JPH0223370B2 - - Google Patents

Description

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

(Prior art) A manual that gives a command to drive at a constant speed through the driver's operation, electrically compares the set vehicle speed with the actual vehicle speed, and automatically controls the actual vehicle speed to maintain the set vehicle speed. Constant speed cruise control devices for transmission vehicles are well known.

A constant speed cruise control device for such a manual transmission vehicle is generally provided with a function called a resume function. This resume function is activated when deceleration occurs due to depressing the brake pedal, etc.
The constant speed driving function is temporarily canceled and constant speed driving is resumed by the driver's operation (such as pressing the resume switch). this is,
When the brake pedal is released, the constant-speed traveling system is activated immediately to rapidly accelerate the vehicle, which is designed to prevent accidents such as collision with the vehicle in front.

However, with conventional devices, when the actual vehicle speed drops significantly compared to the set vehicle speed, such as when climbing a hill, when the clutch is disengaged to downshift,
Constant speed control was not maintained and was temporarily canceled. This is to prevent the engine from revving due to the operation of the constant speed cruise control device of a manual transmission vehicle by disengaging the clutch.

Therefore, it was not possible to continue driving at a constant speed unless the constant speed driving setting operation was performed again.

In such conventional devices, the operation for connecting constant speed traveling is complicated, and the resume function cannot be fully utilized, and the constant speed traveling device as a whole lacks convenience.

Therefore, a device described in Japanese Unexamined Patent Publication No. 159114/1983 is known as a device that solves this problem. With this device, constant speed cruise control is temporarily suspended when the clutch is disengaged, but when the clutch is reconnected, constant speed cruise control is automatically resumed based on the set vehicle speed stored in the memory device. It has a structure.

However, this device was configured so that constant speed driving control could be resumed at any time when the clutch was reconnected. Even if you shift down to a lower gear to use the clutch, constant speed control will resume as the clutch engages, resulting in an increase in engine speed. The problem is that you don't get much engine braking.

(Object of the Invention) This invention was made in an attempt to eliminate the above-mentioned drawbacks of the prior art, and enables safe and convenient constant speed driving even after the clutch for operating the shift lever is released. The purpose of the present invention is to provide a constant speed running control device for a manual transmission vehicle.

(Structure of the invention) In order to achieve this object, according to the invention,
In order to run the vehicle at a desired constant speed, a gate circuit is provided which sends a control signal to the engine mechanical control system based on a difference signal corresponding to the difference between the set vehicle speed stored in the memory device and the actual vehicle speed to achieve constant speed travel. In a constant speed cruise control system for a manual transmission vehicle, which closes a gate circuit and stops outputting a control signal when the clutch is disengaged during driving operations, when the clutch is reconnected, the actual vehicle speed is If the actual vehicle speed is lower than the set vehicle speed based on the set vehicle speed before disconnection of the clutch stored in the memory device, a restart circuit is provided to open the gate circuit and restart output of the control signal.

(Effects of the Invention) With the above configuration, according to the present invention, when the clutch is disengaged, the output of the control signal is stopped and the constant speed driving control is interrupted, so that the engine rotational speed is The speed decreases toward the idle speed, and no racing occurs. In other words, unnecessary high rotation of the engine is avoided and the engine is protected.

When the clutch is disengaged in this way, constant speed driving control is interrupted, but when the clutch is then re-engaged and the actual vehicle speed is lower than the set vehicle speed, the restart circuit is activated. In order to resume constant speed driving control, constant speed driving can be resumed without operating the resume switch after the clutch is reconnected.

In addition, such clutch switching can be performed by, for example,
If the speed increases on a downhill slope and the engine brake is used to reduce the speed by downshifting to a lower gear, the actual vehicle speed when the clutch is re-engaged will be higher than the set vehicle speed. Therefore, constant speed driving control will not be restarted and sufficient engine braking will be obtained.
Highly practical.

In addition, in the device according to the embodiment of claim 2 of the utility model registration, by providing a neutral switch, when the shift is uncertain and the gear remains in neutral, constant speed driving is possible in the same way as described above. Control is aborted and engine racing is avoided.

(Embodiments of the invention) Hereinafter, embodiments of the invention will be described with reference to the accompanying drawings.

FIG. 1 is a system diagram of an embodiment of the present invention.

According to the figure, an operating amplifier 10, a gate circuit 1
1, a power supply 12, a clutch switch 13, a brake switch 14, an amplifier 15, a memory device 16, a gate circuit 17, a power supply 18, a low speed detection circuit 19, a high speed detection circuit 20, and a restart circuit 21.

The differential amplifier 10 has one input as the vehicle speed signal SS, and the other input as the set vehicle speed signal Vo stored in memory corresponding to the set signal ST for constant speed driving stored in the memory device 16. A difference signal ΔS between the speed signal SS and the set vehicle speed signal Vo is sent out. Of course, this difference signal ΔS corresponds to the difference between the actual vehicle speed and the set vehicle speed.

This difference signal ΔS is applied to the gate circuit 1 as described later.
1 and a power amplifier 15 to an engine mechanical control system, for example, a negative pressure control valve (not shown) as an output signal OS.

As mentioned above, the gate circuit 11 passes or blocks the difference signal ΔS by opening and closing it.
First, it is driven by the drive signal DS from the power supply 12.
The output DS from this power source 12 is the clutch switch 13 which becomes the OFF state (logic "0") when the clutch is disengaged and the ON state (logic "1") when the clutch is engaged, and the OFF state "0" when the brake pedal is depressed and the OFF state when the brake pedal is released. The signal is applied to the gate circuit 11 via the brake switch 14, which is in the on state "1".

Therefore, when neither the clutch nor the brake is operated, the gate circuit 11 is conductive and the difference signal ΔS is sent to the amplifier 15. When either of these operations is performed, either switch 13 or 14 is opened, gate circuit 11 becomes non-conductive, and difference signal ΔS is cut off and not sent to amplifier 15.

Note that once the drive signal DS from the power supply 12 is turned off ("0"), the gate circuit 11 is restarted only by resume signals RS1, RS2 and an ST inversion signal, which will be described later.

In either case, the gate circuit 11 receives the signal RS
1. Detects that RS2 and ST inversion signal T has changed from logic "1" to "0" and becomes conductive.
It detects that the drive signal DS changes from logic "0" to "1" and becomes non-conductive.

The memory device 16 stores the vehicle speed at which the vehicle intends to drive at a constant speed, that is, the set vehicle speed. This storage in the memory device 16 is achieved by a set signal ST given by the driver operating a switch.

This memory device 16 is backed up by a power supply 18 via a gate circuit 17.

The gate circuit 17 connects the memory device 1 by opening and closing.
Execute and cut off the power supply to 6. This gate circuit 17 is normally conductive, and the memory device 16 is backed up by the power supply 18. However, when the constant speed detection circuit 19 and the high speed detection circuit 20 operate and send out the cutoff command signals CC1 and CC2, respectively, the gate circuit 17 closes and the power supply to the memory device 16 is cut off. The stored set vehicle speed is cleared, and the output of the set vehicle speed signal Vo is stopped.

The low speed detection circuit 19 uses the actual vehicle speed signal SS as an input signal, and sends out a command signal CC1 when the actual vehicle speed becomes 30 km/h or less, for example. This is to avoid putting a strain on the engine by continuing to drive at a low, constant speed, for example in top gear.

The high speed detection circuit 20 also uses the actual vehicle speed signal SS as an input signal, and sends out a command signal CC2 when the actual vehicle speed is 110 km/h or higher, for example. This is done in consideration of safety, as constant speed driving at high speeds is dangerous.

The above low speed detection circuit 19 or high speed detection circuit 20
When the command signals CC1 and CC2 are activated and the command signals CC1 and CC2 are sent out, the gate circuit 17 closes and the memory device 16 becomes unable to store the set vehicle speed. That is, for example, constant speed driving control is possible at a vehicle speed of 30 km/h to 110 km/h, but constant speed driving control is not possible at vehicle speeds other than this.

The restart circuit 21 reopens the gate circuit 11 that has been closed when the clutch switch 13 or brake switch 14 is opened or closed by a driving operation such as releasing the clutch or stepping on the brake.

This circuit 21 includes a comparator 22, a gate circuit 2
3, an inverter 24, a diode 25, a neutral switch 26, and an inverted ST signal.

The comparator 22 uses the vehicle speed signal SS and the set vehicle speed signal Vo as input signals to detect that the actual vehicle speed is equal to or less than the set vehicle speed (signal SS signal Vo), and outputs a logic signal. It transmits "1".

Gate circuit 23 is opened when clutch switch 13 detects that the clutch has been reconnected. Therefore, by opening and closing the gate circuit 23, when there is an output from the comparator 22, the inverter 24 and the diode 25 are turned to form the automatic resume signal RS2. Resume signal RS1
is provided by a so-called resume switch operated by the driver.

The configurations of the inverter 24 and the diode 25 do not require any particular explanation.

The neutral switch 26 is a switch that is turned off when the shift gear is in a neutral state (not in any gear), and turned on at other times. This is because when you disengage the clutch to change gears, then shift gears and then engage the clutch again, if the shift is uncertain, the engine will be revved when the clutch is engaged, which can damage the engine. This is to prevent it.

When this switch 26 is turned off, the gate circuit 23 is naturally closed.

Next, the operation of this embodiment will be explained.

First, assume that the driver presses the set button inside the vehicle to enter constant speed driving control. A set signal ST is generated by operating the set button, and the memory device 16 sends out a set vehicle speed signal Vo corresponding to a desired set vehicle speed.

The differential amplifier 10 forms a difference signal ΔS which is the difference between the set vehicle speed signal Vo and the actual vehicle speed signal SS. Since no driving operation is performed and the gate circuit 11 is open, the difference signal ΔS is generated by the amplifier 15. to the negative pressure control valve. When the difference signal ΔS is large, the negative pressure control valve is opened and the speed is increased, and the target value is controlled so that the signal ΔS approaches zero.

By the way, in such a state of constant speed driving control, for example, if the car approaches a slope and it is an uphill slope, the actual vehicle speed decreases and the difference signal ΔS increases. Therefore, the driver senses a decrease in the actual vehicle speed and releases the clutch in order to operate the shift gear (so-called downshift operation).

Since the clutch switch 13 opens the moment the clutch is released, the gate circuit 11
The drive signal DS changes from logic "1" to "0".
For this reason, the gate circuit 11 closes and the differential signal ΔS does not reach the engine mechanical control system, so temporarily,
Constant speed driving is canceled.

Therefore, the engine speed decreases toward the idle speed. In this way, when the clutch is released, the constant speed running control is not continued, so the engine does not start racing.

Furthermore, when the slope is downhill, the actual vehicle speed gradually increases and exceeds the set vehicle speed. In this case, control is performed so that the difference signal ΔS disappears based on constant speed driving control, but if the clutch is in a high gear, it is difficult to reduce the speed using only the engine speed. In such cases, it is common to downshift to lower gears and use engine braking.

Therefore, in order to perform a downshift operation like this,
When the clutch is released, constant speed running is temporarily canceled as described above.

The above operation is the same even when the brake switch 14 is opened due to application of the brake.

Now, even if the clutch is reconnected after the downshift as described above, the clutch switch 13 is turned on, but the gate circuit 11 remains closed.

Therefore, in the comparator 22 of the restart circuit 21, since the memory of the memory device 16 is alive (because the power supply 18 is not cut off by clutch operation), the signals SS and Vo are both input to the comparator 22. When the actual vehicle speed is lower than the set vehicle speed, as in the case of downshifting on an uphill slope as described above, a logic "1" is sent; If the signal is also high, a logic "0" is output.

The logic "1" signal output from the comparator 22 is blocked by the gate circuit 23, but when the clutch is reconnected, the gate circuit 23 is opened. Therefore, the output of the gate circuit 23 changes from logic "0" to "1" the moment the clutch is reconnected. Therefore, the output of the inverter 24 is “1” →
0, and an automatic resume signal RS2 appears at the anode of the diode 25.

As mentioned above, the gate circuit 11 has logic “1”→
Since it is possible to restart by detecting the change of “0”,
As mentioned above, when the actual vehicle speed is lower than the set vehicle speed, the gate circuit 11 is opened by the automatic resume signal RS2, and the constant speed driving control described above is restarted in a lower gear, and the speed is reduced even on an uphill slope. On the other hand, if the actual vehicle speed is higher than the set vehicle speed, constant speed driving control will not be restarted and the engine speed will decrease.
You can get enough engine braking.

In addition to restarting constant speed driving using this automatic resume signal SR2, the driver can of course restart constant speed driving by operating the resume switch and giving the manual resume signal RS1. Also, if the shift lever operation is uncertain and the gear is not in the specified position even after the clutch is reconnected, the neutral switch 26 is open and the gate circuit 2
Since the drive signal of 3 is not given, the gate circuit 23
never opens. Therefore, the constant speed running control is not restarted and the engine speed decreases. Therefore, inadvertent engine racing will not occur due to the driver's error in operating the shift lever.

Note that the set switch of the constant speed traveling device is not functionally accepted as a set signal when the switch is pressed, but is accepted as a set signal when pressed and released, so it must be released in order to ensure that the driver is informed that it has been set. It is best to use a generator such as a buzzer to emit a confirmation sound when the setting is completed. Similarly automatic resume signal RS
It is a good idea to use a sounding device such as a buzzer to confirm when restarting constant speed driving.

FIG. 2 shows the main part of another embodiment of the present invention, and shows an overrun prevention circuit inserted between the gate circuit 11 and the power amplifier 15 of FIG.

This overrun prevention circuit protects the engine by preventing the engine speed from increasing beyond a specified level while the gear is downshifted.

According to the figure, this circuit includes an output limiting circuit 40,
It includes a comparator 41 and a selection circuit 42.

The output limiting circuit 40 outputs a rotational speed signal REV corresponding to the upper limit of the engine rotational speed when downshifting.
Give 2. Therefore, when downshifting, the engine speed does not rise above the speed corresponding to the rotation speed signal REV2.

The comparator 41 receives the reference rotation speed signal REV0 and the actual rotation speed signal REV1 as input signals, and outputs logic "1" when the actual rotation speed is lower than the reference rotation speed, and outputs logic "0" when the actual rotation speed is lower than the reference rotation speed. It is.

The selection circuit 42 selects the signal ΔS from the gate circuit 11 or the signal REV2 from the output limiting circuit based on the output logic of the comparator 41.
That is, when the engine speed is lower than the reference speed (REV1REV0), the output of the comparator 41 is "1" and the difference signal ΔS is selected, and when the engine speed is about to exceed the reference speed (REV
1REV0), the output of the comparator 41 is "0" and the signal REV2 is selected.

Here, the rotation speed given by the output limiting circuit 40 is equal to or less than the reference rotation speed (REV2
REV1), the rotational speed given by the output control limiting circuit 40 is, for example, 3000 rpm.

Next, the operation of this embodiment will be explained.

Generally, when performing constant speed driving control, the signal
Since REV0REV1, the output signal of the comparator 41 is logic "1", and the selection circuit 42 selects the difference signal ΔS.

As explained in the operation section of the embodiment shown in FIG. 1 during this constant speed running control, if the actual vehicle speed decreases due to climbing a slope or the like, the driver performs a downshift operation.

At this time, if the difference signal ΔS is large, the engine speed will be suddenly increased, and there is a possibility that the actual engine speed will exceed the reference speed (REV0REV1).

Comparator 41 detects this and sends out a logic "0". As a result, the selection circuit 42 selects the output signal REV2 of the output limiting circuit 40, and the engine does not exceed the rotational speed determined by the signal REV2.

This invention is not limited to the above-described embodiments, but may be modified in various ways within the scope of achieving the object of the invention. In particular, the circuit configuration can be arbitrary, and although each drawing is illustrated as a so-called discrete circuit, it goes without saying that the entire circuit can be configured using a microcomputer.

[Brief explanation of drawings]

Figure 1 is a system diagram showing an embodiment of this invention, Figure 2 is a system diagram showing an embodiment of the present invention.
The figure is a system diagram showing the main parts of another embodiment of the invention. 10... Operating amplifier, 11... Gate circuit, 1
2...Power supply, 13...Clutch switch, 14...
...Brake switch, 16...Memory device, 17
... Gate circuit, 18 ... Power supply, 19 ... Low speed detection circuit, 20 ... High speed detection circuit, 21 ... Restart circuit, SS ... Vehicle speed signal, ST ... Set signal,
Vo...Set vehicle speed signal, ΔS...Difference signal, RS1,
RS2...Resium signal.

Claims (1)

[Claims] 1. In order to drive at a desired constant speed, a control signal is sent to the engine mechanical control system based on a difference signal corresponding to the difference between the set vehicle speed stored in the memory device and the actual vehicle speed to drive at a constant speed. In a constant speed running control device for a manual transmission vehicle, a gate circuit is provided to achieve this, and when the clutch is disengaged during driving operation, the gate circuit is closed and the output of the control signal is stopped. When the clutch is connected, if the actual vehicle speed is lower than the set vehicle speed based on the actual vehicle speed and the set vehicle speed before the clutch is released that is stored in the memory device, the gate circuit is opened and the output of the control signal is resumed. A constant speed running control device for a manual transmission vehicle characterized by being equipped with a restart circuit. 2. The manual engine vehicle according to claim 1, wherein the restart circuit includes a neutral switch that prevents restarting constant speed driving control when the shift gear is in neutral. constant speed driving control device.