JPH0471728B2 - - Google Patents

Description

[Detailed Description of the Invention] [Field of Industrial Application] The present invention relates to a speed governor device that automatically runs a vehicle such as an automobile or a motorcycle at a preset constant speed. When switching to accelerated driving due to manual operation such as acceleration and deceleration, when switching from driving by manual operation such as acceleration and deceleration to automatic speed control driving, actuator operation delay and overshoot will minimize fluctuations in vehicle speed due to automatic control. This allows for gradual changes in travel speed when switching between manual control and manual control.

[Prior art and problems of the present invention]

Vehicles equipped with an automatic constant speed cruise control system that controls the vehicle at a set speed are conventionally known. The throttle control is selectively performed by both control systems.
In addition, since the actuator for automatic control must have quick responsiveness, there are various specific control mechanisms.

One such system is one in which an actuator-based operating system for automatic control and an accelerator-based operating system for manual control are mechanically connected in parallel to the throttle operating mechanism (Utility Model No. 57).
-129933). In this type of vehicle, in an automatic driving state, the difference between the actual vehicle speed and the set speed is detected, and based on this, the automatic control device controls the actuator, and the actuator adjusts the throttle opening to adjust the vehicle speed to the set speed. The value is kept almost constant. In this device, both the automatic and manual control systems are mechanically connected to each other, so when the accelerator is operated manually, the actuator becomes a heavy load for the manual operation. Therefore, during manual operation, the actuator of the automatic speed governor must be inactive.

When the above-mentioned actuator is a vacuum pressure actuator, under manual operation, the position of the actuator is set to the zero position by a built-in return spring, that is, the idling position in terms of throttle opening (actual throttle opening). does not mean that it is the idling opening).

In this state, if you are traveling at a speed of 60km/h, for example, and the accelerator operation force is relaxed due to switching to automatic speed governor control at a predetermined set speed, the difference between the actual vehicle speed and the set speed will be detected and the difference will be based on the difference. In this case, the actuator is controlled by the automatic control device, but in this case, the actuator is at the zero position at the beginning of automatic speed regulation, and there is a time delay until it stabilizes to a steady automatic speed regulation state. , the throttle rotates in the closing direction at the same time as the accelerator is released, causing a sudden drop in engine output. For this reason, the vehicle speed will once drop rapidly from 60 km, and then the automatic speed governor will operate and gradually recover to the predetermined set speed.

Furthermore, when a manual operation for acceleration is applied using the accelerator during automatic speed control driving, the throttle is forcibly rotated in the opening direction by this manual operation force, and the engine output increases and the vehicle speed increases. Therefore, the automatic control system detects an increase in vehicle speed and works to return it to the set speed. Therefore,
During acceleration due to manual operation, the actuator operates in the direction to close the throttle, but since the throttle is operated by the accelerator and the vehicle speed does not return to the specified speed, the actuator moves further in the direction to close the throttle and returns to the zero position. It goes back to.

As described above, when acceleration is performed by manual operation during automatic speed regulation, and then the driver releases the accelerator operation force in the hope that the speed will return to automatic speed regulation again, the actuator will return to the zero position contrary to expectations. However, there is a time delay before the throttle returns to the normal automatic speed control position, so the moment the accelerator is released, the throttle closes and the vehicle speed suddenly drops, and then returns to the set speed. Become.

The occurrence of vehicle speed fluctuations that the driver does not expect when switching between the manual operation state and the automatic speed control state not only makes the ride uncomfortable but also significantly impairs the stability of the driving state.

In order to solve the above-mentioned problem of unexpected vehicle speed fluctuations, the present invention aims to reduce the vehicle speed due to the delay in returning the actuator from the initial position to the steady automatic control operation position when switching between the manual operation state and the automatic speed control state. The objective is to minimize the decline as much as possible.

[Measures taken to solve the problem]

The measures taken to resolve the above issues are as follows:
It is composed of (a), (b), and (c).

(b) When performing manual acceleration using the accelerator operation means from automatic constant speed driving at the set vehicle speed, the speed difference between the actual vehicle speed and the set vehicle speed is the first speed difference.
When E ₁ or more is reached, the control means considers this to be manual acceleration and releases the drive pressure of the actuator to the atmosphere to put the actuator in an inactive state; a second speed difference in which the speed difference between the actual vehicle speed and the set vehicle speed is smaller than the first speed difference _E1 .
( _c ) When the speed difference between the actual vehicle speed and the set vehicle speed becomes equal to or less than the second speed difference _E2 , the actuator controls the throttle. Controlled to operate in the opening direction.

[Effect]

Even if a manual operation using the accelerator is added during automatic speed control driving and the vehicle enters an acceleration state, this is not immediately determined to be manual acceleration, and the speed increases to a predetermined speed E ₁ or higher relative to the predetermined set speed. Since manual acceleration is determined only when manual acceleration is detected and the actuator is disabled, the actuator does not return to the zero position during gentle acceleration operations under normal driving conditions, and both automatic and manual operations are effective. As soon as the accelerator is released, automatic control is applied immediately, and the vehicle continues to drive with almost no fluctuation in vehicle speed. In the above acceleration state, when the speed exceeds the set degree by _E1 or more, manual acceleration is determined, and the actuator is deactivated to release the load imposed by the actuator on the accelerator operation. After accelerating, the vehicle decelerates until the vehicle speed approaches the set speed.
When the speed difference becomes equal to or less than a predetermined value E2, which is smaller than _E1 , in other words, when the vehicle speed decreases to _a speed _E2 higher than the set speed for automatic regulation, the actuator is moved in the throttle opening direction. to prepare for a quick switch to automatic speed control.
Therefore, even if you release the accelerator force in the hope that the speed will decelerate and return to the automatic speed control state after being manually controlled at a speed that exceeds the set speed by _E1 or more, the actuator will not move at that point. Since the throttle has already been operated in the opening direction and the automatic speed regulating control is immediately entered, so to speak, it is in a standby state, so there is almost no delay in the automatic speed regulating control after the accelerator is released, and therefore there is no fluctuation in vehicle speed. It is possible to smoothly transition from manual acceleration operation to automatic speed control control.

〔Example〕

Next, embodiments will be described with reference to the drawings.
Before explaining the details of the embodiments, the basic configuration of the automatic speed governor for a vehicle according to the present invention will be explained. Note that this basic configuration is basically the same as the above-mentioned known example (Japanese Utility Model Application Publication No. 129933/1983), except for the fact that the actuator is a vacuum pressure actuator and the method of controlling the actuator. be.

The speed of the vehicle is controlled by adjusting the opening degree of the throttle of the fuel supply system via the accelerator joint using a manual operating means such as an accelerator grip, thereby adjusting the engine output. On the other hand, the throttle is also adjusted via an accelerator joint by an actuator controlled by an actuator control means driven by the vacuum pressure of the vacuum pump, and the actuator control means is set as a constant running speed. Based on the set speed set and the detected value of the actual traveling speed, the actuator is automatically controlled so that the vehicle travels at a predetermined constant speed regardless of changes in the vehicle speed. That is, the actual traveling speed is detected by the vehicle speed sensor, this vehicle speed detection signal is stored in the actual vehicle speed storage means, and a desired predetermined constant traveling speed is stored in the set speed storage means by operating the speed governor set switch. Make me remember.

The initial operating time for automatic speed regulation of the actuator is calculated from this actual traveling speed and the set speed by the calculation means, and based on the calculation result, the actuator is operated for a predetermined period of time to quickly enter the steady automatic control state. After that, normal feedback control is performed by opening and closing the control valve of the actuator and the atmospheric release valve.

Next, details of an embodiment in which the present invention is applied to a motorcycle will be described with reference to FIG. 2.

A handle 1 of a motorcycle is provided with a control switch part 2 and an accelerator grip 3. Kill switch 4 of control switch section 2
stops the driving of the engine, and the speed governor set switch 5 automatically adjusts the vehicle speed to a predetermined speed. The accelerator grip 3 is connected to the rotating body 7 of the accelerator joint 6 by an opening actuation cable 8 and a closing actuation cable 9. This accelerator joint 6 is connected to a carburetor 10, which is a fuel supply device for supplying fuel to the engine, by an opening actuation cable 11 and a closing actuation cable 12. Then, when the accelerator grip 3 is rotated counterclockwise, the tensile force of the opening operation cables 8 and 11 causes the carburetor 10 to open.
The throttle valve 13 opens, more fuel is supplied to the engine, and the rotational speed increases.

An actuator 15 is connected to the actuating body 14 of the accelerator joint 6 by a drive cable 16. The actuating body 14 and the rotary body 7 are provided to be able to rotate relative to each other, and the actuating body 14 rotates counterclockwise by the operation of the actuator 15 during automatic speed regulation to hold the rotary body 7 at a predetermined position. Adjust the opening degree of the throttle valve 13. The actuator 15 is connected to a vacuum pump 18 through a pipe 17, and an atmosphere release valve 1 is connected between the two.
9 are arranged. This vacuum pump 18
has a control valve 18a, which makes the inside of the diaphragm 20 of the actuator 15 a negative pressure and connects the drive cable 16.
operate. The atmosphere release valve 19 communicates the pipe 17 with the atmosphere and releases the negative pressure within the diaphragm 20 .
The vacuum pump 18, control valve 18a, and atmosphere release valve 19 are controlled by a microcomputer 21.

The microcomputer 21 mainly includes a microprocessor 22, a memory 23, and an interface 24. interface 2
4 is a set signal from the speed governor set switch 5;
Vehicle speed detection signal from vehicle speed sensor 25, front brake 26, rear brake 27, clutch 2
The speed control release signals from 8 are respectively input. The ROM in the memory 23 contains the microprocessor 22.
A program is written to control the microprocessor 22, and according to this program, the microprocessor 22 fetches necessary external data from the interface 24 or exchanges data with the RAM of the memory 23. Perform calculations while doing so.
Control signals are then output from the interface 24 to the vacuum pump 18, control valve 18a, and atmosphere release valve 19, respectively.

Next, the operation when the vehicle speed is set and the speed control operation is started will be explained based on FIGS. 2 and 3.

When the program starts, it first determines whether the vehicle speed has been set (a). If the vehicle speed is set, the operating time T of the actuator 15 is determined from the equation T=A(V-V ₁ ) ² +B (b), and this operating time T is set in a counter (c). Here, A, B, and _V1 in the above equation are constants, and V is the vehicle speed at the time of setting. Then, the set correction flag is set (d), then the mask counter is set (e), and the program returns to (a).

Here, the vehicle speed has already been set, and then the set correction flag is determined and (f) automatic speed regulation is confirmed. If the set correction flag is set, the vacuum pump 18 is turned on (g), the counter is decremented by 1, and this value is set in the counter (h). Then, repeat the above operation until the counter reaches zero (i). When the counter reaches zero, the set correction flag is reset (j), the speed control mode flag is further set (k), and the routine shifts to the normal control routine (l).

As described above, when the vehicle speed is set at point X while the vehicle is traveling at a predetermined vehicle speed V and the accelerator operating force is simultaneously released as shown in FIG. In other words, even if the throttle valve turns in the closing direction and the throttle opening sharply decreases at the moment when the accelerator operating force is released because it is in the idling position S, the atmosphere release valve 19 is closed and the throttle valve is in the idling position. The actuator 15 at S is moved at maximum speed for a time T to the position required to maintain the set speed. As a result, the throttle opening is actuated by the actuator 15. Therefore, when the vehicle speed V shifts to the regulating operation immediately after the vehicle speed is set, the reduction in speed is reduced and the vehicle shifts to the normal regulating operation.

If the vehicle speed is not set, go through (a) to (f),
Jump to (k) and control with normal control routine (1).

Next, the operation when a manual acceleration operation is performed during speed control will be explained based on FIGS. 5 and 6. When the program starts, it first determines whether or not the speed is being controlled (a), and if it is being controlled, it is determined by the manual acceleration flag (b), and when resetting, the actual vehicle speed V _{2 is determined} .
Calculate the vehicle speed error E between and the set vehicle speed _V3 (c). When the vehicle speed error E is _greater than or equal to the manual acceleration recognition error E1, (d) the manual acceleration flag is set and (e) it is regarded as manual acceleration and this state is stored. Then, the actuator 15 is opened to the atmosphere by operating the atmosphere release valve 19 (f). By this,
The position S of the actuator 15 returns to the zero position, so to speak, the idling position, but the throttle opening degree H increases regardless of this. Furthermore, it is determined whether the vehicle speed set is on or off (g).

If the vehicle speed error E is less than the manual acceleration recognition error _E1 in (d) above, the process jumps to (g).
If the manual acceleration flag is set in (b) above, the vehicle speed error E is calculated (h), and if the error E is less than the control return error _E2 , (i) the vehicle speed set flag is set (j). ), and also resets the manual acceleration flag (k). If the error E is equal to or greater than the control return error E ₂ in (i), the process jumps to (f) and the actuator 15 is opened to the atmosphere. Then, in (g), when the speed control set switch 5 is set and the vehicle speed is set, a test is performed to see if the speed is within the speed control range (1, m), and if the result is within the range, it is determined that the speed control is in progress. be done (n). Next, if the speed is being controlled, the vehicle speed error E between V ₂ and the set vehicle speed V ₃ is determined (o), and if the manual acceleration recognition error E is ₁ or more, the vehicle speed set flag is set (p), and then the vehicle speed is set. The vehicle speed is stored in the vehicle speed memory (q), and the program for moving to the speed regulating operation described above is executed (s). If the vehicle speed error E is less than the manual acceleration recognition error _E1 in (O) above, the process jumps to (q). In addition, in (m) above, if the test result of the speed control range is outside the range,
Reset the speed control mode flag and jump to (R) above (S). Furthermore, even when the vehicle speed is not set in (g), the vehicle jumps to (s).

As a result of the above, when the actual vehicle speed V ₂ increases from the set vehicle speed V ₃ to the predetermined manual acceleration recognition error E ₁ or more, it is considered as manual acceleration, and the air release valve 19 is operated in the direction of opening to move the actuator to the zero position, or in other words, the idling position. Return quickly to S. Then, when the actual vehicle speed V ₂ approaches the set vehicle speed V ₃ and becomes less than the predetermined control return error E ₂ , the same operation as when setting the vehicle speed is performed, and the actuator 15 is operated at the maximum speed for a predetermined time T to prevent the vehicle speed from decreasing. prevent it and proceed to normal control operation.

Next, when the throttle valve 13 is forcibly closed using the accelerator grip 3, the vehicle speed will drop below the set speed during automatic speed regulation, so the actuator will open the throttle further in an attempt to recover from the speed drop. Try to operate in the direction. Therefore, the resistance (load) by the actuator to the accelerator operation increases, and the rider overcomes the actuating force of the actuator 15 and returns the accelerator grip in the deceleration direction, reducing the actual vehicle speed V ₂ and the set speed V ₃
When the vehicle speed error E exceeds a predetermined limit value, the atmosphere release valve 19 opens, the automatic speed regulating operation is canceled, and the actuator becomes inactive.

This effect will be explained with reference to FIG.

Figure 7 shows the time interrupt program.
The main program shown in FIG. 3 is interrupted by an interrupt instruction. This interrupt program sets the mask counter to 1 (a), then determines if it is a borrow (b) if it is a borrow, sets zero to the mask counter (c), and then checks whether the mask counter is zero or not. A determination is made (d), and if it is zero, a vehicle speed error E is calculated. If this error exceeds a predetermined limit value, the atmospheric release valve 19 is operated to cancel the speed regulating operation,
The actuator 15 is opened to the atmosphere. Further, when the vehicle speed error E is less than the limit value in (f), and when the mask counter is not zero in (d), the actuator 15 is not opened to the atmosphere.

〔Effect of the invention〕

The above-mentioned problem of the present invention is a new problem because it has not been solved yet. Therefore, a unique effect of the present invention is that this novel problem can be solved and the fluctuations in vehicle speed inherent in the prior art described above can be effectively prevented. That is, the present invention calculates the operating time of the actuator at the initial stage of automatic speed regulation from the actual vehicle speed and the set vehicle speed using the operating time calculation means, and based on the calculation result, the actuator control means operates the actuator at the maximum speed for a predetermined time. This makes it possible to prevent the vehicle speed from rapidly decreasing in the initial stage of the transition to the set automatic speed regulation.

In addition, when accelerating or decelerating by manual operation using the accelerator in an automatic speed regulating driving state, the actuator remains at the zero position, in other words, the idling position, until the speed reaches a predetermined first speed difference E ₁ or more from the set speed. When the vehicle speed approaches the set speed and the difference reaches a speed within a predetermined second speed difference _E2 , the actuator changes the speed from the zero position to the speed control state. Since the device is operated as the vehicle approaches the position to prepare for the start of automatic speed regulation, a manual operation is performed in the automatic speed regulation state, and then when switching to automatic speed regulation again, a sudden deceleration of the vehicle speed due to a delay in the response of the automatic speed regulation occurs. This is something that can be prevented.

[Brief explanation of the drawing]

Fig. 1 is a configuration diagram of the present invention, Fig. 2 is a schematic diagram of an embodiment in which the invention is applied to a motorcycle, Fig. 3 is a flow chart when moving to speed regulating operation, and Fig. 4 is a schematic diagram of an embodiment in which the invention is applied to a motorcycle.
The figure shows the operating state of the flowchart in Fig. 3, Fig. 5 shows the flowchart when moving to speed control operation during manual acceleration, and Fig. 6 shows the operating state of the flowchart in Fig. 5. , FIG. 7 is a flowchart of an interrupt. 3... Accelerator grip, 5... Speed control set switch, 6... Accelerator joint, 15... Actuator, 18... Vacuum pump, 18
a...Control valve, 19...Atmospheric release valve, 21...Microcomputer, 25...Vehicle speed sensor, 23
……Control device.

Claims (1)

[Claims] 1. A fuel supply means for supplying fuel to an engine;
An automatic adjustment system comprising an actuator that operates a fuel supply device separately from an accelerator operation means to adjust the amount of fuel supplied, and a control means that controls the actuator so that the vehicle runs at a constant speed based on the output of a vehicle speed sensor. In the speed control device, when performing manual acceleration using the accelerator operating means from automatic constant speed driving at a set vehicle speed, when the speed difference between the actual vehicle speed and the set vehicle speed becomes a first speed difference _E1 or more, this is controlled by the control. When the means assumes manual acceleration and releases the drive pressure of the actuator to the atmosphere to put the actuator in an inoperable state, decelerates after acceleration and returns to the constant speed traveling,
The actuator is maintained in the inoperative state until the speed difference between the actual vehicle speed and the set vehicle speed becomes a second speed difference _E2 that is smaller than the first speed difference _E1 , and the actual vehicle speed with respect to the set vehicle speed An automatic speed governor for a vehicle that controls the actuator to operate in a direction to open a throttle when a speed difference becomes equal to or less than the second speed difference _E2 .