JPH0292743A - Fixed speed running control device - Google Patents

Abstract

PURPOSE:To prevent the generation of surge in a vehicle, when it is in running on a downhill or the like, by inhibiting a fuel supply means from cutting off supply of fuel or an engine during the time from setting a fixed speed running control to releasing it. CONSTITUTION:In the case of a CPU 1 inputting each output signal of a potentiometer 36 detecting a throttle valve (engine speed determining means) for its opening (attitude), reed switch LSW outputting a voltage signal in proportion to a car speed, tilt sensor 12 and various switches SSW, RSW, BSW1 and CSW or the like related to a fixed speed running control, a fuel supply means 17, which cuts off supply of fuel in the throttle opening corresponding to the predetermined low speed of an engine, is provided. The fuel supply means 17 is inhibited from cutting off the supply of fuel to the engine, when fixed speed running is instructed to be set, while allowed to cut off the supply of fuel to the engine when the fixed speed running is instructed to be released.

Description

Detailed Description of the Invention [Objective of the Invention] (Industrial Application Field) The present invention compares the running speed of a vehicle with a target speed, and adjusts the rotation of the engine in order to make the running speed equal to the target speed. The present invention relates to a constant speed cruise control device that automatically adjusts the attitude (rotation angle) of rotation speed determining means (for example, a throttle valve) that determines speed.

(Prior Art) Constant speed cruise control devices operate on the principle of comparing the current speed and target speed and performing speed increase control when the former is low, and deceleration control when the former is high. As automobiles become more multi-functional and more efficient, complex solutions are required.

For example, an electronically controlled fuel injector (EFI)
). EFI uses an electronic control device such as a microcomputer.

The fuel supply to the engine is optimally controlled by adjusting the throttle valve opening, air flow rate, engine rotation speed, etc.

One of the fuel supply controls performed by the EFI is control to cut off the fuel supply (hereinafter referred to as fuel cut) when the throttle valve is at an idling opening and the engine speed is above a predetermined value. This is an effective control that improves the braking force of the engine brake and the fuel consumption rate, but when combined with a constant speed cruise control device, the following disadvantages occur.

That is, the constant speed cruise control device closes the throttle valve in order to suppress speed increase of the vehicle, and may fully close the throttle valve when traveling on a steep descent road. At this time, the conditions for the fuel cut are met and the EFI cuts the fuel, but when this fuel cut causes the engine to apply braking force to the vehicle and the vehicle speed suddenly decreases, the constant speed cruise control device then switches on the fuel cut. Since the throttle valve is opened to suppress the deceleration of the vehicle, the fuel cut condition is not met, and the EFI releases the fuel cut (fuel supply). When the fuel supply is restarted, the vehicle speed increases again, so the above-mentioned process occurs repeatedly, causing the vehicle to surge.

In order to solve this kind of problem, Japanese Patent Application Laid-Open No. 63-1144
Publication No. 4 states that after the fuel cut conditions are met during constant speed driving control and the fuel is cut, as long as the vehicle speed deviation (deviation between the target vehicle speed and the current vehicle speed) is below a predetermined value, the fuel cut will be performed. A constant speed cruise control device has been disclosed that continues to cut fuel even if conditions are not met.

Furthermore, in JP-A-60-135334, when the fuel cut condition is met and the fuel is cut during constant speed driving control, the loop gain of the constant speed driving control is set small for a predetermined time thereafter, and the fuel is cut off. A constant speed travel control device has been disclosed that lengthens the cycle from when a cut condition is not met until it is met again.

(Problems to be Solved by the Invention) In any of the above conventional examples, the response characteristics of the constant speed cruise control device are substantially lowered, the period in which the fuel cut condition is satisfied/unfulfilled is extended, and the We're dealing with vehicle surge, but it's not going away. In other words, depending on the vehicle speed deviation reference value set here, the loop gain, or the degree of disembarkation, the cycle of the fuel cut conditions being satisfied/unfulfilled may not be extended and an unpleasant surge may occur. A problem arises in that the cut continues even when it becomes unnecessary.

SUMMARY OF THE INVENTION An object of the present invention is to provide a constant speed travel control device that does not generate surges during travel, such as when exiting a vehicle.

[Structure of the invention]

(Means for Solving the Problems) In order to achieve the above object, the present invention provides a rotational speed determining means that is provided on the intake side of the engine of a vehicle and determines the rotational speed of the output shaft of the engine depending on the attitude of the engine; a fuel supply means for supplying fuel to the engine, comprising an attitude detection means for detecting an attitude of the rotation speed determination means, the attitude detection means detecting an attitude of the rotation speed determination means corresponding to a predetermined low speed rotation of the engine; Fuel supply means for cutting off the supply of fuel to the engine when detecting; driving means for changing the attitude of the rotational speed determining means; speed detecting means for detecting the running speed of the vehicle; for inputting a predetermined instruction. input means; and when a constant speed driving setting instruction is received from the input means, the fuel supply means is prohibited from cutting off the supply of fuel to the engine, a target speed is set, and the target speed and the current traveling speed are set. a control means for energizing the drive means in a direction in which the two coincide with each other, and for allowing the fuel supply means to cut off the supply of fuel to the engine when there is an instruction to cancel constant speed running from the input means; The structure is such that it can be said.

(Operation) According to this, the control means sets the constant speed running control in response to an instruction from the input means, and the supply of fuel to the engine by the fuel supply means is cut off until it is canceled. Since this is prohibited, the fuel supply means continues to supply fuel even if the conditions for cutting off fuel supply to the engine are established.

Therefore, it is possible to obtain a constant speed travel control device that does not generate surges during travel, such as when exiting the vehicle.

Other objects and features of the present invention will become apparent from the following description of embodiments with reference to the drawings.

(Example) This example is a constant speed traveling device in which the present invention is applied to a manual transmission vehicle.

First, please refer to FIG. 5a, which shows a cross section of an electric throttle valve opening/closing drive mechanism, which is the actuator of this embodiment, and FIG. 5b, which shows a cross section thereof along the line VB-VB.

The drive source of this drive mechanism is the motor 21. motor 21
is fixed to the case 39a, and its rotating shaft is coupled to the worm 22 which is pivotally attached to the case 39a.

A clutch drive gear 23 is engaged with the worm 22. This clutch drive gear 23 is rotatably supported by a fixed shaft 24 fixed to a case 39a, houses a coil 25 therein, and has a non-magnetic clutch plate 26 fixed thereto. A circular groove is formed in the clutch plate 26, and receives an engaging protrusion 29 provided on the clutch surface of an opposing clutch driven gear 28 made of a magnetic material via a plate spring 27. In other words, when the coil 25 is not energized, the leaf spring 27
Since the clutch plate 26 and the clutch driven gear 28 are previously disengaged (clutch disengaged), no rotational force is transmitted between the clutch driving gear 23 and the clutch driven gear 28. However, if the coil 25 is energized, , the interlinking magnetic flux generated in the coil 25 attracts the clutch driven gear 28, and when the circular groove formed on the clutch plate 26 and the engagement protrusion 29 provided on the clutch surface of the clutch driven gear 28 face each other, the coupling between the two ( clutch engagement) is established, and the clutch drive gear 23
Rotational force is transmitted between the clutch driven gear 28 and the clutch driven gear 28 (hereinafter, a mechanism consisting of these will be referred to as an electromagnetic clutch).

Like the clutch drive gear 23, the clutch driven gear 28 is rotatably supported by the fixed shaft 24, and has teeth 30 integrally formed therein. The teeth 30 mesh with a sector gear 31 fixed to an intermediate portion of an output shaft 32 rotatably supported by a case 39a.

A cam plate 33 is fixed to the inner end of the output shaft 32. Teeth 34 are integrally formed on the cam plate 33.
A gear 35 that meshes with is fixed to the input shaft of a potentiometer 36. Potentiometer 36 outputs a voltage representing the rotation angle of output shaft 32. Further, a cam groove is formed in the cam plate 33, which acts on the limit switches 37 and 38 to detect the limit position of the output shaft 32.

In other words, when the rotation angle of the output shaft 32 exceeds the angle corresponding to the upper limit of throttle opening, the operator of the limit switch 37 falls into the cam groove and turns off, and when the rotation angle falls below the angle corresponding to the lower limit of the throttle opening, the operator of the limit switch 38 falls into the cam groove and turns off.

These cam plates 33. Limit switches 37 and 38
etc. are protected from dust by a cover 39b.

A fan-shaped output pulley 40 is fixed to the outer end of the output shaft 32, and a pin 41 to which one end of a wire 42 is fixed is fixed to the output pulley 40.
is locked. The other end of this wire 42 is coupled to a coupling mechanism 100 shown in Figure 5c.

See Figure 5c.

The coupling mechanism 100 organically couples the electric throttle valve opening/closing drive mechanism described above and the accelerator pedal 75, and transmits their output to the throttle valve 65 provided in the mixing chamber FMC. This mechanism consists of a sector-shaped first
Pulley 50. The main elements are a second pulley 60 and a third pulley 70, each of which is rotatably supported by a fixed shaft 110, and the second pulley 60 is sandwiched between the first pulley 50 and the third pulley 70 from both sides. has been done.

The first pulley 50 is connected to the output pulley 40 described above. That is, the pin 51 to which the other end of the wire 42 described above is fixed is locked here.

The first pulley 50 also includes a coil spring 53.
The wire 42 is forced to rotate in the winding direction, and a protrusion 54 is formed on the outer surface adjacent to the second pulley 60.

The third pulley 70 is connected to an accelerator pedal 75. This connection is made via wire 72 and wire 72
One end is fixed to a pin 71 that is engaged with the third pulley 70, and the other end is connected to the point of action of the accelerator pedal 75.

The third pulley 70 also includes a coil spring 73.
The wire 72 is forced to rotate in the winding direction, and a protrusion 74 is formed on the outer surface adjacent to the second pulley 60.

The second pulley 60 is connected to a throttle valve 65. This connection is made via wire 62 and wire 6
One end of the second pulley 60 is fixed to a pin 61 that is engaged with a second pulley 60, and the other end is connected to an action point of a link mechanism 66 connected to a throttle valve 65. A coil spring 67 applies force to the link mechanism 66 in the direction of closing the throttle valve 65, and this force is transmitted from the wire 62 to the second pulley 60.

Therefore, the second pulley 60 is forced to rotate in the direction in which the wire 62 is fed out, but the protrusion 645 and the third pulley that receive the protrusion 54 formed on the first pulley 50 on each of the outer surfaces of the second pulley 60 Protrusion 74 formed in 70
Since the receiving protrusion 647 is formed, its rotation is regulated by the rotation angle of the first pulley 50 or the third pulley 70.

If this operation is observed Wt from the first pulley 50 side, when the rotational force in the direction of feeding out the wire 42 is applied to the first pulley 50 from the electric throttle valve opening/closing drive mechanism via the wire 42, the protrusion 54 The first pulley 50 and the second pulley 60 are rotated together by the engagement with the protrusion 64s, and the throttle valve 65 is driven to open via the wire 62 and the link mechanism 66. For example, when the accelerator pedal 75 applies a rotational force in the direction of feeding out the wire 72 to the third pulley 70 via the wire 72, the engagement between the protrusion 74 and the protrusion 647 causes the third pulley 70 to
The pulley 70 and the second pulley 60 rotate together, and the throttle valve 6 is connected via the wire 62 and the link mechanism 66.
5 is driven open. In this case, the first pulley 50 and the third pulley 70 simultaneously move in the wire feeding direction (
When the wire 42 or 72 is fed out (the direction in which the wire 62 is wound up in the second pulley 60), the one with a larger rotation angle is effective, and the other rotations are idle. It will be clear from Figure 5c. In other words, the first pulley 50 or the third pulley 7
The second pulley 60 rotated in the direction of winding the wire 62 by the second pulley 60 is not rotated back by the other pulley.
It can be said that.

On the other hand, the rotational force applied to the first pulley 50 by the coil spring 53 in the direction of winding the wire 42 is
2 to the output pulley 40 of the electric throttle valve opening/closing drive mechanism, and acts on the clutch driven gear 28 from the output shaft 32 via the sector gear 31. At this time, if the electromagnetic clutch is engaged (rotational force is transmitted between the clutch driven gear 28 and the clutch drive gear 23), the rotation of the clutch drive gear 23 is prevented by meshing with the worm 2. 1 pulley 50 is fixed, but if the electromagnetic clutch is engaged in advance (no rotational force is transmitted between the clutch driven gear 28 and the clutch driving gear 23), the output shaft 32 will be in an almost no-load state, so the first pulley 50 will be fixed. The pulley 50 is rotated by a coil spring 53 in a direction to wind up the wire 42 . That is, when the coil 25 of the electric throttle valve opening/closing drive mechanism is deenergized, if there is no abnormality in the electromagnetic clutch, the first pulley 50 is moved to the wire 42 by the coil spring 53.
is rotated in the winding direction, and the second pulley 60 is rotated to the idling rotation position (the protrusion 54 of the first pulley 50 in this position
When the protrusion 645 comes into contact with the second pulley 60, the second pulley 60 is returned to its position (setting the throttle valve 65 to the engine idling rotational opening degree).

By the way, the electric throttle valve opening/closing drive mechanism described above is controlled by the electric control circuit shown in FIG. This electric control circuit is a microcomputer (hereinafter referred to as CPU).
) 1 and EFI controller 17. It also consists of various drivers, converters, input circuits, switches, etc. Each component has a battery BTT.
A constant voltage Veal is supplied via a first constant voltage power supply CPSi and/or a constant voltage Vcc2 is supplied via a second constant voltage power supply CPS2. Although the detailed power supply line is not shown in Figure 1, this is the voltage v
This is because the supply of 8 and Veal requires only the connection of the battery BTT, and is constantly supplied as long as the battery BTT is connected.

Further, the voltage Vcc2 is further supplied to the main switch MS.
Although the input of W is a requirement, the only elements to which this voltage Vcc2 is supplied are the CPU 1 and the alarm lamp ALP, as shown in FIG.

In the CPUI, the constant voltage V from the second constant voltage power supply CPS2
cc2 is used to set standby mode and return to normal mode. This standby mode is a power saving mode in which all input/output ports are set to high impedance, only the previous register states and RAM contents are held, and software operations are stopped. CPUI is constant voltage V
This standby mode is set when cc2 is no longer applied, but if this mode is set, software operation is stopped, so hardware control is required to return to the normal mode. The port for doing this is the control port Iss, and this control port Iss
When the constant voltage Vcc2 from the second constant voltage power supply CPS2 is applied to s, the standby mode returns to the normal mode.

The functional operation of each part will be explained below.

The PWM counter 2 is given PWM data D and clock pulses from the CPUI. This PWM data is given as a positive or negative value, with the sign indicating the biasing force direction of the motor 21 and the magnitude indicating the on-duty. In other words, when PWM counter 2 is given PWM data D other than zero, PWM counter 2
Converts the WM pulse to H level (high level) and sets the biasing direction control signal to H level if the sign is positive, and sets the biasing direction control signal to L level (low level) if it is negative. Start counting clock pulses.

Thereafter, when the count value becomes equal to the absolute value of the PWM data D, the PWM pulse is shifted to L level.

The PWM pulse of the PWM counter 2 and the energizing direction control signal are given to the motor driver 3. Motor driver 3
is connected to the motor 21 of the electric throttle valve opening/closing drive mechanism described above, and if the direction control signal is at the H level, the motor driver 3 urges the motor 21 to rotate in the normal direction while the PWM pulse is at the H level. If the control signal is at L level, the motor 21 is energized in reverse while the PWM pulse is at H level. The operation of this motor driver 3 is monitored by a monitoring circuit 4.

The aforementioned limit switches 37 and 38 are inserted in series in the energizing line of the motor 21.

These switches restrict rotation of the output shaft 32 beyond its limits. That is, as described above, the forward rotation of the motor 21 is transmitted to the output shaft 32 via the electromagnetic clutch, the output shaft 32 rotates in the direction to wind the wire 42, and the rotation exceeds the throttle opening angle corresponding to the upper limit. and limit switch,
37 opens to prevent the forward rotation of the motor 21, and the motor 2
1 is transmitted to the output shaft 32 via the electromagnetic clutch, the output shaft 32 rotates in the direction of feeding out the wire 42, and when the rotation falls below the angle corresponding to the lower limit of throttle opening, the limit switch 38 opens and the motor 21 is prevented from being reversely biased. Note that the diode D1 connected in parallel with the limit switch 37 enables reverse rotation of the motor 21 in a state where forward rotation is inhibited, and forward rotation of the motor 21 is enabled with forward rotation of the motor 21 being prevented. The energization is made possible by a diode D2 connected in parallel with the limit switch 38.

The solenoid driver 5 is connected to the coil 25 of the electric throttle valve opening/closing drive mechanism described above. The solenoid driver 5 energizes this coil 25 when receiving an instruction to energize the electromagnetic clutch from the CPU, and deenergizes it when receiving an instruction to de-energize the electromagnetic clutch.

A normally closed brake switch BSW2, which is interlocked with depression of a brake pedal (not shown), is inserted into the biasing line of the coil 25.

This brake switch B SW 2 opens its contacts and cuts off the energizing line of the coil 25 when the brake pedal is depressed. Therefore, the coil 25 is immediately deenergized by depression of the brake pedal.

Note that the operation of the solenoid driver 5 and the operation of the brake switch BSW2 are monitored by a monitoring circuit 6.

When receiving a lamp activation instruction from the CPU, the lamp driver 7 activates the alarm lamp ALP (provided that constant voltage Vcc2 is supplied). This warning lamp ALP is provided on the meter panel (not shown) of the automobile.

``Please undergo auto drive inspection'' message is backlit.

When the chip is selected by the CPUI, the A/D converter 8 digitally converts the detected voltage of the potentiometer 36 and returns it to the CPUI. When the chip is selected by the CPUI, the A/D converter 9 digitally converts the output voltage of the F/V converter 10. When the A/D converter 111 is chip-selected by the CPU, it digitally converts the detected voltage of the tilt sensor 12 and returns it to the CPU.
Return to I.

The F/V converter 10 is a converter that converts frequency into voltage, and here, the reed switch LSW is connected to the output shaft (not shown) of the transmission.
The frequency of the signal generated by turning on/off in response to the magnetism of the rotating permanent magnet Mag coupled to the magnet is converted into voltage. In other words, the F/V converter 10 outputs a voltage signal proportional to the vehicle speed.

The tilt sensor 12 has a pendulum 12a and a potentiometer 12b for detecting the tilt angle of the pendulum 12a sealed in a container filled with damper oil, and is fixed to the horizontal reference plane of the vehicle with the vibration direction in the front-rear direction. . Therefore, when the vehicle tilts back and forth when climbing or descending, the tilt angle is detected based on the relative tilt of the pendulum 12a that maintains the vertical direction.

Input circuits 13, 14, 15 and 16 each have C
PUI is each switch SSW, R5W.

This is an input interface for reading the on/off status of B SW 1 and C8W.

The switch SSW is a manually operated set switch, and the operation of this switch instructs execution of constant speed driving control based on the vehicle speed when the switch is turned from on to off. In addition, the switch RSW is also a resume switch that is manually operated, but the operation of this switch is to resume constant speed driving at the memorized vehicle speed (if the constant speed driving control is canceled, the vehicle speed before cancellation) This is an instruction to execute control.

The switch Bswt is the brake switch BSW described above.
Like 2, it is linked to the depression of a brake pedal (not shown), but this is a normally open brake switch, to which a brake lamp BLP is connected in series. In addition, the input circuit 15 includes a brake switch B.
Since the voltage across SW is input, it is possible to detect whether the brake switch BSW1 is on or off even if there is a break in the brake lamp BLP or the fuse inserted in series therewith.

Switch C8W is a normally open clutch switch that is linked to depression of a clutch pedal (not shown).

The EFI controller 17 is a control device that forms the core of the EFI device (electronically controlled fuel injection device), and includes electromagnetic fuel injection valves F IVt and FV.
T2, an input circuit 17a to which a fitting switch ISW is connected, an amplifier 17b to which a tachogenerator 17c is connected, and various sensors (not shown) such as a fuel pump, a pressure sensor, an intake temperature sensor, and a cooling water temperature sensor. It is connected.

Solenoid II 8-fuel injection valve FIVI and F VI 2 i
nk, injects fuel supplied from the fuel pump into the mixing chamber FMC when energized. The idling switch ISW also controls the lower limit opening of the throttle valve 65 (corresponding to the idling rotation of the engine (E/G)).
, and the tachogenerator 17c detects the engine rotation speed.

The EFI device of this embodiment employs a speed density method, and the EFI controller 17 uses an electromagnetic sensor based on information detected by the idling switch rsw, the tachogenerator 17C9 pressure sensor, the intake air temperature sensor, the cooling water temperature sensor, etc. Fuel injection valves FIVt and FVI
2 is energized/deenergized to supply fuel at the injection amount required by the engine. In this case, the idling switch I
When the SW detects the lower limit opening of the throttle valve 65 and the tachogenerator 17c detects engine rotation above a predetermined rotation speed, a "fuel cut" is performed to cut off the fuel supply, and the engine brake is activated. The aim is to improve braking power and fuel consumption. However, the EFI controller 17 performs this control only when fuel cut is permitted by the CPU 1.

An off-board diagnosis tool (hereinafter referred to as ODT) 18 is connected as necessary during repair. This 0D
The T18 is equipped with a display, operation keys, etc.
It inputs instructions to output diagnosis data and cancel abnormality mode, and displays diagnosis data from the CPUI.

Next, Figures 2, 3, 4a, 4b, and 4
The operation of the CPU 1 will be explained with reference to the flowchart shown in FIG.

First, please refer to FIGS. 2 and 3.

When the battery BTT is connected and the constant voltage vcc1 is applied from the first constant voltage power supply cps1, the CPU 1 performs St (indicates the step number attached to the flowchart; hereinafter the same meaning).
In step S2, each robot, internal register, and RAM are initialized, and permission for fuel cut is given to the EFI controller 17. In step S2, a standby command is executed to set standby mode.

After that, when the main switch MSW is turned on and the constant voltage Vcc2 is applied to the control port Iss (application of H level), the standby mode returns to the normal mode, and the SI
Initial set processing is executed at O.

In initial set processing, output ports and
Each flag (excluding abnormality flag Fab) explained below,
Register and memory (initial opening setting table Pm
(excluding the memory area storing diagnostic data and the memory area storing diagnosis data), and gives permission to the EFI controller 17 to cut the fuel.

When the CPUI completes the initial set process, the SL
1 or less processing is repeatedly executed at a period of approximately 5Qmsec.

In the input reading process executed in SLL, constant voltage Vc
Whether c2 is applied or not, each switch SSW.

The states of R8W, BSWI and CSW, the rotation angle Pp of the output shaft 32 of the electric throttle valve opening/closing mechanism based on the detected voltage of the potentiometer 36, the vehicle speed Vρ based on the output voltage of the F/V converter 10, and the vehicle speed based on the detected voltage of the tilt sensor 12. The inclination angle IP in the longitudinal direction is read, and the acceleration AP is determined from the amount of change in vehicle speed (the suffix II PI3 of each symbol indicates the current value).

In S12, the next process to be performed is selected based on the value of the selection register SEL. That is, selection register SE
If the value of L is "0''", standby processing is executed in S100, if sr 1 r+, initial opening degree setting processing is executed in 5200, and if zl 211, 530 is executed.
At 0, constant speed control processing is executed, and at 113H', cancellation processing is executed at 5400.

However, this selection register SEL is initialized to 0'' in the initial set process.Therefore, the explanation will be given here in order from the standby process.

See Figure 4a.

In the standby process, first, in 5101, the PWM data D
is set to O and outputs it to the PWM counter 2 at 5102, and also instructs the solenoid driver 5 to de-energize the electromagnetic clutch (described as E/C in the flowchart), so the motor driver 3 energizes the motor 21. If so, the solenoid driver 5 deenergizes the coil 5 if it is energized.

After this, turn on/off the brake switch Bswi (S1
03), Vcc2 (7) applied/present, (SIIO
), set/reset the abnormality flag Fab (S112)
, Resume switch RSW on/off (S11
3) On/off of set switch SSW (S117
) and the setting/resetting of the set flag F set (S119).

When it is detected in 5103 that the brake switch B S W H is on, the rotation angle pp of the output shaft 32 is checked in 5104. As mentioned above, the rotation angle pp of the output shaft 32 corresponds to the opening/closing angle of the throttle valve 65, and when the electromagnetic clutch is energized, the idling rotation angle (the first pulley 50 corresponds to the idling rotational position described above). The rotation angle of the output shaft 32 when it is at Pr□ must be returned to. In other words, if the rotation angle pp of the output shaft 32 at this time exceeds the idling rotation angle Pro, it is considered that there is a coupling failure in the electromagnetic clutch and that the clutch plate 26 and the clutch driven plate 28 are unable to flow vertically. Therefore, in 5105, the PWM data D is set to the high-speed reversal constant -DCO, and in 5102, it is output to the PWM counter 2. This allows PW
Motor driver 3 receives PWM pulse from M counter 2
energizes the motor 21 in high-speed reverse rotation, so when there is a coupling failure in the electromagnetic clutch, the output shaft 32 is forcibly returned to the idling rotation angle Pr (H).

When this type of failure occurs, it is preferable to completely prohibit the use of constant speed running devices.

In step 5107, an abnormality flag Fab is set to completely prohibit the use of the constant speed traveling device thereafter.

Further, in 8108, the occurrence of a failure is recorded as diagnosis data, and in 5109, the lamp driver 7 is instructed to activate the alarm lamp ALP, and a message ``Please have the autodrive inspected'' is displayed.

Note that the CPUI holds the abnormality flag Fab until an instruction to cancel the abnormality mode is received from the 0DT18.

As long as this is set, the constant speed traveling device of this embodiment does not substantially operate because it returns from 5112 to 5109 and does not proceed to 8113 or below.

When it is detected in 5110 that the constant voltage Vcc2 is not applied, the process proceeds to 5111 to execute a standby command and set the standby mode.

When it is detected in 5113 that the resume switch R8W is on, the set switch SS is turned on in 5114.
Check W. In the constant speed traveling device of this embodiment, double activation of the resume switch R3W and the set switch SSW is prohibited, so when the ON of the set switch SSW is detected, the set flag F set is set in 8115.
After resetting, the program returns to the main routine and performs no special processing.

When it is detected that the resume switch R8W is turned on without double operation, the stored vehicle speed V+o is checked in 8116. If constant speed driving control has not been performed even once after turning on the main switch MSW until detecting that the resume switch R8W is turned on, the memorized vehicle speed Vm will be O, so the operation of the resume switch R8W is meaningless. If there is, the process returns to the main routine, but if it is not, the process proceeds to step 8123. For processing of 5L23 and below, please refer to the following.

When it is detected in 5117 that the set switch SSW is turned on, the set flag F set is set in 8118 and the process returns to the main routine. During this time Sera 1~
When the switch SSW is no longer operated, the set flag F s
et, is set, so proceed from 3119 to 5120 and below.

In step 5120, the set flag F set is reset, and in step 5121, the vehicle speed VP is checked.In the constant speed driving system of this embodiment, constant speed driving control below 40 kIIl/h is prohibited, so the vehicle speed at this time is VP is 40k
In step 5122, the vehicle speed Vp is registered as a stored vehicle speed Vm on the condition that it exceeds m/h.

In 5123, the target vehicle speed vb is determined based on the stored vehicle speed Vm.
is set, and a sequential number V, which divides the vehicle speed into a plurality of stages, is determined using the target vehicle speed vb and the function fv. This sequential number V becomes an address when determining the rotation angle of the output shaft 32 corresponding to the initial opening degree of the throttle valve 65 in the initial opening degree setting process to be described next.

After this, in 5124, the value of the selection register SEL is changed to ``
In step 5125, the solenoid driver 7 is instructed to energize the electromagnetic clutch, and a fuel cut prohibition command is given to the EFI controller 17, and the process returns to the main routine.

In the main routine, since the value of the selection register SEL is set to "1", the process proceeds from S12 to 5200 and initial opening degree setting processing is executed. This initial opening setting process will be explained with reference to FIG. 4b.

Here, in 5201, a sequential number i is obtained by dividing the inclination angle into multiple stages based on the inclination angle IP of the vehicle and the function fi, and in 5202, it is used together with the previously obtained sequential number V to create an initial opening setting table. Search for Pm. This initial opening setting table P1
1 stores the rotation angle of the output shaft 32 corresponding to the initial opening degree of the throttle valve 65 in vehicle speed stages and tilt angle stages, so the CPU Specified target vehicle speed v
b and a throttle valve 6 corresponding to the tilt angle rp of the vehicle.
The rotation angle of the output shaft 32 corresponding to the initial opening degree of 5 is read, and the target rotation angle pb of the output shaft 32 is set. Note that the initial opening degree setting table P+n stores data similar to @S at the time of shipment from the factory, but is updated to appropriate data through learning as described later.

In 5203, the rotation angle pp of the output shaft 32 and the target rotation angle Pb are compared. At this time, if the rotation angle pp exceeds the allowable range and is larger than the target rotation angle pb, the PWM data D is set to the reversal constant -Dcl in 5204,
05, it is output to the PWM counter 2. As a result, the PWM counter 2 outputs the above-mentioned PWM pulse, and the motor driver 3 that receives the output energizes the motor 21 in the reverse direction. However, if the PWM counter 2 or the motor driver 3 fails for some reason, or Alternatively, if the transmission mechanism is locked, the output shaft 32 will not rotate. Therefore, in steps 5206 to 5212, this type of failure is detected as described below, and in step 68206, the count flag Fj is deleted.

If this flag has been reset, set it in 5207, clear count register j, and then
At 208, the rotation angle pp of the output shaft 32 at that time is defined as the rotation angle of the motor 21 before energization (hereinafter referred to as the rotation angle before energization).
Register as Ps and return to the main routine.

Since the count flag Fj is set at this time, the next time this initial opening degree setting process is executed.

Proceed from 5206 to 5209. 5209 is the output ll1I! during one processing cycle. 132, that is, the degree of Ps-Ppl. In this case, if the difference IPs-Ppl exceeds the threshold value Pr1, it is determined that the rotation of the output shaft 32 is being performed without any abnormality, and the process proceeds to 5210, where the count register j is cleared.
The pre-bias rotation angle Ps is updated and the process returns to the main routine, but if the difference IPs-Ppl is less than the threshold value Pr1, it is determined that there is an abnormality in the rotation of the output shaft 32, and the process returns to step 521.
1, increment count register j by 1,
In 8208, the pre-energizing rotation angle Ps is updated and the process returns to the main routine.

If the state in which it is determined that the rotation of the output shaft 32 is abnormal continues for more than four processing cycles, the value of the count register j exceeds 4.

In this case, in 5213, the abnormality flag Fab is set and the value of the 1 selection register SEL is set to rt 3 rr to reserve selection of cancellation processing, and in 5213a, permission for fuel cut is given to the EFI controller 17. Note that the cancellation process will be described later.

When comparing the rotation angle PP of the output shaft 32 with the target rotation angle pb at 5203, if it is determined that the former is smaller than the latter even including the allowable range, then the change appearing in the rotation angle of the output shaft 32 at 8214 and below is determined. Motor 2 without monitoring
1 is biased for forward rotation. These processes are performed in step 5204 described above.
~ In the processing explanation of 5213a, the inversion constant II o
This is equivalent to reading clrt as a normal rotation constant 11 D cIll 4:), reading the count flag Fj as a count flag Fk, and reading the count flag j as a count register k, so the explanation here will be omitted.

When the rotation angle pp of the output shaft 32 and the target rotation angle pb are compared in 5203, if it is determined that the former and the latter are equal within the allowable range, the count flags Fj and Fk are reset in 5224, as will be described later. Address table Q and initial opening update table Pm
After clearing s and setting the value of the selection register SEL to "2" in step 5225, the constant speed control process described next is executed.

The constant speed control process will be explained with reference to FIG. 4c.

5301, a preset loop gain G,
Using the target vehicle speed b, the vehicle speed vP at that time, a preset compensation time constant CT (a time constant that compensates for the delay in the change in vehicle speed with respect to the change in the opening degree of the throttle valve 65), and the acceleration AP at that time, (Vb-(Vp+CT-A
p))..."...(1)
M data D is set and outputted to the PWM counter 2 in 5302. As a result, the PWM counter 2 outputs the above-mentioned PWM pulse, and the motor driver 3 receiving the output energizes the motor 21 to rotate forward or reverse. If the PWM data D at this time has a certain size (here, greater than the threshold value Dr), the PWM counter 2
．． Motor driver 3. As long as there is no abnormality in the motor 21, transmission mechanism, etc., a change in the rotation angle of the output shaft 32 will be observed due to the energization of the motor 21 at this time (however, if the output shaft 3
2 exceeds the throttle opening upper limit corresponding angle, or
(Except when the angle is below the lower limit corresponding angle). In other words, if this kind of abnormality exists, the change in the rotation angle of the output shaft 32 cannot be recognized.
5314 to 5322 indicate the process for detecting this type of abnormality when the data D is output to the PWM counter 2 (the same applies hereinafter), and 5314 to 5322 indicate the process for detecting this type of abnormality when the normal rotation energization of the motor 21 is set. The process of detecting an abnormality is shown.

In step 5304, the count flag Fj is checked.

When resetting this flag, then 530
5, the rotation angle pp of the output shaft 32 at that time is checked. At this time, if the rotation angle pp is less than the lower limit rotation angle Pr2 set based on the throttle opening upper limit corresponding angle, the process directly proceeds to 5325, but if it is equal to or higher than the lower limit rotation angle Pr2, a count flag Fj is set in 8306. F
After resetting k, clearing the count register j, and registering the rotation angle Pp of the output shaft 32 at that time as the pre-energization rotation angle Ps, the process proceeds to 5325.

Since the count flag Fj is set at this time, the next time this constant speed control process is executed, the count flag Fj is set from 5304 to 530.
Proceed to step 7. 5307 is 8 of the initial opening degree setting process described above.
209 or 5219 and is equal to the change in rotation angle of the output shaft 32 during one processing cycle, i.e. IPs - Ppl
This is a process to check the degree of In this, the difference IPs-
If Ppl exceeds the threshold Prl, it is determined that the output shaft 32 is rotating without any abnormality, and the process proceeds to 5308, where the count flag Fj is reset, but the difference IPg-P
When pl is less than the threshold value Prl, it is determined that there is an abnormality in the rotation of the output shaft 32, and the process proceeds to 5309, where the count register j is incremented by 1, and then, in 5311, the pre-biasing rotation angle Ps is updated.

Set the reverse bias of the motor 21 (PW greater than Dr.
If the state in which it should be determined that there is an abnormality in the rotation of the output shaft 32 continues for more than 4 processing cycles while outputting M data D), the value of count register j exceeds 4. . In that case, in 5312 the abnormality flag Fab is set, the count flag Fj is reset, the value of the selection register SEL is set to 113 II to reserve the selection of cancellation processing, and in 5313 the EF
After giving permission to the I-controller 17 to cut the fuel, the process returns to the main routine.

Processes to be executed in 8314 to 5323 are 1 or more 8304
In the process executed in ~5313, count flag Fj
Replace the count flag Fk with the count flag Fk, the count flag Fk with the count flag Fj, the count flag j with the count register k, the lower limit rotation angle Pr2 with the upper limit rotation angle Pr3, and reverse the direction of the inequality sign in 5315 corresponding to 5305. , so we omit the explanation here.

If the PWM data D set in step 5301 and outputted to the PWM counter 2 in step 5302 does not have a magnitude equal to or greater than the threshold value Dr, the odor count flags Fj and Fk are reset in step 5324, and then the process proceeds to steps 8325 and below.

In 5325, the vehicle speed Vp at that time and the target vehicle speed v
We are investigating the deviation from b. If this deviation is less than the allowable range Vr, the throttle valve 65 set at that time
Assuming that the opening degree of 8 is almost accurately reflected in the vehicle speed,
326 and below, an initial opening update table Pts is created for updating the data in the initial opening setting table PIll. That is, in 5326, a sequential number ■ which divides the vehicle speed into a plurality of stages according to the vehicle speed Vp and the function fv, a sequential number i which divides the tilt angle into a plurality of stages according to the tilt angle IP of the car and a function fi, and these sequential numbers The address table Q is searched using the numbers V and i, and the address q of the empty area of the initial opening update table P+++s specified by the sequential numbers V and i is determined. In 5327, the sequential numbers V and i and 1; Area Pm5(v, i
, q) stores the rotation angle Pp of the output shaft 32 at that time. After this, in 8328, address q is updated to V of address table Q.

It writes to the area Q(v,i) specified by i and returns to the main routine.

Please refer to FIG. 3 again.

In the loop that executes the initial opening degree setting process or the loop that executes the constant speed control process, Vcc2 is applied/
513), the on/off of the brake switch BSWI (S14) and the on/off of the clutch switch C8W (S13) are monitored, and Vcc2 is not applied.
When it is detected that the brake switch BSWI is turned on or the clutch switch C8W is turned on, the value of the selection register SEL is set to LL31g in 816 to reserve the selection of cancellation processing, and the EFI controller 17 is permitted to perform a tsuyu 12 cut in Si2. give.

The cancellation process will be explained with reference to FIG. 4d.

Here, first, in 5401, the timer flag FLm
Find out. When executing the cancellation process for the first time, this timer flag Few is reset, so 540
1 sets the PWM data D to 0, outputs it to the PWM counter 2 in 5403, and instructs the solenoid driver 5 to deenergize the electromagnetic clutch,
At 5404, timer flags Ft and m are set, and timer T is cleared and started.

Next, the data in the initial opening setting table PIl is updated based on the data in the initial opening updating table Pa5s created in the constant speed control process, but if some abnormality occurs before this cancellation process is executed. When this happens, the reliability of the data in the initial opening update table Pms is considered to be low, and the data in the initial opening setting table Pm is not updated. That is, the abnormality flag Fab is checked in 5405, and if it is set, the process returns to the main routine without performing the following processing.

In 8406, the sequential numbers v, i and address q are initialized, and in 5407, the address q' of the empty area of the initial opening update table Pms specified by the sequential numbers V and i is determined from the address table Q. This address q' corresponds to the number of update data written in the column specified by the sequential numbers V and i of the initial opening update table Pms.

Therefore, when the value exceeds 0, 840B to 8
After proceeding to 409 and clearing the update register Pn, 54
10 to 5412, the average value of all update data in the columns specified by the sequential numbers V and i of the initial opening update table PIIIS is determined in the update register Pn. Once this is determined, the address q is found in 5413.
is initialized again, and in S414, the average value determined in the update register Pn is stored in the area Pn+(v, i) specified by the sequential numbers V and i of the initial opening degree setting table Pm.

The above processing of 8407 to 5414 is performed every time the sequential number i is updated (S415), and when the sequential number i has completed one cycle, the sequential number V is updated (S417) and repeated to update the initial opening setting table Pm. do.

When the update of the initial opening setting table Pa is completed, 541
At step 9, the address table Q and the initial opening update table Pms are cleared, and the process returns to the main routine.

When executing the cancellation process for the second time, the timer flag Ftm is set, so steps S401 to S54 are executed.
Proceed to step 20 and monitor timer T. This timer T is provided to allow time for the first pulley 50 of the coupling mechanism 100 (FIG. 5c) to be returned to the idling rotation position by the coil spring 53, and when the timer T expires, the first pulley 50 of the coupling mechanism 100 (Figure 5c)
At step 21, the value of the selection register SEL is set to '0', the timer flag Fem is reset, and the process returns to the main routine.

In the main routine, when the value of the 1 selection register SEL is set to '0', the above-described standby process is executed.

Note that in 818 of the main routine, the monitoring circuit 4
and anomaly processing for anomaly detection in 6, and 0DT1
8 is connected, but since it has little bearing on the gist of the present invention, it will not be described in detail here.

Furthermore, it should be noted that the configurations of the actuators, sensors, etc. in the above embodiments do not limit the present invention.

〔Effect of the invention〕

As explained above, the constant speed cruise control device of the present invention includes a rotation speed determining means (65) that is provided on the intake side of the engine of a vehicle and determines the rotation speed of the output shaft of the engine depending on its attitude: supplying fuel to the engine. The fuel supply means includes an attitude detection means for detecting an attitude of the rotational speed determining means, and the attitude detecting means detects an attitude of the one rotational speed determining means corresponding to a predetermined low speed rotation of the engine. fuel supply means (17, 17a, FIVl, FIV2) for cutting off the supply of fuel to the engine when
- 32, 40, 100); Speed detection means (Mag, LSV) for detecting the running speed of the vehicle: Input means (SSW, R5V) for inputting predetermined instructions.

C5W, BSWt) ; When a constant speed driving setting instruction is received from the input means, the fuel supply means is prohibited from cutting off the supply of fuel to the engine, a target speed is set, and the target speed and the current speed are set. A control means that compares the driving speed and urges the drive means in a direction where both match, and when an instruction to cancel constant speed driving is received from the input means, allows the fuel supply means to cut off the supply of fuel to the engine. (1~3
); In other words, the fuel supply means is prohibited from cutting off the supply of fuel to the engine until the control means sets constant speed driving control in response to an instruction from the input means and cancels it. The supply means continues to supply fuel even if a condition for cutting off fuel supply to the engine is established. Therefore, surges do not occur in the vehicle when the vehicle is running, such as when exiting the vehicle.

[Brief explanation of the drawing]

FIG. 1 is a block diagram showing an electric control circuit of a constant speed traveling device according to an embodiment of the present invention. 2, 3, 4a, 4b, 4c and 4d are flowcharts showing one example of the control operation of the microcomputer 1 shown in FIG. FIG. 5a is a cross-sectional view showing the configuration of a mechanism section of the embodiment device, and FIG. 5b is a cross-sectional view taken along the line VB-VB of FIG. 5a. FIG. 5c is a perspective view showing the external appearance of the coupling tool 100 that connects the output pulley 40 and the throttle valve 65 shown in FIG. 5b. Microcomputer 2: PvM counter 3
: Motor driver 4, 6: Monitoring circuits 1 to 3:
(energizing control means) 5: Solenoid driver 8, 9, 11: A/D converter 12: Tilt sensor 17: EFI controller 17c: Tacho generator 18: Off-board diagnosis tool 21: Motor 22: Worm 23: Clutch drive gear 24: Fixed shaft 25: Electric coil
26: Disk 27: Leaf spring 28: Clutch driven gear 29: Engagement protrusion 30:
Tooth 3N sector gear 32: Output shaft 33: Cam plate 34: Teeth 7: Lamp driver 10: F/V converter 13 to 16.17a: Input circuit 17b = amplifier 35: Gear 36: Potentiometer 37.38: Limit switch 39a: Case 39b = Cover 40:
Output pulley 50, 60, 70: Pulley 42.62, 72: Wire 53.73:
Coil springs 54, 645, 64□, 74: Protrusion 65: Throttle valve (rotational speed determining means) 100:
Connection mechanism 21-32,710,100
: (Drive means) tXV: Reed switch Ma
g: Rotating permanent magnet LSW, Mag: (Speed detection means) ALP: Double pump MSIil
: Main switch 5511. R5V: Operation switch
13S11i, asw2 brake switch CS
V: Clutch switch 55v, R5W, C5V,
85111: (Input means) ISW Near idling switch (Attitude detection means) FIVI, FIV2: f
fi magnetic fuel injector 17.17a, ISW, FIVI,
FIV2: (Fuel supply means) BTT: Battery
CPSi, cps2: constant voltage power supply figure 2

Claims (1)

[Scope of Claims] A rotational speed determining means that is provided on the intake side of the engine of a vehicle and determines the rotational speed of the output shaft of the engine depending on its attitude; a fuel supply means that supplies fuel to the engine, comprising:
an attitude detecting means for detecting an attitude of the rotation speed determining means, and when the attitude detecting means detects an attitude of the rotation speed determining means corresponding to a predetermined low speed rotation of the engine, a fuel supply means for cutting off the supply of fuel; a drive means for changing the attitude of the rotational speed determination means; a speed detection means for detecting the running speed of the vehicle; an input means for inputting a predetermined instruction; When a constant speed driving setting instruction is received from the input means, the fuel supply means prohibits the fuel supply means from cutting off fuel supply to the engine, sets a target speed, and compares the target speed with the current driving speed. a control means that urges the drive means in a direction in which both coincide with each other, and when an instruction to cancel constant speed running is received from the input means, allows the fuel supply means to cut off the supply of fuel to the engine; Equipped with a constant speed traveling control device.