1] A difference between a current vehicle speed detected by a vehicle speed sensor and a target vehicle speed determined according to an accelerator operation amount is determined, and an actuator is driven according to the difference. In the throttle control device for a vehicle that controls the throttle opening, when the throttle is opened to a value equal to or greater than the set opening, the target vehicle speed is once set to a target heading vehicle speed lower than the maximum set vehicle speed,
When the current vehicle speed reaches an intermediate vehicle speed set to a value equal to or smaller than the target head striking vehicle speed, the target vehicle speed is gradually increased to a maximum set vehicle speed , and the current vehicle speed is increased to the intermediate vehicle speed.
If the vehicle speed drops to
Throttle control device for a vehicle, characterized in that that.