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
  • B60K31/107—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 the memory being digital
• • 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
  • B60K31/02—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 electrically actuated servomechanism
  • B60K31/04—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 electrically actuated servomechanism 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 an electrical signal which is fed into the controlling means
  • B60K31/042—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 electrically actuated servomechanism 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 an electrical signal which is fed into the controlling means where at least one electrical quantity is set by the vehicle operator
  • B60K31/045—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 electrically actuated servomechanism 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 an electrical signal 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
  • B60K31/047—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 electrically actuated servomechanism 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 an electrical signal 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 the memory being digital
• • 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
  • B60W2552/00—Input parameters relating to infrastructure
  • B60W2552/15—Road slope, i.e. the inclination of a road segment in the longitudinal direction

Definitions

• the present invention relates to a vehicle constant speed traveling control device that automatically keeps the traveling speed of a vehicle constant.
• FIG. 1 (a) is a block diagram showing a conventional constant-speed traveling control device for a vehicle of this kind described in, for example, Japanese Patent Application Laid-Open No. 58-3931.
• 1 is a set switch in which the start of constant speed traveling is instructed by the driver's operation, 2 is operated by operating a brake device (not shown), and operates at a constant speed.
• a cancel switch 3 for instructing the cancellation of running is a vehicle speed sensor 3 for detecting the running speed of the vehicle, which has four magnetic poles and controls the rotation of a trans mission (not shown). transmitting Metake Bull rotating body 3 a and rie dos I which is rotated by a (not shown) pitch 3 b and Ri Tona, it outputs a pulse train signal having a frequency proportional to the running speed.
• the control device 6 By turning on the mains switch, which is a power switch for supplying power to the battery 4 for the vehicle, the control device 6 operates by receiving power supply, and the control device 6 is internally provided with a micro computer or the like. It includes an arithmetic processing circuit 6a, and includes a set switch 1, a cancel switch 2 and a vehicle speed sensor. 3 to input various signals, perform various types of arithmetic processing for performing automatic control for matching the traveling speed v s of the vehicle to the target speed, and output various control signals.
• the mains switch which is a power switch for supplying power to the battery 4 for the vehicle
• the control device 6 is internally provided with a micro computer or the like. It includes an arithmetic processing circuit 6a, and includes a set switch 1, a cancel switch 2 and a vehicle speed sensor. 3 to input various signals, perform various types of arithmetic processing for performing automatic control for matching the traveling speed v s of the vehicle to the target speed, and output various control signals.
• the throttle actuator 7 receives various control signals from the control device 6 and is provided in an intake passage 8 of an engine (not shown), and is linked to an accelerator pedal (10 in FIG. 1 (b)).
• the throttle valve 9 is driven via this.
• the rotation angle of the link 7a corresponding to the opening of the throttle valve 9 is detected by a built-in potentiometer (not shown), and a signal of the throttle position is provided.
• controller 6 Given to controller 6 as-
• the link 7a and the motor 11 are connected by an electromagnetic clutch (not shown), and the connection state is controlled by the control device 6 by an electromagnetic clutch signal.
• the vehicle speed sensor 3 When the vehicle is traveling, the vehicle speed sensor 3 outputs a pulse train signal having a frequency proportional to the traveling speed v s , and the pulse period is measured by the control device 6 to measure the pulse period. Line speed vs force Required.
• control unit 6 compares the actual traveling speed is determined every moment and the target speed v r v s, scan Lock preparative Ruaku Chiyue one outputs a sea urchin control signal by which the vehicle is traveling at the target speed v r Drive the throttle 7 to adjust the opening of the throttle valve 9.
• the actual driving speed v s is low if Ri by the target speed v r can scan Lock Torr Hirakisei outputs a drive signal to open a predetermined amount, is higher in contrast to scan Lock preparative Le-closing driving signals Is output to control the throttle valve 9 to close by a predetermined amount, so that the vehicle travels at a constant speed without the driver operating the accelerator pedal.
• the cancel switch 2 operates, and a constant speed traveling release signal is given to the control device 6. .
• the controller 6 Upon receiving this signal, the controller 6 outputs a signal for releasing the electromagnetic clutch, and the throttle actuator 7 receives this signal and releases the electromagnetic clutch.
• the driver controls the travel speed of the vehicle by adjusting the opening of the throttle valve 9 by accelerator pedal.
• the control device 6 when the driver turns on the set switch 1 in order to drive the vehicle at a constant vehicle speed, the control device 6 firstly performs the quantification ( Outputs the drive signal for opening the throttle. Then I Ri constantly control the amount of the speed deviation e and the acceleration of the missing target speed V r and the travel speed V s: has been to calculate the (Trim amount) output.
• the control amount (: Trim amount) corresponds to the gain of the control system, is determined Ri by such as convergence and speed deviation with respect to the target speed v r of the traveling speed v s.
• the first predetermined amount (setup amount) is intended to pre-open the throttle to near the required opening in order to maintain the target speed.
• This set-up amount is related to the driving safety thereafter, and if the setup amount is not appropriate, the speed deviation immediately after the set-up will be large.
• this setup amount has been a fixed value or a predetermined value proportional to the traveling speed or the target speed.
• Fig. 1 (b) The play is explained in Fig. 1 (b).
• FIG. 1 (b) between the motor 11 and the link 7a, between the link 7a and the wire 7b, the wire 7b itself, and the wire 7b and the slot.
• the throttle will be opened excessively with the predetermined setup amount. It also varies depending on the road conditions.For example, if set switch 1 is used on an uphill road, the required amount of set-up will be insufficient, and conversely, it will be difficult to reach a downhill road. In this case, the speed becomes excessive and the speed deviation immediately after setting increases.
• This speed deviation is the force gradually converged by the control amount (trim amount) output after the setup amount output is completed, and the trim amount is the convergence and the trade-off of speed deviation. Since the set-up amount is not appropriate, the speed deviation becomes large if the set-up amount is not appropriate. In particular, at a predetermined set-up amount when the downhill or the play amount is small, the set deviation is temporarily positive, that is, the traveling speed exceeds the target speed, and immediately after the set-up. The behavior of the car was disadvantageous in that it made the driver uneasy.
• the present invention has been made to solve such a problem, and can reduce the influence on the road condition and the amount of play, and can control the traveling speed so as to quickly approach the target speed. It is an object of the present invention to obtain a constant-speed cruise control device for a vehicle, which prevents the occurrence of cruising.
• the vehicle constant speed traveling control device detects the moment when the target speed is set by the driver, and unconditionally within a predetermined time from this moment, and thereafter, the speed deviation between the target vehicle speed and the traveling vehicle speed.
• a control amount calculating means for changing a method of obtaining a control amount based on a speed deviation and an acceleration during normal traveling at a constant speed is provided.
• the speed deviation is unconditional within a predetermined period from the moment when the control amount calculating means sets the target speed, and when the speed deviation between the target vehicle speed and the traveling vehicle speed is outside the predetermined range after the predetermined period.
• the calculation method of the control amount based on the acceleration is changed during normal cruising.
• FIG. 1 (a) is a block diagram showing the overall configuration of a conventional constant-speed travel control device for a vehicle
• Fig. 1 (b) is a conventional constant-speed travel control for a vehicle.
• FIG. 2 is a diagram for explaining mechanical play of a throttle actuator in a control device.
• FIG. 2 is a block diagram showing a configuration of an embodiment of a constant speed traveling control device for a vehicle according to the present invention.
• FIG. 3 is a diagram showing the configuration of a part of a microcomputer and a throttle valve driving means in the above-mentioned constant-speed traveling control device for a vehicle
• FIGS. 4 (a) to 4 (c) FIG. 3 is a flow chart for explaining the operation of the micro computer device in FIG. 3, FIG.
• FIG. 5 is an output waveform diagram of a vehicle speed sensor used in FIG. 3, and FIG. 6 is a running state of the vehicle. , A switch input, a control signal, and a timing chart showing the operation of the throttle valve.
• FIG. 2 is a block diagram showing the configuration of the embodiment.
• reference numeral 3 denotes traveling speed detecting means for detecting the traveling speed of the vehicle
• reference numeral 1 denotes target speed setting means for setting a desired target speed by a driver.
• the acceleration calculating means 15 calculates the acceleration at predetermined time intervals from the traveling speed signal v s and sends it to the control amount calculating means 18. It's getting up.
• the control amount calculating means inputs the speed deviation e from the speed deviation calculating means 14 and the acceleration ⁇ , and calculates a control amount y ′ for controlling the driving force of the vehicle such that the traveling speed and the target speed are equal. The calculation is performed and output to the control amount adjusting means 19.
• the constant-speed running start detecting means 16 detects that the constant-speed running has started, and the time measuring means 1 starts from the moment when the constant-speed running start detecting means 16 detects the setting. 7 measures a predetermined time, and outputs the measurement result to the control amount adjusting means 19.
• the throttle valve driving means 7 drives a throttle valve 9 that adjusts the output of an engine (not shown) based on the control amount y.
• FIG. 1 the target speed setting means 1 to the main switch 5, the intake passage 8, and the throttle valve 9 are the same as those in FIG. 1 (a). .
• set switch 1 and the vehicle speed sensor 3 in FIG. 3 are the target speed setting means 1 and the traveling speed detection means 3 shown in FIG. These are all applicable.
• Reference numeral 20 in FIG. 2 denotes a micro-computer device which is the same type of control device as the control device 6 in FIG. 1 (a), which is operated by turning on the main switch 5, and set.
• An input circuit 20a for inputting signals from the switch 1, the cancel switch 2 and the vehicle speed sensor 3, and a memory 20b including an R0M and a RAM in which an instruction program is stored.
• the output circuit 20c you output a control signal, an output to the TIP Therefore the re 20b instruction pro gram-operate, the output circuit 20c a signal from the input circuit 2 0a processing 'operation to It is configured by giving CPU 20d and.
• a negative pressure source controls the input pipe 2 la communicating with (not shown) and an output pipe 2 lb signal
• y] is at "L" level, it is not connected, and when it is at level, it is connected as shown by arrow A in the figure.
• 22 is an electromagnetic valve which is also thus controlled by the control signal y 2, and an output pipe 22b and the input pipe 2 which is opened to the atmosphere, is shown in the control signal y 2 is-out "L" level DOO arrow B In this way, communication is established, and communication is interrupted when the level is reached.
• Die Ya off ram device 2 3 is connected to the output pipe 22b of the input pipe 2 la and the electromagnetic valve 22 of the solenoid valve, since driving the scan Lock Torr valve 9 via the follower Lee Ya 23a, the input pipe 2 housing 23c and Wa I catcher 23a to form the air chamber 23b communicating with la and output pipe 2 2 b is The installed diaphragm 23d, and a spring 23c which is attached between the diaphragm 23d and the housing 23c, and acts to press the diaphragm 23d rightward in the figure.
• the throttle valve driving means 7 is constituted by the solenoid valves 21 and 22.
• the scan Lock Torr valve driving means 7 Propelled by one to three operating modes Remind as in Table 1 following, the control signals yi and y 2 Gato-out to 'H "level metropolitan Since the solenoid valve 21 is in communication and the solenoid valve 22 is not in communication, the air chamber 23b of the diaphragm device 23 communicates only with the negative pressure source, and the diaphragm 23d moves to the left ⁇ in the drawing.
• the throttle valve 9 opens and the vehicle speed is accelerated to enter the acceleration mode.
• the solenoid valve 21 is not connected, and the solenoid valve 22 is connected, so that the air chamber 23b is connected only to the atmosphere. Since the diaphragm 23d is pushed by the spring 23e and moves rightward in the figure, the throttle valve 9 is closed and the vehicle is decelerated.
• the main switch 5 is turned on, the micro-computer device 20 receives power supply, starts operating, and executes the main routine shown in FIG. 3 (a).
• the vehicle speed sensor 3 when the vehicle is traveling, the vehicle speed sensor 3 outputs a pulse train signal having a frequency proportional to the traveling speed as shown in FIG. 5, and this signal is transmitted to the micro computer device 20. An interrupt routine as shown in Fig. 4 (b) is performed.
• the running speed is converted from the reciprocal value.
• step 101 when the driver operates the set switch 1 in order to start constant speed traveling, the driver is initialized in step 101, and the micro computer device 20 is turned on as shown in FIG. This switch operation is input as shown in step 102), and if it is determined in step 103 that the signal is from set switch 1, then in step 104, the signal shown in FIG. setting a target speed signal v r from the pulse period are obtained found by the interrupt routine processing.
• step 105 it is checked whether or not the switch input signal is a cancel switch (2 in FIG. 3). If the switch input signal is a cancel signal, in step 106, the constant speed cruise control is performed. Output a throttle signal to the throttle valve driving means 7 so as to stop the operation o
• step 107 the timer (T'R) is set to zero, and at step 108, the throttle valve drive signal output flag is set to "L".
• step 109 it is checked whether or not the timer TMR is zero.
• step 110 the traveling speed is determined by the following equation (1) from the latest pulse period J t force> obtained in FIG. 3 (b).
• n — (1) where N is a constant for converting to speed.
• smoothing is performed to reduce the noise component of the running speed V.
• a digital filter is used as the smoothing means, and the traveling speed v sn is obtained, for example, as in the following equation ( 2 ).
• v sn av sn — i + bv n (2) where a and b are constants representing smoothing characteristics.
• n indicates the current value and n-1 indicates the previous value.
• step 112 the speed deviation e between the target speed ⁇ ⁇ and the traveling speed V s is obtained by the following equation (3).
• step 113 the constant time ⁇ ⁇ of the traveling speed V s .
• the acceleration for each is calculated by the following equation (4). vsn one v sn-l, n (4)
• step 114 add 7 to the timer TMR.
• step 115 it is checked whether or not a signal for driving the throttle valve is currently output. If not, it is checked in step 116 whether or not the signal is equal to or less than a predetermined value A. If TMR> A, substitute A for timer in step 117.
• step 118 check whether the speed deviation e is out of the predetermined value B range.
• step 120 the control amount for driving the ordinary throttle valve is calculated.
• a method for example, a method using the velocity deviation e and the acceleration ⁇ and calculating by the following equation ( 5 ) can be considered.
• T K a e n + K 2 ⁇ (5)
• 3 ⁇ 4 and kappa 2 are constants.
• step 119 the set switch is turned on.
• the following equation ( 6 ) is used to calculate the throttle valve drive control amount to increase.
• T K 3 C Kj e n + K z a n) ⁇ ⁇ ⁇ ⁇ (6) provided that kappa 3 is a constant.
• step 121 the control signal and the output level of y2 are obtained and output from the following Table 2 according to the sign of the calculated control amount output time ⁇ , and the output time T is output by a timer (not shown). ).
• step 13 the process waits until the predetermined time ⁇ 0 has elapsed.
• the flow returns to step 102, and each step is executed in the same procedure.
• step 301 the control mode is changed to the holding mode. Scan STEP 3 0 to 2, the control signal output flag "L”, and then again returns to the main Lee down routine.
• the output of the microstrip click B co down computer device 20 acceleration forces et predetermined time T Q output time every T mode or the deceleration mode one de is applied to the scan Lock Torr valve driving means 7 Can be
• the time measuring means worked, and if it was within the predetermined time A (t 2 ), the control gain was increased more than usual by using step 119 in FIG. 4 (a). Calculate and output the control amount by the calculation method
• the opening of the throttle valve 9 can quickly reach the vicinity of the throttle opening corresponding to the situation at that time.
• Control signal y T and y 2 based on the control amount is respectively 27, 28. Along with this, the throttle valve opening changes as 29.
• control is performed by increasing the control gain for a predetermined period after the setting, so that the speed deviation immediately after the setting increases depending on the road condition and the amount of play, or the control gain increases immediately after the setting.
• the traveling speed does not exceed the target speed, and the target speed can be reached quickly.
• the scan Lock as the torque valve drive means 7 the solenoid valve 2 1 is constituted by the 22 and Daiyafuramu apparatus 2 3, possible to use a motorized to cormorants good conventional apparatus of FIG. 1 (b) You can do it.

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• Engineering & Computer Science (AREA)
• Chemical & Material Sciences (AREA)
• Combustion & Propulsion (AREA)
• Transportation (AREA)
• Mechanical Engineering (AREA)
• Physics & Mathematics (AREA)
• Fluid Mechanics (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)

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ID=15899603

Family Applications (1)

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Citations (1)

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• 1986
  • 1986-07-18 JP JP61170150A patent/JPS6328735A/ja active Granted
• 1987
  • 1987-07-15 WO PCT/JP1987/000515 patent/WO1990007439A1/ja unknown

Patent Citations (1)

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