US3885644A - Variable gain vehicle speed control system - Google Patents

Variable gain vehicle speed control system Download PDF

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Publication number
US3885644A
US3885644A US423549A US42354973A US3885644A US 3885644 A US3885644 A US 3885644A US 423549 A US423549 A US 423549A US 42354973 A US42354973 A US 42354973A US 3885644 A US3885644 A US 3885644A
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United States
Prior art keywords
speed
voltage
throttle
vehicle
electrical quantity
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US423549A
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English (en)
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Helmut G Seidler
James T Walker
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Maxar Space LLC
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Philco Ford Corp
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Priority to US423549A priority Critical patent/US3885644A/en
Priority to CA210,699A priority patent/CA1023036A/en
Priority to BR9925/74A priority patent/BR7409925A/pt
Priority to JP14122674A priority patent/JPS537593B2/ja
Priority to DE19742458387 priority patent/DE2458387A1/de
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    • 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
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D31/00—Use of speed-sensing governors to control combustion engines, not otherwise provided for
    • F02D31/001—Electric control of rotation speed
    • F02D31/002—Electric control of rotation speed controlling air supply
    • G—PHYSICS
    • G01—MEASURING; TESTING
    • G01P—MEASURING LINEAR OR ANGULAR SPEED, ACCELERATION, DECELERATION, OR SHOCK; INDICATING PRESENCE, ABSENCE, OR DIRECTION, OF MOVEMENT
    • G01P1/00—Details of instruments
    • G01P1/07—Indicating devices, e.g. for remote indication
    • G01P1/08—Arrangements of scales, pointers, lamps or acoustic indicators, e.g. in automobile speedometers
    • G01P1/10—Arrangements of scales, pointers, lamps or acoustic indicators, e.g. in automobile speedometers for indicating predetermined speeds
    • G01P1/103—Arrangements of scales, pointers, lamps or acoustic indicators, e.g. in automobile speedometers for indicating predetermined speeds by comparing the value of the measured signal with one or several reference values
    • G—PHYSICS
    • G01—MEASURING; TESTING
    • G01P—MEASURING LINEAR OR ANGULAR SPEED, ACCELERATION, DECELERATION, OR SHOCK; INDICATING PRESENCE, ABSENCE, OR DIRECTION, OF MOVEMENT
    • G01P3/00—Measuring linear or angular speed; Measuring differences of linear or angular speeds
    • G01P3/42—Devices characterised by the use of electric or magnetic means
    • G01P3/44—Devices characterised by the use of electric or magnetic means for measuring angular speed
    • G01P3/48—Devices characterised by the use of electric or magnetic means for measuring angular speed by measuring frequency of generated current or voltage
    • G01P3/4802—Devices characterised by the use of electric or magnetic means for measuring angular speed by measuring frequency of generated current or voltage by using electronic circuits in general
    • G01P3/4805—Devices characterised by the use of electric or magnetic means for measuring angular speed by measuring frequency of generated current or voltage by using electronic circuits in general by using circuits for the electrical integration of the generated pulses
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W50/00—Details of control systems for road vehicle drive control not related to the control of a particular sub-unit, e.g. process diagnostic or vehicle driver interfaces
    • B60W2050/0001—Details of the control system
    • B60W2050/0019—Control system elements or transfer functions
    • B60W2050/0022—Gains, weighting coefficients or weighting functions

Definitions

  • ABSTRACT An automotive speed control system employs a speed 52 us. (:1. 180/105 E; 123/102 analog voltage generator that has a linear Speed- 51 Int. Cl B60k 31/00 voltage haracteristic- The thmflle POsition Control [58] Field of Search 180/105 E 123/102 voltage used to close the systems throttle control ser- 123/103 vomechanism loop is made to produce a d-c voltage directly proportional to throttle advance. This ar- [56] References Cited rangement provides a large dynamic control range at UNITED STATES PATENTS all vehicle speeds. Systems gain is varied in proportion to vehicle speed to provide a psychologically satisfacgeapomakls tory dynamic performance at all speeds. arp 3,575,256 4/1971 .lania 180/105 E 2 Claims, 2 Drawing Figures 6.2 rau 2w:
  • Analog voltage generators in the prior art have been notable for their nonlinearity.
  • the output typically increases to a lesser extent at high outputs than the output would increase for the same input change at low outputs.
  • prior art systems typically vary the system gain, by increasing the gain at high speeds, so that the overall system will have a linear response.
  • the nature of the control system in these prior systems make it desirable that the servomechanism operate from a throttle position feedback that produces a voltage that decreases with advancing throttle.
  • the system gain is varied by altering the throttle position feedback in such a manner that the overall speed control servomechanism response is constant at all vehicle speeds. Unfortunately, this combination severly reduces dynamic range at the higher speeds.
  • An analog speed voltage generator having a linear relationship between speed and voltage is employed in place of the usual non-linear device.
  • the throttle position analog voltage generator is arranged to produce a d-c voltage that is directly proportional to throttle advance.
  • FIG. 1 is a block diagram of a speed control system using the invention.
  • FIG. 2 is a schematic diagram of the electronic and electromechanical portions of the speed control system of FIG. 1.
  • FIG. 1 is a block diagram of the complete speed control system showing the various control links.
  • the vehicle 1 is powered by an engine 2 that is controlled by throttle 3.
  • the vehicle speedometer 4 is typically operated from a rotary shaft.
  • the shaft information is converted to an analog voltage in the speed analog voltage generator 5.
  • This circuit is designed to produce a d-c voltage that is linearly proportional to actual vehicle speed.
  • the desired vehicle speed is inserted as an analog voltage into a memory device 6. This is usually a high-quality low-leakage capacitor that is charged to the desired speed analog voltage by the speed set circuits 7.
  • These circuits also contain the control function provisions for coast and accelerate operation.
  • a comparator 8 senses the relationship between the actual speed and desired speed analog voltages and produces a difference output that is positive when the speed analog voltage predominates. In effect the desired speed analog voltage is subtracted from the speed analog voltage.
  • the comparator output is amplified by differential amplifier 16 and control amplifier 9 which in turn operates throttle actuator 10.
  • the throttle actuator 10 is mechanically coupled to the throttle 3. This completes a closed servo control loop for the vehicle speed.
  • the vehicle throttle must operate about a position that is a function of the desired vehicle speed.
  • the initial speed control link provides this initial speed voltage which is simply a fraction of the analog speed voltage.
  • the speed analog voltage is fed through an attenuator 11 (to establish the desired fraction) to the noninverting differential amplifier 16 input. This voltage is inserted into the system so that throttle position, as set by the throttle actuator, is directly proportional to the actual vehicle speed.
  • a throttle position voltage control '12 is operated from throttle actuator 10. This device generates a d-c voltage directly proportional to throttle advance. A fraction of this voltage is'fed to the inverting input of differential amplifier 16 through attenuator 13. Thus a second complete servo control loop is formed and this loop will position the throttle to stabilize it where it will produce the actual vehicle speed. In terms of a human driver, this corresponds to holding the accelerator at that fixed location that represents the vehicle speed.
  • a differentiator 14 parallels attenuator 13. This makes the throttle position control loop more sensitive to changes in throttle position than it is to fixed position. This gives the control system a fast response to changing conditions while maintaining the desired stable response to fixed conditions.
  • a speed gain control link 15 is connected between the speed analog voltage control generator 5 and throttle position voltage control 12. This link is present because, in operating a vehicle, a psychological factor becomes perceptible. 1f the system has constant fixed speed control responses it seems as if the control is more sluggish at high speeds. This is thought to be due to the observation that at high speeds a driver is less sensitive to a given speed change. Accordingly, to provide a more satisfying speed control characteristic the system gain is made to increase with speed. This means that a lesser actual speed change is required to move the throttle from idle to maximum at higher speeds. In the system to be described in detail subsequently the vehicle speed change required to move the throttle from idle to maximum is varied at 3.8 mph. at 30 mph. to 3.2 mph. at 85 m.p.h. In prior art systems, using a constant system gain, satisfactory performance at high speed resulted in seemingly jerky low speed performance. If the gain were optimized at low speed, the system seemed to be sluggish at high speed.
  • FIG. 2 is a schematic diagram illustrating the electronic and electromechanical elements of FIG. 1.
  • Throttle actuator is coupled to the throttle by way of the accelerator pedal and the usual mechanical linkages.
  • Return spring 21 provides the usual restoring force that returns the vehicle engine to idle in the absence of a force applied to the accelerator or its linkages.
  • Actuator 10 includes an output shaft 22 which when retracted will pull the accelerator pedal 20 toward the floorboard and advance the throttle.
  • Shaft 22 is fastened to flexible diaphragm 23 which acts as a sealed off closure for chamber 24.
  • Chamber 25, on the other side of diaphragm 23, operates at atmospheric pressure by virtue of vent 26.
  • Compression spring 27 will, in the absence of other forces, push diaphragm 23 in a direction that will extend shaft 22 to its maximum. This position is such that it will slightly exceed the idle position of the throttle.
  • Chamber 24 has two plunger-operated vents. Vent 30, which communicates with the atmosphere, is normally open. It can be closed by means of plunger 31 which is actuated by coil 33. Plunger 31 is normally held away from vent 30 by spring 32. As long as vent 30 is open spring 27 will dominate and shaft 22 will be at maximum extension. Vent 34 is coupled by means of a conventional flexible hose to a conventional vacuum reservoir (not shown). This vent is normally closed by plunger 35 due to the action of spring 36. When coil 37 is energized, plunger 35 will be forced back against spring 36 thus opening vent 34.
  • vent 30 is closed by energizing coil 33 and vent 34 opened by energizing coil 37, chamber 24 will be evacuated and flexible diaphragm 23 will be acted upon by the air pressure in chamber thereby causing it to compress spring 27 and retract shaft 22.
  • shaft 22 At full vacuum in chamber 25 shaft 22 will be retracted sufficiently to advance the throttle to maximum. Since actuator 10 involves a relatively large chamber 24 supplied through relatively small vents, the movement of shaft 22 is rapid but not undesirably so. Its speed of action is adjusted by controlling vent bore to provide smooth throttle control that can be halted at a suitable point.
  • vent 34 is opened long enough to retract shaft 22 only part way and then is closed again, the constant reduced pressure inside chamber 24 will hold shaft 22 in that fixed position.
  • shaft 24 when both coils are deenergized shaft 24 will move to the idle position. If both coils are energized, shaft 22 will advance toward the maximum throttle position. If coil 33 is energized alone, shaft 22 will hold whatever position it had at the instant coil 37 became deenergized.
  • Transistors 40 and 41 are connected to energize coils 33 and 37 in the following manner.
  • Coil 33 is connected between the collector of transistor 40 and the battery supply.
  • Coil 37 is connected between the collector of transistor 41 and the battery supply. Thus when either transistor is turned on, the respective coil will operate the related plunger.
  • the emitter of transistor 40 is grounded while the emitter of transistor 41 is returned to the collector of transistor 40 through diode 43.
  • the bases of transistors 40 and 41 are connected together by base current limiting resistor 42. This mode of connection means that transistor 40can conduct without transistor 41 conducting, but transistor 41 cannot conduct unless transistor 40 is also conducting.
  • circuit point 46 If circuit point 46 is at ground potential neither transistor 40 nor 41 will conduct and coils 33 and 37 will be deenergized. Accordingly, shaft 22 will be at maximum extension or idle position. If the voltage at point 46 rises in a positive direction to about 0.7 volt, transistor 40. willstart .to conduct and at some level slightly above about 0.7 volt. coil 33 will be energized thus closing vent 30. When transistor 40 becomes saturated the voltage at its collector will be about 0.2 volt. As the voltage at point 46 is increased still further, a point will be reached where transistor 41 will begin to conduct. This will occur at about 1.5 volts.
  • vent 311 is open, vent 34 closed, and shaft 22 will move toward idle.
  • vents 30 and 34 are both closed and shaft 22 held in whatever position it was in when this condition was established. Above 1.5 volts, both coils will be energized, thereby opening vent 34 while vent 30 remains closed. The vacuum thus created:
  • Diodes 44 and 45 are connected across coils 33 and 37 respectively. These diodes are poled so as to be reverse biased when the coils are energized, and will have no effect upon the energized coils. When either transistor 40 or 41 is turned off the inductive kick-back developed .in the associated coil will forward bias the related diode and thus be absorbed. These diodes therefore serve as protective devices to prevent excessive collector voltage appearing at the transistor collectors.
  • the voltage at point 46 is controlled through the agency of a two stage cascade amplifier which is driven from a differential amplifier in response to the voltage at circuit reference point 47. These amplifiers are all direct coupled and arranged so that point 46 operates in the opposite sense from point 47. Thus if point 47 is at a high positive potential, point 46 will be at a low positive potential.
  • the operation of the direct coupled amplifiers is as follows.
  • Transistor 50 is a common emitter stage, the output of which is directly connected to circuit point 46.
  • Resistor 51 constitutes the collector load resistor and is connected to the automobile battery circuit.
  • Resistors 52 and 53 provide in part the base bias for transistor 50 and provide for negative feedback to stabilize the stage gain and operating point.
  • Capacitor 54 is connected as a low frequency pass element that limits the maximum circuit operating frequency, or it could be characterized as controlling the servo slew rate.
  • Resistor 55 connects the base of transistor 50 to the vehicle brake light circuit.
  • resistor 55 When the brake light is off, as it is normally, resistor 55 is in series with the brake lamp circuit and the series combination will be in parallel with resistor 53. The values are adjusted so that transistor 50 operates as a conventional common emitter amplifier. However, when the brake light is actuated by depressing the vehicle brake pedal, a positive voltage of about 12 to 14 volts appears at the lower end of resistor 55. The value of resistor 55 is selected in conjunction with the base bias resistors to saturate transistor 50 when the brake light is actuated. This drives circuit point 46 to about 0.2 volt, thereby deenergizing both coils 33 and 37 to allow shaft 22 to fully extend and return the throttle to idle.
  • This circuit ensures that when the vehicle brake is operated, the effect of the speed control is immediately cancelled.
  • the same brake-pedalproduced voltage is used to de-energize the entire speed control circuit. To return to the speed control back to mode, the circuit would have to be deliberately turned on or reenergized.
  • Transistor 56 constitutes a common emitter amplifier directly coupled to transistor 50. Resistor 57 along with the base circuit of transistor 50 constitutes the collector load for transistor 56. Base resistors 58 and 69 directly couple the input of transistor 56 to the output of a differential amplifier.
  • Transistor 59 and 60 constitute a conventional differential amplifier 16.
  • Resistor 61 is the common emitter coupling element
  • resistor 62 is the output load resistor
  • resistor 63 is the circuit balancing load resistor.
  • Resistors 64 and 65 form a voltage divider that establishes in part the base bias on transistor 60.
  • Resistors 66 and 67 form a voltage divider that establishes in part the base bias on transistor 59.
  • Resistor 66 is collector-base connected to provide negative feedback to stabilize the differential amplifier 16.
  • Resistor 68 directly couples the input of the differential amplifier 16 to circuit point 47.
  • Potentiometer 70 which supplies a variable voltage to the inverting input of the differential amplifier 16, has its variable arm coupled mechanically to shaft 22 on actuator as shown by the dashed line.
  • the mechanical linkages are arranged so that when shaft 22 is at maximum extension, or idle position, the arm of potentiometer is at its lower extreme. As shaft 22 is retracted, the arm will move toward the upper end of potentiometer 70. Together with resistors 71 and 72, potentiometer 70 forms a voltage divider connected from the 8.2 volt line to ground. The 8.2 volt line is established by zener diode 73 and resistor 74 from the automobile battery circuit. Accordingly, as shaft 22 is retracted, the positive voltage at the arm of potentiometer will increase in direct proportion, i.e., said voltage is directly proportional to throttle actuation.
  • the voltage at the arm of potentiometer 70 is coupled to the base of transistor 59 by way of two separate elements.
  • Resistor provides direct coupling and, in conjunction with the base circuit resistors of transistor 59, acts as a fixed attenuator.
  • Resistor 81 is combination with capacitor 82, along with the base circuit resistors of transistor 59, provides for increased a-c coupling and the effect is a differentiator connected between the arm of potentiometer 70 and the base of transistor 59. (See element 14 of FIG. 1.)
  • This combination of attenuator and differentiator coupling gives the coupling one gain value for steady state and a higher gain value for transient or changing conditions.
  • the combined action of the differential amplifier and two common emitter cascaded states of amplification provide amplification with 180 phase shift (or one inversion) between circuit points 47 and 46.
  • the d-c operating point of amplifier system is varied with the action of potentiometer 70.
  • the voltage at circuit point 47 is primarily determined by the conduction of insulated-gate field-effect transistor (IGFET) 85.
  • Resistor 86 constitutes the load in a gate-follower circuit.
  • the actual voltage at point 47 depends upon the characteristics of the particular IGFET being used and the voltage at its gate electrode.
  • the gate voltage will be determined by the charge upon capacitor 87 and the voltage at circuit point 88.
  • the capacitor charge is initially established with the aid of control circuit (not shown in FIG. 2, but represented in FIG. 1 by block 7) to represent an analog voltage proportional to the desired vehicle speed.
  • the voltage at point 88 which is established by a circuit to be described subsequently, is an analog of the actual speed of the vehicle.
  • the nature of the comparison circuit including capacitor 87, the control circuits, and the IGFET are taught in detail in co-pending application Ser. No. 414,199 filed Nov. 9, 1973. This application is hereby included for its teaching by reference.
  • Transducer 93 which is driven mechanically from the vehicle speedometer shaft, produces an a-c signal having a frequency that is directly proportional to vehicle speed.
  • Transistor 90 along with its base resistor 94, collector load resistor 95, and feedback capacitor 96, produces a constant output amplitude square wave of transducer 93 frequency.
  • Capacitors 97 and 98 along with diode 99 comprise a frequency counter, with the charge on capacitor 98 being proportional to frequency.
  • Transistor 91 is connected to control the voltage on capacitor 98 so that it is a linear function of frequency. Resistors 101 and 102 along with diode and thermistor 103 provide for temperature compensation of the vehicle speed analog voltage at point 88. Capacitor 104 and resistor 105 act to filter any ripple in the voltage across capacitor 98. Transistor 92 is an emitter follower in which resistors 106 and 72 comprise the d-c load. Capacitor 107 is the a-c load bypass. A portion of the voltage at point 88 is coupled by way of a resistive voltage divider (comprising resistors 108 and 65) to the noninverting input of the differential amplifier, i.e., to the base of transistor 60.
  • a resistive voltage divider comprising resistors 108 and 65
  • the voltage at point 88 will be a positive d-c voltage having an increment of about 75 mv per m.p.h.
  • This speed analog voltage is applied to the left hand plate of capacitor 87.
  • the charge on capacitor 87 i.e., the desired speed analog voltage, is established by the control circuits as taught in the co-pending application Ser. No. 414,199.
  • the capacitor charge is subtracted from the potential at point 88 and the difference appears at the gate electrode of IGFET 85. In accordance with the characteristics of IGFET 85 the gate voltage appears as a positive potential at point 47.
  • the control circuits are set up at manufacture so that the voltage at point 47 when translated through the amplifiers to point 46 will produce a voltage in the range of 0.7 to 1.5 when the vehicle speed equals the desired speed. As described above, this condition will cause actuator 10 to hold shaft 22 fixed. The extension or position of shaft 22 will therefore be a function of the voltage at point 88.
  • the voltage at point 88 and hence the voltage at point 47, will go more positive and the voltage at point 46 less positive. If the voltage at point 46 drops below about 0.7 volt, due to sufficient speed change, actuator 10 will cause shaft 26 to extend thereby reducing the throttle and vehicle speed. When the desired speed is again achieved and the voltage at point 46 returned to about the 0.7 to 1.4 volt range, the actuator 10 will again hold shaft 22 fixed.
  • the voltage at point 88 and hence the voltage at 47 will drop. Due to the amplifiers, the voltage at point 46 will increase. If the increase exceeds about 1.5 volts, actuator 10 will cause shaft 22 to retract thereby advancing the throttle until the desired speed is again achieved.
  • a concept of system gain can be established in terms of how much vehicle speed change is required to fully advance the throttle. This number in m.p.h. is typically about 3.5. In terms of analog speed voltage this would be about 260 millivolts. Since the voltage at point 46 would vary at least about 0.7 volt to drive actuator 10 from hold to accelerate, the overall amplifier voltage gain from point 88 to point 46 is at least on the order of 3.
  • Resistor 108 connected between point 88 and the base of transistor 60, provides the initial speed control link described in connection with FIG. 1. It couples a portion of the voltage at point 88 to the non-inverting differential amplifier 16 input. (See item 11 of FIG. 1) For a given vehicle speed (and a given voltage at point 88) the system will operate actuator 10 to vary the position of shaft 22 until the voltage at the arm of potentiometer 70 feeds a voltage into the inverting input of the differential amplifier 16 to match. Thus this link will hold the vehicle throttle at a position that produces the desired speed analog voltage at point 88.
  • a fraction of the voltage at point 88 is connected to the bottom end of potentiometer 70.
  • the fraction is determined by the ratio of resistors 106 and 72.
  • the ratio of the value resistor 72 to the sum of the values of resistors 72 and 106 is about 0.3 or 30%.
  • This fraction will have a greater proportional effect at the idle position of the throttle than it does at higher speeds. This has the ef' feet of changing system gain with speed.
  • the system pa- 1 rameters for the preferred embodiment were selected so that the speed change required to move the throttle to full was 3.8 mph. at 30 mph, 3.5 mph. at mph. and 3.2 mph. at 85 mph.
  • the desired characteristic of greater sensitivity at high speed is achieved. This is done while maintaining a large available dynamic range even at the higher speeds.
  • the voltage across potentiometer 70 is about 5.6 volts at zero speed and this drops to only about 5 volts at speeds over 85 mph.
  • the following list of components represents a set of values that provided the described performance of the circuit of FIG. 2.
  • Resistor 94 8.2K Ohms Resistor 95 2.7K Ohms Capac tor 96 220 picofarads Capac tor 97 0.15 microfarad Capacitor 98 5 microfarads Diode 99 1N4002 Diode 100 1N4002 Resistor 101 27K Ohms Resistor 102 20K Ohms Themnstor 103 10K Ohms at 25C. Capacitor 104 5 microfarads Resistor 105 12K Ohms Resistor 106 3.3K Ohms Capacitor 107 0.1 microfarad While the improved speed control has been described, and a set of component values shown for the preferred embodiment, alternatives will occur to persons skilled in the art. Accordingly it is intended that the invention be limited only by the following claims.
  • a vehicular speed control system for use in a vehicle having a throttle controlled engine and vehicle speed sensing means, said system comprising:
  • electromechanical actuator means for operating said throttle to vary the speed of said vehicle through the action of said engine
  • means for generating a second electrical quantity proportional to the speed of said vehicle said generating means producing a voltage that varies in linear proportion to vehicle speed
  • means for establishing and storing a third electrical quantity representative of a desired vehicle speed means for comparing said second and said third electrical quantities to produce an error quantity representative of the difference between desired and actual vehicle speeds, means for applying said error quantity to said amplifier in a polarity sense that will operate said system to reduce said error, and

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  • Engineering & Computer Science (AREA)
  • Physics & Mathematics (AREA)
  • General Physics & Mathematics (AREA)
  • Mechanical Engineering (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Transportation (AREA)
  • Fluid Mechanics (AREA)
  • General Engineering & Computer Science (AREA)
  • Controls For Constant Speed Travelling (AREA)
  • Control Of Vehicle Engines Or Engines For Specific Uses (AREA)
  • Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
  • Control Of Velocity Or Acceleration (AREA)
US423549A 1973-12-10 1973-12-10 Variable gain vehicle speed control system Expired - Lifetime US3885644A (en)

Priority Applications (5)

Application Number Priority Date Filing Date Title
US423549A US3885644A (en) 1973-12-10 1973-12-10 Variable gain vehicle speed control system
CA210,699A CA1023036A (en) 1973-12-10 1974-10-03 Variable gain vehicle speed control system
BR9925/74A BR7409925A (pt) 1973-12-10 1974-11-27 Um conjunto aperfeicoado de controle de velocidade automatico para veiculos
JP14122674A JPS537593B2 (enrdf_load_stackoverflow) 1973-12-10 1974-12-10
DE19742458387 DE2458387A1 (de) 1973-12-10 1974-12-10 Fahrzeuggeschwindigkeitssteuer- bzw. -regelsystem

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US423549A US3885644A (en) 1973-12-10 1973-12-10 Variable gain vehicle speed control system

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US (1) US3885644A (enrdf_load_stackoverflow)
JP (1) JPS537593B2 (enrdf_load_stackoverflow)
BR (1) BR7409925A (enrdf_load_stackoverflow)
CA (1) CA1023036A (enrdf_load_stackoverflow)
DE (1) DE2458387A1 (enrdf_load_stackoverflow)

Cited By (22)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE2537415A1 (de) * 1975-08-22 1977-03-03 Bosch Gmbh Robert Regelkreis zum regeln der fahrgeschwindigkeit eines kraftfahrzeuges
US4039043A (en) * 1975-03-17 1977-08-02 Vdo Adolf Schindling Ag Apparatus for controlling the traveling speed of a motor vehicle
US4113046A (en) * 1977-06-20 1978-09-12 Arpino R Vehicle fuel economy indicator
US4121685A (en) * 1976-08-13 1978-10-24 Vdo Adolf Schindling Ag Apparatus for controlling the traveling speed of a motor vehicle
US4163432A (en) * 1976-08-18 1979-08-07 Robert Bosch Gmbh Electrically motor driven and declutchable positioning device for a mechanical control
US4215760A (en) * 1977-03-22 1980-08-05 Aisin Seiki Kabushiki Kaisha Automobile speed control system
US4224907A (en) * 1977-11-16 1980-09-30 Regie Nationale Des Usines Renault Method for regulation of the speed of an internal combustion engine and limiter system making use of it
US4245599A (en) * 1979-12-19 1981-01-20 General Motors Corporation Vehicle engine idle speed governor with unsymmetric correction rates
US4267491A (en) * 1977-12-12 1981-05-12 Vdo Adolf Schindling Ag Electrical regulating device for speed control devices
US4294204A (en) * 1979-06-18 1981-10-13 Hurner Erwin E Vehicle speed limiting device
US4306527A (en) * 1979-01-26 1981-12-22 Nippondenso Co., Ltd. Method and apparatus for controlling engine rotational speed
FR2496187A1 (fr) * 1980-12-15 1982-06-18 Sueddeutsche Kuehler Behr Servomoteur a depression et a simple effet
US4372265A (en) * 1980-07-14 1983-02-08 Kasiewicz Stanley Joseph Control circuit for engine speed governor with power take off
US4402376A (en) * 1980-03-28 1983-09-06 Toyota Jidosha K.K. Vehicle speed control apparatus
US4445603A (en) * 1980-09-12 1984-05-01 Daimler-Benz Aktiengesellschaft Safety circuit for an electronic throttle control of internal combustion engines
EP0051000A3 (en) * 1980-10-27 1984-05-30 The Bendix Corporation Automatic speed control system for a heavy vehicle
US4587883A (en) * 1981-10-10 1986-05-13 Robert Bosch Gmbh High resolution control system for a pressure-responsive positioning device
WO1993002885A1 (en) * 1991-08-09 1993-02-18 Ford Motor Company Limited Speed control system with variable gains related to speed error
US5260876A (en) * 1991-08-09 1993-11-09 Ford Motor Company Speed control system with adaptive gain control during a speed alteration
US20040084965A1 (en) * 2002-10-22 2004-05-06 Welches Richard Shaun Hybrid variable speed generator/uninterruptible power supply power converter
US6879053B1 (en) 2002-10-22 2005-04-12 Youtility, Inc. Transformerless, load adaptive speed controller
US20100172441A1 (en) * 2006-03-29 2010-07-08 Robert Alan Pitsch Frequency translation module frequency limiting amplifier

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* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE2754825A1 (de) * 1977-12-09 1979-06-13 Vdo Schindling Einrichtung zum regeln der fahrgeschwindigkeit eines kraftfahrzeugs
JPS5898636A (ja) * 1981-12-04 1983-06-11 Nippon Denso Co Ltd 車両用定速走行装置
JPS59201118A (ja) * 1983-04-30 1984-11-14 Niles Parts Co Ltd 自動車用定速走行装置

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US3580355A (en) * 1967-01-13 1971-05-25 Matsushita Electric Ind Co Ltd Automatic speed control apparatus for automotive vehicles
US3455411A (en) * 1967-10-24 1969-07-15 Bendix Corp Automobile speed control
US3582679A (en) * 1968-10-29 1971-06-01 Bendix Corp Speed sensitive control circuit
US3575256A (en) * 1969-02-12 1971-04-20 Ford Motor Co Speed control system for an automtoive vehicle
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Cited By (29)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US4039043A (en) * 1975-03-17 1977-08-02 Vdo Adolf Schindling Ag Apparatus for controlling the traveling speed of a motor vehicle
DE2537415A1 (de) * 1975-08-22 1977-03-03 Bosch Gmbh Robert Regelkreis zum regeln der fahrgeschwindigkeit eines kraftfahrzeuges
US4094378A (en) * 1975-08-22 1978-06-13 Robert Bosch Gmbh Vehicle constant speed control circuit
US4121685A (en) * 1976-08-13 1978-10-24 Vdo Adolf Schindling Ag Apparatus for controlling the traveling speed of a motor vehicle
US4163432A (en) * 1976-08-18 1979-08-07 Robert Bosch Gmbh Electrically motor driven and declutchable positioning device for a mechanical control
US4215760A (en) * 1977-03-22 1980-08-05 Aisin Seiki Kabushiki Kaisha Automobile speed control system
US4113046A (en) * 1977-06-20 1978-09-12 Arpino R Vehicle fuel economy indicator
US4224907A (en) * 1977-11-16 1980-09-30 Regie Nationale Des Usines Renault Method for regulation of the speed of an internal combustion engine and limiter system making use of it
US4267491A (en) * 1977-12-12 1981-05-12 Vdo Adolf Schindling Ag Electrical regulating device for speed control devices
US4306527A (en) * 1979-01-26 1981-12-22 Nippondenso Co., Ltd. Method and apparatus for controlling engine rotational speed
US4294204A (en) * 1979-06-18 1981-10-13 Hurner Erwin E Vehicle speed limiting device
US4245599A (en) * 1979-12-19 1981-01-20 General Motors Corporation Vehicle engine idle speed governor with unsymmetric correction rates
US4402376A (en) * 1980-03-28 1983-09-06 Toyota Jidosha K.K. Vehicle speed control apparatus
US4372265A (en) * 1980-07-14 1983-02-08 Kasiewicz Stanley Joseph Control circuit for engine speed governor with power take off
US4445603A (en) * 1980-09-12 1984-05-01 Daimler-Benz Aktiengesellschaft Safety circuit for an electronic throttle control of internal combustion engines
EP0051000A3 (en) * 1980-10-27 1984-05-30 The Bendix Corporation Automatic speed control system for a heavy vehicle
FR2496187A1 (fr) * 1980-12-15 1982-06-18 Sueddeutsche Kuehler Behr Servomoteur a depression et a simple effet
US4587883A (en) * 1981-10-10 1986-05-13 Robert Bosch Gmbh High resolution control system for a pressure-responsive positioning device
EP0076965B1 (de) * 1981-10-10 1986-08-13 Robert Bosch Gmbh Regelvorrichtung für ein druckgesteuertes Stellglied
US5329455A (en) * 1991-08-09 1994-07-12 Ford Motor Company Speed control system with variable gains related to speed control
US5260876A (en) * 1991-08-09 1993-11-09 Ford Motor Company Speed control system with adaptive gain control during a speed alteration
WO1993002885A1 (en) * 1991-08-09 1993-02-18 Ford Motor Company Limited Speed control system with variable gains related to speed error
US20040084965A1 (en) * 2002-10-22 2004-05-06 Welches Richard Shaun Hybrid variable speed generator/uninterruptible power supply power converter
US6879053B1 (en) 2002-10-22 2005-04-12 Youtility, Inc. Transformerless, load adaptive speed controller
US20050140142A1 (en) * 2002-10-22 2005-06-30 Youtility, Inc. Transformerless, load adaptive speed controller
US6969922B2 (en) 2002-10-22 2005-11-29 Youtility, Inc Transformerless, load adaptive speed controller
US20100172441A1 (en) * 2006-03-29 2010-07-08 Robert Alan Pitsch Frequency translation module frequency limiting amplifier
US8737537B2 (en) 2006-03-29 2014-05-27 Thomson Licensing Frequency translation module frequency limiting amplifier
EP1999921B1 (en) * 2006-03-29 2017-06-14 Thomson Licensing DTV Frequency limiting amplifier in a fsk receiver

Also Published As

Publication number Publication date
JPS537593B2 (enrdf_load_stackoverflow) 1978-03-18
JPS5089787A (enrdf_load_stackoverflow) 1975-07-18
DE2458387A1 (de) 1975-06-19
CA1023036A (en) 1977-12-20
BR7409925A (pt) 1976-05-25

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