JPS6249217B2 - - Google Patents
Info
- Publication number
- JPS6249217B2 JPS6249217B2 JP56207563A JP20756381A JPS6249217B2 JP S6249217 B2 JPS6249217 B2 JP S6249217B2 JP 56207563 A JP56207563 A JP 56207563A JP 20756381 A JP20756381 A JP 20756381A JP S6249217 B2 JPS6249217 B2 JP S6249217B2
- Authority
- JP
- Japan
- Prior art keywords
- vehicle speed
- speed
- transmission
- acceleration
- predetermined
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Expired
Links
- 230000001133 acceleration Effects 0.000 claims description 27
- 230000005540 biological transmission Effects 0.000 claims description 18
- 238000002485 combustion reaction Methods 0.000 claims description 4
- 238000001514 detection method Methods 0.000 description 6
- 238000006243 chemical reaction Methods 0.000 description 3
- 238000010586 diagram Methods 0.000 description 3
- 238000013459 approach Methods 0.000 description 2
- 230000003111 delayed effect Effects 0.000 description 2
- 239000000446 fuel Substances 0.000 description 1
- 230000006870 function Effects 0.000 description 1
- 239000000463 material Substances 0.000 description 1
- 230000003014 reinforcing effect Effects 0.000 description 1
Classifications
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
- B60K31/00—Vehicle fittings, acting on a single sub-unit only, for automatically controlling vehicle speed, i.e. preventing speed from exceeding an arbitrarily established velocity or maintaining speed at a particular velocity, as selected by the vehicle operator
- B60K31/06—Vehicle fittings, acting on a single sub-unit only, for automatically controlling vehicle speed, i.e. preventing speed from exceeding an arbitrarily established velocity or maintaining speed at a particular velocity, as selected by the vehicle operator including fluid pressure actuated servomechanism in which the vehicle velocity affecting element is actuated by fluid pressure
- B60K31/10—Vehicle fittings, acting on a single sub-unit only, for automatically controlling vehicle speed, i.e. preventing speed from exceeding an arbitrarily established velocity or maintaining speed at a particular velocity, as selected by the vehicle operator including fluid pressure actuated servomechanism in which the vehicle velocity affecting element is actuated by fluid pressure and means for comparing one electrical quantity, e.g. voltage, pulse, waveform, flux, or the like, with another quantity of a like kind, which comparison means is involved in the development of a pressure which is fed into the controlling means
- B60K31/102—Vehicle fittings, acting on a single sub-unit only, for automatically controlling vehicle speed, i.e. preventing speed from exceeding an arbitrarily established velocity or maintaining speed at a particular velocity, as selected by the vehicle operator including fluid pressure actuated servomechanism in which the vehicle velocity affecting element is actuated by fluid pressure and means for comparing one electrical quantity, e.g. voltage, pulse, waveform, flux, or the like, with another quantity of a like kind, which comparison means is involved in the development of a pressure which is fed into the controlling means where at least one electrical quantity is set by the vehicle operator
- B60K31/105—Vehicle fittings, acting on a single sub-unit only, for automatically controlling vehicle speed, i.e. preventing speed from exceeding an arbitrarily established velocity or maintaining speed at a particular velocity, as selected by the vehicle operator including fluid pressure actuated servomechanism in which the vehicle velocity affecting element is actuated by fluid pressure and means for comparing one electrical quantity, e.g. voltage, pulse, waveform, flux, or the like, with another quantity of a like kind, which comparison means is involved in the development of a pressure which is fed into the controlling means where at least one electrical quantity is set by the vehicle operator in a memory, e.g. a capacitor
Description
【発明の詳細な説明】
本発明は、自動車の速度制御装置に関し、もつ
と詳しくは内燃機関から変速機を介して動力を伝
達し、リジユームスイツチの操作によつて実車速
が予め定めた設定車速に達して定速走行を行なう
ようにした自動車の速度制御装置に関する。DETAILED DESCRIPTION OF THE INVENTION The present invention relates to a speed control device for an automobile, and more specifically, the present invention relates to a speed control device for an automobile, and more specifically, a device for transmitting power from an internal combustion engine through a transmission, and setting the actual vehicle speed to a predetermined setting by operating a resume switch. The present invention relates to a speed control device for an automobile that allows the vehicle to travel at a constant speed after reaching the vehicle speed.
従来から、リジユーム機能を有する速度制御装
置が種々提案されている（例えば、特開昭53―
127991号公報）。しかし、このような装置によれ
ばリジユーム時の変速機の変速段はリジユーム前
の変速段と同じであるため加速性が悪く速やかに
元の設定車速に復帰できない。そのためリジユー
ム時に所定の変速段にシフトダウンして加速性を
向上することが提案された。ところが、このよう
な構成でも次のような問題がある。即ち、自動変
速機の変速段の第４速で走行中にリジユームスイ
ツチを操作すると同時に、アクセルペダルから足
を離し、かついわゆるオーバードライブの動作を
休止すると、スロツトル開度は零で変速段が第４
速から第３速に切換わる。このため加速しようと
しているにも拘わらず、変速段が第３速になつて
いるためいわゆるエンジンブレーキがかかり、急
減速し、その後、増速される結果となる。このた
め運転のフイーリングが悪い。 Various speed control devices with a resume function have been proposed in the past (for example, Japanese Patent Application Laid-Open No. 1989-1999)
127991). However, with such a device, the gear position of the transmission at the time of resuming is the same as the gear position before resuming, so acceleration performance is poor and it is not possible to quickly return to the original set vehicle speed. Therefore, it has been proposed to improve acceleration by downshifting to a predetermined gear position when resuming. However, even with this configuration, there are the following problems. In other words, if you operate the resume switch while driving in fourth gear of an automatic transmission, and at the same time take your foot off the accelerator pedal and stop the so-called overdrive operation, the throttle opening will be zero and the gear will change. Fourth
3rd speed. For this reason, even though the vehicle is attempting to accelerate, since the gear position is set to third speed, a so-called engine brake is applied, resulting in a sudden deceleration and then an increase in speed. As a result, the driving feeling is poor.
本発明の目的は、リジユームスイツチの操作後
において、良好なフイーリングで減速感なく加速
に移ることができる自動車の速度制御装置を提供
することである。 SUMMARY OF THE INVENTION An object of the present invention is to provide a speed control device for an automobile that can shift to acceleration with a good feeling and without a feeling of deceleration after operating a resume switch.
第１図は、本発明の一実施例のブロツク図であ
る。内燃機関には、燃料がスロツトル弁１を介し
て供給される。この内燃機関からの動力は、変速
機を介して車輪に伝達される。スロツトル弁１
は、リンク機構２を介してアクセルペダル３に連
結されるとともに、アクチユエータ４の作動室５
を規定するゴムなどの材料から成るダイヤフラム
６に連結される。作動室５に関連して電磁弁８が
連結される。この電磁弁８は、ライン７がハイレ
ベルであるとき作動室５を吸気マニホールドなど
の負圧源に連通させ、ライン７がローレベルであ
るとき作動室５を大気圧とする。自動車の実車速
は、車速検出回路９によつて検出される。車速検
出回路９は、実車速に比例した周波数を有するパ
ルス列から成る車速信号を周波数／電圧変換回路
１０に与える。周波数／電圧変換回路１０は、ラ
イン１１を介して減算器１２に与える。メモリ１
３は、予め定めた設定車速がストアされており、
このメモリ１３からの出力は減算器１２に入力さ
れる。減算器１２は、ライン１４に車速差（＝実
車速−設定車速）に対応した電圧を有する信号を
導出し、デユーテイ制御回路１５に与える。メモ
リ１３には、自動車の走行中においてセツトスイ
ツチ１６が操作されたときにおける実車速に対応
した周波数／電圧変換回路１０からの出力がスト
アされて設定される。デユーテイ制御回路１５
は、車速差に対応したデユーテイ信号をライン１
８に導出する。これによつて作動室５の圧力の負
圧の絶対値が大きくなることによつてスロツトル
弁１の開度が大きくなり、大気圧に近づくにした
がつてスロツトル弁１の開度が小さく制御され
て、実車速が設定車速に達して定速走行が行なわ
れる。セツトスイツチ１６からの出力は、ORゲ
ート１９を介してフリツプフロツプ２０をセツト
する。リジユームスイツチ２１からの出力もま
た、ORゲート１９を介してフリツプフロツプ２
０をセツトする。このフリツプフロツプ２０のセ
ツト出力Ｑは、ANDゲートＧ１の一方の入力に
与えられる。デユーテイ制御回路１５からライン
１８を介するデユーテイ信号は、ANDゲートＧ
１の他方の入力に与えられる。ANDゲートＧ１
からの出力は、増幅回路２２を介してライン７に
導出される。このようにしてフリツプフロツプ２
０がセツトされている状態において、デユーテイ
制御回路１５からのデユーテイ信号が電磁弁８に
与えられ、前述のように定速走行が行なわれる。
ブレーキペダルおよびクラツチペダルなどが操作
されたときには、キヤンセルスイツチ２３が導通
し、これによつてフリツプフロツプ２０がリセツ
トされ、セツト出力Ｑはローレベルとなる。 FIG. 1 is a block diagram of one embodiment of the present invention. Fuel is supplied to the internal combustion engine via a throttle valve 1 . Power from this internal combustion engine is transmitted to the wheels via a transmission. Throttle valve 1
is connected to the accelerator pedal 3 via the link mechanism 2, and is connected to the working chamber 5 of the actuator 4.
It is connected to a diaphragm 6 made of a material such as rubber that defines the A solenoid valve 8 is connected to the working chamber 5 . This electromagnetic valve 8 connects the working chamber 5 to a negative pressure source such as an intake manifold when the line 7 is at a high level, and brings the working chamber 5 to atmospheric pressure when the line 7 is at a low level. The actual vehicle speed of the automobile is detected by a vehicle speed detection circuit 9. The vehicle speed detection circuit 9 provides the frequency/voltage conversion circuit 10 with a vehicle speed signal consisting of a pulse train having a frequency proportional to the actual vehicle speed. Frequency/voltage conversion circuit 10 provides a subtracter 12 via line 11. memory 1
3, a predetermined vehicle speed is stored,
The output from this memory 13 is input to a subtracter 12. The subtracter 12 derives a signal having a voltage corresponding to the vehicle speed difference (=actual vehicle speed - set vehicle speed) on the line 14 and supplies it to the duty control circuit 15 . The memory 13 stores and sets the output from the frequency/voltage conversion circuit 10 corresponding to the actual vehicle speed when the set switch 16 is operated while the vehicle is running. Duty control circuit 15
The duty signal corresponding to the vehicle speed difference is sent to line 1.
8. As a result, as the absolute value of the negative pressure in the working chamber 5 increases, the opening degree of the throttle valve 1 increases, and as the pressure approaches atmospheric pressure, the opening degree of the throttle valve 1 is controlled to be smaller. Then, the actual vehicle speed reaches the set vehicle speed and constant speed driving is performed. The output from set switch 16 sets flip-flop 20 via OR gate 19. The output from the resume switch 21 is also passed through the OR gate 19 to the flip-flop 2.
Set to 0. The set output Q of flip-flop 20 is applied to one input of AND gate G1. The duty signal from the duty control circuit 15 via the line 18 is connected to the AND gate G.
1 to the other input. AND gate G1
The output from is led out to line 7 via amplifier circuit 22. In this way, flip-flop 2
In the state in which 0 is set, a duty signal from the duty control circuit 15 is applied to the solenoid valve 8, and constant speed running is performed as described above.
When the brake pedal, clutch pedal, etc. are operated, the cancel switch 23 becomes conductive, thereby resetting the flip-flop 20 and setting the set output Q to a low level.
ライン１４からの車速差に対応した信号は、車
速差判別回路２４の比較回路２５，２６の一方の
入力端子２７，２８にそれぞれ与えられる。比較
回路２５の他方の入力端子２９には、車速差Δ
V1＝10Km／ｈに対応した電圧Ｖ１を有する電源
３１からの電圧が与えられる。比較回路２６の他
方の入力端子３０には、車速差ΔV2＝３Km／ｈ
に対応した電圧を有する電源３２からの出力が与
えられる。比較回路２５の出力は、フリツプフロ
ツプ３３をセツトし、比較回路２６からの出力は
フリツプフロツプ３３をリセツトする。 Signals corresponding to the vehicle speed difference from the line 14 are applied to one input terminals 27 and 28 of comparison circuits 25 and 26 of the vehicle speed difference determination circuit 24, respectively. The other input terminal 29 of the comparison circuit 25 is connected to the vehicle speed difference Δ
A voltage from a power source 31 having a voltage V1 corresponding to V1=10 Km/h is applied. The other input terminal 30 of the comparator circuit 26 has a vehicle speed difference ΔV2=3Km/h.
An output from a power supply 32 having a voltage corresponding to is provided. The output of comparator circuit 25 sets flip-flop 33, and the output from comparator circuit 26 resets flip-flop 33.
第２図を参照すると、車速差判別回路２４の動
作を説明するためのグラフが示されている。車走
差が零であつて、メモリ１３において設定されて
いる設定車速で走行している状態から車速差が増
加し、ΔV1に達すると、比較回路２５の出力が
ハイレベルとなつてフリツプフロツプ３３がセツ
トされる。車速差がΔV2未満であつて、車速差
が零に近づいていくときには、車速差がΔV2に
達したとき、比較回路２６の出力がハイレベルと
なり、フリツプフロツプ３３がリセツトされる。
フリツプフロツプ３３のセツト出力Ｑは、AND
ゲートＧ２の一方の入力に与えられる。フリツプ
フロツプ２０のセツト出力Ｑは、遅延回路３４を
介してANDゲートＧ２の他方の入力に与えられ
る。遅延回路３４の動作は、第３図に示されてい
る。フリツプフロツプ２０のセツト出力Ｑが第３
図１で示されるように、時刻ｔ１においてハイレ
ベルになると、遅延回路３４は時刻ｔ１から予め
定めた限時時間Ｗ１経過後の時刻ｔ２においてハ
イレベルとなる。W1＝１秒であつてもよい。
ANDゲートＧ２からの出力は、増幅回路３５に
よつて増幅され、オーバドライブ動作の休止のた
めの電磁ソレノイド３６に与えられる。 Referring to FIG. 2, a graph for explaining the operation of the vehicle speed difference determination circuit 24 is shown. When the vehicle running difference is zero and the vehicle is running at the set vehicle speed set in the memory 13, the vehicle speed difference increases and reaches ΔV1, the output of the comparator circuit 25 becomes high level and the flip-flop 33 is activated. is set. When the vehicle speed difference is less than ΔV2 and approaches zero, when the vehicle speed difference reaches ΔV2, the output of the comparison circuit 26 becomes high level and the flip-flop 33 is reset.
The set output Q of flip-flop 33 is AND
It is applied to one input of gate G2. The set output Q of flip-flop 20 is applied via delay circuit 34 to the other input of AND gate G2. The operation of delay circuit 34 is shown in FIG. The set output Q of flip-flop 20 is the third
As shown in FIG. 1, when it becomes high level at time t1, the delay circuit 34 becomes high level at time t2 after a predetermined time limit W1 has elapsed from time t1. W1 may be 1 second.
The output from AND gate G2 is amplified by amplifier circuit 35 and applied to electromagnetic solenoid 36 for stopping the overdrive operation.
ライン１４からの車速差に対応する車速差を表
わす信号はまた、加速度検出回路３７に与えられ
る。加速度検出回路３７は、車体の加速度に対応
した電圧を有する信号を比較回路３８の一方の入
力に与える。比較回路３８の他方の入力には予め
定めた加速度に対応する電圧を有する電源３９か
らの出力が与えられる。比較回路３８は、加速度
が電源３９によつて定められた加速度以上である
ときローレベルの信号を導出し、その予め定めた
加速未満であるときハイレベルの信号を導出す
る。この比較回路３８からの出力は、ANDゲー
トＧ２のもう１つの入力に与えられる。メモリ１
３における設定車速がたとえば80Km／ｈであり、
その設定車速で定速走行を行なつている場合に
は、フリツプフロツプ２０はセツトされている状
態となつており、デユーテイ制御回路１５からの
デユーテイ信号によつてアクチユエータ４の電磁
弁８がデユーテイ制御されている。そこでブレー
キペダルまたは／およびクラツチペダルを操作す
ることによつて、フリツプフロツプ２０はリセツ
トされ、アクセルペダル３の操作によつてたとえ
ば60Km／ｈで走行している場合を想定する。この
場合には、車速差はΔＶ１以上であつて、したが
つてフリツプフロツプ３３はセツトされている。
またフリツプフロツプ２０はリセツトされたまま
である。したがつて電磁ソレノイド３６は、消磁
されたままであり、変速機の変速段は最高の第４
速となつている。 A signal representative of the vehicle speed difference corresponding to the vehicle speed difference from line 14 is also provided to acceleration detection circuit 37 . The acceleration detection circuit 37 supplies a signal having a voltage corresponding to the acceleration of the vehicle body to one input of the comparison circuit 38. The other input of the comparator circuit 38 is given an output from a power source 39 having a voltage corresponding to a predetermined acceleration. The comparison circuit 38 derives a low level signal when the acceleration is equal to or higher than the acceleration determined by the power supply 39, and derives a high level signal when the acceleration is less than the predetermined acceleration. The output from this comparison circuit 38 is given to another input of AND gate G2. memory 1
For example, the set vehicle speed in 3 is 80 km/h,
When the vehicle is traveling at a constant speed at the set vehicle speed, the flip-flop 20 is in a set state, and the solenoid valve 8 of the actuator 4 is duty-controlled by the duty signal from the duty control circuit 15. ing. Then, by operating the brake pedal and/or the clutch pedal, the flip-flop 20 is reset, and by operating the accelerator pedal 3, it is assumed that the vehicle is traveling at a speed of, for example, 60 km/h. In this case, the vehicle speed difference is greater than or equal to .DELTA.V1, and therefore the flip-flop 33 is set.
Also, flip-flop 20 remains reset. Therefore, the electromagnetic solenoid 36 remains demagnetized and the transmission gear is shifted to the highest fourth gear.
It's getting faster.
このようなアクセルペダル３の操作による走行
中において、リジユームスイツチ２１を操作する
と、フリツプフロツプ２０がセツトされる。その
ためANDゲートＧ１を介してデユーテイ制御回
路１５からのデユーテイ信号が電磁弁８に与えら
れる。車速差がΔV2に達するまでの加速中にお
いては、フリツプフロツプ３３はセツトされたま
まである。フリツプフロツプ２０のセツト出力Ｑ
は、遅延回路３４によつて遅延された後ANDゲ
ートＧ２に与えられる。加速度検出器３７によつ
て検出される車体の加速度は、電源３９によつて
定められている電圧に対応する加速度未満であ
り、したがつて比較回路３８の出力はハイレベル
であるものとする。リジユームスイツチ２１の操
作と同時にアクセルペダル３から足を離すと、変
速機の第４速のままでいわゆるエンジンブレーキ
が働く。このエンジンブレーキは、変速機の変速
段が前述のように第４速であるので弱く、減速の
衝撃がごくわずかである。そこで遅延回路３４の
限時時間Ｗ１中においては、デユーテイ制御回路
１５からの出力によつて電磁弁８が制御され、変
速機の第４速のままで負圧が作動室５に導入さ
れ、次にスロツトル弁１が開き加速が行なわれ
る。リジユームスイツチ２１の操作後、すなわち
フリツプフロツプ２０がセツトされた時刻から限
時時間Ｗ１経過後で、遅延回路３４はANDゲー
トＧ２にハイレベルの信号を導出し、これによつ
てオーバドライブ動作を休止する電磁ソレノイド
３６が励磁される。そのため変速機の変速段は、
第４速よりも減速比が大きい第３速に切換えられ
る。これによつて第３速の状態で加速が行なわれ
ることになる。このようにしてリジユームスイツ
チ２１の操作後には、遅延回路３４による限時時
間だけ減速比が変化されず、その減速比が小さい
ままであり、限時時間経過後において減速比が大
きくなつて加速が行なわれるので、リジユームス
イツチの操作後において、円滑な加速が行なわれ
ることになる。すなわち、リジユームスイツチ２
１を操作してから、遅延回路３４による限時時間
Ｗ１後において、実車速が設定車速に比べて予め
定める車速差ΔV2以上、低い値になつていると
きに、変速機の減速比が、所定の減速低まで（上
述の実施例では第３速まで）大きくなるようにさ
れる。したがつて円滑な加速が行なわれることに
なるのである。 When the vehicle is running by operating the accelerator pedal 3 in this manner, when the resume switch 21 is operated, the flip-flop 20 is set. Therefore, a duty signal from the duty control circuit 15 is applied to the solenoid valve 8 via the AND gate G1. During acceleration until the vehicle speed difference reaches ΔV2, the flip-flop 33 remains set. Set output Q of flip-flop 20
is delayed by the delay circuit 34 and then applied to the AND gate G2. It is assumed that the acceleration of the vehicle body detected by the acceleration detector 37 is less than the acceleration corresponding to the voltage determined by the power supply 39, and therefore the output of the comparison circuit 38 is at a high level. When the operator releases the accelerator pedal 3 at the same time as the resume switch 21 is operated, so-called engine braking is applied while the transmission remains in fourth gear. This engine brake is weak because the gear position of the transmission is the fourth gear as described above, and the impact of deceleration is very small. Therefore, during the time limit W1 of the delay circuit 34, the solenoid valve 8 is controlled by the output from the duty control circuit 15, and negative pressure is introduced into the working chamber 5 while the transmission remains in 4th gear. Throttle valve 1 opens and acceleration occurs. After the resume switch 21 is operated, that is, after the time limit W1 has elapsed since the flip-flop 20 was set, the delay circuit 34 outputs a high-level signal to the AND gate G2, thereby stopping the overdrive operation. The electromagnetic solenoid 36 is energized. Therefore, the gears of the transmission are
The gear is switched to third gear, which has a larger reduction ratio than fourth gear. As a result, acceleration is performed in the third speed state. In this way, after the resume switch 21 is operated, the reduction ratio is not changed for the time limit set by the delay circuit 34, and the reduction ratio remains small, and after the time limit elapses, the reduction ratio increases and acceleration is performed. Therefore, smooth acceleration is achieved after the resume switch is operated. That is, resume switch 2
1, after the time limit W1 by the delay circuit 34, when the actual vehicle speed is lower than the set vehicle speed by a predetermined vehicle speed difference ΔV2 or more, the reduction ratio of the transmission changes to the predetermined value. It is made to increase until the deceleration is low (up to third speed in the above embodiment). Therefore, smooth acceleration is achieved.
車体の加速度が大きいときには、比較回路３８
の出力はローレベルのままであり、したがつて
ANDゲートＧ２からの出力はローレベルとな
る。そのためオーバドライブ動作の休止のための
電磁ソレノイド３６は、消磁されたままであり、
変速機の変速段が減速比の小さい第４速から減速
比の大きい第３速に切換わることが防がれる。加
速度が小さいときには、比較回路３８の出力はハ
イレベルとなり、したがつて車速差判別回路２４
およびフリツプフロツプ２０のセツト出力Ｑに依
存してANDゲートＧ２のAND条件の成立が許容
され、電磁ソレノイド３６の励磁が可能になる。
こうして加速度が小さくオーバドライブ動作の遮
断が必要なときにだけオーバドライブ動作が遮断
され、たとえば登坂路などにおける加速不足が補
強されることになる。 When the acceleration of the vehicle body is large, the comparison circuit 38
the output of remains low and therefore
The output from AND gate G2 becomes low level. Therefore, the electromagnetic solenoid 36 for stopping the overdrive operation remains demagnetized.
This prevents the gear stage of the transmission from switching from the fourth speed, which has a small reduction ratio, to the third speed, which has a large reduction ratio. When the acceleration is small, the output of the comparison circuit 38 is at a high level, so that the output of the comparison circuit 38 is at a high level, and therefore
Depending on the set output Q of the flip-flop 20, the AND condition of the AND gate G2 is allowed to be satisfied, and the electromagnetic solenoid 36 can be excited.
In this way, the overdrive operation is interrupted only when the acceleration is small and it is necessary to interrupt the overdrive operation, thereby reinforcing insufficient acceleration on an uphill road, for example.
以上のように本発明によれば、リジユームスイ
ツチからの信号を遅延回路によつて限時時間だけ
遅延し、その遅延時間後に減速比が大きくなるよ
うに変速機が動作されるので、リジユームスイツ
チの操作後における減速感なしに加速を行なうこ
とができ、フイーリングが向上される。 As described above, according to the present invention, the signal from the resume switch is delayed by a limited time by the delay circuit, and the transmission is operated so that the reduction ratio increases after the delay time. It is possible to accelerate without feeling deceleration after the operation, and the feeling is improved.
第１図は本発明の一実施例のブロツク図、第２
図は車速差判別回路２４の動作を説明するための
グラフ、第３図は遅延回路３４の動作を説明する
ための波形図である。
１…スロツトル弁、３…アクセルペダル、４…
アクチユエータ、８…電磁弁、９…車速検出回
路、１０…周波数／電圧変換器、１２…減算器、
１３…メモリ、１５…デユーテイ制御回路、１６
…セツトスイツチ、２０，３３…フリツプフロツ
プ、２１…リジユームスイツチ、２３…キヤンセ
ルスイツチ、２５，２６，３８…比較回路、３４
…遅延回路、３６…オーバドライブ動作の休止の
ための電磁ソレノイド、３７…加速度検出回路、
Ｇ１，Ｇ２…ANDゲート。
FIG. 1 is a block diagram of one embodiment of the present invention, and FIG.
The figure is a graph for explaining the operation of the vehicle speed difference discrimination circuit 24, and FIG. 3 is a waveform diagram for explaining the operation of the delay circuit 34. 1...throttle valve, 3...accelerator pedal, 4...
Actuator, 8... Solenoid valve, 9... Vehicle speed detection circuit, 10... Frequency/voltage converter, 12... Subtractor,
13...Memory, 15...Duty control circuit, 16
...Set switch, 20, 33...Flip-flop, 21...Resume switch, 23...Cancel switch, 25, 26, 38...Comparison circuit, 34
...delay circuit, 36...electromagnetic solenoid for pausing overdrive operation, 37...acceleration detection circuit,
G1, G2...AND gate.
Claims (1)
設定車速復帰手段の操作によつて実車速が予め定
めた設定車速に達して定速走行を行なう自動車の
速度制御装置において、 設定車速復帰手段からの信号に基づき所定時間
後に変速機をその変速機の減速比が所定の減速比
まで大きくなるようにする変速制御手段とを含む
ことを特徴とする自動車の速度制御装置。 ２ 変速制御手段は、前記所定時間後において実
車速が設定車速に比べて予め定める車速偏差以
上、低い値になつているときに、変速機をその変
速機の減速比が所定の減速比まで大きくなるよう
にすることを特徴とする特許請求の範囲第１項記
載の自動車の速度制御装置。 ３ 前記変速制御手段は、前記所定時間後におい
て車体の加速度が予め定める加速度未満であると
きに、変速機をその変速機の減速比が所定の減速
比まで大きくなるようにすることを特徴とする特
許請求の範囲第１項記載の自動車の速度制御装
置。[Scope of Claims] 1. A speed control device for an automobile that transmits power from an internal combustion engine through a transmission and operates a set vehicle speed return means to bring the actual vehicle speed to a predetermined set vehicle speed and drive at a constant speed. A speed control device for an automobile, comprising: a speed change control means for increasing the reduction ratio of the transmission to a predetermined reduction ratio after a predetermined time based on a signal from the set vehicle speed return means. . 2. The transmission control means is configured to increase the reduction ratio of the transmission to a predetermined reduction ratio when the actual vehicle speed is lower than the set vehicle speed by more than a predetermined vehicle speed deviation after the predetermined time. A speed control device for a motor vehicle according to claim 1, characterized in that the speed control device for a motor vehicle is configured such that: 3. The speed change control means is characterized in that when the acceleration of the vehicle body is less than a predetermined acceleration after the predetermined time, the transmission is configured to increase the reduction ratio of the transmission to a predetermined reduction ratio. An automobile speed control device according to claim 1.
Priority Applications (3)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP20756381A JPS58107917A (en) | 1981-12-21 | 1981-12-21 | Speed controller for car |
| CA000417743A CA1199391A (en) | 1981-12-21 | 1982-12-15 | Apparatus for controlling the speed of an automobile |
| US06/451,839 US4516652A (en) | 1981-12-21 | 1982-12-21 | Apparatus for controlling the speed of an automobile |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP20756381A JPS58107917A (en) | 1981-12-21 | 1981-12-21 | Speed controller for car |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JPS58107917A JPS58107917A (en) | 1983-06-27 |
| JPS6249217B2 true JPS6249217B2 (en) | 1987-10-19 |
Family
ID=16541807
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP20756381A Granted JPS58107917A (en) | 1981-12-21 | 1981-12-21 | Speed controller for car |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPS58107917A (en) |
Citations (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS53127991A (en) * | 1977-04-14 | 1978-11-08 | Aisin Seiki Co Ltd | Set speed signal memory apparatus for vehicle constant speed travelling system |
-
1981
- 1981-12-21 JP JP20756381A patent/JPS58107917A/en active Granted
Patent Citations (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS53127991A (en) * | 1977-04-14 | 1978-11-08 | Aisin Seiki Co Ltd | Set speed signal memory apparatus for vehicle constant speed travelling system |
Also Published As
| Publication number | Publication date |
|---|---|
| JPS58107917A (en) | 1983-06-27 |
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