JPH0872582A - Constant speed running control device of vehicle - Google Patents

Abstract

PURPOSE: To make a stable constant-speed running control in which the integral correction is incorporated, by eliminating waviness in the car speed in the low speed range. CONSTITUTION: From formula A=SAn+K1×ΔV, the target degree of throttle opening A of a throttle value is determined (Step 205), where ΔV is speed deviation of the current car speed V2 from its set value V1, and K1×ΔV represents the proportional term to the deviation while SAn does the integral term, and the constant-speed running control is performed by the proportional integral control. The integral correction factor K2 is set (Step 207) with a function set so as to be lessen in the low speed range compared with the high speed range, and the set value is multiplied by the speed deviation ΔV so that the integral correction amount ΔA is determined (Step 208). The obtained value is subjected to the integrating process so that the data SAn of the integral term is determined.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a constant speed traveling speed control device for a vehicle, which controls a speed adjusting element so that an actual traveling speed of a vehicle coincides with a set vehicle speed.

[0002]

2. Description of the Related Art Conventionally, as a device of this type, a constant speed is controlled by controlling a speed adjusting element (for example, an actuator for adjusting the opening of a throttle valve) so that the actual traveling speed of the vehicle matches the set vehicle speed. Various types of vehicles have been proposed. In such control,
In Japanese Patent No. 43822, a proportional term proportional to a deviation between a set vehicle speed and an actual traveling speed and an integral term obtained by integrating an integral correction amount according to the deviation are provided.
By so-called proportional-plus-integral control, the actual traveling speed is made to match the set vehicle speed. The reason why such integral correction is used is to reduce a steady-state deviation between the set vehicle speed and the actual traveling speed due to variations in vehicle load, play of the link system in the speed adjustment element, and the like.

[0003]

However, in the control using the integral correction according to the above-mentioned conventional technique, the swell of the vehicle speed may occur in the low speed range. Explaining this in detail, in the low speed range (vehicle speed of about 40 km / h to 60 km / h), the throttle is opened only slightly, and the change of the vehicle speed with respect to the throttle opening change amount is large. Therefore, in the vehicle in which the accelerator pedal and the throttle are designed linearly, if the integral correction amount is constant regardless of the vehicle speed as in the above-described conventional technique, the gain (integral correction coefficient) with respect to the vehicle speed becomes large in the low speed range. Therefore, the fluctuation amount of the throttle opening becomes too large. As a result, the vehicle speed changes by a larger amount than the intended correction amount, which causes a swell of the vehicle speed during the constant speed traveling control, which makes stable control impossible.

The present invention has been made in view of the above problems, and it is an object of the present invention to perform stable constant-speed running control by eliminating the undulation of the vehicle speed in a low speed range in the constant-speed running control using the integral correction.

[0005]

In order to achieve the above-mentioned object, the present invention provides a vehicle speed calculation means (1 and a vehicle speed calculation process in the controller 2 for detecting the actual traveling speed of a vehicle in the invention described in claim 1. ), Storage means for storing the set vehicle speed (RAM in the controller 2), and a speed adjustment element by a control amount including integral data by an integral correction amount according to a deviation between the detected actual traveling speed and the set vehicle speed. Control means for controlling (6) (steps 103 to 10)
4) and a constant speed traveling control device for a vehicle, in which the actual traveling speed is made to match the set vehicle speed, the integral correction amount according to the deviation is set in a low speed range as compared to a high speed range. It is characterized in that it is provided with an integral correction amount computing means (207, 208) for computing with a smaller gain.

According to a second aspect of the present invention, speed detecting means (vehicle speed calculation processing in 1 and controller 2) for detecting the actual traveling speed of the vehicle and storage means (RAM in controller 2 for storing the set vehicle speed). ) And a control means for controlling the speed adjusting element (6) by a control amount including integral data by an integral correction amount corresponding to a deviation between the detected actual traveling speed and the set vehicle speed (steps 103 to 1).
04) and a constant speed traveling control device for a vehicle in which the actual traveling speed is made to match the set vehicle speed, the integral correction coefficient in the low speed range is smaller than that in the high speed range with respect to the set vehicle speed. Setting means (step 207) for setting the stored integral correction coefficient for the stored vehicle speed, and correction amount calculating means (step 207) for obtaining the integral correction amount by multiplying the deviation by the set integral correction coefficient. It is characterized by including step 208).

The reference numerals in parentheses of the above-mentioned means indicate the correspondence with the concrete means described in the embodiments described later.

[0008]

According to the invention described in claims 1 and 2, when the speed adjusting element is controlled by the control amount including the integral data by the integral correction amount according to the deviation between the actual traveling speed and the set vehicle speed. Since the integrated correction amount is calculated with a gain that becomes smaller in the low speed range than in the high speed range, the amount of fluctuation of the throttle opening is suppressed to a low level during constant speed running in the low speed range to reduce the vehicle speed. It can be changed according to the intended correction amount. Therefore, it is possible to perform stable constant-speed traveling control without causing the vehicle speed undulation in the low speed range.

[0009]

Embodiments of the present invention will be described below with reference to the drawings. FIG. 1 is an overall configuration diagram showing an embodiment of the present invention. In FIG. 1, a vehicle speed sensor 1 generates a vehicle speed pulse according to the traveling speed of the vehicle. The controller 2 inputs the vehicle speed pulse from the vehicle speed sensor 1 to calculate the actual traveling speed of the vehicle, and at the time of constant speed traveling, performs constant speed traveling control so that the actual traveling speed matches the set vehicle speed. It is composed of a RAM as a storage means for storing data such as a set vehicle speed, a ROM for storing a control program, a CPU for executing various controls, and the like.

Signals from the set coast switch 3, the resume accelerator switch 4, and the cancel switch 5 are input to the controller 2. The set / coast switch 3 is operated when performing constant speed traveling or when reducing the vehicle speed, and the cancel switch 5 is operated when releasing constant speed traveling. The resume / accelerator switch 4 is operated when increasing the vehicle speed.

From the controller 2, a control signal for matching the actual traveling speed of the vehicle with the set vehicle speed is output to the actuator 6 which constitutes the speed adjusting element. The actuator 6 is a motor type shown in Japanese Patent Publication No. 4-43822, and adjusts the valve opening of the throttle valve 7 based on a control signal from the controller 2. By adjusting the valve opening of the throttle valve 7, the actual traveling speed of the vehicle is increased or decreased to match the set vehicle speed.

Next, the operation of the above structure will be described. When the ignition switch is turned on at the start of driving of the vehicle, power from the vehicle-mounted battery is supplied to the electric systems of the respective parts shown in FIG. And
The controller 2 executes arithmetic processing according to the control program. First, initialization processing is performed in step 100 shown in FIG. 2 to set the value of the set vehicle speed during constant speed traveling to 0.
And the interrupt calculation processing based on the vehicle speed pulse from the vehicle speed sensor 1 is permitted. Therefore, thereafter, the vehicle speed is obtained by the vehicle speed interrupt calculation processing (not shown). The vehicle speed calculation processing based on the vehicle speed sensor 1 and the vehicle speed pulse corresponds to speed detecting means in the claims.

In the next step 101, it is determined whether or not constant speed traveling control is being performed. This determination is made by a timer interrupt program (not shown) using flags that are set and reset depending on the operating states of the switches 3 to 5 that are periodically checked. This step 1
When the set / coast switch 3 is not operated and the flag corresponding to it is not set at 01, the non-control state process is performed at step 102. In particular,
The actuator 6 does not act on the throttle valve 7.

If the flag is set by the operation of the set coast switch 3 in step 101, the process proceeds to step 103, and the traveling speed of the vehicle when the set coast switch 3 is operated is set to the set vehicle speed. V1
Is stored in the RAM. After that, the constant speed traveling control is performed at the stored set vehicle speed V1. After that, the routine proceeds to step 200, where the throttle adjustment amount (control amount in the claims) for constant speed traveling control is calculated. Details of this processing are shown in FIG.

First, the routine proceeds to step 201, where the set vehicle speed V1 and the actual traveling speed V2 obtained by the above vehicle speed calculation processing.
The speed deviation ΔV is calculated from the difference between Next, the routine proceeds to step 202, where it is judged whether or not the flag by the operation of the resume / accelerator switch 4 is set. If the flag set by the operation of the resume / accelerator switch 4 is not set, the routine proceeds to step 203. When the arrival at step 203 is the first time, step 2
In step 04, the integrated data SAn is set to Ai. This Ai is the initial opening of the throttle (the opening of the throttle valve at a set vehicle speed on a flat road). After that, the routine proceeds to step 205, where the target throttle opening A is set to the integrated data SA
n and the deviation proportional data K1 × ΔV are used to calculate using Equation 1.

[0016]

## EQU1 ## A = SAn + K1.times..DELTA.V After that, the routine proceeds to step 104 in FIG. 2, where a control signal for adjusting the opening of the throttle valve 7 based on the target throttle opening A is output to the actuator 6. This adjustment output step 104 and the throttle valve 7 by the actuator 6
Adjustment is the same as that disclosed in Japanese Examined Patent Publication No. 4-43822.

Next, when step 203 shown in FIG. 3 is reached, the determination is NO, and the routine proceeds to step 206, where the magnitude (absolute value) of the speed deviation ΔV is the predetermined value V.
u, for example, 4 km / h or more is determined. When the magnitude of the speed deviation ΔV is Vu or more, the routine proceeds to step 205, where the target throttle opening A is obtained from the above equation 1, and the opening of the throttle valve 7 is adjusted accordingly.

By such control, the speed deviation ΔV becomes V
If it is smaller than u, when the step 206 is reached, the determination is YES, and the routine proceeds to the step 207. In this step 207, the integral correction coefficient K2 is obtained.
This is obtained from the characteristic relationship between the set vehicle speed and the integral correction coefficient K2 shown in FIG. This characteristic relationship is set so that the integral correction coefficient K2 becomes smaller in the low speed range where the set vehicle speed is low compared to the high speed range. The integral correction coefficient K2 may be obtained from the characteristic map shown in FIG. 4, or may be obtained based on a predetermined calculation formula.

The integral correction coefficient K2 and the speed deviation ΔV
In step 208, the integral correction amount ΔA is calculated based on
Ask by.

[0020]

## EQU00002 ## .DELTA.A = K2.times..DELTA.V Based on this integral correction amount, the integral data SAn is obtained by the equation 3 in step 209.

[0021]

## EQU00003 ## SAn = SA (n-1) +. DELTA.A where SA (n-1) is the previous integration data. Therefore, by repeating the processing from step 207 to 209, the integral data SAn gradually increases by the integral correction amount ΔA. That is, the integral data SAn is obtained by integrating the integral correction amount ΔA.

Based on this integral data SAn, the target throttle opening A can be obtained by the equation 1. As described above, the integral correction coefficient is set to a small value in the low speed range according to the set vehicle speed, so that when the vehicle is traveling at a constant speed in the low speed range, the fluctuation amount of the throttle opening is suppressed to a low level. Can be changed according to the intended correction amount. Therefore, stable constant-speed traveling control can be performed without causing the vehicle speed undulation described as a problem of the conventional technology.

If the flag is set by the operation of the resume / accelerator switch 4, step 21
0, and using the opening amount AA for accelerating the vehicle,
The target throttle opening A is calculated by the equation 4. This process is similar to that shown in Japanese Patent Publication No. 4-43822.

[0024]

## EQU00004 ## A = Ai + AA In the above embodiment, the integral correction coefficient is obtained according to the characteristic shown in FIG. 4, but the characteristic is not limited to that shown in FIG. Other characteristics may be used as long as the correction coefficient is smaller than that in the high speed range.

Further, the characteristics shown in FIG. 4 may be set for the actual traveling speed V2 instead of the set vehicle speed. Further, although the motor type is shown as the actuator 6, the actuator 6 is not limited to this, and another type such as a vacuum type may be used. Further, the present invention can be applied not only to the proportional-integral control with respect to the speed deviation but also to the constant-speed traveling control that is performed by the proportional-integral-derivative control.

Each step shown in the flowcharts of FIGS. 2 and 3 is configured as a function realizing means for realizing each function, and each function is not limited to the computer control described above, but each function is configured by a hardware logic configuration. The present invention can also be applied to those configured to.

[Brief description of drawings]

FIG. 1 is an overall configuration diagram showing an embodiment of the present invention.

FIG. 2 is a flowchart showing a process of constant speed traveling control by a controller 2.

3 is a flowchart showing detailed calculation processing of an adjustment amount calculation processing step 200 shown in FIG.

FIG. 4 is a characteristic diagram showing a relationship between a set vehicle speed and an integral correction coefficient.

[Explanation of symbols]

 1 Vehicle speed sensor 2 Controller 6 Actuator 7 Throttle valve

 ─────────────────────────────────────────────────── ─── Continuation of the front page (72) Inventor Yoshinari Torii, 1-1, Showa-cho, Kariya city, Aichi Prefecture

Claims (2)

[Claims] 1. A speed detecting means for detecting an actual traveling speed of a vehicle, a storage means for storing a set vehicle speed, and an integration by an integration correction amount according to a deviation between the detected actual traveling speed and the set vehicle speed. A constant speed vehicle control device for a vehicle, comprising: a control means for controlling a speed adjusting element by a control amount including data, to match the actual traveling speed with the set vehicle speed, and an integral correction according to the deviation. A constant-speed traveling control device for a vehicle, comprising an integral correction amount calculation means for calculating an amount with a gain that becomes smaller in a low speed region than in a high speed region. 2. A speed detecting means for detecting an actual traveling speed of the vehicle, a storage means for storing a set vehicle speed, and an integration by an integration correction amount according to a deviation between the detected actual traveling speed and the set vehicle speed. A constant speed vehicle control device for a vehicle, comprising: a control means for controlling a speed adjusting element by a control amount including data, wherein the actual traveling speed is made to match the set vehicle speed, in a high speed range with respect to the set vehicle speed. Setting means for setting the integral correction coefficient for the stored vehicle speed, which has a characteristic that the integral correction coefficient in the low speed range is smaller than that of, and the integral correction by multiplying the deviation by the set integral correction coefficient. A vehicle constant speed traveling control device comprising a correction amount calculation means for obtaining an amount.