JPH0794210B2 - Constant speed running control device for automobile - Google Patents
Constant speed running control device for automobileInfo
- Publication number
- JPH0794210B2 JPH0794210B2 JP59131133A JP13113384A JPH0794210B2 JP H0794210 B2 JPH0794210 B2 JP H0794210B2 JP 59131133 A JP59131133 A JP 59131133A JP 13113384 A JP13113384 A JP 13113384A JP H0794210 B2 JPH0794210 B2 JP H0794210B2
- Authority
- JP
- Japan
- Prior art keywords
- speed
- vehicle speed
- control
- traveling
- constant
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Expired - Lifetime
Links
Classifications
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
- B60K31/00—Vehicle fittings, acting on a single sub-unit only, for automatically controlling vehicle speed, i.e. preventing speed from exceeding an arbitrarily established velocity or maintaining speed at a particular velocity, as selected by the vehicle operator
- B60K31/06—Vehicle fittings, acting on a single sub-unit only, for automatically controlling vehicle speed, i.e. preventing speed from exceeding an arbitrarily established velocity or maintaining speed at a particular velocity, as selected by the vehicle operator including fluid pressure actuated servomechanism in which the vehicle velocity affecting element is actuated by fluid pressure
- B60K31/10—Vehicle fittings, acting on a single sub-unit only, for automatically controlling vehicle speed, i.e. preventing speed from exceeding an arbitrarily established velocity or maintaining speed at a particular velocity, as selected by the vehicle operator including fluid pressure actuated servomechanism in which the vehicle velocity affecting element is actuated by fluid pressure and means for comparing one electrical quantity, e.g. voltage, pulse, waveform, flux, or the like, with another quantity of a like kind, which comparison means is involved in the development of a pressure which is fed into the controlling means
- B60K31/102—Vehicle fittings, acting on a single sub-unit only, for automatically controlling vehicle speed, i.e. preventing speed from exceeding an arbitrarily established velocity or maintaining speed at a particular velocity, as selected by the vehicle operator including fluid pressure actuated servomechanism in which the vehicle velocity affecting element is actuated by fluid pressure and means for comparing one electrical quantity, e.g. voltage, pulse, waveform, flux, or the like, with another quantity of a like kind, which comparison means is involved in the development of a pressure which is fed into the controlling means where at least one electrical quantity is set by the vehicle operator
- B60K31/105—Vehicle fittings, acting on a single sub-unit only, for automatically controlling vehicle speed, i.e. preventing speed from exceeding an arbitrarily established velocity or maintaining speed at a particular velocity, as selected by the vehicle operator including fluid pressure actuated servomechanism in which the vehicle velocity affecting element is actuated by fluid pressure and means for comparing one electrical quantity, e.g. voltage, pulse, waveform, flux, or the like, with another quantity of a like kind, which comparison means is involved in the development of a pressure which is fed into the controlling means where at least one electrical quantity is set by the vehicle operator in a memory, e.g. a capacitor
- B60K31/107—Vehicle fittings, acting on a single sub-unit only, for automatically controlling vehicle speed, i.e. preventing speed from exceeding an arbitrarily established velocity or maintaining speed at a particular velocity, as selected by the vehicle operator including fluid pressure actuated servomechanism in which the vehicle velocity affecting element is actuated by fluid pressure and means for comparing one electrical quantity, e.g. voltage, pulse, waveform, flux, or the like, with another quantity of a like kind, which comparison means is involved in the development of a pressure which is fed into the controlling means where at least one electrical quantity is set by the vehicle operator in a memory, e.g. a capacitor the memory being digital
Landscapes
- Engineering & Computer Science (AREA)
- Physics & Mathematics (AREA)
- Fluid Mechanics (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Transportation (AREA)
- Mechanical Engineering (AREA)
- Controls For Constant Speed Travelling (AREA)
- Control Of Throttle Valves Provided In The Intake System Or In The Exhaust System (AREA)
- Control Of Vehicle Engines Or Engines For Specific Uses (AREA)
- Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
Description
【発明の詳細な説明】 産業上の利用分野 本発明は自動車の走行速度を所望の値に自動的に維持す
る定速走行制御装置に関する。Description: BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a constant speed running control device for automatically maintaining a running speed of an automobile at a desired value.
従来の技術 自動車に搭載される機関の発生する負圧もしくは専用の
負圧発生装置から得られる負圧によって作動するアクチ
ュエータによりアクセルリンクを介してスロットル弁を
操作して車速制御を行う定速走行制御装置では、アクチ
ュエータに印加される負圧を電磁弁の開弁デューティを
制御することにより調節しこれによって車速が制御され
る。電磁弁の開弁デューティはこれに印加される駆動信
号のデューティによって制御される。従来の定速走行制
御装置では、制御すべき目標車速に応じて一義的に定め
られる値にこの駆動信号デューティが定められ、さらに
目標車速と実際の車速との差に従って駆動信号デューテ
ィを補正することが行われていた。即ち、目標車速と実
際の車速とに差がある場合はその差に応じて一義的に定
められる補正量により駆動信号デューティを補正してい
た（例えば特開昭58−39312号公報参照）。Conventional technology Constant speed running control in which a vehicle speed is controlled by operating a throttle valve via an accelerator link by an actuator operated by negative pressure generated by an engine mounted on a vehicle or negative pressure obtained from a dedicated negative pressure generator In the device, the negative pressure applied to the actuator is adjusted by controlling the valve opening duty of the solenoid valve, and thereby the vehicle speed is controlled. The valve opening duty of the solenoid valve is controlled by the duty of the drive signal applied thereto. In the conventional constant speed traveling control device, this drive signal duty is set to a value uniquely determined according to the target vehicle speed to be controlled, and the drive signal duty is corrected according to the difference between the target vehicle speed and the actual vehicle speed. Was being done. That is, when there is a difference between the target vehicle speed and the actual vehicle speed, the drive signal duty is corrected by a correction amount that is uniquely determined according to the difference (see, for example, Japanese Patent Laid-Open No. 58-39312).
発明が解決しようとする問題点 しかしながら、上述の如き従来技術によると、各車両毎
に異なるアクチュエータ特性、アクセルリンク取り廻し
系特性、その他車両特性等を無視して平均的な特性によ
り目標車速対駆動信号デューティの関係が設定され、さ
らに目標車速と実車速との差に対する補正量の関係が同
様に個々の車両特性の相違を無視して設定されるため、
アクチュエータ、アクセルリンク取り廻し系等の特性上
の相違によりスロットル弁操作力に違いが生じ、これが
目標車速と実車速との差となって現れてしまう。この差
が小さい場合は、前述の補正によって補償できるが、差
が大きい場合、差に対する補正量の関係が平均的車両特
性に基づいて一義的に固定されているため、たとえ補正
を行っても実車速を目標車速に制御するに充分な補正量
を得られず、その結果実車速と目標車速とが常に大幅に
ずれたままとなってしまう恐れがあった。すなわち、従
来の車速制御においては、目標車速に対するアクチュエ
ータへの通電デューティは固定されており、目標車速と
実車速との差に応じた追加デューティをこの固定通電デ
ューティに加えて制御していた。そして、この追加デュ
ーティはどの車速域においても目標車速と実車速との差
で一義的に決まった固定値であり、目標車速が例えば10
0km/hで実車速が92km/hの時の差車速8km/hでも、目標車
速が60km/hで実車速が52km/hの時の差車速8km/hでも同
じ値であった。Problems to be Solved by the Invention However, according to the related art as described above, the target vehicle speed vs. the drive speed is set based on an average characteristic, ignoring actuator characteristics, accelerator link handling system characteristics, and other vehicle characteristics that are different for each vehicle. Since the relationship of the signal duty is set and the relationship of the correction amount with respect to the difference between the target vehicle speed and the actual vehicle speed is similarly set by ignoring the difference in individual vehicle characteristics,
Due to the difference in the characteristics of the actuator, the accelerator link handling system, etc., the throttle valve operating force is different, which appears as the difference between the target vehicle speed and the actual vehicle speed. If this difference is small, it can be compensated by the above-mentioned correction, but if the difference is large, the relationship of the correction amount to the difference is uniquely fixed based on the average vehicle characteristics. There is a fear that the correction amount sufficient to control the speed to the target vehicle speed cannot be obtained, and as a result, the actual vehicle speed and the target vehicle speed are always largely deviated. That is, in the conventional vehicle speed control, the energization duty to the actuator with respect to the target vehicle speed is fixed, and an additional duty according to the difference between the target vehicle speed and the actual vehicle speed is added to the fixed energization duty for control. This additional duty is a fixed value that is uniquely determined by the difference between the target vehicle speed and the actual vehicle speed in any vehicle speed range.
The same value was obtained when the target vehicle speed was 60 km / h and the actual vehicle speed was 52 km / h and the differential vehicle speed was 8 km / h when the actual vehicle speed was 0 km / h and the actual vehicle speed was 92 km / h.
従って、車両の特性により、目標車速が60km/hで実車速
が52km/hの時の追加デューティでは適正に目標車速にな
り得ても、目標車速が100km/hで実車速が92km/hの時の
追加デューティではいつまでたっても実車速が目標車速
にならない恐れがあった。Therefore, depending on the characteristics of the vehicle, even if the target vehicle speed can be properly achieved with the additional duty when the target vehicle speed is 60 km / h and the actual vehicle speed is 52 km / h, the target vehicle speed is 100 km / h and the actual vehicle speed is 92 km / h. With the additional duty at that time, the actual vehicle speed may not reach the target vehicle speed forever.
問題点を解決するための手段 従って本発明は上述の問題点を解決するものであり、そ
の構成が第１図に示される。この図から分かるように、
本発明は、予め初期値が定められた制御出力によってデ
ューティ制御されるアクチュエータにより、スロットル
弁開度を調節して自動車の走行速度の調節を行う自動車
用定速走行装置であって、自動車の現在の走行速度を検
出する車速検出手段と、制御目標である設定走行速度を
記憶する設定車速記憶手段と、自動車の車速変動を検出
する車速変動検出手段と、検出した車速変動が所定値よ
りも大きい時、あるいは車速変動がこの所定値よりも小
さい期間が所定時間以上継続しない時に、定速走行制御
を停止する定速走行制御停止手段と、記憶している設定
走行速度と検出した走行速度との速度偏差が所定値以上
であるか否かを判別する速度偏差判別手段と、前記速度
偏差が所定値以上の場合は該偏差が小さくなる方向に前
記制御出力のデューティ比を繰り返し一定値ずつ増大、
もしくは減少させる制御出力補正手段とを備えたことを
特徴としている。Therefore, the present invention solves the above-mentioned problems, and its configuration is shown in FIG. As you can see from this figure,
The present invention is a vehicle constant-speed traveling device for adjusting a traveling speed of a vehicle by adjusting a throttle valve opening by an actuator duty-controlled by a control output whose initial value is set in advance. Vehicle speed detection means for detecting the traveling speed of the vehicle, set vehicle speed storage means for storing the set traveling speed that is the control target, vehicle speed fluctuation detection means for detecting the vehicle speed fluctuation of the automobile, and the detected vehicle speed fluctuation is greater than a predetermined value. When the vehicle speed fluctuation is smaller than the predetermined value or does not continue for a predetermined time or more, the constant speed traveling control stopping means for stopping the constant speed traveling control and the stored set traveling speed and the detected traveling speed. Speed deviation discriminating means for discriminating whether or not the speed deviation is equal to or more than a predetermined value; and when the speed deviation is equal to or more than a predetermined value, the duty ratio of the control output is reduced in the direction of decreasing the deviation. Increased by a certain value repeating the duty ratio,
Alternatively, it is characterized by including a control output correction means for reducing the control output.
作 用 設定走行速度（目標車速）と検出した走行速度（実車
速）との差が所定値以上の場合はその差が小さくなる方
向に制御出力を繰り返し一定値ずつ増大もしくは減小さ
せているため、目標車速と実車速との差が所定値内に入
るまで制御出力が繰り返し一定値ずつ増大もしくは減少
せしめられることとなり、車両特性の相違に係わりなく
実車速を確実に目標車速に近づけることができる。When the difference between the set running speed (target vehicle speed) and the detected running speed (actual vehicle speed) is greater than the specified value, the control output is repeatedly increased or decreased by a fixed value in the direction of decreasing the difference. The control output is repeatedly increased or decreased by a constant value until the difference between the target vehicle speed and the actual vehicle speed falls within a predetermined value, and the actual vehicle speed can be reliably brought close to the target vehicle speed regardless of the difference in vehicle characteristics. .
実施例 第２図は本発明の一実施例の概略構成を表している。同
図において、10は自動車に搭載されている機関本体を表
しており、12はスロットル弁、14はスロットル弁12の下
流に設けられているサージタンクである。サージタンク
14は電磁開閉弁である制御弁16を介してアクチュエータ
18のダイヤフラム室に連結されている。このダイヤフラ
ム室は同じく電磁開閉弁であるリリーフ弁20を介して大
気につながっている。アクチュエータ18は印加される負
圧に応じてそのダイヤフラムの位置が移動し、これによ
りアクセルリンク22を介してスロットル弁12の開度を制
御する。Embodiment FIG. 2 shows a schematic configuration of an embodiment of the present invention. In the figure, reference numeral 10 represents an engine body mounted on an automobile, 12 is a throttle valve, and 14 is a surge tank provided downstream of the throttle valve 12. Surge tank
14 is an actuator via a control valve 16 which is an electromagnetic on-off valve
It is connected to 18 diaphragm chambers. This diaphragm chamber is connected to the atmosphere via a relief valve 20 which is also an electromagnetic opening / closing valve. The position of the diaphragm of the actuator 18 moves according to the negative pressure applied, and the opening of the throttle valve 12 is controlled via the accelerator link 22.
制御弁16及びリリーフ弁20は制御回路24から送り込まれ
る駆動信号によって開閉する。制御回路24は主としてマ
イクロコンピュータから構成されており、このマイクロ
コンピュータの入出力（I/O）ポート24aの所定位置に制
御信号が出力されると駆動回路24b,24cにおいてそれぞ
れ駆動信号が形成され制御弁16、リリーフ弁20にそれぞ
れ送り込まれる。The control valve 16 and the relief valve 20 are opened and closed by a drive signal sent from the control circuit 24. The control circuit 24 is mainly composed of a microcomputer, and when a control signal is output to a predetermined position of the input / output (I / O) port 24a of this microcomputer, the drive signals are formed in the drive circuits 24b and 24c, respectively. It is sent to the valve 16 and the relief valve 20, respectively.
車両の駆動軸の回転角度センサ等から成る車速信号発生
回路26からは、自動車の走行速度に応じた周波数を有す
るパルス状の車速信号が制御回路24のバッファ24dを介
してI/Oポート24aに印加される。図示しないブレーキペ
ダルを踏み込んだ際生じるブレーキ信号、クラッチペダ
ルを踏み込んだ際生じるクラッチ信号、アクセルペダル
を踏み込んだ際生じるアクセル信号等のキャンセル信号
発生回路28から送り込まれるキャンセル信号は制御回路
24のバッファ24eを介してI/Oポート24aに印加される。From the vehicle speed signal generation circuit 26 including a rotation angle sensor of the drive shaft of the vehicle, a pulsed vehicle speed signal having a frequency corresponding to the traveling speed of the vehicle is input to the I / O port 24a via the buffer 24d of the control circuit 24. Is applied. A cancel signal sent from the cancel signal generating circuit 28 such as a brake signal generated when the brake pedal (not shown) is depressed, a clutch signal generated when the clutch pedal is depressed, an accelerator signal generated when the accelerator pedal is depressed is a control circuit.
It is applied to the I / O port 24a via 24 buffers 24e.
運転車の操作により目標車速の設定、定速走行制御の開
始時の支持を行うセットスイッチ30からの信号は制御回
路24のバッファ24fを介してI/Oポート24aに印加され
る。A signal from the set switch 30 that sets the target vehicle speed by the operation of the driving vehicle and supports the start of the constant speed traveling control is applied to the I / O port 24a via the buffer 24f of the control circuit 24.
マイクロコンピュータは前述のI/Oポート24aの他に、後
述の制御プログラムに基づいて演算、制御を司どる中央
処理装置（CPU）24g、演算途中の種々の係数、目標車速
等の記憶を行うランダムアクセスメモリ（RAM）24h、制
御プログラム等をあらかじめ記憶しているリードオンリ
モメリ（ROM）24i等を備えている。In addition to the I / O port 24a described above, the microcomputer stores a central processing unit (CPU) 24g that controls the calculation and control based on a control program described later, various coefficients during calculation, a target vehicle speed, etc. It is provided with an access memory (RAM) 24h, a read-only memory (ROM) 24i in which control programs and the like are stored in advance.
以下第３図（ａ），（ｂ）に示す制御プログラムに基づ
いてマイクロコンピュータの動作を説明する。The operation of the microcomputer will be described below based on the control program shown in FIGS. 3 (a) and 3 (b).
ステップ100はイニシャル処理を行うルーチンであり、
このルーチン中で制御出力ＳDutyがデューティ50％とな
るような値に設定され、また、定速走行制御中であるか
否かを表す制御フラグＦが“1"にセットされる。次のス
テップ101では定速走行制御禁止フラグFBKが“0"にリセ
ットされる。さらに次のステップ102では、現車速SPDn
及び前回処理時の車速SPDn-1の記憶内容が“0"にリセッ
トされる。Step 100 is a routine for performing initial processing,
In this routine, the control output SDuty is set to a value such that the duty is 50%, and the control flag F indicating whether or not the constant speed traveling control is being performed is set to "1". In the next step 101, the constant speed traveling control prohibition flag FBK is reset to "0". In the next step 102, the current vehicle speed SPDn
Also, the stored content of the vehicle speed SPDn -1 at the time of the previous processing is reset to "0".
ステップ103では現車速SPDnが車速信号から算出され
る。次のステップ104では、制御フラグＦがＦ＝１であ
るか否か、即ち、定速走行制御中であるか否かを判別す
る。Ｆ＝１の場合、即ち、既に制御中である場合はステ
ップ105及び106を飛び越してステップ107へ進む。Ｆ＝
０の場合、即ち定速走行制御中ではない場合は、ステッ
プ105へ進み、セットスイッチ30がオンであるか否かを
判別する。セットスイッチ30がオンではない場合は、ス
テップ103へ戻って再びステップ103,104の処理を行う
が、オンの場合はステップ106へ進んでそのときの車速S
PDnを目標車速（設定車速）SSPDとする。このように本
実施例では、運転者がセットスイッチ30をオンしたとき
の実車速SPDnが目標車速SSPDと設定される。At step 103, the current vehicle speed SPDn is calculated from the vehicle speed signal. In the next step 104, it is determined whether or not the control flag F is F = 1, that is, whether or not constant speed traveling control is being performed. When F = 1, that is, when the control is already in progress, the processing skips steps 105 and 106 and proceeds to step 107. F =
When it is 0, that is, when the constant speed traveling control is not being performed, the routine proceeds to step 105, where it is judged whether or not the set switch 30 is on. If the set switch 30 is not on, the process returns to step 103 and the processes of steps 103 and 104 are performed again, but if it is on, the process proceeds to step 106 and the vehicle speed S at that time is
PDn is the target vehicle speed (set vehicle speed) SSPD. As described above, in this embodiment, the actual vehicle speed SPDn when the driver turns on the set switch 30 is set as the target vehicle speed SSPD.
なお上述の実施例では、制御出力ＳDutyの初期値がイニ
シャル処理ルーチン中で一定値（デューティ50％）に設
定されているが、この制御出力ＳDutyの初期値を実車速
SPDnの関数ｆ（SPDn）として与えても良い。この場合、
例えばステップ106の前後でＳDuty←ｆ（SPDn）等の処
理を行う。In the above embodiment, the initial value of the control output SDuty is set to a constant value (duty 50%) in the initial processing routine, but the initial value of the control output SDuty is set to the actual vehicle speed.
It may be given as a function f (SPDn) of SPDn. in this case,
For example, before and after step 106, processing such as SDuty ← f (SPDn) is performed.
次のステップ107では制御禁止フラグFBKが“1"にセット
されているか否かを判別する。このフラグFBKは、キャ
ンセル信号発生回路28よりキャンセル信号が印加された
とき、即ち、ブレーキペダル、クラッチペダル、あるい
はアクセルペダルが踏み込まれたとき“1"にセットされ
る。FBK＝１の場合は、定速走行制御禁止状態であると
してステップ125へ進む。ステップ125ではステップ126
〜128で用いるカウンタの内容CCを“0"にリセットす
る。次いでステップ129においてステップ110〜112で用
いるカウンタの内容CSoを“0"にリセットしステップ130
へ進む。ステップ130では制御フラグＦが“0"にリセッ
トされる。この制御フラグＦが“0"であると、駆動回路
24cに制御信号が出力されリリーフ弁20が開弁する。こ
れによりアクチュエータ18のダイヤフラム室は大気圧状
態となり、このアクチュエータ18によるスロットル弁12
の駆動は行われなくなる。従って定速走行制御は停止す
る。In the next step 107, it is determined whether or not the control prohibition flag FBK is set to "1". This flag FBK is set to "1" when the cancel signal is applied from the cancel signal generating circuit 28, that is, when the brake pedal, the clutch pedal, or the accelerator pedal is depressed. If FBK = 1, it is determined that the constant speed traveling control is prohibited and the routine proceeds to step 125. Step 125 Step 126
Contents of counter used by ~ 128 Reset CC to "0". Next, in step 129, the content CSo of the counter used in steps 110 to 112 is reset to "0" and step 130
Go to. At step 130, the control flag F is reset to "0". When the control flag F is "0", the drive circuit
A control signal is output to 24c and the relief valve 20 opens. As a result, the diaphragm chamber of the actuator 18 becomes atmospheric pressure, and the throttle valve 12
Will no longer be driven. Therefore, the constant speed traveling control is stopped.
一方、FBK＝０であり、定速走行制御禁止状態でない場
合は、ステップ108へ進む。ステップ108では、現在の車
速SPDnと前回の車速SPDn-1との差があらかじめ定めた値
Soより小さいか否かを判別する。これは車速の変動があ
る範囲内にあるかどうかを判別するものであり、この範
囲内に安定してない場合、例えば車速の変化が激しい場
合（ノイズ等で車速を誤って算出した場合も含む）は、
ステップ126〜130の処理を行って定速走行制御を停止す
る。On the other hand, if FBK = 0 and it is not in the constant speed traveling control prohibition state, the routine proceeds to step 108. In step 108, the difference between the current vehicle speed SPDn and the previous vehicle speed SPDn -1 is a predetermined value.
Determine whether it is less than So. This is to determine whether the vehicle speed fluctuation is within a certain range. If the vehicle speed is not stable within this range, for example, if the vehicle speed changes drastically (including cases where the vehicle speed is erroneously calculated due to noise, etc. ) Is
The constant speed traveling control is stopped by performing the processing of steps 126 to 130.
ステップ126ではカウント値CCを１つだけインクリメン
トし、ステップ127ではこのカウント値CCがあらかじめ
定めた値K1以上となったかどうか判別する。CCがK1より
小さい場合は直接ステップ130へ進むがCC≧K1の場合、
即ち車速の変動が大きい状態がある時間以上経過した場
合はステップ128に進んでCCをK1に等しくすると共にス
テップ129でカウント値CSoを“0"にリセットする。At step 126, the count value CC is incremented by one, and at step 127, it is determined whether or not the count value CC has become a predetermined value K 1 or more. When CC is smaller than K 1, the process directly goes to step 130, but when CC ≧ K 1 ,
That is, when the vehicle speed fluctuation is large for a certain time or more, the routine proceeds to step 128, CC is made equal to K 1 , and the count value CSo is reset to “0” at step 129.
車速の変動がある範囲内に安定している場合、即ち|SPD
n−SPDn-1|＜Soの場合は、ステップ109へ進み、カウン
ト値CCを“0"にリセットした後ステップ110においてカ
ウント値CSoを１つだけインクリメントする。次いでス
テップ111において、このカウント値CSoがあらかじめ定
めた値K2以上であるか否かを判別する。When the fluctuation of vehicle speed is stable within a certain range, that is, | SPD
If n−SPDn −1 | <So, the routine proceeds to step 109, where after the count value CC is reset to “0”, at step 110 the count value CSo is incremented by one. Next, at step 111, it is judged if this count value CSo is a predetermined value K 2 or more.
CSo≧K2の場合、即ち、車速の変動がある範囲内に安定
している状態がK2に対応する所定時間TK2以上継続した
場合はステップ112〜118,121〜124の処理を行って定速
走行制御を行う。一方、CSo＜K2、即ち所定時間TK2を経
過してないときはステップ130へ進んで定速走行制御は
実行しない。When CSo ≧ K 2 , that is, when the vehicle speed fluctuation is stable within a certain range and continues for a predetermined time T K2 or more corresponding to K 2 , the processing of steps 112 to 118 and 121 to 124 is performed to perform constant speed. Run control. On the other hand, when CSo <K 2 , that is, when the predetermined time T K2 has not passed, the routine proceeds to step 130, where the constant speed traveling control is not executed.
ステップ112ではCSoがK2に等しくせしめられる。ステッ
プ113では、現在の車速SPDnと目標車速SSPDとの大小が
比較され、SSPD≧SPDnの場合はステップ114〜117の処
理、SSPD＜SPDnの場合はステップ121〜124の処理がそれ
ぞれ実行される。In step 112, CSo is made equal to K 2 . In step 113, the magnitude of the current vehicle speed SPDn and the target vehicle speed SSPD are compared, and if SSPD ≧ SPDn, the processing of steps 114 to 117 is executed, and if SSPD <SPDn, the processing of steps 121 to 124 are executed.
目標車速SSPDが現車速SPDn以上（SSPD≧SPDn）の場合
は、ステップ114において両者の差がSA以上であるか否
かが判別される。“NO"の場合、即ちSSPD−SPDn＜SAの
場合は制御出力ＳDutyの補正をすることなく、ステップ
118へ直接進んで制御フラグＦを“1"にセットする。“Y
es"の場合、即ち両者の差がSA以上（SSPD−SPDn≧SA）
の場合はステップ115へ進み、制御出力ＳDutyをDoだけ
増大させる。次のステップ116および117は制御出力ＳDu
tyをその上限値MAXSDuty以下に規制するためのものであ
る。次いでステップ118に進み、制御フラグＦを“1"に
セットする。When the target vehicle speed SSPD is equal to or higher than the current vehicle speed SPDn (SSPD ≧ SPDn), it is determined in step 114 whether the difference between the two is equal to or higher than SA. If “NO”, that is, if SSPD−SPDn <SA, the step is performed without correcting the control output SDuty.
Proceed directly to 118 and set the control flag F to "1". "Y
es ", that is, the difference between the two is SA or more (SSPD-SPDn ≧ SA)
In the case of, the routine proceeds to step 115, where the control output SDuty is increased by Do. The next steps 116 and 117 are the control output SDu
This is to limit ty to the upper limit value MAXSDuty or less. Next, in step 118, the control flag F is set to "1".
目標車速SSPDが現車速SPDnより低い（SSPD＜SPDn）の場
合はステップ121へ進み、両者の差がSB以上であるかど
うか判別する。“NO"の場合は制御出力ＳDutyの補正な
しにステップ118へ進み、“Yes"の場合は制御出力ＳDut
yをD1だけ減少させるべくステップ122へ進む。ステップ
123及び124は制御出力ＳDutyをその下限値MIN−SDuty以
上に規制するためのものである。次いでステップ118へ
進み、制御フラグＦを“1"にセットする。When the target vehicle speed SSPD is lower than the current vehicle speed SPDn (SSPD <SPDn), the routine proceeds to step 121, where it is determined whether the difference between the two is SB or more. If “NO”, the process proceeds to step 118 without correcting the control output SDuty, and if “Yes”, the control output SDuty
Proceed to step 122 to reduce y by D 1 . Step
Reference numerals 123 and 124 are for controlling the control output SDuty to be equal to or higher than the lower limit value MIN-SDuty. Next, in step 118, the control flag F is set to "1".
制御フラグＦが“1"にセットされていると、リリーフ弁
20は閉じ、従って制御弁16の作動に応じてアクチュエー
タ18のダイヤフラム室の圧力が制御され、斯くして定速
走行制御が行われる。If the control flag F is set to "1", the relief valve
The valve 20 is closed, so that the pressure of the diaphragm chamber of the actuator 18 is controlled in response to the operation of the control valve 16, and thus the constant speed traveling control is performed.
制御弁16を駆動するための制御信号は制御出力ＳDutyに
応じてステップ119で形成される。即ち、制御信号は第
２図の駆動回路24bの出力部に示す如く高低レベルへの
反転を繰り返すパルス信号であり、そのデューティ比が
制御出力ＳDutyに応じて制御される。ＳDutyが大きくな
れば高レベルの割合が大きくなり、従って制御弁16の開
弁期間が長くなってスロットル弁12が開方向に制御され
その結果車速が増大する。ＳDutyが小さくなればこの逆
で車速が低下する。The control signal for driving the control valve 16 is formed in step 119 in response to the control output SDuty. That is, the control signal is a pulse signal that repeats inversion to high and low levels as shown in the output section of the drive circuit 24b in FIG. 2, and its duty ratio is controlled according to the control output SDuty. As SDuty increases, the proportion of high level increases, so that the opening period of the control valve 16 increases and the throttle valve 12 is controlled in the opening direction, resulting in an increase in vehicle speed. If SDuty becomes smaller, the vehicle speed will decrease due to the opposite.
次のステップ120ではSPDn-1がSPDnに等しくされて次回
の処理に備えられ、次いでプログラムはステップ103に
戻る。In the next step 120, SPDn- 1 is made equal to SPDn to prepare for the next processing, and then the program returns to step 103.
第４図は以上の実施例の動作を説明するものである。同
図（Ａ）に示す如く、実車速の変動がSoの範囲にある状
態がTK2時間継続すると、定速走行制御が開始される。
定速走行制御はリリーフ弁20を閉じ制御弁16を制御出力
ＳDutyに応じてオンオフの継続制御することによりアク
チュエータ18へ負圧を制御して行われる。この場合、目
標速度SSPDと実車速SPDnとの差が所定値以上（第４図の
場合SSPD−SPDn≧SA）であると、制御出力ＳDutyが処理
ルーチンが１回実行される毎にDoだけ増大せしめられる
（第４図（Ｂ）参照）。ＳDutyのこの補正は、目標速度
SSPDと実車速SPDnとの差がSAあるいはSB以下となるまで
行われる。従って車両特性の相違に係わりなく、実車速
は目標車速の前後のある範囲内に必ず制御されることと
なる。FIG. 4 illustrates the operation of the above embodiment. As shown in (A) of the same figure, when the state where the fluctuation of the actual vehicle speed is in the range of So continues for TK2 time, the constant speed traveling control is started.
The constant speed traveling control is performed by controlling the negative pressure to the actuator 18 by closing the relief valve 20 and continuously controlling the control valve 16 to be turned on and off according to the control output SDuty. In this case, if the difference between the target speed SSPD and the actual vehicle speed SPDn is greater than or equal to a predetermined value (SSPD-SPDn ≧ SA in the case of FIG. 4), the control output SDuty increases by Do every time the processing routine is executed once. (See Fig. 4 (B)). This correction of SDuty is the target speed
It is performed until the difference between SSPD and actual vehicle speed SPDn becomes less than S A or S B. Therefore, the actual vehicle speed is always controlled within a certain range before and after the target vehicle speed regardless of the difference in vehicle characteristics.
発明の効果 以上詳細に説明したように本発明によれば、設定走行速
度と検出した走行速度との差が所定値以上の場合はその
差が小さくなる方向に制御出力が繰り返し一定値ずつ増
大もしくは減小せしめられるため、アクチュエータ及び
アクセルリンクの取り廻し系等の特性の相違に起因する
目標走行速度と実際の走行速度とのずれを零に近い範囲
に抑えることができる。また、従来各車種毎に行われて
いた目標走行速度に対する制御出力の関数設定を全く行
う必要がないので、その分設計の自由度が高く工数も大
幅に削減できる。このため定速走行制御装置の中枢であ
る制御回路部を全ての車種について共通化でき大幅なコ
ストダウンを可能とする。As described in detail above, according to the present invention, when the difference between the set traveling speed and the detected traveling speed is equal to or more than a predetermined value, the control output is repeatedly increased by a constant value in the direction of decreasing the difference or Since it is reduced, it is possible to suppress the deviation between the target traveling speed and the actual traveling speed due to the difference in the characteristics of the handling system of the actuator and the accelerator link to a range close to zero. Further, since it is not necessary to set the function of the control output with respect to the target traveling speed, which has been conventionally performed for each vehicle type, the degree of freedom in design is correspondingly high and the man-hours can be significantly reduced. For this reason, the control circuit unit, which is the center of the constant speed traveling control device, can be used in common for all vehicle types, and a significant cost reduction can be achieved.
第１図は本発明の構成図、第２図は本発明の一実施例の
全体の概略図、第３図（ａ），（ｂ）は上記実施例にお
ける制御プログラムの一部のフローチャート、第４図は
上記実施例の動作説明図である。 10……機関本体、12……スロットル弁、 14……サージタンク、16……制御弁、 18……アクチュエータ、20……リリーフ弁、 22……アクセルリンク、24……制御回路、 24a……I/Oポート、24g……CPU、 24h……RAM、24i……ROM、 26……車速信号発生回路、 28……キャンセル信号発生回路、 30……セットスイッチ。FIG. 1 is a block diagram of the present invention, FIG. 2 is an overall schematic diagram of an embodiment of the present invention, and FIGS. 3 (a) and 3 (b) are a partial flowchart of a control program in the above embodiment. FIG. 4 is a diagram for explaining the operation of the above embodiment. 10 …… Engine body, 12 …… Throttle valve, 14 …… Surge tank, 16 …… Control valve, 18 …… Actuator, 20 …… Relief valve, 22 …… Accelerator link, 24 …… Control circuit, 24a …… I / O port, 24g …… CPU, 24h …… RAM, 24i …… ROM, 26 …… vehicle speed signal generation circuit, 28 …… cancel signal generation circuit, 30 …… set switch.
Claims (1)
デューティ制御されるアクチュエータにより、スロット
ル弁開度を調節して自動車の走行速度の調節を行う自動
車用定速走行制御装置であって、 自動車の現在の走行速度を検出する車速検出手段と、 制御目標である設定走行速度を記憶する設定車速記憶手
段と、 記憶している設定走行速度と検出した走行速度との速度
偏差が所定値以上であるか否かを判別する速度偏差判別
手段と、 前記速度偏差が所定値以上の場合は該偏差が小さくなる
方向に前記制御出力のデューティ比を繰り返し一定値ず
つ増大、もしくは減少させる制御出力補正手段と、 を備えたことを特徴とする自動車用定速走行制御装置。1. A vehicle constant speed traveling control device for adjusting a traveling speed of an automobile by adjusting a throttle valve opening by an actuator duty-controlled by a control output having an initial value set beforehand. The vehicle speed detection means for detecting the current traveling speed of the vehicle, the set vehicle speed storage means for storing the set traveling speed which is the control target, and the speed deviation between the stored traveling speed and the detected traveling speed are equal to or more than a predetermined value. Speed deviation determining means for determining whether or not there is, and control output correcting means for repeatedly increasing or decreasing the duty ratio of the control output by a constant value in the direction in which the speed deviation becomes smaller when the speed deviation is a predetermined value or more. A constant-speed traveling control device for an automobile, characterized by comprising:
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP59131133A JPH0794210B2 (en) | 1984-06-27 | 1984-06-27 | Constant speed running control device for automobile |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP59131133A JPH0794210B2 (en) | 1984-06-27 | 1984-06-27 | Constant speed running control device for automobile |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JPS6112441A JPS6112441A (en) | 1986-01-20 |
| JPH0794210B2 true JPH0794210B2 (en) | 1995-10-11 |
Family
ID=15050754
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP59131133A Expired - Lifetime JPH0794210B2 (en) | 1984-06-27 | 1984-06-27 | Constant speed running control device for automobile |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPH0794210B2 (en) |
Family Cites Families (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS60252854A (en) * | 1984-05-29 | 1985-12-13 | Nippon Denso Co Ltd | Vehicle speed control device |
-
1984
- 1984-06-27 JP JP59131133A patent/JPH0794210B2/en not_active Expired - Lifetime
Also Published As
| Publication number | Publication date |
|---|---|
| JPS6112441A (en) | 1986-01-20 |
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Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| EXPY | Cancellation because of completion of term |