JPH0221972B2 - - Google Patents
Info
- Publication number
- JPH0221972B2 JPH0221972B2 JP58000470A JP47083A JPH0221972B2 JP H0221972 B2 JPH0221972 B2 JP H0221972B2 JP 58000470 A JP58000470 A JP 58000470A JP 47083 A JP47083 A JP 47083A JP H0221972 B2 JPH0221972 B2 JP H0221972B2
- Authority
- JP
- Japan
- Prior art keywords
- vehicle speed
- speed
- control
- gear
- gear position
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Expired - Lifetime
Links
- 238000002485 combustion reaction Methods 0.000 claims description 18
- 230000005540 biological transmission Effects 0.000 claims description 12
- 238000001514 detection method Methods 0.000 claims description 12
- 230000004044 response Effects 0.000 claims description 5
- 239000000446 fuel Substances 0.000 description 7
- 238000000034 method Methods 0.000 description 7
- 235000014676 Phragmites communis Nutrition 0.000 description 6
- FGUUSXIOTUKUDN-IBGZPJMESA-N C1(=CC=CC=C1)N1C2=C(NC([C@H](C1)NC=1OC(=NN=1)C1=CC=CC=C1)=O)C=CC=C2 Chemical compound C1(=CC=CC=C1)N1C2=C(NC([C@H](C1)NC=1OC(=NN=1)C1=CC=CC=C1)=O)C=CC=C2 FGUUSXIOTUKUDN-IBGZPJMESA-N 0.000 description 5
- 230000008859 change Effects 0.000 description 5
- 230000008569 process Effects 0.000 description 5
- 230000002159 abnormal effect Effects 0.000 description 4
- 230000005856 abnormality Effects 0.000 description 3
- 238000010586 diagram Methods 0.000 description 3
- 238000012544 monitoring process Methods 0.000 description 3
- 230000008901 benefit Effects 0.000 description 2
- 230000006870 function Effects 0.000 description 2
- 230000004043 responsiveness Effects 0.000 description 2
- GNFTZDOKVXKIBK-UHFFFAOYSA-N 3-(2-methoxyethoxy)benzohydrazide Chemical compound COCCOC1=CC=CC(C(=O)NN)=C1 GNFTZDOKVXKIBK-UHFFFAOYSA-N 0.000 description 1
- 238000013459 approach Methods 0.000 description 1
- 230000000694 effects Effects 0.000 description 1
- 230000005415 magnetization Effects 0.000 description 1
- 238000004519 manufacturing process Methods 0.000 description 1
- 230000007246 mechanism Effects 0.000 description 1
Classifications
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
- B60K31/00—Vehicle fittings, acting on a single sub-unit only, for automatically controlling vehicle speed, i.e. preventing speed from exceeding an arbitrarily established velocity or maintaining speed at a particular velocity, as selected by the vehicle operator
- B60K31/02—Vehicle fittings, acting on a single sub-unit only, for automatically controlling vehicle speed, i.e. preventing speed from exceeding an arbitrarily established velocity or maintaining speed at a particular velocity, as selected by the vehicle operator including electrically actuated servomechanism including an electric control system or a servomechanism in which the vehicle velocity affecting element is actuated electrically
- B60K31/04—Vehicle fittings, acting on a single sub-unit only, for automatically controlling vehicle speed, i.e. preventing speed from exceeding an arbitrarily established velocity or maintaining speed at a particular velocity, as selected by the vehicle operator including electrically actuated servomechanism including an electric control system or a servomechanism in which the vehicle velocity affecting element is actuated electrically and means for comparing one electrical quantity, e.g. voltage, pulse, waveform, flux, or the like, with another quantity of a like kind, which comparison means is involved in the development of an electrical signal which is fed into the controlling means
- B60K31/042—Vehicle fittings, acting on a single sub-unit only, for automatically controlling vehicle speed, i.e. preventing speed from exceeding an arbitrarily established velocity or maintaining speed at a particular velocity, as selected by the vehicle operator including electrically actuated servomechanism including an electric control system or a servomechanism in which the vehicle velocity affecting element is actuated electrically and means for comparing one electrical quantity, e.g. voltage, pulse, waveform, flux, or the like, with another quantity of a like kind, which comparison means is involved in the development of an electrical signal which is fed into the controlling means where at least one electrical quantity is set by the vehicle operator
- B60K31/045—Vehicle fittings, acting on a single sub-unit only, for automatically controlling vehicle speed, i.e. preventing speed from exceeding an arbitrarily established velocity or maintaining speed at a particular velocity, as selected by the vehicle operator including electrically actuated servomechanism including an electric control system or a servomechanism in which the vehicle velocity affecting element is actuated electrically and means for comparing one electrical quantity, e.g. voltage, pulse, waveform, flux, or the like, with another quantity of a like kind, which comparison means is involved in the development of an electrical signal which is fed into the controlling means where at least one electrical quantity is set by the vehicle operator in a memory, e.g. a capacitor
- B60K31/047—Vehicle fittings, acting on a single sub-unit only, for automatically controlling vehicle speed, i.e. preventing speed from exceeding an arbitrarily established velocity or maintaining speed at a particular velocity, as selected by the vehicle operator including electrically actuated servomechanism including an electric control system or a servomechanism in which the vehicle velocity affecting element is actuated electrically and means for comparing one electrical quantity, e.g. voltage, pulse, waveform, flux, or the like, with another quantity of a like kind, which comparison means is involved in the development of an electrical signal which is fed into the controlling means where at least one electrical quantity is set by the vehicle operator in a memory, e.g. a capacitor the memory being digital
Landscapes
- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Transportation (AREA)
- Mechanical Engineering (AREA)
- Control Of Driving Devices And Active Controlling Of Vehicle (AREA)
- Controls For Constant Speed Travelling (AREA)
- Control Of Vehicle Engines Or Engines For Specific Uses (AREA)
- Control Of Velocity Or Acceleration (AREA)
Description
【発明の詳細な説明】
本発明は車速制御装置に関し、更に詳細に述べ
ると、内燃機関を駆動源とする車輛の速度を所望
の速度に制御する車速制御装置に関する。DETAILED DESCRIPTION OF THE INVENTION The present invention relates to a vehicle speed control device, and more particularly, to a vehicle speed control device that controls the speed of a vehicle using an internal combustion engine as a drive source to a desired speed.
一般に、この種の車速制御装置は、車速検出器
によりその時々の車速値を示す信号を得、該信号
によつて示される車速値が所要の値となるよう機
関速度を制御するように構成されている。このよ
うな目的で使用されてきている従来の車速検出器
は、リードスイツチと磁石とから成り、車速計の
ケーブルの回転数に応じた周波数のパルス信号を
出力するように構成されており、車速制御装置
は、このパルス信号の周期に基づいて演算された
その時々の車速値を示すデータに従つて車速の制
御を行なうようになつている。上述の構成の車速
検出器は簡便ではあるが、磁石の各磁極の着磁位
置間隔が不均一となつているため、リードスイツ
チの開閉に従つて出力されるパルス信号に基づい
て、機関等の制御をデイジタル的に行なおうとし
ても、着磁の不均一に起因して走行速度のハンチ
ング、目標値からのずれ等の制御誤差が生じ、走
行速度に対する制御精度の低下の原因となつてい
た。この不具合いを除去するには、磁石の磁極の
着磁位置の精度を向上させればよいが、このよう
な磁石は非常に高価であり、製造コストの大巾な
増大を招くという別の不具合を生じる。また、磁
石が１回転した場合のパルス信号の周期に基づい
て車速の演算を行なえば、磁石の磁極の着磁位置
の精度が検出された車速の精度に影響することは
ないが、車速の検出周期が長くなつてしまうた
め、所望のデイジタル制御が迅速になされず、結
局、制御精度の低下をもたらすこととなる。 Generally, this type of vehicle speed control device is configured to obtain a signal indicating the current vehicle speed value from a vehicle speed detector and control the engine speed so that the vehicle speed value indicated by the signal becomes a desired value. ing. Conventional vehicle speed detectors that have been used for this purpose consist of a reed switch and a magnet, and are configured to output a pulse signal with a frequency that corresponds to the number of rotations of the vehicle speedometer cable. The control device is configured to control the vehicle speed in accordance with data indicating the vehicle speed value at each time calculated based on the period of this pulse signal. Although the vehicle speed detector with the above configuration is simple, since the distance between the magnetized positions of each magnetic pole of the magnet is uneven, it is possible to detect the speed of the engine etc. based on the pulse signal output as the reed switch opens and closes. Even if control is attempted digitally, control errors such as hunting in the running speed and deviation from the target value occur due to non-uniform magnetization, which causes a decrease in control accuracy for the running speed. . In order to eliminate this problem, it is possible to improve the accuracy of the magnetized position of the magnetic poles of the magnet, but such magnets are extremely expensive, and another problem arises in that this leads to a significant increase in manufacturing costs. occurs. Furthermore, if the vehicle speed is calculated based on the period of the pulse signal when the magnet rotates once, the accuracy of the magnetized position of the magnetic pole of the magnet will not affect the accuracy of the detected vehicle speed. Since the period becomes longer, desired digital control cannot be performed quickly, resulting in a decrease in control accuracy.
この不具合を解決するため、変速機構における
変速比を機械的に検出し、この検出された変速比
とその時の機関速度とにより、車速を演算するよ
うにした速度検出装置が提案されている。（特開
昭57−137861号公報）。 To solve this problem, a speed detection device has been proposed that mechanically detects the gear ratio in the transmission mechanism and calculates the vehicle speed based on the detected gear ratio and the engine speed at that time. (Japanese Unexamined Patent Publication No. 137861/1983).
しかし、この提案された速度検出装置では、変
速機において設定された変速比を機械的な構成に
よる装置を設けて検出するものであるから、変速
機内に変速位置検出用の機械的スイツチを設ける
等の必要があり、構成が複雑、高価となるという
問題点を有している。 However, since this proposed speed detection device detects the gear ratio set in the transmission by providing a device with a mechanical structure, it is necessary to provide a mechanical switch for detecting the gear shift position in the transmission. The problem is that the configuration is complicated and expensive.
また、車軸に車速計を装着することによつても
正確な車速検出を行なうことができるが、コスト
が大幅に増大することになり、経済性の面におい
て問題があつた。 Accurate vehicle speed detection can also be carried out by mounting a vehicle speed meter on the axle, but this results in a significant increase in cost, which poses a problem in terms of economic efficiency.
本発明の目的は、従つて、高価な車速センサを
設けることなく、車速を精度よく制御することが
できるようにした内燃機関車輛用の車速制御装置
を提供することにある。 SUMMARY OF THE INVENTION Therefore, it is an object of the present invention to provide a vehicle speed control device for an internal combustion engine vehicle that can accurately control vehicle speed without providing an expensive vehicle speed sensor.
上記目的を達成するための本発明の特徴は、内
燃機関を駆動源とする車輛の走行速度を所望の値
に制御するための車速制御装置において、前記内
燃機関の機関回転速度を検出する第１手段と、車
速を検出する第２手段と、第１及び第２手段に応
答し機関回転速度と車速とから変速機のその時々
のギヤ位置を検出する検出手段と、所望の目標車
速を設定する手段と、内燃機関の機関回転速度を
調節する調節手段と、第１手段と検出手段とに応
答し機関回転速度とその時のギヤ位置に従う変速
比との積から車速を計算する計算手段を含み計算
により得られた車速と上記目標車速とが一致する
ように調節手段を制御する制御手段とを備えた点
にある。 A feature of the present invention for achieving the above object is that in a vehicle speed control device for controlling the running speed of a vehicle using an internal combustion engine as a drive source to a desired value, a first means, second means for detecting the vehicle speed, detection means for detecting the current gear position of the transmission from the engine rotational speed and the vehicle speed in response to the first and second means, and setting a desired target vehicle speed. means for adjusting the engine rotational speed of the internal combustion engine; and calculation means responsive to the first means and the detection means for calculating the vehicle speed from the product of the engine rotational speed and the gear ratio according to the current gear position. and control means for controlling the adjusting means so that the vehicle speed obtained by the method and the target vehicle speed coincide with each other.
この構成によれば、車速センサが必要となる
が、ギヤ位置を上述の如くして検出するためにの
み使用するものであるから、精度は必要とせず、
従来の車速センサをそのまま用いることができ
る。 According to this configuration, a vehicle speed sensor is required, but since it is used only to detect the gear position as described above, accuracy is not required.
A conventional vehicle speed sensor can be used as is.
このように、変速機のギヤ位置と内燃機関速度
とに基づいて車速の制御を行なうので、車速の制
御精度は内燃機関の回転速度を検出する回転セン
サとの精度に依存することになる。一般に、機関
速度を検出する回転センサの検出精度は車速セン
サの検出精度よりも数段高いので、コストを増大
させることなく、従来の車速制御装置に比べて、
著しく制御精度の高い装置を構成することができ
る。 In this way, since the vehicle speed is controlled based on the gear position of the transmission and the internal combustion engine speed, the accuracy of controlling the vehicle speed depends on the accuracy of the rotation sensor that detects the rotational speed of the internal combustion engine. In general, the detection accuracy of a rotation sensor that detects engine speed is several steps higher than that of a vehicle speed sensor, so compared to conventional vehicle speed control devices, it can be used without increasing cost.
It is possible to construct a device with extremely high control accuracy.
以下、図示の実施例により本発明を詳細に説明
する。 Hereinafter, the present invention will be explained in detail with reference to illustrated embodiments.
第１図には、本発明による車速制御装置の一実
施例のブロツク図が示されている。車速制御装置
１は、内燃機関２を駆動源とする車輛３の車速
が、任意に設定された所望の目標車速になるよう
制御を行なうための装置であり、内燃機関２の回
転速度を検出するための車速センサ４と、車輛３
の車速を検出するための車速センサ５とを備えて
いる。回転センサ４は、内燃機関２のクランク軸
６に固着されたシグナルギヤプレート７と該シグ
ナルギヤプレート７に対向配置された電磁コイル
８とから成り、シグナルギヤプレート７の周囲に
形成された各コグが電磁コイル８に接近、離反す
る毎に電磁コイル８に電圧が誘起される公知のセ
ンサである。従つて、回転センサ４からは、内燃
機関２の回転速度に関連した時間間隔で出力され
るパルスから成るパルス列信号S1が出力され、対
応して設けられたインターフエース回路（Ｉ／
Ｏ）９において波形整形された後、第１信号S2と
して出力される。一方、車速センサ５は、変速機
１０を介して内燃機関２に連結される走行装置１
１の車速計のメーターケーブル（図示せず）に連
結されており、該メーターケーブルの回転に伴つ
て回動する磁石プレート１２と、リードスイツチ
１３とから成つている。磁石プレート１２は、図
示の如く、Ｎ極及びＳ極に交互に着磁されて成
り、メーターケーブルの回転に伴なつて回転し、
リードスイツチ１３をオン，オフせしめる。リー
ドスイツチ１３は、インターフエース回路（Ｉ／
Ｆ）１４の入力側に接続されており、その出力側
からはリードスイツチ１３のオン，オフに応答し
てレベルの変化する第２信号S3が出力される。上
記説明から判るように、第２信号S3は、その周期
が車速に関連して変化するパルス列信号である。 FIG. 1 shows a block diagram of an embodiment of a vehicle speed control device according to the present invention. The vehicle speed control device 1 is a device for controlling the vehicle speed of a vehicle 3 using an internal combustion engine 2 as a drive source to an arbitrarily set desired target vehicle speed, and detects the rotational speed of the internal combustion engine 2. vehicle speed sensor 4 and vehicle 3
It is equipped with a vehicle speed sensor 5 for detecting the vehicle speed. The rotation sensor 4 consists of a signal gear plate 7 fixed to the crankshaft 6 of the internal combustion engine 2 and an electromagnetic coil 8 disposed opposite to the signal gear plate 7. Each cog formed around the signal gear plate 7 This is a known sensor in which a voltage is induced in the electromagnetic coil 8 each time the electromagnetic coil 8 approaches or moves away from the electromagnetic coil 8. Therefore, the rotation sensor 4 outputs a pulse train signal S 1 consisting of pulses output at time intervals related to the rotation speed of the internal combustion engine 2, and the pulse train signal S 1 consisting of pulses output at time intervals related to the rotation speed of the internal combustion engine 2 is outputted from the corresponding interface circuit (I/
O) After being waveform-shaped in 9, it is output as the first signal S2 . On the other hand, the vehicle speed sensor 5 is connected to a traveling device 1 connected to an internal combustion engine 2 via a transmission 10.
The magnet plate 12 is connected to a meter cable (not shown) of a vehicle speedometer (not shown) and is comprised of a magnet plate 12 that rotates as the meter cable rotates, and a reed switch 13. As shown in the figure, the magnet plate 12 is alternately magnetized to N and S poles, and rotates as the meter cable rotates.
Turn the reed switch 13 on and off. The reed switch 13 is connected to an interface circuit (I/
F) 14, and its output side outputs a second signal S3 whose level changes in response to turning on and off of the reed switch 13. As can be seen from the above description, the second signal S3 is a pulse train signal whose period changes in relation to the vehicle speed.
内燃機関２の速度に関する情報を有する第１信
号S2と車速に関する情報を有する第２信号S3と
は、入出力回路（Ｉ／Ｏ）１５に入力され、ここ
で、各信号のその時々の周期を示す第１データ
D1と第２データD2とが２進のデイジタルデータ
として作成される。このようにして出力された第
１信号S2の周期を示す第１データD1と第２信号
S3の周期を示す第２データD2とは、中央処理装
置（CPU）１６によつてメモリ１７にストアさ
れる。 The first signal S 2 having information regarding the speed of the internal combustion engine 2 and the second signal S 3 having information regarding the vehicle speed are input to an input/output circuit (I/O) 15, where the respective signals are First data indicating the period
D1 and second data D2 are created as binary digital data. The first data D1 indicating the period of the first signal S2 output in this way and the second signal
Second data D 2 indicating the period of S 3 is stored in memory 17 by central processing unit (CPU) 16 .
中央処理装置１６には、車速を所定の目標車速
に制御するためのプログラムがストアされてお
り、制御パネル１８に設けられた各操作スイツチ
（図示せず）からの制御信号S4に応答して該プロ
グラムが実行される。中央処理装置１６において
は、車速を所要の目標速度とするのに必要な燃料
調節部材の位置が、各入力データD1，D2、及び
制御信号S4に基づいて演算され、中央処理装置１
６における演算結果は、内燃機関２の燃料調節部
材（図示せず）の調節位置を示す位置信号S5とし
て、入力装置１５から出力され、駆動回路１９に
入力される。駆動回路１９からは位置信号S5に応
答して駆動信号S6が出力され、図示しない燃料調
節部材に連結されているアクチエータ２０に印加
され、これにより燃料調節部材の調節位置が位置
信号S5に応じて制御される。 The central processing unit 16 stores a program for controlling the vehicle speed to a predetermined target vehicle speed, and responds to control signals S4 from each operation switch (not shown) provided on the control panel 18. The program is executed. In the central processing unit 16, the position of the fuel adjustment member necessary to bring the vehicle speed to the required target speed is calculated based on each input data D 1 , D 2 and the control signal S 4 .
The calculation result in step 6 is output from the input device 15 as a position signal S 5 indicating the adjustment position of the fuel adjustment member (not shown) of the internal combustion engine 2 and input into the drive circuit 19 . A drive signal S 6 is outputted from the drive circuit 19 in response to the position signal S 5 and is applied to an actuator 20 connected to a fuel adjustment member (not shown), thereby adjusting the adjustment position of the fuel adjustment member according to the position signal S 5 . controlled accordingly.
第２図ａ及び第２図ｂには、上述の車速制御の
ためのプログラムのフローチヤートが示されてい
る。先ず、ステツプａにおいて第１図に示した制
御系が正常であるか否かの判別を行ない、制御系
が正常であれば、ステツプｂにおいて第２データ
D2の読込みを行ない、第２データD2をメモリ１
７にストアし、第２データD2の値が予め定めら
れた正常な範囲内にあるか否かのチエツクを行な
う（ステツプｃ）。制御系に異常がある場合には、
ステツプｄに進み、車速制御が完全に解除され、
制御パネル１８（第１図）内に設けられた図示し
ないクルーズランプを消灯する（ステツプｅ）。
ステツプｃにおける判別結果がYESの場合には、
ステツプｆに進み、第２データD2に基づいて車
速Ｖの値を演算する。この演算は、第２データ
D2の逆数に所定の係数を乗算することによつて
行なわれ、容易に、車速に関するデータを得るこ
とができる。一方、ステツプｃにおける演算結果
がNOの場合には、先ず、ステツプｇにおいて、
車輛が定速走行制御状態にあるか否かの判別を行
ない、判別結果がNOの場合には、ステツプｆに
進む。判別結果がYESの場合には、D2の値が正
常範囲外にあることがステツプｃにおいて連続し
て所定の回数N1検出されたか否かの判別がステ
ツプｈにおいて行なわれる。ステツプｈにおける
判別結果がNOの場合には、ステツプｆに進み、
YESの場合には、車速センサが故障である旨の
表示を行ない（ステツプｉ）、制御を完全解除す
る（ステツプｄ）。 FIGS. 2a and 2b show a flowchart of a program for controlling the vehicle speed described above. First, in step a, it is determined whether the control system shown in FIG. 1 is normal or not. If the control system is normal, the second data is
D 2 is read and the second data D 2 is transferred to memory 1.
7 and checks whether the value of the second data D2 is within a predetermined normal range (step c). If there is an abnormality in the control system,
Proceed to step d, vehicle speed control is completely released,
A cruise lamp (not shown) provided in the control panel 18 (FIG. 1) is turned off (step e).
If the determination result in step c is YES,
Proceeding to step f, the value of the vehicle speed V is calculated based on the second data D2 . This operation is performed on the second data
This is done by multiplying the reciprocal of D 2 by a predetermined coefficient, and data regarding vehicle speed can be easily obtained. On the other hand, if the calculation result in step c is NO, first, in step g,
It is determined whether or not the vehicle is in a constant speed running control state, and if the determination result is NO, the process proceeds to step f. If the determination result is YES, it is determined in step h whether or not the value of D2 being outside the normal range has been detected a predetermined number of times N1 consecutively in step c. If the determination result in step h is NO, proceed to step f,
If YES, a message indicating that the vehicle speed sensor is malfunctioning is displayed (step i), and the control is completely canceled (step d).
即ち、第２データD2の値に関して、定速走行
中においてその値が連続してN1回以上正常範囲
外にある場合には車速センサの故障であると判断
して制御を完全解除し、それ以外の場合にはステ
ツプｆにおいて、データD2に基づく車速の演算
を行なう。 That is, regarding the value of the second data D2 , if the value is outside the normal range one or more consecutive times during constant speed driving, it is determined that the vehicle speed sensor is malfunctioning, and the control is completely canceled. In other cases, the vehicle speed is calculated based on the data D2 in step f.
車速の演算結果は、ステツプｊにおいて28Km／
ｈ以上であるか否か判別され、判別結果がNOの
場合には制御を完全解除する。これは、車速が28
Km／ｈより遅い場合には、車速制御の必要が実質
上ないため、強制的に制御を解除するものであ
る。車速が28Km／ｈ以上の場合には、ステツプｋ
においてギヤ位置の演算を行なう。尚この値は28
Km／ｈに限定されるものではなく、適宜の値に設
定することができる。 The calculation result of the vehicle speed is 28Km/
It is determined whether or not it is greater than or equal to h, and if the determination result is NO, the control is completely canceled. This means that the vehicle speed is 28
When the speed is slower than Km/h, there is virtually no need for vehicle speed control, so the control is forcibly canceled. If the vehicle speed is 28km/h or higher, step k
The gear position is calculated at . This value is 28
It is not limited to Km/h and can be set to any appropriate value.
ギヤ位置の演算は、ステツプｆにおいて演算さ
れた車速Ｖと第１データD1に基づいて別途演算
される機関の回転速度Ｎとから判別される。即
ち、車速Ｖと回転速度Ｎとの比をギヤ比Ｒと定義
すれば、ギヤ比Ｒ≡Ｎ／Ｖとなり、従つて、Ｒ≡
D1／D2となる。ところで、ギヤ比Ｒの値は、変
速機１０におけるギヤ位置により定まる固有の値
であり、ギヤ位置が１速位置でR1，２速位置で
R2，３速位置でR3であるとすれば、D1／D2の比
によりその時々のギヤ位置を判別することができ
る。本実施例では、各ギヤ位置の所定ギヤ比R1，
R2，R3を夫々含む第１ギヤ比領域、第２ギヤ
比領域、第３ギヤ比領域を夫々設定し、
D1／D2の値がいずれのギヤ比領域に入るのかを
判別し、この結果から、その時のギヤ位置を検出
するように構成されている（第３図参照）。そし
て、各ギヤ比領域の両端には、異常ギヤ比領域
(イ)，(ロ)，(ハ)，(ニ)が設定されており、D1／D2の値
がどの領域に属するかによつて、ギヤ位置の判別
及び車速センサの異常判別が行なわれる。 The calculation of the gear position is determined from the vehicle speed V calculated in step f and the engine rotational speed N, which is separately calculated based on the first data D1 . That is, if the ratio between vehicle speed V and rotational speed N is defined as gear ratio R, gear ratio R≡N/V, and therefore R≡
It becomes D 1 /D 2 . By the way, the value of the gear ratio R is a unique value determined by the gear position in the transmission 10, and the gear ratio is R 1 at the 1st gear position and R 1 at the 2nd gear position.
If it is R 2 and R 3 at the 3rd gear position, then the gear position at any given time can be determined by the ratio of D 1 /D 2 . In this embodiment, the predetermined gear ratio R 1 at each gear position,
Setting a first gear ratio region, a second gear ratio region, and a third gear ratio region including R 2 and R 3 , respectively,
It is configured to determine which gear ratio range the value of D 1 /D 2 falls into, and to detect the gear position at that time from this result (see FIG. 3). Then, at both ends of each gear ratio area, there is an abnormal gear ratio area.
(a), (b), (c), and (d) are set, and the gear position and vehicle speed sensor abnormality are determined depending on which region the D 1 /D 2 values belong to. It will be done.
上述の判別手順を第２図ａを参照して詳述する
と、ステツプｋにおいてデータD1D2を用いてギ
ヤ比Ｒの演算を行ないギヤ位置判別を行なつた
後、ステツプｌにおいて定速走行中であるか否か
の判別が行なわれる。定速走行中でない場合に
は、直接ステツプｍに進むが、定速走行中である
場合には、この計算されたギヤ比に基づいて車速
センサが故障であるか否かの判別がステツプｎ乃
至ｑによつて実行される。即ち、ステツプｎにお
いてギヤ比が正常か否か（ギヤ比が第３図に示す
領域(イ)乃至(ニ)に属するか否か）を判別し、判別結
果がNOの場合には、更に、ギヤ比異常の状態が
所定の回数N2つづけて検出されたか否かを判別
し（ステツプｐ）、N2回連続して異常であると判
別された場合には制御の完全解除を行なう。この
ように、ギヤ比が正常であるか否かをチエツクす
ることにより、回転センサ４と車速センサ５との
相互監視による故障判別ができるので、制御の信
頼性が向上するという利点を有している。ステツ
プｐにおける判別結果がNOの場合には、ステツ
プｍに進む。 The above - mentioned determination procedure will be explained in detail with reference to FIG . A determination is made as to whether or not it is inside. If the vehicle is not traveling at a constant speed, the process proceeds directly to step m, but if the vehicle is traveling at a constant speed, it is determined whether or not the vehicle speed sensor is malfunctioning based on the calculated gear ratio. Executed by q. That is, in step n, it is determined whether or not the gear ratio is normal (whether or not the gear ratio belongs to the ranges (a) to (d) shown in FIG. 3), and if the determination result is NO, further, It is determined whether the gear ratio abnormality has been detected a predetermined number of times N2 in a row (step p), and if it is determined that the gear ratio is abnormal N2 times in a row, the control is completely canceled. In this way, by checking whether the gear ratio is normal or not, it is possible to determine a failure through mutual monitoring between the rotation sensor 4 and the vehicle speed sensor 5, which has the advantage of improving control reliability. There is. If the determination result in step p is NO, proceed to step m.
ギヤ比が正常であることが判別された場合に
は、更に、ステツプｏにおいて、ステツプｋにお
いて計算されたギヤ位置が変化したか否かの判別
を行ない、ギヤ位置の変化が検出されない場合に
は、ステツプｍに進み、一方、ギヤ位置の変化が
検出されると、ステツプｑにおいて、ギヤ位置の
変化が所定の回数N3（例えば３回）連続して変化
したか否かの判別を行なう。上述のプログラムの
実行中、ギヤ位置の連続N3回の変化が検出され
るようにギヤチエンジ操作を行なうことは、正常
なギヤチエンジ操作によつては不可能であり、従
つてこの場合には、車速センサに何らかの障害が
発生したものと考え、制御の完全解除を行なう
（ステツプｄ）。一方、ギヤ位置の変化があつて
も、連続してN3回の変化がない場合には、車速
センサは正常であると考えられるので、ステツプ
ｍに進む。 If it is determined that the gear ratio is normal, it is further determined in step o whether or not the gear position calculated in step k has changed, and if no change in gear position is detected, , the process proceeds to step m, and on the other hand, when a change in the gear position is detected, it is determined in step q whether or not the gear position has changed continuously a predetermined number of times N 3 (for example, 3 times). During the execution of the above program, it is impossible to perform a gear change operation such that N 3 consecutive changes in gear position are detected, and therefore, in this case, the vehicle speed Assuming that some kind of failure has occurred in the sensor, control is completely released (step d). On the other hand, even if there is a change in gear position, if there are no changes N3 times in succession, the vehicle speed sensor is considered to be normal, and the process proceeds to step m.
尚、ここで、ステツプｐ，ｑにおける判別結果
の少なくともいずれか一方がYESの場合には、
車速センサの故障表示を行なうステツプｒを介し
てステツプｄに進み、制御を完全解除するように
構成してもよい。 Here, if at least one of the determination results in steps p and q is YES,
It is also possible to proceed to step d via step r, which indicates a failure of the vehicle speed sensor, and to completely cancel the control.
ステツプｍは、ステツプｋで計算されたギヤ位
置と、予め計算されている回転速度Ｎとから車速
Ｖの演算を行なうステツプであり、ここで、車速
Ｖの値が、回転センサ４により検出される回転速
度と同等の精度で、車速センサ５の出力とは直接
関係なく、演算される。即ち、高精度にて検出さ
れた回転速度Ｎが、ステツプｋにおける計算結果
を考慮して車速Ｖに変換されるので、高精度にて
車速の検出を行なうことが可能である。 Step m is a step in which the vehicle speed V is calculated from the gear position calculated in step k and the rotational speed N calculated in advance. Here, the value of the vehicle speed V is detected by the rotation sensor 4. It is calculated with the same accuracy as the rotational speed and is not directly related to the output of the vehicle speed sensor 5. That is, since the rotational speed N detected with high precision is converted into the vehicle speed V in consideration of the calculation result in step k, it is possible to detect the vehicle speed with high precision.
このようにしてその時々の車速Ｖの値が演算さ
れると、制御パネル１８の各スイツチの状態がチ
エツクされ（ステツプｓ）、その結果に従つて、
制御の一時解除を行なう（ステツプｔ）、上記で
得られた車速の値が所望の目標車速となるように
PI制御を行なう（ステツプｕ）、又はランプ関数
を発生させる（ステツプｖ）のいずれかのステツ
プに進む。一時解除が行なわれた場合には、ステ
ツプｅに進む。また、ステツプｖにおいてランプ
関数の発生が行なわれた後は、ステツプｕに進
み、PI制御演算げ行なわれた後、クルーズラン
プを点灯し（ステツプｗ）、ギヤ抜けが生じてい
るか否かのチエツクが行なわれる（ステツプｘ）。
ギヤ抜けのチエツクは、例えば、ギヤ比Ｒの値が
異常に大きくなつたか否かを監視することにより
行なうことができ、この場合においても、ステツ
プｘにおける判別結果が連続して所定の回数N4
以上となつたことが検出された場合に（ステツプ
ｙ）制御の完全解除を行なう。このようなステツ
プを設けると、定速走行中にギヤ位置を監視する
ことにより、クラツチスイツチが故障した場合で
もギヤチエンジが行なわれたことを検出すること
ができ、定速走行を解除し、エンジンの吹上りを
防止することができる利点も有する。ギヤ抜けが
検出されないか、又は検出されても連続してN4
回は検出されていない場合には、ステツプｚに進
む。 When the value of the vehicle speed V at each moment is calculated in this way, the status of each switch on the control panel 18 is checked (step s), and according to the results,
Temporarily release the control (step t), so that the vehicle speed value obtained above becomes the desired target vehicle speed.
Proceed to either step of performing PI control (step u) or generating a ramp function (step v). If the temporary release has been performed, proceed to step e. After the ramp function is generated in step v, the process proceeds to step u, where PI control calculations are performed, the cruise lamp is turned on (step w), and a check is made to see if gear slippage has occurred. is performed (step x).
Checking for gear slippage can be performed, for example, by monitoring whether the value of the gear ratio R has become abnormally large.In this case, the determination result at step
If the above situation is detected (step y), the control is completely canceled. By providing such a step, by monitoring the gear position during constant speed driving, even if the clutch switch fails, it is possible to detect that a gear change has been performed, cancel constant speed driving, and restart the engine. It also has the advantage of preventing blow-up. If no gear is detected, or if it is detected, N 4 continues.
If no times have been detected, proceed to step z.
ステツプｚは、アクセル操作量に従つた燃料供
給量の目標値Qdriveと、その時々において定車速
走行を行なわせるのに必要な燃料供給量の値
Qcruiseとの大小比較を行ない、大きい方のデータ
値を燃料調節部材の目標位置を示す位置制御デー
タとするステツプである。このようにして得られ
た位置制御データは、入出力装置１５を介して位
置信号S5として出力される。 Step z is the target value Q drive of the fuel supply amount according to the accelerator operation amount and the value of the fuel supply amount necessary to make the vehicle run at a constant speed at each time.
This is a step in which a magnitude comparison is made with Q cruise and the larger data value is set as position control data indicating the target position of the fuel adjustment member. The position control data obtained in this manner is outputted as a position signal S5 via the input/output device 15.
このような構成によれば、車速センサ５から得
られた車速情報と、回転センサ４から得られた機
関速度情報とから変速機１０のギヤ位置を判別
し、このようにして求められたギヤ位置情報と機
関速度情報とから車速の算出を行なうようにした
ので、得られた車速情報の精度は回転センサ４の
検出精度とほぼ同一である。この結果、車速セン
サ５として、例えば、車速計の回転ケーブルの回
転数から車速情報を得るようにした従来の安価な
車速センサを用いても、極めて精度の高い車速情
報を得ることができ、車速制御を精度よく行なえ
るほか、制御の応答性も著しく改善される。ギヤ
位置の判別は、機関速度と車速との比に基づいて
行なうことができ、従つて、この目的で使用され
る場合には車速センサの検出精度が低くても良
く、上述の従来の車速センサで充分その目的を達
成することができる。従つて、精度の高い高価な
車速センサを用いることなく、車速制御を精度よ
く行なうことができる。 According to such a configuration, the gear position of the transmission 10 is determined from the vehicle speed information obtained from the vehicle speed sensor 5 and the engine speed information obtained from the rotation sensor 4, and the gear position determined in this way is determined. Since the vehicle speed is calculated from the information and the engine speed information, the accuracy of the obtained vehicle speed information is almost the same as the detection accuracy of the rotation sensor 4. As a result, even if a conventional inexpensive vehicle speed sensor that obtains vehicle speed information from the rotational speed of a rotating cable of a vehicle speedometer is used as the vehicle speed sensor 5, extremely accurate vehicle speed information can be obtained, and the vehicle speed In addition to being able to perform control with high precision, control responsiveness is also significantly improved. The gear position can be determined based on the ratio between the engine speed and the vehicle speed. Therefore, when used for this purpose, the detection accuracy of the vehicle speed sensor may be low, and the conventional vehicle speed sensor described above can be used for this purpose. is sufficient to achieve that purpose. Therefore, vehicle speed control can be performed accurately without using a highly accurate and expensive vehicle speed sensor.
上記実施例では、ギヤ位置の判別を行なうた
め、車速センサを利用した場合について述べた
が、ギヤ位置を直接検出するスイツチを設け、車
速センサを省略してもよい。この場合には、第２
図ａに示されるフローチヤートにおいて、ステツ
プａとステツプｍとの間にある全てのステツプに
代えて、ギヤ位置検出手段からのギヤ位置検出情
報を読込むステツプを設ければよいことになる。 In the above embodiment, a case has been described in which a vehicle speed sensor is used to determine the gear position, but the vehicle speed sensor may be omitted by providing a switch that directly detects the gear position. In this case, the second
In the flowchart shown in Figure A, all steps between step a and step m may be replaced with a step for reading gear position detection information from the gear position detection means.
又、上記実施例では、ステツプｎにおけるギヤ
比の正常，異常の判別を、ギヤ比Ｒが領域(イ)乃至
(ニ)のいずれかにあるか否かにより行なうようにし
たが、これらの各領域の範囲は車速センサの精度
等を考慮して適宜に定めることができ、場合によ
つては、これらの領域の一部又は全部を省略して
もよい。 Further, in the above embodiment, the determination of whether the gear ratio is normal or abnormal in step n is performed when the gear ratio R is in the range (A) or
(d), but the range of each of these areas can be determined as appropriate by considering the accuracy of the vehicle speed sensor, etc., and in some cases, the range of each of these areas may be omitted in part or in whole.
本発明によれば、変速機のギヤ位置を車速と機
関速度とに基づいて間接的に検出し、このように
して検出された変速機のギヤ位置に従う変速比と
機関速度とにより算出された車速に基づいて車速
の制御を行う構成であるから、従来の安価な車速
センサを用いても車速を調節するための制御に必
要な実車速の検出を精度よく行うことができ、こ
の結果、高価な車速センサを用いることなしに車
速の制御を高精度で行うことができるという格別
の効果を得ることができる。更に、車速の検出が
精度よく行なえるので、制御の応答性も改善され
る等の効果を奏する。 According to the present invention, the gear position of the transmission is indirectly detected based on the vehicle speed and the engine speed, and the vehicle speed is calculated based on the gear ratio and engine speed according to the thus detected gear position of the transmission. Since the configuration controls vehicle speed based on A special effect can be obtained in that the vehicle speed can be controlled with high precision without using a vehicle speed sensor. Furthermore, since the vehicle speed can be detected with high precision, the responsiveness of the control is also improved.
第１図は本発明による車速制御装置の一実施例
を示すブロツク図、第２図ａ及び第２図ｂは第１
図の装置にロードされている制御プログラムのフ
ローチヤート、第３図は算出されたギヤ比の値の
正常，異常の判別を説明するための説明図であ
る。
１…車速制御装置、２…内燃機関、３…車輛、
４…回転センサ、５…車速センサ、１０…変速
機、１１…走行装置、１５…入出力装置、１６…
中央処理装置、１９…駆動回路、２０…アクチエ
ータ、S1…パルス列信号、S2…第１信号、S3…第
２信号、S4…制御信号、S5…位置信号、D1…第
１データ、D2…第２データ。
FIG. 1 is a block diagram showing one embodiment of a vehicle speed control device according to the present invention, and FIGS.
FIG. 3 is a flowchart of the control program loaded into the device shown in the figure, and is an explanatory diagram for explaining the determination of whether the calculated gear ratio value is normal or abnormal. 1...Vehicle speed control device, 2...Internal combustion engine, 3...Vehicle,
4... Rotation sensor, 5... Vehicle speed sensor, 10... Transmission, 11... Travel device, 15... Input/output device, 16...
Central processing unit, 19...drive circuit, 20...actuator, S1 ...pulse train signal, S2...first signal, S3 ...second signal, S4 ...control signal, S5 ... position signal, D1 ...first Data, D 2 ...Second data.
Claims (1)
望の値に制御するための車速制御装置において、
前記内燃機関の機関回転速度を検出する第１手段
と、車速を検出する第２手段と、前記第１及び第
２手段に応答し機関回転速度と車速とから変速機
のその時々のギヤ位置を検出する検出手段と、所
望の目標車速を設定する手段と、前記内燃機関の
機関回転速度を調節する調節手段と、前記第１手
段と前記検出手段とに応答し機関回転速度とその
時のギヤ位置に従う変速比との積から車速を計算
する計算手段を含み計算により得られた車速と前
記目標車速とが一致するように前記調節手段を制
御する制御手段とを備えたことを特徴とする車速
制御装置。1. In a vehicle speed control device for controlling the running speed of a vehicle using an internal combustion engine as a drive source to a desired value,
a first means for detecting the engine rotational speed of the internal combustion engine; a second means for detecting the vehicle speed; and in response to the first and second means, the current gear position of the transmission is determined from the engine rotational speed and the vehicle speed. a detection means for detecting a desired target vehicle speed, a means for setting a desired target vehicle speed, an adjusting means for adjusting an engine rotation speed of the internal combustion engine, and an engine rotation speed and a gear position at that time in response to the first means and the detection means. and control means for controlling the adjusting means so that the vehicle speed obtained by the calculation matches the target vehicle speed. Device.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP47083A JPS59126044A (en) | 1983-01-07 | 1983-01-07 | Vehicle-speed controlling apparatus |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP47083A JPS59126044A (en) | 1983-01-07 | 1983-01-07 | Vehicle-speed controlling apparatus |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JPS59126044A JPS59126044A (en) | 1984-07-20 |
| JPH0221972B2 true JPH0221972B2 (en) | 1990-05-16 |
Family
ID=11474679
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP47083A Granted JPS59126044A (en) | 1983-01-07 | 1983-01-07 | Vehicle-speed controlling apparatus |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPS59126044A (en) |
Families Citing this family (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPH02504535A (en) * | 1988-05-05 | 1990-12-20 | ローベルト ボツシユ ゲゼルシヤフト ミツト ベシユレンクテル ハフツング | Speed control device and method |
| US10322708B2 (en) * | 2011-07-27 | 2019-06-18 | Ford Global Technologies, Llc | System and method for controlling alternator or integrated starter generator output voltage |
| JP5367853B2 (en) * | 2012-01-23 | 2013-12-11 | 株式会社小松製作所 | Motor grader |
Citations (4)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS5546495A (en) * | 1978-09-27 | 1980-04-01 | Gen Motors Corp | Twoopiece socket terminal |
| JPS57120752A (en) * | 1981-01-19 | 1982-07-27 | Toyota Motor Corp | Detection of vehicle speed change gear position |
| JPS57137861A (en) * | 1981-02-20 | 1982-08-25 | Iseki & Co Ltd | Speed detecting device for running vehicle |
| JPS57206861A (en) * | 1981-06-14 | 1982-12-18 | Iseki & Co Ltd | Speed indicating device for vehicle |
-
1983
- 1983-01-07 JP JP47083A patent/JPS59126044A/en active Granted
Patent Citations (4)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS5546495A (en) * | 1978-09-27 | 1980-04-01 | Gen Motors Corp | Twoopiece socket terminal |
| JPS57120752A (en) * | 1981-01-19 | 1982-07-27 | Toyota Motor Corp | Detection of vehicle speed change gear position |
| JPS57137861A (en) * | 1981-02-20 | 1982-08-25 | Iseki & Co Ltd | Speed detecting device for running vehicle |
| JPS57206861A (en) * | 1981-06-14 | 1982-12-18 | Iseki & Co Ltd | Speed indicating device for vehicle |
Also Published As
| Publication number | Publication date |
|---|---|
| JPS59126044A (en) | 1984-07-20 |
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