JPS59141746A - Apparatus for controlling deceleration in automatic cruising operation - Google Patents

Abstract

PURPOSE:To prevent hunting and overshooting of the actual vehicle speed, by increasing the opening of a throttle valve rapidly to a prescribed value when a deceleation signal is extinguished, and setting the prescribed value of the throttle-valve opening at a specific value in executing the above process. CONSTITUTION:A deceleration signal is furnished to a second multiplexer 9 and a refernce throttle-valve opening memory 10. When the deceleration signal is extinguished, the throttle-valve opening is set at a value smaller than a value stored in a memory 19 for storing the throttle-valve opening at the time of setting but greater than a value stored in the reference throttle-valve opening memory 10. With such an arrangement, it is enabled to prevent hunting and overshooting of the actual vehicle speed in executing deceleration control at the time of automatic cruising operation.

Description

DETAILED DESCRIPTION OF THE INVENTION The present invention relates to a deceleration control device for automatically controlling the speed of a vehicle during so-called autocruise, and in particular, to smoothly control a decrease in actual vehicle speed during deceleration control and maintain constant speed driving. The present invention relates to a deceleration control device during autocruise that allows smooth transition again.

For deceleration control during autocruise, the throttle opening is reduced to almost full open or to the value at idling in response to the input of the deceleration signal, and then when returning to constant speed driving, the deceleration signal is It is conceivable to set the throttle opening according to the actual traveling vehicle speed at that time in response to the extinction.

However, since there is a considerable time delay between when the throttle opening increases or decreases and when the actual vehicle speed increases or decreases accordingly, the deceleration signal disappears with this control method. After that, when returning to auto cruise, the opening direction control finger for the throttle opening becomes too large, and in the end, the transition from deceleration to acceleration becomes too steep, which not only deteriorates driving performance, but also causes problems after returning to auto cruise. This has the disadvantage that hunting and overshoot of the actual vehicle speed are likely to occur.

The present invention obviates the aforementioned drawbacks and its purpose is to:
In deceleration control during auto cruise, after deceleration is completed,
An object of the present invention is to provide a deceleration control device during autocruise, which can prevent overshooting and hunting of the actual traveling vehicle speed when returning to constant speed traveling.

In order to achieve the above object, the present invention employs a motor for throttle opening control, and when decelerating during auto cruise, (1) unconditionally changes the throttle opening to the current actual vehicle speed -
Alternatively, the auto cruise can be suddenly closed at a time to a predetermined value depending on the target vehicle speed, or to a position equivalent to almost fully open (when the deceleration signal disappears, the I am trying to perform open loop control of the throttle opening, which sets the throttle opening as a target.

Furthermore, the throttle opening degree for the same vehicle speed is set to be the smallest when the deceleration signal is generated, and to become larger when the deceleration signal disappears and when the auto cruise is set.

The present invention will be described in detail below with reference to the drawings. FIG. 1 is a block diagram of one embodiment of the present invention.

In order to facilitate understanding, FIG. 1 also shows a configuration for executing control of transition from manual control of vehicle speed to auto cruise, and this will also be explained.

The vehicle speed detector 1 outputs pulses with a period inversely proportional to the actual traveling speed of the vehicle. The pulses are shaped by a waveform shaper 2 and then counted by a vehicle speed counter 3. Therefore, as is clear, the count value of the vehicle speed counter 3 within a certain period of time represents the actual traveling vehicle speed.

The sampling timer 4 generates a timing pulse at regular intervals, transfers the count value of the vehicle speed counter 3 to the latch circuit 5 and latches it, and at the same time resets the vehicle speed counter 3. The actual running vehicle speed temporarily stored in the latch circuit 5 is stored in the vehicle speed register 6 by the timing pulse of the sampling timer 4.

When the auto/cruise set is canceled -- that is, under normal manual speed control, the auto cruise flag 7 (flip-flop) is in the reset state (output I
IOI+ state).

Therefore, the output of the inverter 8 becomes high level, and the output is supplied to the reference throttle opening degree memory 10 via the OR circuit 02. At the same time, the second multiplexer 9 selects the output of the reference throttle opening degree memory 1o based on the output of the inverter 8, and supplies it to the preset register 11.

In the reference throttle opening degree memory 10, a throttle opening degree corresponding to idling operation of the engine is set.

The comparator 12 compares the value of the up/down counter 13, which stores the current position of the pulse motor 15, with the value stored in the preset register 11, and drives the driver 14 and the pulse motor 15 according to the difference.

As a result, the rotational position of the pulse motor 15 -1, that is, the throttle opening is maintained at a substantially constant position. Regarding the control operation of such a pulse motor 15, Japanese Patent Application No. 57-38164 and Japanese Patent Application No. 57-. It is explained in detail in the specification of No. 38165.

In this case, the throttle opening degree can be freely controlled by the driver's operation of the accelerator pedal, for example, as shown in each of the above specifications.

When the auto-cruise set signal is input from the above-described manual control state of the traveling speed, the differentiating circuit 16 generates a pulse output, thereby setting the auto-cruise flag 7.

The output of the differentiation circuit 16 is simultaneously supplied to the target vehicle speed register 17 via the OR circuit 01.

As a result, the target vehicle speed register 17 stores the output from the latch circuit 5 at that time, that is, the actual traveling vehicle speed, as the subsequent target vehicle speed.

The auto cruise set signal is, on the one hand, supplied to the monomulti 18. The output pulse of the monomulti 18 selectively drives the throttle opening degree memory 19 at the time of setting. The set throttle opening memory 19 stores a provisional target throttle opening with the target vehicle speed as a parameter.

FIG. 2 shows an example in which it is desirable to adopt, as this provisional target opening, a throttle opening corresponding to the target vehicle speed when the vehicle is traveling on a flat road. In FIG. 12, the horizontal axis is the vehicle speed, and the vertical axis is the provisional target opening value of the throttle opening.

Since the actual traveling vehicle speed is input to the setting throttle opening memory 19, the setting throttle opening memory 79 is cleared at the same time as the auto cruise set signal is input.
A provisional target opening degree corresponding to the actual traveling vehicle speed at that time is input to the first multiplexer 2o.

The first multiplexer 2o selects the provisional target opening from the set throttle opening memory 19 based on the output pulse of the monomulti 18, and supplies this to the second multiplexer 9.

At this time, the auto-cruise flag 7 is in a set state, and therefore the output of the invanitor 8 is at a low level.

Therefore, the second multiplexer 9 outputs the output of the first multiplexer 2o (i.e. 1, the provisional target opening degree).
is selected and stored in the preset register 11.

As a result, the pulse motor 15 is driven and the throttle valve is rapidly moved to the provisional target opening position.

At the same time, the value stored in the preset register 11 is supplied to the adder 21.

On the other hand, as described above, the actual traveling vehicle speed is stored in the vehicle speed register 6 by the latch circuit 5 at every fixed sampling time (for example, 0.5 seconds).

This actual traveling vehicle speed is compared with the target vehicle speed from the target vehicle speed register 17 in a subtracter 22, and the difference is calculated in a multiplier 23.
is supplied to

In the multiplier 23, the difference is multiplied by a constant successively retrieved from the constant memory 24, and converted into a rotation angle correction amount (positive or negative number of pulses) of the pulse motor 15. The correction amount is supplied to an adder 21.

As described above, the output of the preset register 11, that is, the provisional target opening degree is input to the adder 21. Therefore, the added output corresponds to the rotation angle or position of the pulse motor 15 corresponding to the throttle opening required to obtain the target vehicle speed at that time.

The addition output is stored in the preset register 11 via the first multiplexer 20 and the second multiplexer 9, and is further input to the comparator 12.

Therefore, as is easily understood from the above, the rotation angle and throttle opening of the pulse motor 15 are feedback-controlled to values necessary to maintain the target vehicle speed.

As is clear from the above explanation, in this example, when setting the auto cruise, the throttle opening is initially set to a provisional target opening determined in advance according to the target vehicle speed, and from that position as the starting point, the actual traveling vehicle speed is set. Feedback control is executed based on the deviation from the target vehicle speed.

For this reason, the deviation immediately after the auto cruise is set is reduced (or averaged), the drop in vehicle speed and hunting are prevented, and the time to converge to the target vehicle speed is shortened. The transition from control to auto cruise control can be made extremely smooth.

Next, an embodiment of the present invention, that is, a case where the vehicle is decelerated during autocruise will be further described with reference to FIG.

If the driver operates the deceleration switch during autocruise, that is, when the autocruise flag 7 is set, a high-level deceleration signal is generated during the autocruise.

This deceleration signal is supplied to the second multiplexer 9 and the reference throttle opening memory 1o, so that the value of the throttle opening during idling is stored in the preset register 11. As a result, the comparator 12 generates an output, the pulse motor 15 rotates, and the throttle opening becomes small, so that the actual traveling vehicle speed is reduced.

Note that the throttle opening value stored in the reference throttle opening degree memory 10 may use the actual traveling vehicle speed at that time as a parameter (see curve L2 of the fifth tooth).

The deceleration signal is also input to the set terminal of the deceleration flag (flip-flop) 32 at the same time, so this is set. This opens AND gate A4.

When the desired deceleration is completed and the deceleration signal disappears and falls to a low level, the output of the inverter 33 becomes a high level.
The '1'' signal is applied to mono multi 36 to trigger it.

At the same time, the AND gate A4 produces an output, the post-deceleration opening memory 37 is selected by the output of the AND gate A4, and the first multiplexer 20 selects and outputs the read data of the post-deceleration opening memory 37. Become.

The post-deceleration time memory 37 stores the throttle opening value to be set immediately after the deceleration signal disappears, using the actual traveling vehicle speed as a parameter.

Therefore, when deceleration is completed, the throttle opening value is stored in the preset register 11 via the first multiplexer 20 and the second multiplexer 9.

The throttle opening value in this case is, as shown by curve L3 in FIG. It is preferable to select a value smaller than the value shown in the reference throttle opening degree memory 10 and larger than the value stored in the reference throttle opening degree memory 10 (shown by the curve L2 or the dotted line).

In this way, after the deceleration signal disappears, the throttle opening degree is set to a scheduled value determined by the actual traveling vehicle speed at that time.

The output pulse of the monomulti 36 is delayed by a predetermined time in a delay circuit 38, and is input to the reset terminal of the flip-flop 32 to reset it. This closes AND gate A4.

Since the output of -II 1 I+ of the delay circuit 38 is supplied to the target vehicle speed register 17 via the OR gate 01,
The target vehicle speed register 17 stores the actual traveling vehicle speed at that time as the target vehicle speed.

Thereafter, autocruise control for the new reduced target vehicle speed is executed in the same manner as described above.

FIGS. 3A and 3B are diagrams showing an example of changes in vehicle speed and throttle opening in the autocruise and deceleration control described above.

The period from time TO to T1 is a normal autocruise period. When the auto cruise signal is input at time To, the throttle opening is changed from the reference opening position determined by the reference throttle opening memory 10 (for example, a value corresponding to idling) to the throttle opening memory 19 at the time of setting. When set, it is suddenly opened to the provisional target opening degree.

Thereafter, the throttle opening degree is gradually feedback-controlled to an appropriate opening degree according to the vehicle speed. Therefore, from then until time T1, the actual traveling vehicle speed and throttle opening are kept substantially constant.

The period from time T1 to time T2 is a period in which the driver operates the deceleration switch and a deceleration signal is generated.

At time T1, when a deceleration signal is generated, the throttle opening is suddenly closed to the reference opening position read from the reference throttle opening memory 10 and held at that position. The actual traveling vehicle speed also decreases accordingly.

At time T2, when the operation of the deceleration switch is stopped, the throttle opening is increased to a predetermined value corresponding to the actual traveling vehicle speed at that time based on the data read from the post-deceleration opening memory 37, and that state is Normal auto cruise will resume from then on.

In the block diagram of FIG. 1, instead of using the vehicle speed as a parameter, the throttle opening degree memory 19 at the time of setting uses
The position of the transmission gear and the engine speed can also be used as parameters.

Also, prepare multiple types of memories such as the throttle opening memory 19 at the time of setting and the opening memory 37 after deceleration so that they can be switched, or perform appropriate corrections such as addition or multiplication to the read data of these memories. It is also possible to supply the signal to the subsequent circuit after applying the signal.

In this way, the transition state from manual vehicle speed control to auto cruise control (slow and smooth transition or rapid transition, etc.) and deceleration state (slow deceleration or rapid deceleration, etc.) can be changed. ) can be selected according to the driver's preferences and driving conditions.

In addition, in the above, an auto cruise set that switches the speed control of the vehicle from manual control by the driver to automatic control (so-called auto cruise) and deceleration control in the auto cruise state are implemented using hardware such as individual logic circuits. Although the present invention has been described with reference to the case where it is implemented on a computer, it is clear that the present invention can also be implemented on a computer or the like.

The processing procedure in this case will be explained below with reference to the flowchart in FIG.

Step S1: When the engine ignition switch is turned on and this system starts, the throttle valve is driven to a reference opening position (a position approximately corresponding to the opening during idling operation).

Step S2: Determine whether an auto-cruise signal has been input. In the normal manual speed control mode, this signal is not input, so the process advances to step S3.

Step S3: Determine whether the auto cruise flag is set. In the manual speed control mode, this flag is not set, so the processing procedure returns to step S1. Therefore, in the manual speed control mode, a loop of step S1→step S2→step S3→step S1 is cycled.

Step S4: If the auto-cruise signal is input in the determination of step S2, the process advances to step S4, where the actual traveling vehicle speed is read, the auto-cruise flag is set, and the actual traveling vehicle speed is read into the target vehicle speed register. be done.

Step S5: According to the target vehicle speed, a provisional target opening degree is read from the throttle opening degree memory at the time of setting.

Step S6: The provisional target opening degree is supplied to the drive circuit, and the throttle valve is driven to that position.

Step S7: Determine whether the deceleration flag is set. If not set, step S8
Proceed to.

Step S8: Determine whether a deceleration signal is input.

Step S9: Determine whether an auto-cruise cancellation signal is input. If no input has been made, the process advances to step S10.

Step 810: Determine whether the vehicle speed sampling multiple timer has produced an output. If there is no output, step S
7, and then cycles through a loop of step S8→step S9→step s10 and waits for the sampling timer to generate an output. When the timer output is generated, the process advances to step S11.

Step 811: The actual traveling vehicle speed is read, and a throttle opening correction value is calculated from the deviation of the actual traveling vehicle speed from the target vehicle speed. Alternatively, read the value from memory.

Step S12...The throttle opening correction value is supplied to the drive circuit, and the throttle valve is corrected and driven.

Thereafter, the process returns to step S7 and repeats the loop of step S7→step S8→step $9→step S10→step S11→step 812, and auto-cruise control of the vehicle is executed.

When a deceleration signal is input during such auto-cruise control, the determination in step S8 becomes true. Therefore, processing proceeds to step 813.

Step S13: A throttle opening value corresponding to idle operation is read from the reference throttle opening memory 10.

Step 814: Set a deceleration flag.

Step 815: The throttle opening value read in the previous step 813 is supplied to the drive circuit to reduce the opening of the throttle valve. As a result, the actual traveling vehicle speed decreases.

When the process returns to step S7 again, the deceleration flag has been set, so the process proceeds to step S816.

Step S16: Determine whether the deceleration signal is still being input continuously. If the deceleration signal continues, the determination in step S16 is repeated and waits until the deceleration signal disappears.

Step S17...If the deceleration signal has disappeared in the determination of step S16, the actual traveling vehicle speed at that time is read, and the throttle opening value is read from the post-deceleration opening memory.

Step 818: Reset the deceleration flag.

Step 819: The actual traveling vehicle speed read in step S17 is read into the target vehicle speed register.

Thereafter, the process proceeds to step s15, where the throttle opening value read out in step 817 is supplied to the drive circuit, and the throttle valve is driven in the direction of opening the throttle valve.

When the process returns to step s7 again, the deceleration flag has already been reset, so the process proceeds to step S8. Also, since the deceleration signal has disappeared, the processing continues from step S9 to step S10 to step 8.
11→Step S12 loop is repeated.

In this way, autocruise control is executed with the actual traveling vehicle speed after deceleration as the target. When the auto-cruise cancellation signal is input during auto-cruise control as described above, the determination in step S9 becomes true, and the process proceeds to step S23.

Step S23: The auto cruise flag is reset, and the process returns to step S1. At this point, the throttle valve is driven to the reference opening position to return to the initial manual speed control mode.

As is clear from the above description, according to the present invention, in deceleration control during autocruise control, when the deceleration signal disappears, the throttle opening is suddenly opened to a scheduled value according to the actual traveling vehicle speed. At this time, the planned throttle opening value is selected to be smaller than the throttle opening at the time of auto-cruise setting and larger than the throttle opening when the deceleration signal is input.

FIG. 5 is a diagram showing an example of this. Curve L1 shows the throttle opening value when auto cruise is set, curve L2 shows the throttle opening value when the deceleration signal is generated, and curve L3 shows the throttle opening value when the deceleration signal disappears. , are shown as a function of actual vehicle speed. Note that the throttle opening value when the deceleration signal is generated may be a constant value as shown by the dotted line in the figure.

Therefore, according to the present invention, the unpleasant feeling of deceleration and acceleration when transitioning from deceleration control to constant speed cruise is alleviated, and driving performance is improved. Furthermore, overshoot in the actual traveling vehicle speed when transitioning from the end of deceleration to constant speed traveling is also reduced, and hunting is also prevented.

[Brief explanation of the drawing]

Fig. 1 is a block diagram of an embodiment of the present invention, Fig. 2 is a graph showing an example of the relationship between the actual running vehicle speed and the provisional target value of the throttle opening, and Fig. 3 is a transition from manual control of vehicle speed to auto cruise. Furthermore, 1 and 2 in FIG. 4 are graphs showing an example of changes in actual vehicle speed and throttle opening over time when decelerating in an auto-cruise state, and 1 and 2 are examples of a flowchart when the present invention is implemented by a computer. FIG. 5 is a diagram showing the throttle opening value in various control modes as a function of the actual traveling vehicle speed. 1...Vehicle speed detector, 3...Vehicle speed counter, 4...
Sampling timer, 5... Latch circuit, 6... Vehicle speed register, 7... Auto cruise flag (flip-flop), 9.20... Multiplexer, 1°...
・Reference throttle opening memory, 11... Preset register, 12... Comparator, 13... Up/down counter, 14... Driver, 15... Pulse motor, 16... Differential circuit, 17 ...Target vehicle speed register,
19 Throttle opening degree memory when set, 21... Adder, 22... Subtractor, 23... Multiplier, 32...
Flip-flop (deceleration flag), 36...Mono multi, 37-...Opening degree memory after deceleration, 38...Delay circuit representative patent attorney Michito Hiraki, 1 talent, 2 figures! ? 2. Procedural amendment (voluntary) March 7, 1980 Kazuo Wakasugi, Commissioner of the Patent Office 1. Patent Application No. 58-1-0522 2. Indication of the Invention Name: Auto-cruise deceleration control device 3, correction person 5, correction target Drawing

Claims (7)

[Claims] (1) means for sampling the actual traveling vehicle speed of the vehicle at scheduled time intervals; a first register for storing the actual traveling vehicle speed at that time as a target vehicle speed in response to input of an auto cruise set signal; A means for obtaining a deviation in the traveling vehicle speed, a means for calculating a throttle opening correction amount based on the deviation, a means for generating a deceleration signal during autocruise, and a throttle opening setting value at the start of deceleration is stored. A deceleration reference opening memory, a post-deceleration opening memory that stores the throttle opening setting value when the deceleration signal disappears using the actual traveling vehicle speed as a parameter, and a deceleration reference opening memory that stores the throttle opening setting value when the deceleration signal disappears, using the actual traveling vehicle speed as a parameter. means for reading the throttle opening setting value from the memory; means for reading the throttle opening setting value from the post-deceleration opening memory in response to disappearance of the deceleration signal; and each throttle opening setting value read as described above. 1. A deceleration control device during autocruise, comprising means for controlling a throttle opening based on an opening setting value. (2) The deceleration control device during autocruise according to claim 1, wherein the throttle opening setting value at the start of deceleration is a value that approximately corresponds to idling operation of the engine. (3) The deceleration control device during autocruise according to claim 1, wherein the throttle opening setting value at the start of deceleration is determined in advance using the actual traveling vehicle speed as a parameter. (4) For the same vehicle speed, the throttle opening value stored in the post-deceleration opening memory is smaller than that in the opening memory during auto-cruise setting, but larger than that in the reference throttle opening memory. A deceleration control device during autocruise according to claim 1 or 2. (5) means for sampling the actual traveling vehicle speed of the vehicle at scheduled time intervals; a first register for storing the actual traveling vehicle speed at that time as a target vehicle speed in response to the input of the auto cruise set signal; Means for obtaining a deviation in traveling vehicle speed, means for calculating a throttle opening correction amount based on the deviation, means for generating a deceleration signal during autocruise, and storing a throttle opening setting value at the start of deceleration. A deceleration reference opening memory, a post-deceleration opening memory that stores the throttle opening setting value when the deceleration signal disappears using the actual traveling vehicle speed as a parameter, and a deceleration reference opening memory that stores the throttle opening setting value when the deceleration signal disappears using the actual vehicle speed as a parameter. means for reading the throttle opening setting value from the opening memory; means for reading the throttle opening setting value from the post-deceleration opening memory in response to disappearance of the deceleration signal; The post-deceleration opening memory is provided with means for controlling the throttle opening based on each throttle opening setting value, and uses the actual traveling vehicle speed as a parameter. What is claimed is: 1. A deceleration control device during autocruise, characterized in that a deceleration control device stores speed setting amounts, and any one of them is read out and output according to a manual selection by a driver. (6) The deceleration control device during autocruise according to claim 5, wherein the throttle opening setting value at the start of deceleration is determined in advance using the actual traveling vehicle speed as a parameter. (7) The deceleration reference opening memory stores a plurality of throttle opening settings for the same actual traveling vehicle speed, and one of them is read out in response to manual selection by the driver;
The deceleration control device during autocruise according to claim 5 or 6, wherein the deceleration control device is configured to output an output signal.