JPS62168731A - Spark advance control for duty control type constant speed traveling controller - Google Patents

Abstract

PURPOSE:To improve the stability of the control of a constant speed, by carrying out the compensation of a retarding by only a spark advance car speed which is obtained by adding an acceleration to a traveling car speed when the acceleration is in a certain range, and carrying out the compensation of the retarding of higher value with adding a duty correction when the acceleration exceeds the range. CONSTITUTION:The entitled control method calculates a skip car speed (spark advance car speed) Vs by adding an acceleration DELTAV which is obtained by differentiating a traveling car speed Vn to the Vn which is obtained from a car speed signal via a car speed filter. And the control valve for controlling the opening of a throttle is controlled by calculating an output duty D from the car speed Vs, a target car speed (stored car speed) VM, a controlled speed width VB and a set duty SD with using a formula D=(VM-Vs)VB+SD. In this case, a judging portion which judges whether the acceleration DELTAV is in a certain range or not is provided, and when the portion judges that it is not in the range, a corrected duty from a correcting portion is added to the output duty D.

Description

[Detailed Description of the Invention] [Field of Industrial Application] The present invention relates to a lead angle control method for a duty control type constant speed cruise control device, and in particular, when acceleration exceeds a certain value, acceleration is This is an attempt to improve followability by adding duty correction according to the magnitude of.

[Conventional technology]

The duty control type constant speed traveling device is generally constructed as shown in FIG. The controller ECU shown in the figure detects the running vehicle speed based on a signal from a vehicle speed sensor equipped with a reed switch that is turned on and off by a magnet that rotates in proportion to the rotation of the vehicle drive shaft. When the set switch is turned on, the ECU memorizes the traveling vehicle speed and turns the OF F f & actuator AC
Duty control the T control valve. When the control pulse is ON, negative pressure is introduced and the throttle SL
Increases the diaphragm generation force linked to. When it is OFF, the atmosphere is introduced and weakens the diaphragm generating force. During this time, the release valve is turned on to shut off the atmosphere. Cancellation signal (neutral start switch for A/T vehicles), parking switch,
When input is made (or a brake input), both the control valve and the release valve are turned OFF, atmospheric air is introduced from both, and the control is immediately stopped. When the resume switch is turned on after canceling, driving control at the previously memorized vehicle speed is restored.

A microcomputer is used for the ECU, and the processing therein is divided into blocks as shown in Fig. 6. The output duty D for turning on and off the control valve is determined according to the difference between the target vehicle speed vM stored in the memory and the traveling vehicle speed Vn, but in detail, it is not the traveling vehicle speed Vn itself but the vehicle speed change component (differential component). The skip vehicle speed Vs is used. This is to advance and compensate for dead time due to actuator delay, throttle, and drive system hysteresis and play. Therefore, the skip vehicle speed Vs is determined by the following equation.

■5=Vn×(Vn-■n-1) ・・・・・・
(1) Furthermore, the output duty D is determined by the following equation.

D=(VM-Vs)/VB+SD...
...(2) Control speed width vB is output duty D from 0 to 1
The reciprocal of this number becomes the gain within the range of vehicle speed that is linearly varied within the range of 0.00%. The set duty SD is a duty corresponding to the target vehicle speed vM, and ideally this is the duty that will be the center of control.

[Problem that the invention seeks to solve]

The advance angle control described above is performed using the differential value (acceleration) Δ of the traveling vehicle speed Vn.
Since the skip vehicle speed (advance vehicle speed) Vs is obtained by adding V, when Vn changes, Vs changes as shown in Figure 7.
Changes in Vn can be predicted and reflected in the output duty.

However, when a sudden change in vehicle speed occurs due to sudden changes in the road surface or downshifts in automatic vehicles, it is difficult to obtain sufficient controllability (responsiveness) due to the influence of the vehicle speed filter (integral filter).

The present invention performs duty correction according to acceleration in addition to advance angle compensation when such a sudden change in vehicle speed occurs.

[Means for solving problems]

The present invention calculates the acceleration by differentiating the traveling vehicle speed obtained from the vehicle speed signal, calculates the advance vehicle speed by adding the acceleration to the traveling vehicle speed, and controls the control valve of the actuator that adjusts the throttle opening. In an advance angle control method for a duty control type constant speed cruise control device, the on/off control is performed using an output duty obtained from the conversion characteristics of vehicle speed and duty, and the actual traveling vehicle speed approaches a stored target vehicle speed.
When the acceleration exceeds a predetermined value, a correction duty that increases in proportion to the acceleration is added to the output duty.

[Effect]

When the acceleration is within a certain range, normal delay compensation is performed using only the advanced vehicle speed, and when the acceleration deviates from that range, a separate duty correction is added to compensate for the delay with a large value. Since the latter duty correction is performed with a value proportional to the magnitude of acceleration, it is possible to improve responsiveness in response to changes in vehicle speed, similarly to advance angle compensation.

FIG. 1 is a block diagram of the principle of the present invention, and the parts within the dashed line frame are the parts added according to the present invention. The determination unit determines whether the acceleration Δ■ is within a certain range (αi〈ΔV〈−α2), and when it exceeds the range (Δ■≧αI, Δ■≦−α2).
) adds the correction duty from the correction section to the output duty D. This correction duty is FtJ in the upward direction and FD in the downward direction, and using these, the output duty D is expressed by the following formula.

D-(VM V s) VB +SD FD +
FU-(31 Correction duties FD and FU change as follows.

For example, if the unit of change is the calculation cycle of a microcomputer, ■Δ■≧α! When FD←FD+ + ・Δ■■Δ■ When α1, FD −F D−β2 However, 0≦FD≦1
1 ■When ΔV≦−α2, 2・Δ■■ΔV＞
-Cl3 (when D FU-FU-β4, 0≦FU≦T
It is 2. Among these, ■ and ■ are at the time of compensation, and ■ and ■ are at the time of recovery.

Return constant β2. β4 and the limiting constant 7++72 are constant values, but the compensation terms KI・ΔV and 2・ΔV are variables that include the acceleration Δ■ (K1. and 2 are constants), and the FD and FU are proportional to the acceleration Δ■. [Embodiment] FIG. 3 is a flowchart showing an embodiment of the present invention, and the processes within the dashed line frame correspond to the additional parts in FIG. In this example, α1=α2=1.25 Km/h/sec.

KI=2=4. β2=β4==5%, γ1=20
%, r2=10%.

FIG. 4 is a flowchart showing another embodiment of the present invention. In this example, α1=α2-0 is set to cover the entire acceleration range, and the output duty is D= (VM -V
s) / VB +5D-F ·++++ (This is calculated in 41. F in the above equation is a duty correction term and changes as follows depending on the acceleration ΔV.

■When Δ■≧O, + to F'-F+ ・Δ■■ΔV＜Q
When 2・ΔV is applied to F−F+ However, −γ2≦FIT
+ In Figure 4, Kl = 2 = 4. r+=20. The setting is r2=10.

〔Effect of the invention〕

As described above, according to the present invention, when a sudden change in vehicle speed as shown in FIG. 2 occurs, a large correction is made to the duty according to the acceleration, and subsequent changes in vehicle speed (
(overshoot, etc.) can be reduced, and the stability of constant speed control can be improved.

[Brief explanation of drawings]

Fig. 1 is a principle block diagram of the present invention, Fig. 2 is an explanatory diagram of its operation, Figs. 3 and 4 are flowcharts showing each embodiment of the present invention, and Fig. 5 is a duty control type constant speed traveling control device. 6 is a block diagram showing a conventional advance angle control method, and FIG. 7 is an explanatory diagram of its operation. In the diagram, ECU is a controller, ACT is an actuator, and SL
is the throttle, Vs is the advance vehicle speed, D is the output duty,
FD, FU, and F are correction duties, and Δ■ is acceleration. Applicant Fujitsu Ten Co., Ltd. Applicant Patent attorney representing Toyota Motor Corporation Aoyagi Hoki Original f! γ Mouth/Aku diagram Figure 1 (t2) Conventional (b) Inventive flight chi Nmen B eye door a 2nd jump 8 Illn % 2 large 11 offspring 70 1 + yard 4
Figure 6 of the ``11 Ippon Sui Orekata'' by Zumarori Akira Figure 6 Movement class of the conventional method Figure B8 Figure 7

Claims (1)

[Claims] The traveling vehicle speed obtained from the vehicle speed signal is differentiated to find the acceleration, the acceleration is added to the traveling vehicle speed to calculate the advance vehicle speed, and the control valve of the actuator that adjusts the throttle opening is adjusted according to the advance vehicle speed and duty. In an advance angle control method for a duty-controlled constant-speed cruise control device that performs on/off control using an output duty obtained from a conversion characteristic and brings the actual traveling vehicle speed closer to a stored target vehicle speed, when the acceleration exceeds a predetermined value. An advance angle control method for a duty-controlled constant-speed traveling device, characterized in that a correction duty that increases in proportion to the acceleration is added to the output duty.