JPH09207619A - Controlling method for constant speed travel gear - Google Patents

Abstract

PROBLEM TO BE SOLVED: To increase a certian vehicle speed while under control of constant speed travel by means of operating a prescribed switch by dividing the constant speed travel to acceleration and deceleration by a previous output signal and setting it so that it may be greater as compared with the case of the previous output signal being acceleration. SOLUTION: A first correction data is set greater as compared with a second correction data. This is due to the discrepancy occurred between the controlling amount to an actuator 32 as indicated by a variable speed signal and the actual actuating amount of a throttle valve 6 being large. After finding a corrective tap up data in such a way, an acceleration signal from an actuator drive circuit 2 is outputted to the actuator 3 based on such data and accelerated near to the set vehicle speed, after which it proceeds to constant speed travel control.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a method for controlling a constant-speed traveling device for an automobile, and more particularly to a constant-speed traveling in which a predetermined vehicle speed can be increased by operating a predetermined switch during the constant-speed traveling control. The present invention relates to a method of controlling the device.

[0002]

2. Description of the Related Art In a constant-speed traveling device in which the opening of a throttle valve is increased / decreased by an actuator to control a set vehicle speed, a predetermined switch is operated once during constant-speed traveling so that the set vehicle speed becomes a higher value. After the acceleration control toward this updated set vehicle speed, tap-up operation to perform constant speed traveling control at the updated set vehicle speed, and conversely, the set vehicle speed is updated to a value that is one step lower, A tap-down operation is known in which deceleration control is performed toward the updated set vehicle speed, and then constant speed traveling control is performed at the updated set vehicle speed.

[0003]

By the way, in the tap-up operation and tap-down operation of such a constant speed traveling device, since the acceleration / deceleration control is performed toward the set vehicle speed updated to a higher or lower value, A control amount larger than the control amount of a normal actuator will be output.
However, due to play in the transmission mechanism that transmits the operation of the actuator to the throttle valve, the control amount indicated by the acceleration / deceleration signal output to the actuator to accelerate / decelerate toward the updated set vehicle speed and the actual operation of the throttle valve. There was sometimes a gap between the quantity and the quantity.

This phenomenon becomes particularly noticeable when the above-mentioned switch operation is performed during the deceleration control for closing the throttle valve in the normal constant-speed running control, and the throttle valve is changed to the opening operation for acceleration. Therefore, the accelerating property changes depending on the acceleration / deceleration state before the switch operation. This difference in acceleration affects the convergence to the updated set speed by the subsequent normal feedback control, and there is a problem that the responsiveness in switch operation is impaired.

[0005]

In order to solve such problems and realize smooth constant speed traveling, in the present invention, a constant speed traveling control for controlling an opening of a throttle valve by an actuator is performed. In the control method of the constant speed traveling device, which is configured to increase a constant vehicle speed by operating a predetermined switch, when the switch is operated, the control data for controlling the actuator is added.
The correction data corresponding to the mechanical error generated between the control amount of the actuator and the actual operation amount of the throttle valve is corrected by the previous output signal output to the actuator before the switch is operated to accelerate or decelerate. The correction data when the previous output signal is deceleration is set so as to be larger than that when the previous output signal is acceleration.

[0006]

BEST MODE FOR CARRYING OUT THE INVENTION Embodiments of the present invention will be described below in detail based on specific examples shown in the accompanying drawings.

FIG. 1 is a schematic diagram showing an outline of a constant speed traveling device to which the present invention is applied. In this constant-speed traveling device, an acceleration / deceleration signal is output from an actuator drive circuit 2 to an actuator 3 based on acceleration / deceleration control data calculated by a CPU 1 that performs arithmetic control based on vehicle speed data. The throttle valve 6 connected via 5 is opened and closed to maintain the vehicle speed at the set vehicle speed.

The voltage of the battery 7 as a power source is supplied to the CPU 1 through the ignition switch 8 and the main switch 9. Also, CP
A vehicle speed sensor 10 is connected to U1, and vehicle speed data including a cycle of vehicle speed pulses detected by the vehicle speed sensor 10 is read by the CPU 1 to detect an actual vehicle speed.

Further, a set switch 11 and a resume switch 12 are connected to the CPU 1, respectively. The set switch 11 stores the vehicle speed when it is turned on as the set vehicle speed and starts the constant speed traveling control, and also serves as a tap down switch for lowering the set vehicle speed by a predetermined value, which will be described later. There is. Also,
The resume switch 12 returns to the original constant speed traveling state after being canceled by the brake operation, and also serves as a tap-up switch for increasing a set vehicle speed described later by a predetermined value.

The actuator 3 is, for example, a diaphragm type actuator that is driven by the intake negative pressure of the engine. In response to an acceleration / deceleration signal from the actuator drive circuit 2, the intake negative pressure is introduced or cut off, and the atmosphere is introduced.
A plurality of shut-off solenoid valves are selectively excited to expand and contract.

When an acceleration signal is output from the actuator drive circuit 2 to this actuator 3, the negative pressure introduced causes the diaphragm 3a to be displaced against the spring urging force, and the link member 3b supported thereby is displaced by the cable 4a. Works like pulling. In response to the retracting operation of the link member 3b, the throttle valve 6 which is spring-biased in the closing direction operates in the opening direction, and the vehicle speed increases. On the other hand, when the deceleration signal is output from the actuator drive circuit 2, the negative pressure is reduced and the diaphragm 3a is pushed back by the spring biasing force, and the throttle valve 6 operates in the closing direction by the returning operation of the link member 3b which is interlocked with this. Then the vehicle speed drops.

In the constant speed traveling device thus constructed, the ignition switch 8 and the main switch 9 are provided.
When the set switch 11 is turned on while the vehicle is traveling with the power supply voltage being supplied to the CPU 1 with both of them turned on, constant speed traveling control is started. In this constant speed traveling control, when a difference of more than the allowable value occurs between the set vehicle speed and the actual vehicle speed due to load fluctuation during traveling, the actual vehicle speed falls within the allowable value with respect to the set vehicle speed, The CPU 1 calculates acceleration / deceleration control data, and the actuator drive circuit 2 outputs an acceleration / deceleration signal to the actuator 3 based on the calculated control data.

When the set switch 11 is further turned on during such constant speed traveling control, the set vehicle speed is updated to a vehicle speed obtained by subtracting a predetermined value (for example, 1.6 km / h) from the actual vehicle speed at this time. A tapdown signal for decelerating to this vehicle speed is output to the actuator 3. On the other hand, when the resume switch 12 is turned on, the set vehicle speed is updated to the vehicle speed obtained by adding a predetermined value (for example, 1.6 km / h) from the actual vehicle speed at this time, and a tap-up signal for increasing the vehicle speed is given. It is output to the actuator 3. These tap-down and tap-up signals are output in accordance with tap-down data and tap-up data calculated based on a relationship table with a set vehicle speed stored in advance in the CPU 1, and a response to a switch operation. In order to improve the property, the control amount becomes larger than the control amount output during the constant speed traveling.

By the way, the actuator 3 and each connecting portion of the pulley 5 and the cable 4 are provided with some play, and when the throttle valve 6 is opened / closed in conjunction with the expansion / contraction movement of the actuator 3, A deviation is caused between the control amount indicated by the acceleration / deceleration signal to the actuator 3 and the actual operation amount of the throttle valve 6. The difference between the control amount and the operation amount differs depending on the previous operating state of the actuator 3, that is, whether the pulling operation or the returning operation has been performed, and in particular, the resume is performed during deceleration control in which the returning operation is performed. It becomes noticeable when the switch 12 is operated to start acceleration.

Therefore, as described below, when the resume switch 12 is operated during the constant speed traveling control,
The tap-up operation is performed, and when the tap-up signal is output, the tap-up signal is controlled according to the acceleration / deceleration state before the operation of the resume switch 12. FIG. 2 shows a flow for calculating tap-up data at this time. First, resume switch 1
When 2 is turned on, in the first step ST1, normal tap-up data D is calculated from the set vehicle speed updated to the actual vehicle speed at that time based on the above-mentioned relationship table, and the process proceeds to the second step ST2.

In the second step ST2, it is determined whether or not the control signal for the previous output, which is output and stored in the constant speed traveling control immediately before the switch operation, is deceleration, and the previous output signal is determined to be deceleration. If the third step ST
Proceed to 3. In the third step ST3, the predetermined first correction data a stored in advance is added to the tap-up data D calculated in the first step ST1 to obtain the corrected tap-up data D ′.

On the other hand, when the previous output signal is judged to be accelerated in the second step ST2, the process proceeds to a fourth step ST4, and in the fourth step ST4, the first step S4 is executed.
The predetermined second correction data b is added to the tap-up data D calculated in T1 to obtain the corrected tap-up data D '.

The first correction data a is set larger than the second correction data b. This is because when the acceleration is instructed subsequently to the deceleration, the control amount indicated by the acceleration / deceleration signal to the actuator 3 and the actual operation amount of the throttle valve 6 are compared with the case where the acceleration is instructed subsequently. This is because the deviation that occurs between the two becomes large.

When the corrected tap-up data D'is obtained as described above, an acceleration signal is output from the actuator drive circuit 2 to the actuator 3 based on the corrected tap-up data D ',
The vehicle is accelerated to near the set vehicle speed, and then the constant speed traveling control is performed.

[0020]

As described above, according to the present invention, the correction data corresponding to the error to absorb the mechanical error in the control data when accelerating toward the set vehicle speed updated to a higher value by the switch operation. Is added, the acceleration / deceleration state before the switch operation that influences the magnitude of the mechanical error is determined by the previous output signal, and the correction data is divided depending on the case. And
When the vehicle is in the deceleration state, a value larger than that in the acceleration state is added so that the speed can be accurately increased up to the vicinity of the new set vehicle speed without being influenced by the acceleration / deceleration state before the switch operation. did. For this reason, the convergence of the constant speed traveling control at the new set vehicle speed is improved, and a very remarkable effect can be obtained in improving the responsiveness of the switch operation.

[Brief description of drawings]

FIG. 1 is a schematic diagram showing a schematic configuration of a constant speed traveling device to which the present invention is applied.

FIG. 2 is a flowchart showing a main part of a control method for a constant speed traveling device to which the present invention is applied.

[Explanation of symbols]

 1 CPU 2 Actuator drive circuit 3 Actuator 3a Diaphragm 3b Link member 4 Cable 5 Pulley 6 Throttle valve 7 Battery 8 Ignition switch 9 Main switch 10 Vehicle speed sensor 11 Set switch 12 Resume switch

 ─────────────────────────────────────────────────── ─── Continuation of the front page (72) Inventor Akira Ito 1-4-1 Chuo, Wako-shi, Saitama Inside the Honda R & D Co., Ltd. (72) Inventor Tadayoshi Okada 1-4-1 Chuo, Wako, Saitama Incorporated company Honda R & D Co., Ltd. (72) Inventor Chiho Naoto 1-4-1 Chuo, Wako, Saitama Prefecture Incorporated company Honda R & D Co., Ltd. (72) Inventor Takayuki Kawakura 1268-1, Hirosawa-cho, Kiryu-shi, Gunma Stock company Mitsuba Electric Manufacturing Co., Ltd. (72) Inventor Yoshio Morishima 1-2681 Hirosawa-cho Kiryu-shi Gunma Prefecture Mitsuba Electric Manufacturing Co., Ltd. (72) Toru Furusawa 1-2681 Hirosawa-machi Kiryu-shi Gunma Mitsuba Electric Manufacturing Co., Ltd.

Claims (1)

[Claims] 1. A control method for a constant speed traveling device, wherein a constant vehicle speed is increased by operating a predetermined switch during constant speed traveling control in which an opening of a throttle valve is controlled by an actuator. When the switch is operated, correction data corresponding to a mechanical error generated between the control amount of the actuator and the actual operation amount of the throttle valve, which is added to the control data for controlling the actuator, is added to the switch. Before the operation, the previous output signal output to the actuator is divided into two types, acceleration and deceleration, and the correction data when the previous output signal is the deceleration is the previous output signal is the acceleration. A control method for a constant-speed traveling device, characterized in that it is set to be larger than that in the case.