JPS6171229A - Running control device for vehicle - Google Patents

Abstract

PURPOSE:To control engine operation with intermittent decreasing, and to prevent slippage of drive wheels when starting and accererating a vehicle, by providing a connecting mechanism which controls increase and decrease of torque of an engine selectively by driving output. CONSTITUTION:After receiving signals from drive wheel speed sensor 41, driven wheel speed sensor 42, throttle opening degree sensor 43, and command switch sensor 44, an electronic control unit 40 outputs control signal to an actuator 20. And in a gasoline engine 50, the amount of sucked air is increased or decreased by the opening degree of a throttle valve 11 in a throttle section 10, thereby the engine r.p.m. due to engine operation is increased or decreased. Also, the gears 216, 217, 218, and 220 constitute a reduction mechanism which obtains driving forces having different reduction ratios,and the levers 202 and the throttle section 10 constitute a connecting mechanism which controls throttle opening degree.

Description

DETAILED DESCRIPTION OF THE INVENTION (Field of Industrial Application) The present invention relates to a vehicle travel control device that performs combined control of slip prevention of drive wheels when a vehicle starts and accelerates, and travel speed control while the vehicle is traveling.

(Prior art) Conventionally, in this type of device, there is a device for preventing drive wheels from slipping, as disclosed in Japanese Patent Publication No. 51-31915 ``Wheel slip prevention device''. The engine torque is reduced by reducing the opening of the engine's carburetor brake (throttle).

(Problems to be Solved by the Invention) However, although this conventional device is equipped with an actuator dedicated to preventing slips and slips, this device is equipped with a traveling speed control device (automatic) that controls the traveling speed to a target value while the vehicle is running. When a drive) is provided, the actuator that opens and closes the throttle required for this autodrive must accurately open and close the throttle opening to any angle, such as the slip prevention actuator mentioned above. Its performance was significantly different from that of the one that temporarily closes the Thri-7 Tor with a high-speed response, and it simply could not be standardized. Therefore, there is a problem in that separate dedicated actuators are required for autodrive and slip prevention.

The present invention has been made in view of the above-mentioned problems, and aims to make the actuators for auto drive and slip prevention common, and to sufficiently perform the functions of both.

(Means for Solving the Problem) To achieve this, the present invention provides a common drive source for the anti-slip slip control function and the auto drive travel control function, and a separate drive source for driving in a predetermined direction and driving in the opposite direction of this drive source. The engine is configured to include a deceleration mechanism that generates a decelerated drive output, and a connection mechanism that selectively increases or decreases the torque of the engine using this drive output.

(Function) According to the above configuration, during travel control to control the traveling speed of the vehicle to a target value, the engine is activated via the deceleration mechanism and the coupling mechanism by intermittent control of the drive of the drive source in a predetermined direction. The engine operation is controlled and the running speed is adjusted, and when the drive wheels slip, the operation of the engine is intermittently reduced through the reduction mechanism and the connection mechanism by intermittent control of the drive in the opposite direction of the drive source. j1. Prevents the drive wheels from slipping when starting or accelerating.

(Example) The present invention will be described in detail below with reference to embodiments shown in the drawings.

FIG. 1 is a block diagram showing the overall structure of a vehicle travel control device according to the present invention. In FIG. 1, 10 is the configuration of a throttle section. A throttle valve II and an arm 13 are fixed to the throttle shaft 12, and the arm 14 is assembled so as to be able to freely rotate around the throttle shaft 12. Further, both ends of the spring 16 are attached to the arm 14 and the throttle body incorporating the throttle valve 1), and the arm 14 is attached to the arm 14 when viewed from direction A with respect to the throttle body. A counterclockwise force is always applied. Both ends of the spring 15 are attached to the arms 13 and 14, and push the arm 13 clockwise relative to the arm 14. Normally, the arm 13 is attached to the arm 14.
It is pressed against a stopper 17 attached to. Therefore, the thrower 1 (1) is always subjected to force in the closing direction (counterclockwise) by the spring force of the spring 16.

Reference numeral 200 denotes a throttle actuator, and a lever 201 is fixed to an output shaft 206 driven by a motor 205 as a drive source via a clutch and gear (see FIG. 3) inside the actuator. spring (second
The lever 201 is always pushed clockwise by a spring 214 in the figure, and the lever 201 also pushes the arm 202, which can freely rotate around the output shaft 206, clockwise. Further, the arm 202 is subjected to a clockwise force by a spring 207. In addition, the arm 203 that can idle around the output shaft is attached to the output shaft 203 inside the actuator.
It is pushed only in the counterclockwise direction by a lever fixed to it, causing it to rotate around the output shaft.

That is, when the output shaft 206 is rotated clockwise by the motor 205, the arm 202 is rotated by the lever 201.
Only the output shaft 206 can be rotated clockwise.
When the arm 203 is rotated counterclockwise, only the arm 203 can be rotated counterclockwise by a lever inside the actuator. 204 is the arm 202
．． A stopper 203 limits the rotation range of the spring 203, and a stopper 208 fixes one end of the spring 207 to the actuator body.

30 is the configuration of an accelerator pedal section, 31 is an accelerator pedal, and 32 is a lever for pushing the accelerator pedal 31. 1
9 is the accelerator pedal 31 and the arm 1 of the throttle section 10
When the driver depresses the accelerator pedal 31, the arm 14 is rotated clockwise, and the throttle valve is opened via the spring 15 and the arm I3. 18 is an arm 202 of the actuator 200 and an arm 13 of the throttle section 10.
33 is the control cable that connects the actuator 2.
Arm 203 of 00 and lever 3 of accelerator pedal part 30
This is a control cable (or link) that connects the two.

(4) is a speed sensor that detects the driving wheel speed, 42 is a speed sensor that detects the driven wheel speed, 43 is a throttle opening sensor that detects the throttle opening, and 44 is for issuing various live commands. A manually operated command switch 40 connects these sensors 41, 42, 43 . In response to the signal from the command switch 44, the actuator 20
Electronic control unit (hereinafter referred to as ECU) that outputs control signals to
) and uses a microcomputer.

Reference numeral 50 denotes a gasoline engine, and the amount of intake air is increased or decreased according to the opening degree of the throttle valve 1) of the throttle section 10, so that the engine rotational speed (engine torque) at which the engine operates increases or decreases.

The gears 216, 217, 218, and 220 constitute a reduction mechanism that obtains driving forces with different reduction ratios, and the lever 2
0.2,203. and the throttle section 10 constitute a coupling mechanism.

Furthermore, the configuration of the actuator 200 in FIG. 1 will be explained with reference to FIG. 2, which is a cross-sectional view of the actuator 200 in FIG. 1 taken along the line ■--■. In Figure 2, output shaft 2
06 has lever 201. lever 215, plate 213
is fixed, and the gear 218 to which the arm 203 is fixed, and the arm 202. Gear 216. The electromagnetic clutch 209 can idle around the output shaft 206. The arm 202 is supported by a spring 207.
Force is always applied in a clockwise direction. Further, the output shaft 206 itself is always subjected to a clockwise force by the spring 214. A clutch plate 21) is attached to the plate 213 via a plate spring 212, and an electromagnetic coil 210
When excited, the clutch plate 21) and clutch 209
are connected, and the motor 205 causes the gears 220, 219 . Cra.

The output shaft 20G can be driven via the chain 209. motor 2
05 rotates the output shaft 206 clockwise, the arm 202 is pushed by the lever 201 and rotates in the same direction.
The arm 13 is pulled through the control cable 18 and remains stationary to the position where the throttle valve is closed. Furthermore, when the output shaft 206 is rotated counterclockwise,
The lever 215 hits the gear 216, and the output shaft 20
When 6 is rotated in the same direction, the gear 216 is pushed by the lever 215 and rotates in the same direction, and the gears 217 and 218 are also rotated in the same direction.
The arm 203 is rotated counterclockwise via the stop collar 204 to a position where it is stopped.

Further, 221 is a terminal for energizing the electromagnetic coil 210.

Next, the operation of the above configuration will be explained.

(a) Normal accelerator operation: When the driver depresses the accelerator pedal 31, the accelerator cable 19 is pulled and the arm 14 of the throttle section 10 rotates clockwise. Usually, the arm 13 has a spring 1
5 against the stopper 17 and rotates together with the arm 14, the throttle shaft 12 rotates and the throttle valve 1) opens. In other words, the rotation of the arm 14 is caused by the spring 15. It is transmitted to the throttle shaft 12 via the arm 13. At this time, since the control cable 18 is also pulled by the rotation of the arm 130, the arm 202 of the actuator 200 also rotates counterclockwise, and the lever 201 is also pushed by the arm 202 and rotates in the same direction.

On the other hand, if the driver reduces the amount by which the accelerator pedal 31 is depressed, the spring 16 causes the arm 14 to rotate counterclockwise, and the arm 13 is also pushed by the stopper 17 and rotates in the same direction, so that the throttle valve 1) The opening degree decreases. At this time, the control cable 18 is warmed by the rotation of the arm 13, and the arm 202 is heated by the spring 2.
07, and the lever 201 is also rotated clockwise by a spring (not shown) inside the actuator.
spring 214 in the figure), thereby rotating in the same direction.

('b) During slip control; Excessive slip occurs in the drive wheels when starting or suddenly accelerating, etc.
In order to prevent the vehicle from losing its stability and from deteriorating its acceleration, the following control is performed.

In other words, in ECU40, the speed sensor is always +41.42
The drive wheel slip is determined based on the speed information, and when a slip occurs, the actuator 200 is commanded to reduce the throttle opening and suppress the engine torque to suppress the slip.

Now, with the throttle valve 1) open, the power of the motor 205 is transmitted to the output shaft 206 by turning on the electromagnetic clutch inside the actuator.
06 clockwise, the lever 201 fixed to the output shaft 206 rotates the arm 202 clockwise, and the arm 13 of the throttle section 10 rotates counterclockwise via the control cable 18, causing the throttle Opening decreases. At this time, the arm 13 separates from the stopper 17 fixed to the arm 14, so an extra force is applied to the driver's foot by the force of the spring 15, but since this spring force is small, the accelerator pedal 31
will not be forced back.

Then, if the current of the motor 205 is cut off, the spring 15
The arm 13 rotates clockwise until it hits the stopper 17, and the throttle opening is adjusted by the accelerator pedal 31.
The motor 20 returns to the opening corresponding to the amount of depression.
5 of the current is controlled to 0N10FF, the arm 202 is gradually returned as the slip decreases, and the throttle opening is opened to the opening corresponding to the amount of depression of the accelerator pedal 31.

(Cl auto drive; When performing auto drive, the electromagnetic clutch inside the actuator is set ONL so that the power of the motor 205 can be transmitted to the output shaft 206, the current of the motor 205 is reversed to that during slip control, and the output shaft 206 counterclockwise, a lever (not shown) inside the actuator fixed to the output shaft 206 (lever 2 in FIG.
15) rotate the arm 203 counterclockwise,
The amount of depression of the accelerator pedal 31 is controlled via the control cable 33 and lever 32. Here, in FIG. 2, the position where the output shaft 206 can be rotated counterclockwise and the lever 215 can rotate the gear 216 is when the arm 2 is at the position when the throttle opening is fully opened.
02 is pulled counterclockwise, thereby lever 2
Since the output shaft 206 is set at a position where the output shaft 206 is rotated a little more counterclockwise than the position where the output shaft 206 is rotated when 01 is pressed, the arm 203 is not moved during normal accelerator operation or slip control. It won't happen. Furthermore, the operation of the throttle section during automatic drive control is the same as during normal accelerator operation.

Next, an example of the operation of the ECU 40 will be explained using the flowchart shown in FIG.

First, in step 101, the driving wheel speed V is determined from each sensor.
w, driven wheel speed Vv, and throttle opening θTH are read, and in step 102 it is determined whether or not the automatic drive execution mode is set, which indicates whether or not the driver has set the manual switch. If the autodrive execution mode is selected, the process moves to step 108, executes the autodrive program, and returns to step 101.

On the other hand, if it is determined in step 102 that the automatic drive execution mode is not set, the process moves to the steno knob 103 and a slip determination level VT is created. That is,
The driven wheel speed Vv is multiplied by (K=1.1 to 2.0) to obtain the target slip determination level VT. Next, step 104
The driving wheel speed Vw and the slip determination level VT are compared to determine the presence or absence of slip. At step 104, Vw≧
If V is established and it is determined that there is a slip, the process moves to step 105, and in order to reduce the throttle opening and suppress the engine torque, the throttle opening change amount △θ=-△
θ1 (Δθ1>0) is set, and the process moves to step 107. On the other hand, if ■w<V7 is established in step 104 and it is determined that there is no slip, the process moves to step 106.
The throttle opening change amount △θ−△θ2 (△θ2〉0) increases the throttle opening and increases the engine torque.
), and the process moves to step 107. In step 107, the actuator 200 is driven so that the throttle opening degree is controlled to θTH+Δθ, and the process returns to step 101.

This driving is performed by controlling the duty ratio t/T (T: cycle, constant) of the voltage pattern applied to the motor, as shown in the waveform diagram of FIG. During slip control, the direction of the current flowing through the motor 205 is always the same, and the output torque of the actuator 200 always acts in a clockwise direction.If the duty ratio of the voltage pattern is increased, the output torque of the actuator increases. Therefore,
By controlling the duty ratio, the throttle opening degree can be controlled. If no slip occurs, the duty ratio will eventually become 0% and the motor applied voltage will return to the state of FF.

The actuator 200 in the above embodiment has a structure in which both slip control, auto drive control, and auto drive control can be performed by changing the drive rotation direction of the output shaft 206. The radius of the arm 202 that is driven during control is made large, and the reduction ratio by gears can also be made small. On the other hand, in auto drive control, the response may be slower than in slip control, but in order to increase the resolution of the throttle/nottle opening, the auto drive control is further connected from the output shaft 206 via gears 216, 217, and 218. The configuration is such that the control arm 203 is driven, and the reduction ratio can be increased to obtain the necessary resolution.

Next, FIG. 5 shows another embodiment of the present invention. In this embodiment, a diesel engine 50A is used instead of the gasoline engine 50 as the engine of the vehicle, and the fuel injection pump I is operated by the actuator 200 as in FIG.
The fuel adjustment mechanism of the OA is controlled by lul+.

Therefore, even in vehicles equipped with diesel engines,
It is possible to perform combined control of drive wheel slip prevention and auto l'live when starting and accelerating.

Note that the present invention is not limited to gasoline engine or diesel engine vehicles, but can be similarly applied to vehicles equipped with other types of engines.

Further, in the operation of the ECU, the throttle opening change amount Δθ, which is changed depending on the presence or absence of slip, may be determined as a function of the throttle opening θTH, the state of the engine, and the like. Furthermore, slip control may also be performed in the autodrive execution mode.

In yet another embodiment, the configuration of the throttle section is not the same as shown in the first example, but instead of a throttle valve that can be moved directly via a throttle cable when the driver depresses the accelerator pedal, the engine intake piping is provided. A slip control valve may be provided in series with the throttle valve, and the shaft of this slip control valve may be rotated by the arm 202.

(Effects of the Invention) As described above, in the present invention, there is a driving control that controls the traveling speed of the vehicle to a target value while the vehicle is traveling, and when starting,
In addition to combining both functions of slip control to prevent drive wheels from slipping during acceleration, the actuator for this purpose is shared, and it is possible to prevent adverse effects between the two functions, and to ensure that each function is fully activated. This has the excellent effect that the entire device can be miniaturized.

[Brief explanation of the drawing]

Fig. 1 is an overall configuration diagram showing one embodiment of the present invention, Fig. 2 is a sectional view of the actuator taken along the line ■-■, Fig. 3 is a flowchart showing the operation of the ECU in Fig. 1, and Fig. 4 5 is a waveform diagram for explaining its operation, and FIG. 5 is an overall configuration diagram showing another embodiment of the present invention. DESCRIPTION OF SYMBOLS 10... Throttle part including a connection mechanism, 30... Accelerator part, 40... ECU, 50... Gasoline engine, 200... Actuator, 202,203.
...The first part of the connection mechanism. Second arm, 205...Motor of drive source, 216, 217, 218, 220...Gear as a reduction mechanism.

Claims (3)

[Claims] (1) A vehicle cruise control device having a slip control function that reduces engine torque when a slip occurs in the driving wheels of the vehicle, and a cruise control function that controls the traveling speed to a target value while driving, the slip control function and the driving A drive source that is common to the control functions, a deceleration mechanism that generates separate decelerated drive outputs when the drive source is driven in a predetermined direction and in the opposite direction, and selectively increases or decreases the torque of the engine using this drive output. A vehicle travel control device comprising a coupling mechanism. (2) In the vehicle travel control device according to claim 1, the coupling mechanism includes a first arm that rotates only when driven in a predetermined direction of the speed reduction mechanism, and a first arm that rotates only when driven in the opposite direction. a second arm, and the first and second arms control opening and closing of a throttle of the engine. (3) The vehicle travel control device according to claim 1 or 2, wherein the speed reduction mechanism has different speed reduction ratios for driving in the forward direction and in the reverse direction. Device.