JPS632739A - Constant speed running device for vehicle - Google Patents

Abstract

PURPOSE:To restrain shock due to gear change by making a throttle valve an opening which has produced a driving force corresponding to a driving force before a change is made, when a change gear ratio is changed. CONSTITUTION:When a gear change ratio is changed by an automatic transmission M1, the opening of a throttle valve M3 is adjusted by an opening adjusting means M5. That is, the openeing of the throttle valve M3 just after a change is made, is adjusted to the opening which produces a driving force corresponding to a driving force which has been produced by an internal combustion engine M2 based on the opening of the throttle valve M3 before the change is made. Owing to this constitution, change gear operations can be accomplished smoothly while a driving force does not fluctuate at the time of change-over. Furthermore, shift hunting is also eliminated thereby improving running stability.

Description

Detailed Description of the Invention [Field of Industrial Application] The present invention relates to a constant speed traveling device for a vehicle equipped with an automatic transmission, and more particularly to driving force control during gear shifting.

[Conventional technology] Conventionally, a constant speed driving mechanism (autodrive) for a vehicle equipped with an automatic transmission (automatic I transmission)
In order to maintain a constant vehicle speed, a vehicle speed sensor detects the vehicle speed, and if the vehicle speed differs from the target vehicle speed, the system changes the throttle valve opening (throttle opening) to adjust the amount of air flowing into the internal combustion engine. and controlled the generated engine torque. At the same time, the gear ratio of the automatic transmission is automatically switched to a preset shift position according to the relationship between the throttle opening and the vehicle speed.

However, the conventional mechanism had the following problems: For example, when the road goes uphill, the throttle opening is opened to maintain the vehicle speed. However, when the throttle opening exceeds a certain value, the automatic transmission's thrower cable, which is connected to the throttle opening, acts on the throttle cam to push the valve, or the throttle The computer senses the sensor signal and activates the speed change solenoid. As a result, the automatic transmission, which is related to the vehicle speed and throttle opening shown in Figure 5, is initially in the overdrive (0/D) region (point A), but the shift position is now lower. 3rd gear (3D
) area (point B). At this time, due to the gear ratio,
Driving force increases. Therefore, the vehicle accelerates, and in order to maintain the vehicle speed, the throttle opening must be closed.

However, when the thrower I/small opening becomes less than a certain predetermined value, the shift position is shifted to a higher gear according to the automatic shift diagram as described above.

That is, from region 3D to region 0/D, it returns to the initial gear position. At this time, the driving force decreases.

Since the gear shift position changes frequently and the driving force changes each time, a shock occurs when shifting gears, and noise is generated due to changes in engine rotation, which is very unpleasant for the driver.

Conventionally, to prevent this problem, the throttle valve was
Countermeasures have been taken to widen the vehicle speed range in which E is activated (in other words, add a width of 3 to the target vehicle speed), or to install a timer so that the throttle valve does not operate until a certain period of time has elapsed. is uncomfortable for the driver, and constant speed driving IJ! It is hard to say that there is even one.

The reason for the above problem is that the transmission line of the O-I-Matic 1-transmission is linked to the throttle opening, and the difference between the throttle opening and the driving force (see Figure 6) As shown in the figure, for the same thrower I and small opening Oab, when using a lower gear position (point B), compared to using a higher gear position (point A),
This is because it can only be used where the driving force is stepwise high, and an intermediate driving force cannot be selected. Furthermore, in the area where the throttle opening is high, which is the area where the gear is changed, due to the relationship of the gear ratio, the difference between when using a lower gear position and when using the received gear position is different from when the throttle opening is low. In comparison, it may become even larger.

Therefore, the present invention aims to solve the above problems and employs the following configuration.

[Means for Solving the Problems] That is, the gist of the present invention is, as illustrated in FIG. , in a vehicle constant speed traveling device M4 that controls the driving force by adjusting the opening degree of a throttle valve M3 of the internal combustion engine M2 and drives the vehicle at a predetermined speed, the automatic transmission device M1 changes speed. For a vehicle, comprising an opening adjustment means M5 that, when the ratio is changed, sets the opening degree of the throttle valve M3 immediately after the change to an opening degree that produces a driving force corresponding to the driving force before the change. Constant speed traveling device M4
It is in.

[Function] The vehicle constant speed traveling device M4 of the present invention uses its opening adjustment means M5 to change the opening of the throttle valve M3 immediately after the change to the opening of the throttle valve M3 before the change when the automatic transmission device M1 changes the gear ratio. The opening degree is assumed to be the opening degree that generates a driving force corresponding to the driving force generated by the internal combustion engine M2.
As a result, the driving force does not fluctuate during gear shifting, and gear shifting is smoothly executed.

Next, the present invention will be explained in detail. The present invention is not limited to these, but includes various embodiments without departing from the gist thereof.

[Implementation rIA] One embodiment of the present invention f! with reference to the drawings! -I'll explain.

FIG. 2 shows a schematic configuration diagram of this embodiment.

A throttle valve 3 provided in an intake pipe 2 of a gasoline engine 1 and regulating intake air is connected to a throttle valve actuator 5, and the opening degree of the throttle valve 3 is controlled by the throttle valve actuator 5. Further, the actual opening degree of the throttle valve 3 is measured by a throttle opening degree sensor 7.

The engine 1 is connected to an automatic transmission 8 that automatically adjusts the gear ratio. The transmission 8 can switch to various speed ratios by controlling the hydraulic pressure supply to the internal hydraulic circuit by changing the switching position of a hydraulic control throttle valve 9 provided therein, turning on/off a hydraulic control solenoid valve 11, etc. .

The switching position of the hydraulic control throttle valve 9 is controlled by a throttle cam actuator 13 via a throttle cam (not shown). Moreover, the above-mentioned speed change 8
The 18 output shaft 8a is equipped with a vehicle speed sensor 15 for detecting vehicle speed.

Further, the amount of depression of the accelerator pedal 17 is detected by an accelerator sensor 19. The control switch 21 is a switch selected by the driver when executing constant speed driving.

The outputs of the throttle opening sensor 7, vehicle speed sensor 15, accelerator sensor 19 and control switch 21 are as follows:
It is input to the microcomputer 23. Also, the throttle actuator 5, solenoid valve 11 and slot? - The cam actuator 13 is controlled by the microcomputer 23 in response to signals.

The microcomputer 23 has the following configuration. That is, the throttle opening sensor 7, the vehicle speed sensor 15,
Inputting and calculating signal data output from the accelerator sensor 19 and control switch 21 according to a control program, and outputting control signals for controlling the throttle actuator 5, solenoid valve 11, and throttle cam actuator 13. 3) Ral processing unit (hereinafter simply referred to as CPU) 23a, read-only memory (hereinafter simply referred to as ROM) 23b in which the control program and initial data are stored, random memory in which data necessary for arithmetic control is read and written. Access memory (hereinafter simply referred to as RAM) 23CPU 23a
Timer 2 measures time as necessary for calculation processing, etc.
3d, an input capo 1-23e for inputting signals from the throttle opening sensor 7, vehicle speed sensor 15, accelerator sensor 19 and control switch 21 to the microcomputer 23; It consists of an output boat 23f that mediates the output to the actuator 5, solenoid valve 11, and throttle cam actuator 13, and a pass line 23 (J, that mediates the transmission of various signals within the microcomputer 23).

Although not shown, a signal for controlling the pond is input to the input boat 23e, and a control signal for controlling the pond is output from the output boat 23f.

With this configuration, the microcomputer 23 performs constant speed traveling control and automatic speed change control.

Next, regarding the control processing performed by the microcomputer 23, the flowchart I of the constant speed running routine in FIG.
・Explanation based on.

First, when the process is started, in step 100, a determination is made as to whether or not a constant speed running condition is satisfied. here,
When the vehicle speed is above a predetermined speed and the control switch 21 is set, it is assumed that the constant speed running condition is satisfied.

However, in addition to these conditions, it may be determined whether or not to carry out constant speed driving, for example, based on the operating state of the accelerator pedal 17, a brake pedal (not shown), or a clutch (not shown).

If this is not true, a flag F, which will be described later, is reset in step 105, the process of this routine is temporarily ended, and the process moves to another routine.

If so, then in step 110, the vehicle speed data from the vehicle speed sensor 15 is read as ■, and the opening data from the throttle opening sensor 7 is read as θ.

Next, in step 112, it is determined whether the flag F is set. The flag F is a flag for determining whether or not the first process is performed after the constant speed running condition is established. If F=1, it is assumed that this is the first process and the process of step 114 is performed. In step 114, the lower limit [VA and upper limit Vu used for speed determination during constant speed driving are determined using the following equations.

Vf=V-dV Vu=V+dV Here, dV indicates the setting range for constant speed running, and in the process described later, the vehicle speed V will be controlled within V±dV.

After step 114, in step 116 the flag F
is set. After this, the process moves to step 120. If F=1 in step 112, directly,
Proceed to step 120.

Next, in step 120, ■ is the lower limit value V/ and the upper limit value V
If it exists between the 0 and 0 values to be determined, and if it is outside the range of 6 and 6 values for which the process is temporarily terminated, then in step 130 lower limit"
It is determined whether the value is less than vM or exceeds the upper limit Vu. Here, if it is determined that it is less than the lower limit 1vβ, then the process of step 140 is executed, and the opening degree θ of the throttle valve 3 at that time is newly set according to the following formula.

O=θ+θS Here, θS is a positive value and is a unit of increase or decrease in throttle opening.

Next, in step 150, it is determined whether θ has been set to 100%, that is, a value exceeding the fully open state. If the opening degree is 100% or less, the opening degree of the throttle valve 3 is adjusted by the throttle actuator 5 in step 155 so that the opening degree becomes θ.

If it is determined in step 150 that θ exceeds 100%, then in step 160 a downshift is performed. That is, the microcomputer 23 controls the solenoid valve 11 and the throttle cam actuator 1.
3, a control signal is output and the gear ratio is set to the lower level.0For example, if the overdrive condition is present, the gear ratio is shifted to 3rd gear, which is lower than that level, or from 3rd gear to 2nd gear. Shift to speed.

Next, in step 170, a counter S representing a shift range (shift level) is decremented. And step 18
0, the value of θ is set to θd(S). This θd(S
) is the speed set for each gear range other than overdrive. That is, three types of values θd(1) to θd(3) are prepared in the ROM 23b.

Based on the graph of throttle opening and driving force in Figure 4, calculate this value for overdrive (○/D) and third speed (3D).
) will be explained using an example of a shift between When the vehicle is initially in an overdrive state and an attempt is made to control the vehicle speed to a predetermined speed during constant speed driving, the driving force moves on the curve ◯/D by adjusting the throttle opening.

When the vehicle goes uphill and the vehicle speed begins to decrease, the microcomputer 23 increases the opening degree 0 of the throttle valve 3 in an attempt to increase the vehicle speed. With this kind of adjustment, no gear changes will be made while the speed is maintained. However, the maximum opening for throwers 1 to 3 is 100%, and in the same shifting range, the driving force that exceeds 100% opening is In other words, if more driving force is required at point C1, higher driving force can be obtained by changing gears. However, the driving force remains the same and the gears change. For this purpose, the throttle opening degree (point C2) on 3D corresponding to the driving force of 100% throttle opening on O/D may be determined in advance, and that value may be used when changing gears. The value corresponds to θd(S). That is, the value used when shifting from overdrive to 3rd gear is θd(3), the value used when shifting from 3rd gear to 2nd gear is θd(2), and the value used when shifting from 2nd gear to 1st gear. θd(1) is the case where the speed is changed to .

Returning to FIG. 3, step 180 is followed by step 155.
is executed, and the opening degree of the throttle valve 3 is controlled toward zero. In this way, the process ends on -1.

Next, in step 130, ■ is the upper limit value Vut! 0: If the value exceeds 0, step 200 is executed next, and the opening degree θ of the throttle valve 3 at that time is newly set according to the following formula.

θ=θ−θS Next, in step 210, it is determined whether 0 is less than θdu(S). This θdu(S) is a value set for each shift range other than overdrive. That is, θ
Three types of values du (1) to θdu (3) are stored in the above ROM.
It is being prepared during 23b.

As shown in the graph of throttle opening and driving force in Fig. 4, this value corresponds to the opening (point C3) that is smaller than the above θd(S> by a predetermined value). This value is the reference value for returning to the upper shift range (O/'D in FIG. 4).This is because it is desired to prevent shift hunting and to operate the engine in the upper shift range as much as possible.

Here, if θ is greater than or equal to θdu(S), step 155
At this point, the opening degree of the throttle valve 3 is controlled by the throttle actuator 5 to be the opening degree θ.

In step 210, if θ is less than θdu(S),
If it is determined, then shift up control is performed in step 220. That is, from the microcomputer 23,
A control signal is output to the solenoid valve 11 and the throttle cam actuator 13, and the gear ratio is set to a level above the level. If it is in 3rd gear, shift to overdrive state on that level, or shift to 2nd gear.
Shift from 31r to 3rd gear.

Next, in step 230, the counter S representing the speed change range is incremented by 1-, and in step 240, θ
The value of is set to θu(S). This θu(S) is a value set for each shift range other than the first speed. That is,
Three types of values θu(2) to θu(4) are stored in the ROM2B above.
It is prepared during b.

As shown in FIG. 4, even when returning to the original speed range from point 03, the driving force remains the same and the speed is changed.

In other words, θu(S) is set in the upper shift range (here, ○/
This corresponds to the required throttle opening (point C4) at point D).

The value used to shift from 3rd gear to overdrive is θu (4), 0u (3) to shift from 2nd gear to 3rd gear, and the value used to shift from 1st gear to 2nd gear. The case is 0u(2>).

Returning to FIG. 3, after step 240, step 155
is executed, and the opening degree of the throttle valve 3 is controlled toward θ. In this way, the process ends on -1.

The above process is repeated as necessary to set an appropriate shift range and throttle opening O, and achieve constant speed driving. In the above-mentioned configuration, the combination of the processing related to upshifting and downshifting of the microcomputer 23 and the automatic shift@8 corresponds to the automatic transmission Ml, and the processing related to the throttle opening control of the microcomputer 23 corresponds to the processing for the vehicle. This corresponds to constant speed traveling device M4, especially step 15.
o, 1so, 210, 240 processing is the opening adjustment means M
This corresponds to the main processing in item 5.

The above θd(S) and θu(S) may not be determined in advance, but may be calculated from the engine rotational speed after shifting, gear ratio, output loss, etc. and used.

This embodiment is configured as described above, and the driving force does not change even after a gear change, so the shift shock is extremely low. In addition, the driving force is continuous before and after shifting, and the high opening range of the throttle valve 3, which cannot be used conventionally, can be used for constant speed driving, that is, the throttle valve fully open range with overdrive, so constant speed driving is possible. It can be further stabilized. Furthermore, in overdrive and other shift ranges, a wide range of throttle openings can be used for constant speed driving, so the proportion of driving in the shift range with good fuel efficiency, such as on uphill slopes, increases.゛In addition, since the timing to return to the upper gear range is after the throttle opening has decreased by a predetermined value, the frequency of shift hunting is reduced, and even if it occurs, the continuity of the driving force is good, so the driver can I don't feel uncomfortable.

In the above embodiment, the shift pattern during normal running may be controlled so that the driving force is the same before and after the shift, similar to when running at a constant speed, or as shown in FIG. It may also follow a shift pattern.

The constant speed traveling device for a vehicle of the present invention, when the gear ratio is changed, sets the opening degree of the throttle valve immediately after the change to an opening degree that produces a driving force corresponding to the driving force before the change. Since it is equipped with an opening adjustment means, the shift shift is also extremely low.
Shift hunting is also eliminated, increasing the probability of driving in the upper shift range, resulting in better driving stability and fuel efficiency.

[Brief explanation of the drawing]

FIG. 1 is a diagram illustrating the basic configuration of the present invention, FIG. 2 is a configuration diagram of an embodiment of the present invention, FIG. 3 is a flowchart 1 of processing executed by the microcomputer, and FIG. A graph showing the relationship between the throttle opening and driving force in two shift ranges to explain its operating state. Figure 5 is a graph showing the conventional shift pattern. Figure 6 is the change in drive force during conventional shift. represents a graph showing

Claims (1)

[Claims] Used in conjunction with an automatic transmission device that changes the gear ratio when a predetermined running condition of the vehicle is met, the driving force is controlled by adjusting the opening degree of the throttle valve of the internal combustion engine to achieve a predetermined speed. In a vehicle constant-speed traveling device that drives a vehicle at a constant speed, when the gear ratio is changed in the automatic transmission, the opening of the throttle valve immediately after the change is changed to the driving force corresponding to the driving force before the change. 1. A constant speed traveling device for a vehicle, comprising an opening adjusting means for adjusting an opening to produce an opening.