JPS62216838A - Car speed control device - Google Patents

Abstract

PURPOSE:To smoothly control a throttle opening, by controlling the throttle opening in its opening direction on the basis of a control pulse of predetermined pulse width in a point of time, the actually running car speed comes to be in a predetermined car speed, and wider setting the initial pulse width of the control pulse. CONSTITUTION:If a vehicle is released from manual acceleration, a car speed decreases because a throttle valve 12 is fully closed. And if the actual car speed decreases less than a car speed V1, a throttle opening is controlled by a control pulse of predetermined pulse width. Hereafter, the vehicle, if its deceleration decreases to a predetermined value or less, is transferred to cruise running in a preset car speed. Here the initial pulse width of the control pulse is set wider than the pulse width of the control pulse thereafter, when the throttle opening is controlled. Consequently, the mechanical play of a throttle driving mechanism 13 can be absorbed by driving it by the initial pulse, and the throttle opening can be smoothly controlled.

Description

[Detailed description of the invention] Flame blood bean 1 The present invention relates to a width axis speed control device.

5JL stationary vehicles, such as motorcycles, are required to drive on highways etc.
This system automatically controls the actual vehicle speed so that it always matches the set vehicle speed to maintain constant speed driving, with the aim of reducing fatigue at the east exit of the train and reducing fuel consumption by suppressing fluctuations in vehicle speed as much as possible. Some machines are equipped with equipment for this purpose.

While the vehicle is traveling at a constant speed using such a device, the vehicle may be temporarily engaged by manual operation, and then the vehicle may shift to constant speed traveling again at the set vehicle speed before the vehicle is engaged. In this way, when returning from the clutch state to the constant speed running state, it is desirable that the state transition be made smoothly.

The present invention is based on the above-mentioned points, and is directed to a vehicle speed that can smoothly transition from a constant speed running state to a constant speed running state and then return to constant speed running again. The purpose is to provide a control device.

This purpose)! In order to achieve success, the speed of one vehicle according to the present invention is
Control 2] In the 1 device, when J5 is in a deceleration state after acceleration from a constant speed running state and the actual running vehicle speed reaches a predetermined vehicle speed higher than the set vehicle speed J:B, the control pulse is controlled based on a control pulse with a predetermined pulse width. The control pulse is configured to control the throttle opening in the opening direction, and then shift to constant speed control at a predetermined point in time. It is set wider than the pulse width of subsequent pulses.

real-1-side Hereinafter, embodiments of the present invention will be described in detail based on the drawings.

FIG. 1 is a block diagram showing one embodiment of the present invention.

In the figure, set switch 1 is used to command constant speed driving at a set vehicle speed (hereinafter referred to as cruise driving), and also to set the set vehicle speed to a lower vehicle speed during cruise driving. It also serves as a command switch that issues commands when changing values. Resume switch 2 is used to command the transition to cruise again at the previously set vehicle speed after cruise driving has been completed, and also to change the set vehicle speed to a higher speed during cruise driving. B also serves as a command switch that issues commands. The brake switch 3 is turned on in conjunction with the operation of the brake, and the clutch switch 4 is turned on in conjunction with the operation of the clutch. The vehicle speed sensor 5 generates a vehicle speed signal according to the actual traveling speed of the vehicle. These various switches 1
.about.4 and hinge 5 are supplied to a controller (roller 6).

The controller I/roller 6 is composed of a microprocessor, etc., and includes a ROM (read-only memory) as a program memory, a RAM (random access memory) as a data memory, and peripheral devices such as the various switches and sensors mentioned above. It includes an input/output interface etc. for connection with the computer. This controller 6 has an IGN pulse from the ignition (IGN) coil 7 and an addition degree α (or deceleration - α) that is applied when changing the set vehicle speed.
Setting values from the setting unit 8 for setting are also input.

This setting section 8 is constituted by a volume, a switch, or the like.

: In the I controller 6, sampling of the actual running 4I speed of the wheels (hereinafter simply referred to as actual vehicle speed), detection operation of the engine rotation speed based on the IGN pulse, and switching of the let switch 1 or the resume switch 2 from the on state to the off state An operation that stores the actual vehicle speed based on the vehicle speed sensor output at the time of transition as the set vehicle speed, cruise system! 311 JIJ]
+211 calculation of pulse width according to the difference in actual RI speed from the set vehicle speed at J3, addition of the pulse width or generation of deceleration control pulses, addition from the cruise state,
After that, the operation of generating a braking control pulse with a predetermined pulse width when decelerating and opening the gate when transitioning to the cruise state again, and the calculation of the braking degree α or deceleration −α based on the difference between the current limp ring vehicle speed and the previous numbering vehicle speed. , its addition degree α or deceleration −αq), the operation of the pulse width according to the difference from the predetermined setting value t), the generation operation of the addition or deceleration control pulse of the pulse width, and the detection operation at the predetermined timing, etc. It is done. The controller 6 generates fli';'3 indicating that the cruise is running during the cruise light, and the lighting drive circuit 9 turns on the cruise lamp 10 during the generation period of this signal.
Lights up and drives.

The vehicle speed is controlled by changing the opening degree of a throttle valve 12 (hereinafter simply referred to as a slot 1-rurami) provided in an intake pipe 11 of the engine so as to be openable and closable. It will be done. The throttle drive mechanism 13 has a throttle I generated by the controller 6.
・A acceleration or deceleration control pulse with a pulse width corresponding to the drive amount of #10 is supplied, and acceleration control is performed by driving in the opening direction by the acceleration control pulse, and deceleration control is performed by driving in the opening direction by the deceleration control pulse. will be carried out. This throttle drive mechanism 13 includes an accelerator (not shown) operation@IC.
When accelerator information is supplied, the throttle drive mechanism 13 gives priority to accelerator information and controls the throttle angle according to the information.
11.

The throttle drive mechanism 13 opens and closes the acceleration valve or the deceleration valve to introduce negative pressure of the engine into the actuator negative pressure chamber.
7 ram is operated, and one core is connected to the operating X1i to control the throttle opening (Jibon Sho 60-11373)
(Refer to Publication No. 7'''S), or a structure in which the throttle opening is controlled using a pulse motor.
No. 6533''!'f), etc. can be used.

Next, the procedure of Qi speed i1+Ia according to the present invention is
3 and 4 while referring to the timing diagrams 1 to 4 in the figure.
The explanation will be given according to the flowchart 1 in the figure.

First, when the vehicle starts running, the vehicle speed signal from the vehicle speed sensor l+5 is sampled at regular intervals, and the actual vehicle speed is detected based on this lean ring signal (step 1).
Then, it is determined whether the detected actual vehicle speed is equal to or higher than a predetermined quasi-vehicle speed Va (step 2). When the actual vehicle speed is higher than the standard heavy speed Va, the passenger turns on the Sera 1 switch 1 to prevent the vehicle from shifting to cruise driving. As shown in Fig. 2 (■), the pit switch 1 is turned on at Step 3. Then, it is determined whether cruise control is in progress (step 4). At this point, the cruise control has not yet been activated, so the process moves to step 5, where it is determined whether or not the set switch 1 is turned off. At the time when it is determined that the set switch 1 is turned off (time ti in FIG. 2), the set operation ( I) is performed (step 6). In the set operation (I), the time t when the set switch 1 is turned off
The actual vehicle speed of 1 is stored in the memory (vehicle speed memory) in the control i-roller 6 as the set vehicle speed which becomes kl for cruise driving (Fig. 2 (d)), and at the same time, it is necessary to display that cruise control is in progress. The cruise lamp 10 is turned on ((+1) in FIG. 2), and the throttle drive IPHi mechanism 13 is further activated to control the throttle opening. After the set operation (I) is performed, step 1 and cruise control will start.

After passing through steps 1 to 3, it is determined in step 7 whether or not the resume switch 2 is turned on, and the switch 2
is not turned on, the I from IGN coil 7
A GN pulse is detected (step 8), and then it is determined whether cruise control is in progress (step 9).
). When it is determined that the cruise control is in progress, the process moves to step 13 via steps 10 to 12, where the difference between the actual vehicle speed and the set vehicle speed stored at time t: is calculated, and the pulse width is determined according to the difference between the vehicles. A deceleration or addition control pulse (+e+, +f+ in FIG. 2) is generated, and then the thrower is controlled by the thrower drive mechanism 13 based on this deceleration or addition control pulse (step 14). By repeating the above steps, cruise control is performed to maintain the actual vehicle speed at the set vehicle speed.

Here, if the order of the pulse width operation n in step 13 is further skipped by 9T) according to the flowchart of FIG. fli is determined as to whether or not the flag indicating the flag is set. If it is determined that the flag is not set, it is determined whether the actual vehicle speed is equal to or higher than the vehicle speed V1 which is higher than the set vehicle speed by a predetermined vehicle speed Va (step 31), and it is determined that the actual vehicle speed is not above the vIJ speed and the vehicle speed is increased every t. For the first time, in step 32, the pulse width is calculated according to the difference between the set vehicle speed and the actual vehicle speed.
is carried out. The 'oHMf formula is (α + ε) · GF [Ware. Here, K and G are constants indicating the performance of the width, α is (vehicle speed of current sampling - vehicle speed of previous sampling), and the acceleration or deceleration of the vehicle (-α)
The variable ε is (vehicle speed of one numbering this time - set vehicle speed), and is a variable that indicates the change value of the vehicle speed.

Next, an explanation will be given of the operation when the vehicle speed is manually increased by operating the accelerator from the cruise state, and then the vehicle speed is shifted to cruise driving at the preset vehicle speed.

When manual addition is performed on the accelerator during cruise control, the accelerator information will be transferred to the
It is supplied to IJ Yokoyoko 13. The throttle drive lateral 13 drives the throttle jT 12 in the opening direction in accordance with this accelerator information. As a result, the vehicle speed (FIG. 2(a)) increases according to the throttle opening.

If it is determined in step 31 that the actual vehicle speed is greater than or equal to the heavy speed v1, then in step 33 the actual vehicle speed is determined to be a predetermined vehicle speed b (vb > v
It is determined whether the vehicle speed is 2 (V2 > V+) or higher, and if it is determined to be 72 or higher, the throttle drive gate mechanism is Step 3: Set 13 to the 1 activation state.
4), set the flag mentioned earlier (step 35), and
After that, the process returns to the main flow shown in FIG. Also, step 3
If it is determined that the actual vehicle speed is lower than V2 at step J3, a deceleration control pulse TO is generated to perform deceleration control with a constant pulse width To (step 42), and then the process returns to the main flow.

In the main flow, the pulse width calculation step 13 is reached again, and when it is determined that the flag is set in step 30 of FIG. Returning to step 36, the above operation is repeated until it is determined in step 36 that the actual vehicle speed has fallen below vehicle speed V1. In other words, the pulse width calculation is stopped from the time t2 in Figure 2 when the actual vehicle speed becomes 2 or higher due to manual acceleration until it is determined that the actual vehicle speed has fallen below the actual vehicle speed or the vehicle speed v1. be.

When the manual J: connection is released, the throttle driver @
13 is still in the No. 1 live bamboo state and the throttle valve 12 is in the fully open state, so the vehicle speed is decreasing. Then, in step 36, the actual vehicle speed is 11! When it is determined that the voltage has fallen below V1, the point Ut in FIG.
), the throttle is controlled to the same degree by a continuous tllllυa pulse having a predetermined pulse width. That is, at first, the process moves to step 38 via step 37, where the controller 6 supplies a parallel ill pulse with a predetermined pulse width T1 to the throttle valve 1 side 13, and the first ill pulse is supplied. For the addition amount ti11 pulse, the throttle opening degree i+'l il+ with the pulse width T1 is written in the row 2112.
From the first 1/11 speed control pulse, the process moves to step 37 and then to step 3, where 1lil+ control is performed with a constant pulse width T2 narrower than pulse width control 1, and in step 40, the vehicle deceleration 1α1 is set to a predetermined value. The process is repeated until it is determined that the value 1αa is 1 or less. When it is determined in step 40 that α1 (deceleration at J5) has become less than the predetermined rate 1αa1, the flag is turned off at that point (point t4 in FIG. 2), and the flag is turned off in step 41). After returning to the main flow and performing cruise control at the previously set vehicle speed, as shown in FIG. The sloramir degree is controlled by a continuous control pulse with a pulse width (the first one is T+, the second and subsequent widths are T2), and at the time t1 when the deceleration (α1 becomes less than the predetermined value 1αa 1), cruise running starts. By shifting to cruise mode 11, the throttle opening can be maintained at a predetermined opening degree i+ in the deceleration state before shifting to cruise mode 11. Since the opening degree can be set in accordance with the actual vehicle speed, it is possible to prevent the vehicle speed from dropping immediately after transitioning to cruise driving, and to prevent the situation from shifting to cruise driving after manual acceleration. (It will be important to do step 1 smoothly.

In addition, when controlling the sloramil distance using the 0-speed control pulse 1, the pulse width T1 of the first linkage 1, 11 control pulse is changed to the pulse width T1 of the subsequent linkage a1 control pulse,
! By setting the width to be wide, the drive by this first pulse can absorb the loose play of the thrower drive mechanism 13, so that the throttle height can be controlled smoothly.

FIG. 6 is a flowchart 1 showing an example of the control procedure in the process of transitioning to cruise driving after manual addition;
The only difference from the flowchart in FIG. 4 is the operation in step 39.

In the three steps of J3 in this embodiment, the pulse width is wider by a constant pulse width T2 than the pulse width lower 3 corresponding to the difference between the actual vehicle speed and the set vehicle speed, and this pulse width is added. L control of the throttle opening is performed by the control pulse. The expression n is (Kα→ε)・G+i
It is expressed as Here, 1 is 1 to 10 constant pulse width.
There is a corresponding constant.

In this case, J is running loosely behind the hinge joint (J3 is in the process of transitioning to J, and the actual vehicle speed shown in No. 71ffi is the vehicle speed V).
u below l, 1 point 13, 141's first 1 or 1 ゜2 (! 7! After 1st is T,! When the 1C deceleration Iα1 becomes less than or equal to the predetermined value 1αa1, the throttle is opened in the deceleration state of Moe to shift to cruise travel. Since the opening degree can be maintained close to the opening degree corresponding to the actual vehicle speed, the transition to cruise driving can be made as in the case of the above embodiment.

This makes it possible to prevent a drop in vehicle speed immediately after hitting the vehicle, and to smoothly transition to cruise driving after manual acceleration.

Referring again to FIG. 3, during cruise driving, step 10
When it is determined that the brake switch 3 or the clutch switch 4 is turned on, the process moves to step 15 at the 111th point (point ts in Figure 2), leaving the set vehicle speed unchanged at the heavy speed mode. , the throttle drive 8n mechanism 13 is deactivated and at the same time the cruise lamp 10 is turned off to cancel the cruise run 11 (step 16).

Further, if it is determined that the actual vehicle speed is less than or equal to the vehicle speed vb, which is lower than the vehicle speed Va mentioned above (step 11), or if the IG
Even if it is determined that the engine rotation speed Ne based on the N pulse is equal to or higher than the predetermined reference rotation speed N eref (step 12), the cruise cancel operation is performed in the same manner as in the case described above.

After canceling the cruise, press the resume switch 2.
By turning it on, you can switch back to the previous cruise run. After canceling the cruise, the process repeats the flow from step 9 to step 1, and when it is determined that the resume switch 2 has been turned on (step 7), step 17 is repeated. The process then moves to step 18, where it is determined whether the resume switch 2 has been turned off. When it is determined that the set vehicle speed is turned off, it is determined whether or not the set vehicle speed remains in the vehicle speed memory (one step), and when it is determined that the set vehicle speed remains (time t6 in Fig. 2), the resume operation begins. (Step 20).

In the resume operation, the cruise lamp 10 is turned on (second
Figure (g)) and slot] The drive mechanism 13 is activated, and as a result, it is possible to shift to cruise driving again at the previously set vehicle speed.

Next, a procedure for changing the set vehicle speed during cruise driving will be described.

First, we will explain the case where the set vehicle speed is set to a lower vehicle speed (changed by 10). This setting 1 shift change is performed by turning on set switch 1 during cruise control. In other words, when J3 is set in step 3, When it is determined that the set switch 1 is turned on, the process moves to step 22 via step 4 and step 21 at (blue ■, IL+jj7) in FIG. is continued until it is determined in step 21 that the set switch 1 is turned off.In this course 1-duration 1, the deceleration -α is calculated based on the vehicle speed signal from the vehicle speed sensor 5, Furthermore, the deceleration -α is always equal to the predetermined value -α0 set in the setting section 8.
, a deceleration atqn pulse (FIG. 2(e)) is generated with a pulse width corresponding to the difference between the deceleration rate -α and the predetermined set value -α0. Then, the process moves to step 14, where the throttle opening degree is changed by the throttle drive mechanism 13 according to the pulse width of this deceleration control pulse 114, thereby achieving a constant deceleration - (deceleration control at IQ 11). It will be done.

If it is determined in step 2 that Sera 1 to Switch 1 are turned off, the process moves to Step 6, and the turn-on operation (
I> is carried out (time js in FIG. 2). In this set operation (I), the actual vehicle speed at time t8 when the set switch 1 is turned off is stored in the vehicle speed memory as a new 52 constant vehicle speed. By doing this, you can change the new settings by going through the same steps as for the cruise control described above.
Cruise driving at 'lJ speed will begin.

In this way, when changing the set vehicle speed to a lower value, we will perform 1 control so that the deceleration -α remains constant.
, Rushi] Tsuku can be eliminated. As a result, it is possible to improve running stability and ride comfort.

In addition, in the control of the small scale, the transition to cruise control was made at ll'i j7 when the switch 1 was turned off, but when the set switch 1 was turned off +!
It is also possible to perform deceleration control using a deceleration control pulse of a constant pulse width from point i, or to shift to cruise control when the deceleration -α reaches a predetermined value.

Next, a case in which the set vehicle speed can be changed to a higher vehicle speed will be described. This set value change is performed by turning on the resume switch 2 while the cruise controller is in the 1-roll state.

However, if it is determined in step 7 that the resume switch 2 is turned on, the process moves to step 24 via steps 17 and 23 at that point (time t9 in FIG. ) The operation continues until it is determined in step 23 that the resume switch 2 is turned off.

In this accelerator operation, the acceleration degree α is calculated based on the vehicle speed 1 old bow from the heavy speed sensor 5, and the acceleration relationship lcJ, α
The addition control pulse (FIG. 2 ([)) is generated with a pulse width according to the difference of the addition degree α with respect to the predetermined value α0 so that the addition value α0 is always equal to the predetermined value α0 set in the reduction unit 8. . Thereafter, the process moves to step 14, and based on the pulse width of this addition control pulse, the throttle drive E)+mechanism 13 is changed to a constant acceleration α.
Addition control at 0 is performed.

In this case, when changing the setting <setting the li speed to a higher value, we decided to perform the braking control J so that the braking degree α remains constant. 8 (shown in the first diagram), any connection feeling can be set as desired with i! Be able to do it.

In addition, in the above-mentioned control, the transition to cruise control 1-roll was made at point 11.1 when the resume switch 2 was turned off. It is possible to carry out the control pulse C addition control and shift to the cruise control 1-roll when the addition degree α reaches a predetermined value (Bi1).

If it is determined in step 23 that the resume switch 2 is turned off, the process moves to step 25 and the resume switch 2 is turned off.
Operation (II) is performed (at time j+o in FIG.
). In this set operation (I[), the actual vehicle speed at time t10 when the resume switch 2 is turned off is stored in the vehicle speed memory as a new set vehicle speed. As a result, cruise driving at the newly set vehicle speed is started through the same procedure as in the cruise control described above.

If you operate the brake or clutch while cruising and switch 3 or 4 connected to these is turned on, 11.
The cruise control rule is canceled at 5 points (time t11 in FIG. 2). Also, the set vehicle speed is recorded iQ.
memory (vehicle speed memory).

The memory contents are stored at the time t12 in FIG. 2 when the power is turned off by turning off the main switch (not shown).
It is reset with .

In addition, in the above-mentioned embodiment, the excessive F? , the vehicle deceleration 1σ1αI is a predetermined value 1
Although the system was set to shift to cruise driving when αa exceeds 1 (step 40 in Figures 4 and 6), the actual vehicle speed became lower than the vehicle speed (y- much higher than the set vehicle speed).
1) It is also possible to shift to cruise driving in moderation, which is equivalent to the above implementation (9) similar to 91).

In addition, in the above embodiment, the microbrohisser is used to calculate the pulse width of acceleration or deceleration n pulses, to generate the pulse width, to detect various timings, to calculate acceleration degree α or deceleration −α, etc. Although the case has been described in which the method is implemented in software 1, it is also possible to implement it in hardware as a combination of a comparison calculation circuit, a timer circuit, a logic circuit, etc.

As explained above, according to the present invention, in a deceleration state after acceleration from a constant speed running state, when the actual vehicle speed reaches a predetermined vehicle speed higher than the set vehicle speed, the predetermined pulse width is Since we have performed the combination a, lI III based on the control pulses and then shifted to constant speed control at a predetermined point in time, the vehicle speed has decreased immediately after the transition to constant speed driving! 5. It is possible to smoothly shift the state of manual addition IP to constant speed traveling (j) without getting stuck, thereby improving the stability of constant speed traveling\5Improving eastward center 1114'; 9. can.

J: Yes, the first one as a control pulse with the above predetermined pulse width.
Since the pulse width of each pulse is wider than the pulse width of the transition pulse, the mechanical play of the throttle drive mechanism can be absorbed by driving with this first pulse. It is possible to smoothly control the scholamihell level.

[Brief explanation of drawings]

FIG. 1 is a block diagram showing one embodiment of the present invention, FIG. 2 is a block diagram showing timing gears 1 to t for explaining the movement f1 of i-speed 1J control, and FIG. 3 is a block diagram showing an example of the present invention. !211 Flowchart 1 to 4 shows the flowchart 1 to 4 when transitioning to cruise driving again after manual addition.
Flowchart showing the J'' order, Figure 5 is the system 01 in Figure 4.
Figure 6 is a flowchart showing another control procedure when shifting to cruise driving again after manual acceleration, Figure 7 is the same as in Figure 6. FIG. 3 is a waveform diagram showing a combination control pulse when performing control. Explanation of symbols of main parts 1...Set I switch 2...Resume switch 5...Vehicle speed sensor 6...Controller 12... Throttle valve 13...Throttle drive fIJi structure applicant
Motohiko Fujimura, Patent Attorney, Honda Motor Co., Ltd. Jidosha Electric Industry Co., Ltd. Figure 1/Sole @ Whip 12

Claims (3)

[Claims] (1) A first control pulse with a pulse width corresponding to the difference in actual running vehicle speed from a predetermined set vehicle speed, and a second control pulse with a predetermined pulse width.
means for generating a control pulse of the first or second control pulse; a control means for controlling the vehicle speed by changing the throttle opening according to the pulse width of the first or second control pulse; means for detecting a first timing at which the actual running vehicle speed reaches a predetermined vehicle speed higher than the set vehicle speed and a second timing at a subsequent predetermined time, the vehicle being in a constant speed running state at the set vehicle speed; When returning to the constant speed running state again after the acceleration from the start, the control means controls the throttle opening in the opening direction according to the pulse width of the second control pulse at the first timing. Then, at the second timing, the vehicle speed control is performed according to the pulse width of the first control pulse, and the second control pulse is the first control pulse generated in response to the first timing. A vehicle speed control device characterized in that the pulse width of one pulse is wider than the pulse width of subsequent pulses. (2) In the second control pulse, the first pulse generated in response to the first timing has a wider pulse width, and the pulse width of subsequent pulses is wider than the pulse width of the first pulse. A vehicle speed control device according to claim 1, characterized in that it is narrow and constant. (3) In the second control pulse, the first pulse generated in response to the first timing has a wider pulse width, and the pulse width of the subsequent pulse is wider than the pulse width of the first pulse. 2. The vehicle speed control device according to claim 1, wherein the pulse width is narrow and wider by a certain width than the pulse width of the first control pulse.