JPH01114547A - Constant speed traveling controller for vehicle - Google Patents

Abstract

PURPOSE:To always obtain a prescribed deceleration speed, following to the load variation, etc., by correcting the aimed throttle opening degree so that the deceleration speed becomes a prescribed value by a deceleration speed correcting means on the basis of the deceleration detection signal, in the deceleration control. CONSTITUTION:A constant speed traveling control means C drives a throttle valve A through a throttle control means B according to the difference between an aimed car speed set by a car speed setting means G and the actual car speed detected by a car speed detecting means F, and controls the output of an engine E to the value for realizing the aimed car speed. In the deceleration control, a deceleration control means D sets an aimed throttle opening degree, and drives the throttle valve A through the throttle control means B, and a deceleration speed correcting means H corrects the aimed throttle opening degree set by the deceleration speed control means D so that the deceleration speed becomes a prescribed value on the basis of the deceleration speed of the vehicle which is detected by a detecting means J. Therefore, even if the change of the traveling state such as the traveling on an ascent or descent or the change of gear position occurs, the deceleration control with a prescribed deceleration speed can be executed.

Description

DETAILED DESCRIPTION OF THE INVENTION (Industrial Field of Application) The present invention relates to a constant speed driving control device for driving a vehicle at a set speed.

(Prior art) Conventionally, as a constant speed running device for a vehicle, the opening of the engine throttle valve is adjusted by an actuator, and the throttle opening is controlled by vehicle speed feedback in response to the deviation between the actual vehicle speed and the target vehicle speed. There is a known system in which the vehicle is driven at a set speed by doing so (for example, see Japanese Patent Laid-Open No. 58-39312). That is, once the target vehicle speed is set, feedback control is performed via the engine output by comparing it with the actual vehicle speed so as to maintain this target vehicle speed without operating the accelerator pedal.

Further, some of the above constant speed driving controls have a function of controlling the throttle opening degree and decelerating the vehicle without operating the accelerator pedal even during deceleration accompanying a deceleration operation to lower the target vehicle speed.

(Problem to be Solved by the Invention) However, in the above-mentioned constant speed driving control, for example, the vehicle is decelerated by deceleration operation of the coast switch, and the constant speed driving control is performed using the vehicle speed when the coast switch is turned off as the target vehicle speed. During deceleration under automatic speed control, as in the case of shifting to feedback control, the deceleration may change in response to the driving state of the vehicle, resulting in a deceleration state that deviates from the deceleration requested by the driver.

In other words, the deceleration of a vehicle is determined by the fact that the load acting on the engine changes when the road surface conditions change, such as when going uphill or downhill, and the engine brake that acts changes when the gear position of the transmission changes. Therefore, even if the engine throttle opening is set to a predetermined value (for example, O), the actual deceleration of the vehicle will vary depending on the driving condition.
For example, the deceleration is high on an uphill slope, and low on a downhill slope, resulting in a decrease in vehicle speed controllability and follow-up performance.

SUMMARY OF THE INVENTION In view of the above circumstances, it is an object of the present invention to provide a constant speed cruise control device for a vehicle that improves vehicle speed controllability and tracking ability during deceleration. (Means for solving the problem) In order to achieve the above object, the constant speed cruise control device of the present invention has the following features:
It is equipped with constant speed driving control means that performs constant speed driving control to maintain the target vehicle speed by outputting a target throttle opening calculated by feedback control based on the deviation between the actual vehicle speed and the target vehicle speed, and a deceleration device that reduces the target vehicle speed. a deceleration control means that performs deceleration control by outputting a target throttle opening degree during deceleration associated with operation; a deceleration detection means that detects vehicle body deceleration during deceleration; and a deceleration correction means for correcting the target throttle opening degree by the deceleration control means so that the amount becomes a predetermined value.

FIG. 1 is an overall configuration diagram for clearly showing the configuration of the present invention.

The engine E of the vehicle is provided with a throttle control means B that adjusts the opening of the throttle valve A, and the throttle control means B includes a constant speed driving control means C1 that performs constant speed driving control of the vehicle speed. A target throttle opening signal is output from the control means, and the throttle valve A is driven to the target throttle opening to set the engine E in a predetermined output state and control the vehicle speed. Inputs signals from the vehicle speed detecting means F for detecting the actual vehicle speed and the vehicle speed setting means G for setting the target vehicle speed, and calculates and sets the target throttle opening degree by feedback control based on the deviation between the actual vehicle speed and the target vehicle speed. A control signal corresponding to the above is output to the throttle control means B to perform constant speed driving control so as to maintain the target vehicle speed.

Further, during deceleration control by the deceleration control means, the deceleration correction means H corrects the target throttle opening so that the deceleration during deceleration becomes a predetermined value,
This is to perform deceleration control to decelerate at a predetermined deceleration. The deceleration correction means H is outputted with a detection signal of the vehicle speed change from the deceleration detection means J or the deceleration of the vehicle during deceleration by the deceleration sensor, and the target throttle opening is adjusted so that this deceleration becomes a predetermined value. This is to correct.

(Function) In the constant-speed running control device for a vehicle as described above, during deceleration control using the target throttle opening output from the deceleration control means, a correction signal is sent from the deceleration correction means so that the detected deceleration becomes a predetermined value. The output corrects the target throttle opening and performs deceleration control to decelerate at a predetermined deceleration, so that the predetermined deceleration is always obtained by following changes in road surface conditions, gear position, etc. when the vehicle is running, and the vehicle speed is Control and tracking performance have been improved.

(Example) The present invention will be described in detail below with reference to the drawings.

FIG. 2 is an overall configuration diagram of a specific example. In this embodiment, the engine output is controlled by a throttle control that electrically controls the opening degree of the throttle valve according to the amount of depression of the accelerator pedal, and constant speed driving is controlled. An example of vehicle speed control using an automatic transmission equipped with a speed change control means that performs switching control will be described below.

A throttle valve 3 for adjusting the amount of intake air is interposed in an intake passage 2 of the engine 1, and the throttle valve 3 is driven to open and close by a throttle actuator 4 such as a DC motor. The automatic transmission 5 also includes a plurality of shift solenoids 68.
- 6c and a lock-up solenoid 7, and the hydraulic circuit is switched by a combination of turning on and off the transmission solenoids 6a to 6C, and a plurality of hydraulic engagement elements are selectively engaged, so that a plurality of transmission mechanisms can be operated. The gear is changed to the following gear position. Further, a lock-up clutch (not shown) in the torque converter is engaged or released by turning on or off the lock-up solenoid 7.

A controller 8 is provided which outputs a throttle control signal a1, a shift control signal and a lock-up control signal C to the throttle actuator 4 and the solenoids 6a to 6c and 7 of the automatic transmission 5, respectively. The controller 8 includes a vehicle speed signal Vn from a vehicle speed sensor 9 that detects the vehicle speed, an accelerator opening signal α from an accelerator sensor 11 that detects the amount of depression of the accelerator pedal 10 (accelerator opening), and a brake operation. A brake signal BR from the brake switch 12 that detects the opening of the throttle valve 3, a throttle opening signal TH from the throttle sensor 13 that detects the opening of the throttle valve 3, and a gear position signal from the gear position sensor 14 that detects the shift position of the transmission 5. GP and the shift mode signal M from the mode switch 15 are respectively input, and operation signals (ON, 0FF) are input from the main switch 16, set switch 17, resume switch 18, and coast switch 19 as constant speed driving operation switches. are input respectively.

Next, the processing of the controller 8 will be explained according to a flowchart.

FIG. 3 shows the main routine, in which the controller 8 performs a predetermined system initialization (step Sl) at the start of operation, reads detection signals from the various sensors, and inputs various information necessary for control from these ( S
2).

Step S3 is automatic speed control (AS) including constant speed driving control.
It is determined whether or not the conditions for starting C) are satisfied.The starting conditions for this automatic speed control are that the main switch 16 is on, the shift position is in the D range, and the vehicle speed Vn is at the set value ( For example, in the case of 401u++/h) or more. Further, the conditions for canceling the automatic speed control are when the above-mentioned start condition is not satisfied or when the brake is activated.

Then, when this automatic speed control condition is satisfied, the automatic speed control is started, and the set switch 17 and the resume switch 18
, performs mode setting control such as vehicle speed feedback control mode, acceleration mode, etc. in response to coast switch 19 operation, accelerator and brake operation (S4), and performs setting control of target throttle opening To corresponding to each mode (S4).
S5).

Furthermore, if the automatic speed control conditions are not satisfied, the routine shifts to normal throttle control, and the throttle opening degree To is set and controlled based on the accelerator operation amount (S6).

The throttle control signal a corresponding to the target throttle opening To set in step S5 or S6 as described above is output to the throttle actuator 4 (S7), the throttle valve 3 is operated to the target opening TO, and the vehicle speed V
n, each solenoid 6a to 6c of the automatic transmission 5 by setting the gear position according to the throttle opening TH, the accelerator opening α, etc.
Performs speed change control to output control signals S and C to S7.
8).

Furthermore, an acceleration timer Tae is used to perform delay processing, which will be described later.
(S9), and the above routine is executed every predetermined time (for example, 30 m5ec).

FIG. 4 shows a mode setting subroutine for automatic speed control in step S4 of the main routine. In step SlO, which corresponds to step S3 of the main routine, it is determined whether or not the automatic speed control start condition is satisfied, and when the automatic speed control condition is satisfied, the ON state of the set switch 17 is determined (5ll), If it is turned on, set the start flag SF (512), and set the acceleration timer T.
It is determined whether the ac reset condition is met, that is, whether the target vehicle speed VO has not been set so far (313).
.

For example, if the target vehicle speed Vo is to be set by the current operation of the set switch 17 immediately after the main switch 16 is operated or after the automatic speed control is canceled by the brake operation, the acceleration timer is set in step S14. Reset Tac to 0. Also, since the brake release state is ended, the brake release flag BF should be reset (S15), and the target vehicle speed vO should be updated with the actual vehicle speed Vn (51B), so that the updated vehicle speed when the set switch 17 is turned off is The set target vehicle speed becomes vO.

When the target vehicle speed Vo is set as described above, the brake and accelerator are not operated (318, 519) as it is determined that the start flag SF is set in step S17, and the set switch 17 is determined to be under automatic speed control. If the coast switch 19 and the resume switch 18 are not operated, the vehicle speed feedback control mode (2) (constant speed running control) is entered by a No determination in steps S20 to S24.

Although the detailed routine of this vehicle speed feedback control mode (■) is not shown, the target vehicle speed Vo is achieved by Pl-PD calculation etc. based on the deviation between the actual vehicle speed Vn and the target vehicle speed vO, the amount of change in the actual vehicle speed Vn, etc. Feedback control is performed to calculate the necessary throttle opening Tv and set it as the target throttle opening To.

Furthermore, if the brake is operated during the vehicle speed feedback control, the brake release flag BF is set according to the determination in step SlB (525), the mode shifts to normal throttle control mode I, and the vehicle speed feedback control is stopped (525).
S24). Even if the automatic speed control conditions are not satisfied in step SIO, each flag is reset (S27
)L, and also when the determination in step S17 is NO and the target vehicle speed Vo is not set, the routine shifts to the normal throttle control mode I. Although the detailed routine of this normal throttle control mode I is not shown, it detects the accelerator opening α, selects the map corresponding to the speed change mode M (economy, normal, power) and when the accelerator is released, and controls the accelerator opening α The basic throttle opening degree Tb corresponding to the gear position is determined, and various corrections such as accelerator depression speed correction, vehicle speed correction, and water temperature correction are performed on this to set the target throttle opening degree To.

Furthermore, when the accelerator operation is performed by a predetermined value (α-5%) or more during constant speed driving control, if the brake is not being released as determined in step S19 (82B), step 5
At step 29, the accelerator acceleration flag AF is set, and the mode shifts to accelerator acceleration mode ■. Although the detailed routine of this accelerator acceleration mode (■) is not shown, the throttle opening Tv corresponding to the target vehicle speed Vo in the previous vehicle speed feedback control is input, and the basic throttle opening Tb corresponds to the depressed accelerator opening α. is determined, and the target throttle opening degree To is set by the sum of the two.

Next, set switch 1 is pressed during vehicle speed feedback control.
7 is operated, set switch operation processing A is performed by YES determination in step S20.

Although this set switch operation processing A is not shown, in response to the ON operation of the set switch 17, it is determined whether or not the acceleration timer Tac exceeds a set value (delay time), and if the value is exceeded, an acceleration request is made. Set the shift flag for downshifting and shift to acceleration mode. The above acceleration mode is a flat ground steady running throttle opening T' with respect to the current target throttle opening Tv and the actual vehicle speed Vn.
The load compensation opening Tdis corresponding to the slope driving condition is calculated from the difference between the Tdis and the throttle opening Tdis for constant acceleration on flat ground. Target throttle opening To
Set.

Furthermore, in vehicle speed feedback control, when the automatic speed control is canceled due to brake operation, the target vehicle speed V
When the resume switch 18 is turned on in order to reset o to the original setting value, a YES determination in step S22 causes a transition to resume switch operation C. Although details of this resume switch operation C are not shown, first, it is checked whether the brake is being released or not, and the resume flag RF is set. By setting this resume flag RF,
YE in step S23 while accelerating to the original target vehicle speed Vo
The S judgment is maintained and the resume operation is maintained. continue,
The deviation between the target vehicle speed Vo and the actual vehicle speed Vn is a predetermined value (for example, 3
1v/h), and if it has not converged, shift to acceleration mode and set the target throttle opening To to accelerate the vehicle at a constant acceleration up to the target vehicle speed VO. This is what you set.

Next, in the vehicle speed feedback control, when the coast switch 19 is turned on for deceleration, the coast switch operation process B is performed by a YES determination in step S21 of the routine shown in FIG. The details of this coast switch operation processing B are shown in FIG. 5. In response to the ON operation of the coast switch 19, the target vehicle speed VO is updated in accordance with the deceleration of the vehicle speed (530), and is used for transitioning to vehicle speed feedback control. , the throttle opening T con during steady running on flat ground corresponding to the actual vehicle speed Vn is set as the target throttle opening T
Assign it to v and shift to coast mode V.

In this coast mode, as shown in FIG. 6, the actual vehicle speed Vn is input sequentially while operating the coast switch (532).
The current deceleration An is the current actual vehicle speed Vn and the previous actual vehicle speed V.
Find it from the difference from n-1 (S33), step S34
The deviation En between the current deceleration An and the target deceleration Bn is
is calculated, and step S3 is performed so that this deviation En becomes small.
5, the target throttle opening degree To is set.

The target throttle opening To is calculated by adding the previously set target throttle opening To to an integral term (
It is obtained by calculating the feedback amount by adding a proportional term (P element) and a differential term (D element). Then, the throttle valve 3 is closed to the target throttle opening To to perform deceleration, and the actual vehicle speed Vn when the coast switch 19 is turned off is
is set to the target vehicle speed Vo and returns to vehicle speed feedback control.

Next, FIG. 7 shows a speed change control subroutine in step S8 of the main routine, in which it is determined in step 840 whether or not automatic speed control is being performed. If the accelerator is not operated, the set switch 17, coast switch 19, and resume switch 18 are not operated, and the brake is not being released and the accelerator has not been accelerated,
In step S47, vehicle speed feedback shift control is performed,
Switching between 3rd speed and 4th speed is controlled according to vehicle speed Vn and throttle opening TH. Further, after accelerating the accelerator (846), the deviation between the target vehicle speed VO and the actual vehicle speed Vn is a predetermined value (for example, 2
km/h), the accelerator acceleration flag AF
(S48.549), and performs vehicle speed feedback shift control.

On the other hand, even during automatic speed control, if the accelerator opening α exceeds a predetermined value (S41), or if the brake is being released (S
45) If the vehicle speed has not converged after accelerating the accelerator (
34g) and when not under automatic speed control (S 40)
In step 370, normal speed change control is performed, and this normal speed change control is performed based on a speed change pattern according to vehicle speed vn and accelerator opening α.

When the set switch 17 is operated for acceleration while the vehicle speed feedback shift control is being performed, a YES determination in step S42 causes the process to proceed to step S51, where set shift control is performed. This set shift control is for downshifting the gear stage from 4th gear to 3rd gear. moreover,
If the resume switch 18 is operated to reset the target vehicle speed after the brake is released, and the resume operation is in progress,
If YES is determined in step S44, the process proceeds to step 353, where resume shift control is performed. This resume shift control is to downshift the gear stage to third speed and bring the vehicle into an acceleration state.

Further, when the coast switch 19 is operated for deceleration, a YES determination in step S43 causes a step S52 to be performed.
Proceed to and perform coast shift control. This coast shift control is to downshift the gear stage to 3rd speed and increase engine braking.

According to the above embodiment, when shifting to coast mode (deceleration mode) in response to operation of the coast switch 19, the deceleration An of the vehicle is detected from a change in vehicle speed, and the detected deceleration An is set to a predetermined value Bn. Target throttle opening TO
By performing feedback correction, the vehicle is decelerated at a constant deceleration in response to load fluctuations during deceleration.

In addition, when performing deceleration feedback as described above, a dead zone is provided for the deviation En between the detected deceleration An and the target acceleration Bn, and if the deviation En increases in the positive or negative direction outside of this dead zone, The control system may be simplified such that the target throttle opening degree To is corrected and set by reading from a table in which the correction coefficient Cn is set to a value larger than 1 or a value smaller than 1.

Alternatively, a deceleration sensor may be installed to detect the deceleration of the vehicle during deceleration, and feedback control of the target throttle opening may be performed so that the detected deceleration becomes the target deceleration.

(Effects of the Invention) According to the present invention as described above, during deceleration control by setting a target throttle opening, a detected deceleration signal of the vehicle is output to the deceleration correction means so that the deceleration becomes a predetermined value. By correcting the target throttle opening in this way, even if there are changes in driving conditions such as climbing up or down from the road, or changes in gear position, etc., the vehicle can maintain a predetermined deceleration in response to the road surface conditions. It is possible to perform deceleration control so that the vehicle decelerates, and it follows changes such as load fluctuations to always obtain a predetermined deceleration, improving vehicle speed controllability,
It is possible to improve the following performance and obtain driving performance that meets the driver's requirements.

[Brief explanation of the drawing]

Fig. 1 is an overall configuration diagram to clarify the configuration of the present invention, Fig. 2 is a control system diagram in one embodiment, Fig. 3 is a main flowchart showing the overall control operation, and Figs. 4 to 7. is a flowchart of the main parts of each control section. E, 1...engine, A, 3...throttle valve, B...throttle control means, C...
... Constant speed traveling control means, D ... Deceleration control means, H ... Deceleration correction means, J ... Deceleration detection means, 8 ... ...Controller, 19...
...Coast switch. 1F Figure 3

Claims (1)

[Claims] (1) Constant speed of a vehicle equipped with constant speed driving control means that performs constant speed driving control to maintain the target vehicle speed by outputting a target throttle opening calculated by feedback control based on the deviation between the actual vehicle speed and the target vehicle speed. In the cruise control device, a deceleration control means performs deceleration control by outputting a target throttle opening degree during deceleration accompanying a deceleration operation to reduce a target vehicle speed; a deceleration detection means detects vehicle body deceleration during deceleration; A constant speed running control device for a vehicle, comprising: deceleration correction means for receiving a signal from the deceleration detection means and correcting a target throttle opening degree by the deceleration control means so that the deceleration becomes a predetermined value. .