JPS61244631A - Constant-speed driving device for vehicles - Google Patents

Abstract

PURPOSE:To prevent the occurrence of a shock feeling at the time of constant- speed driving control, by generating a controlling pulse for an actuator dividedly at a time when an actual car speed correcting value is large enough, while bringing a sudden change in the opening of a throttle valve to nothing. CONSTITUTION:A command corresponding to a difference between an actual car speed and a stored car speed is transmitted to an actuator 10 driving a throttle valve from a controller 3. Controlling pulse width with the actuator 10 is set to opening 0.5-2 deg. of the throttle valve, for example, a pulse equivalent to 1 deg., setting this down to the minimum. And, when it is necessary to make a correction value of the actual car speed with the stored car speed being large, the controlling pulse is generated as being divided to (n) times, for example, four times with the timing dividing sampling time of the actual car speed. With this constitution, even if the corrected value of the actual car speed is large enough, an opening variation in the throttle valve will not become so suddenly that a shock feeling at constant-speed driving is preventable.

Description

[Detailed Description of the Invention] [Object of the Invention] (Industrial Application Field) The present invention relates to a constant-speed running system for a vehicle, which is used to automatically control the running speed of a vehicle to a certain set speed. It is related to the device.

(Prior Art) This type of vehicle constant-speed traveling device has various configurations, but some of them include a vehicle speed sensor that generates a signal proportional to the actual vehicle speed, and a command that outputs a cruise command signal. a switch, a vehicle speed storage unit that stores the vehicle speed when the command switch is operated, an actuator that drives a throttle valve, and a control unit that sends a command to the actuator in response to a difference between the actual vehicle speed and the stored vehicle speed. There is a constant speed running device for vehicles.

In this vehicle constant speed traveling device, by operating a command switch, the actual speed (Vp) at the time of the operation is stored as a memory vehicle speed (Vm).

The difference between this stored vehicle speed (V m ) and the actual vehicle speed (V p) (
In other words, control is performed so that ε = Vp - Vm) approaches 0 so that the actual vehicle speed becomes the set vehicle speed, but in reality, the above control alone is insufficient to perform smooth constant speed driving control. Since this is not possible, control is performed that takes into account the acceleration or deceleration status of the vehicle.

That is, the actual vehicle speed is calculated in the actual vehicle speed calculation means based on the actual vehicle speed signal sent from the vehicle speed sensor, and the vehicle speed one sample before is stored in the vehicle speed storage means in order to take acceleration information into consideration. Then, the actual vehicle speed (V p) when the command switch is operated is stored as a memorized vehicle speed (V m ) in the vehicle speed storage means, and the actual vehicle speed (Vp) and the memorized vehicle speed (V m ) are stored in the next calculation means. (e=Vp-Vm), and the actual vehicle speed (Vp) and the vehicle speed one sample before (Vp) as acceleration information.
') and the difference (α=Vp-Vp') into the control formula F= - α + ε (K is a constant) The actuator is actuated via output amplification means, and the opening degree of the throttle valve is adjusted so that the traveling speed of the vehicle remains constant.

At this time, as shown in FIG. 8, the actuator controls the acceleration valve and deceleration valve by turning off the acceleration valve in step 102 when it is determined that the control time has been completed in step 101. At the same time, the deceleration valve is turned on, and when it is determined in step 101 that the control time has not been completed, it is determined in step 103 whether or not it is acceleration data, and when it is determined that it is acceleration data. The acceleration valve is controlled in step 104, and when it is determined that the data is not acceleration, the deceleration valve is controlled in step 105.

The vehicle was controlled to run at a constant speed.

(Problems to be Solved by the Invention) However, in such a conventional constant speed traveling device for a vehicle, a large amount of correction of the actual vehicle speed (Vp) with respect to the memorized vehicle speed (Vm) is required, and the acceleration of the actuator is When the width of the control pulse for the valve or deceleration valve becomes large (see the conventional example in Fig. 4), the opening degree of the throttle valve fluctuates greatly, which may cause a shock when the vehicle is running. There has been a problem in that the ride comfort of the vehicle may be reduced.

This invention was made by focusing on the above-mentioned conventional problems, and even when it is necessary to make a large correction to the actual vehicle speed relative to the memorized vehicle speed, the present invention eliminates sudden changes in the opening degree of the throttle valve. The purpose is to eliminate the feeling of shock during constant speed driving control.

[Structure of the Invention] (Means for Solving the Problems) - This invention includes a vehicle speed sensor that generates a signal proportional to the actual vehicle speed, a command switch that outputs a cruise command signal, and a vehicle speed sensor that outputs a cruise command signal when the command switch is operated. A constant speed traveling device for a vehicle, comprising: a vehicle speed storage section that stores a vehicle speed; an actuator that drives a throttle valve; and a control section that sends a command to the actuator in response to a difference between the actual vehicle speed and the stored vehicle speed. The control pulse width for the actuator is equivalent to the opening degree of 0.5 to 2.0 degrees of the throttle valve,
<1'4, for example, the pulse equivalent to 1'' is set as the minimum pulse, and when a large correction amount of the actual vehicle speed with respect to the stored vehicle speed is required, the control means generates the pulse n times at timings obtained by dividing the sampling time of the actual vehicle speed. It is characterized by having a configuration that provides.

(Embodiment) FIG. 1 is an explanatory diagram showing the configuration of a constant speed traveling device for a vehicle according to an embodiment of the present invention, and in FIG. 1, 1 is a vehicle speed sensor that generates a signal proportional to the actual vehicle speed. , 2 is a command switch that generates a cruise command signal, and this command switch 2 includes a set switch and a resume switch. Outputs from the vehicle speed sensor 1 and the command switch 2 are input to a control section, ie, a microcomputer 6, also within the controller 3, via interfaces 4 and 5 within the controller 3, respectively. This microcomputer 6 has a built-in actual vehicle speed calculation means and a vehicle speed storage unit that stores the vehicle speed when the command switch 2 is operated, and also has a built-in storage means that secures the actual vehicle speed information after 1 to N samples. Furthermore, it has a built-in calculation means that obtains vehicle speed acceleration information from the difference between the actual vehicle speed and the vehicle speed 1 to N samples before. It has a built-in control means that generates pulses for controlling the actuator by dividing them into n times by tamming which divides the sampling time.

Further, 10 is an actuator, and as shown in FIG. 2, this actuator 10 includes a vent valve 11 as a deceleration valve, a safety valve 12 as a safety valve, and a vacuum valve 13 as an acceleration valve. One end of the vent valve 11 and the safety valve 12 are open to the atmosphere, and one end of the vacuum valve 13 is connected to the intake manifold (negative pressure source).
It is connected to. The other end of each valve 11, 12° 13 communicates with a negative pressure chamber 17 formed by the casing 15 and one side of the diaphragm 16 (right side in Figure 2), and the other end of the diaphragm 16. One end of a control wire 18 is connected to the left side in FIG. 2, and the other end of the control wire 18 is connected to a throttle valve shaft 19. Note that in cases where a stable negative pressure source cannot be ensured, such as in a supercharged engine or a small-displacement engine, it is of course possible to employ an actuator with another structure.

Furthermore, 21 is a vent valve switching section 22 which is located in the controller 3 and controls the vent valve 11 on and off according to the output from the microcomputer 6.
is also located in the controller 3 and turns on/off the vacuum valve 13 according to the output from the microcomputer 6.
Vacuum valve switching unit for off-control, 23
is an actuator switching unit that is also located in the controller 3 and turns on and off the power supply to the actuator 10 according to the output from the microcomputer 6. At this time, the power supply is turned on and off by the relay coil 25a and the relay switch. Relay 2 consisting of 25b
5.

Further, 27 is a brake switch, 28 is a brake lamp, and a signal for canceling the system when the brake is operated is inputted to the microcomputer 6 via an interface 29 in the controller 3.

Furthermore, 31 is a constant voltage circuit, 32 is a reset circuit, 33
34 is a main switch for the control device, and 35 is a cruise lamp.

Next, to explain the operation of the vehicle constant speed running system having such a configuration, including FIGS. 3 to 7, first, to operate the vehicle constant speed running system, the main switch 3 is pressed.
Turn on 4. Vehicle speed sensor 1 is the actual vehicle speed (Vp)
This pulse signal is input into the microcomputer 6 of the controller 3, and its actual vehicle speed calculation means samples it within a certain period, and the number of pulses proportional to the actual vehicle speed (Vp) is constantly calculated as the actual vehicle speed. The calculation means is made to recognize the actual vehicle speed information, and if necessary, the actual vehicle speed information is sequentially stored in the vehicle speed storage means from 1 to N samples later.

In this state, the set switch of the command switches 2 outputs a set signal for a time of 1+ (3rd
At time t2 when the set signal is released, the cruise lamp 35 is turned on, and the microcomputer 6 stores the number of pulses corresponding to the vehicle speed (Vp) at that time in the vehicle speed storage section as the vehicle speed (Vm). Make me remember. Then, in the calculation means in the microcomputer 6, the difference between the actual vehicle speed (vp) and the stored vehicle speed (Vm) (
ε=Vp-Vm) and the actual vehicle speed (V
p) and, for example, the vehicle speed (Vp') N=1 sample before (α=Vp-Vp'), the control 2F=・α+ε(
K is a constant), and based on this calculated value, ε:=0
The actuator 10 is actuated via the signal output means and the output amplification means so that.

At this time, the control pulse width for the actuator 10 is set to an opening degree of 0.5 to 2. This is the minimum pulse equivalent to 0°, for example, true 0, and when the actual vehicle speed (Vp) needs to be corrected by a large amount with respect to the memorized vehicle speed (Vm), that is, the absolute value of ε is expressed as ε=Vp-Vm. When the actual vehicle speed (vp
) The pulse is generated n times at timings obtained by dividing the sampling time (S). In other words, to explain this in comparison with the conventional method, as shown in Fig. 4, in the conventional case, a control pulse of time T is output once within the sampling time (S) of the actual vehicle speed. Therefore, when the absolute value of ε becomes large, the stroke of the actuator 10 becomes large, and therefore the change in the opening degree of the throttle valve becomes large, so that the driver may feel a shock while driving. On the contrary,
In this invention, when the absolute value of ε becomes large, for example, a control pulse of time T/4 is generated four times at a timing when the sampling time (S) of the actual vehicle speed is divided into four, and the actuator 10 is operated four times. This is done in parts to prevent the change in throttle valve opening from becoming too large, thereby preventing a shock feeling while driving.

FIG. 5 is a diagram showing an example of how the sampling time is divided according to the absolute value of ε. For example, A (i.e., 1ε
1≦1.5km), B (i.e. 1.5km<l ε
l≦3km), C (Sunawa, Chi, 3km<lel≦51
The figure shows the case where a 4-bit IC is used in four stages: cm), and D (that is, 5 km<lε1).

Then, the sampling time (S) of the actual vehicle speed is divided as shown in FIG. 6 according to the above stages A to D, and one control pulse is outputted in the stage A as before. The number of times the control pulse is generated is increased as the stage reaches B-+C+D.

The constant speed running control within the microcomputer 6 is performed by determining whether or not valve control data exists in step 51, as shown in FIG. Reduction bar,
The vent valve 11, which is a valve, is turned on, and the vacuum valve 13, which is an acceleration valve, is turned off. On the other hand, when it is determined in step 51 that the valve control data exists, the next step 5 is performed.
2, determine whether it is acceleration data or not, and
When it is determined that the data is acceleration data, the vacuum valve switching unit 22 is operated in step 53 to switch the vacuum valve 1, which is an acceleration valve.
3 is turned on to introduce negative pressure into the negative pressure chamber 17, thereby slightly rotating the throttle valve shaft 19 in the valve opening direction and increasing the vehicle speed. Also, step 52 above. If it is determined that the data is not acceleration data, step 5
At step 4, the vent valve switching unit 21 is activated to turn off the vent valve 11, which is a deceleration valve, and introduce atmospheric air into the negative pressure chamber 17, thereby slightly rotating the throttle valve shaft 19 in the valve closing direction. to reduce vehicle speed. Then, in step 55, it is determined whether or not the data processing of the l block is completed, and the above-mentioned Stella 7'5 is applied until the valve data of the current block becomes O.
Steps 2, 53, and 54 are repeated until the valve data of the current block becomes 0. Then, the process moves to step 56, and in step 57, it is determined whether the data processing of one block has been completed.

Next, when the sampling time of the actual vehicle speed is divided as shown in FIG. Terminate data processing.

Therefore, the actual vehicle speed (Vp
) correction amount (l e I =Vp-Vm) is large (if necessary, the sampling time of the actual vehicle speed is divided as shown in Figs. 5 and 6, and at this timing the correction amount for the actuator 1o is Since the control pulses are generated by the microcomputer 6, even when the actual vehicle speed deviates greatly from the stored vehicle speed, it is possible to prevent a large shock feeling from occurring based on the constant speed running control.

In addition, when the speed of constant speed driving is reduced, if the set switch is held down at time t3 in Fig. 3, atmospheric air is introduced into the negative pressure chamber 17 and the vehicle speed is reduced by engine braking, and the time when the set switch is turned off is The vehicle speed at t4 is stored.

Start driving at constant speed again. Then, the system is canceled at time t5 when the brake operation is performed, and time M t
When the resume switch is operated at time t, constant speed driving resumes at the speed before the brake operation, and when the resume switch is continued to be operated at time t7, the vehicle speed gradually increases, and the vehicle speed at time t8 when the resume switch is turned off is The system is memorized and driven at a constant speed, and the system is released at time t9 when the clutch is operated in the case of a manual transmission vehicle, or when the torque converter lever position is set to N or P in the case of an automatic transmission vehicle.

[Effects of the Invention] As explained above, the constant speed traveling device for a vehicle according to the present invention includes a vehicle speed sensor that generates a signal proportional to the actual vehicle speed, a command switch that outputs a cruise command signal, and a sensor that generates a cruise command signal when the command switch is operated. A constant speed traveling device for a vehicle, comprising: a vehicle speed storage unit that stores a vehicle speed; an actuator that drives a throttle valve; and a control unit that sends a command to the actuator in response to a difference between the actual vehicle speed and the stored vehicle speed. , the control pulse width for the actuator is set as a pulse corresponding to the opening degree of 0.5 to 2.0 degrees of the throttle valve, and this is the minimum pulse, and when a large correction amount of the actual vehicle speed with respect to the memorized vehicle speed is required, the actual vehicle speed is Since the configuration is provided with a control means that generates the pulse n times at timings divided from the sampling time, even when it is necessary to make a large correction to the actual vehicle speed with respect to the stored vehicle speed, there is no sudden change in the opening degree of the throttle valve. Therefore, it is possible to prevent the occurrence of a shock feeling during constant speed running control of the vehicle, and it is possible to further improve the riding comfort from the running surface of the vehicle, which is an extremely excellent effect.

[Brief explanation of drawings]

Fig. 1 is an explanatory diagram showing the configuration of a constant speed traveling device for a vehicle according to an embodiment of the present invention, Fig. 2 is a cross-sectional explanatory diagram of the actuator shown in Fig. 1, and Fig. 3 is an example of a change in vehicle speed by operating a command switch. FIG. 4 is an explanatory diagram showing the generation status of control pulses within the sampling time in a comparison between the conventional example and the example of the present invention. FIG. FIGS. 6(a) and 6(b) are explanatory diagrams showing an example of dividing the sampling time shown in FIG. FIG. 8 is an explanatory diagram showing a control procedure within a microcomputer in an embodiment of the present invention, and FIG. 8 is an explanatory diagram showing a control procedure within a microcomputer in a conventional example. DESCRIPTION OF SYMBOLS 1... Vehicle speed sensor, 2... Command switch, 3... Controller, 6... Microcomputer (control part), 10...
Actuator, 19... - Throttle valve shaft, VP... Actual vehicle speed, Vm... Memory vehicle speed, S... Sampling time. Patent Applicant: Jidosha Electric Industry Co., Ltd. Representative Patent Attorney Yutaka Oshio +(K-+ε) -(Kc,'+ε) Figure 6 (a) (b)

Claims (2)

[Claims] (1) A vehicle speed sensor that generates a signal proportional to the actual vehicle speed;
A command switch that outputs a cruise command signal, a vehicle speed memory unit that stores the vehicle speed when the command switch is operated, an actuator that drives the throttle valve, and sends commands to the actuator in response to the difference between the actual vehicle speed and the stored vehicle speed. A constant speed traveling device for a vehicle comprising a control unit,
The control pulse width for the actuator is set as a pulse equivalent to the opening degree of 0.5 to 2.0 degrees of the throttle valve, and this is used as the minimum pulse, and when a large correction amount of the actual vehicle speed with respect to the memorized vehicle speed is required, the actual vehicle speed is sampled. A constant speed traveling device for a vehicle, comprising a control means for generating the pulse n times at divided timings. (2) The constant speed traveling device for a vehicle according to claim (1), wherein the control pulse width for the actuator is set as a pulse equivalent to 1 degree opening of the throttle valve, which is the minimum pulse.