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
  • B60K31/02—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
  • 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
  • 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
  • B60W2720/00—Output or target parameters relating to overall vehicle dynamics
  • B60W2720/10—Longitudinal speed
  • B60W2720/106—Longitudinal acceleration

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. 58-39311,
• 1 is a set switch in which the start of constant speed traveling is instructed by the driver's operation
• 2 is a brake device.
• Reference numeral 3 denotes a vehicle speed sensor for detecting the running speed of the vehicle. (Not shown) that rotates the rotating body 3a and the lead switch 3b, which are rotated by a meter cable (not shown) that transmits the rotation, and has a frequency proportional to the traveling speed. Outputs pulse train signal.
• the main switch 5 is a power switch for supplying power to the battery 4 for a vehicle.
• the control device 6 is operated by receiving power from a person, and includes an arithmetic processing circuit 6a such as a micro computer inside the control device 6 .
• the control device 6 receives signals from the set switch 1, the cancel switch 2, and the vehicle speed sensor 3 and performs various calculations for performing automatic control for matching the running speed vs of the vehicle to the target speed vr. It performs processing and outputs various control signals.
• the throttle actuator 7 receives various control signals from the control device 6, is provided in an intake passage 8 of an engine (not shown), and has a throttle interlocking with an accelerator pedal (not shown). This is a motor-type throttle actuator that drives the valve 9 to open and close.
• the slot actuator 7 rotates the link 7a by a motor (not shown), and drives the throttle valve 9 via a wire 7b.
• 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 is given to the controller 6 as a signal of the throttle position.
• the link 7a and the motor 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 control device 6 starts operating and processes the output of the vehicle speed sensor 3.
• Vehicle speed sensor 3 is running When it is running, it outputs a pulse train signal having a frequency proportional to the traveling speed v s , and the traveling speed vs is obtained by measuring the pulse period by the control device 6.
• control unit 6 compares the target speed v r and momentarily actual traveling speed demanded v S, scan Lock preparative Ruaku Chiyueta 7 vehicle outputs a by cormorants control signal travels at the target speed v r And adjust the throttle valve 9 opening.
• the throttle opening / closing drive signal is output to open the throttle by a predetermined amount, and when it is higher, the throttle closing / braking drive is performed.
• a signal is output to control the throttle valve 9 to close by a predetermined amount, so that the vehicle runs at a constant speed without the driver operating the accelerator pedal.
• 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. Therefore, thereafter, the driver adjusts the opening of the throttle valve 9 with the accelerator pedal to control the traveling speed of the vehicle.
• Conventional cruise control systems for vehicles consist of a feedback automatic control system that controls the opening and closing of the throttle valve, and control stability is achieved by delay elements and nonlinear elements of each component. There is a problem that gets worse. For example, non-linear elements in the wiring system of the throttle actuator and the throttle valve are problematic.
• the hysteresis of this routing system differs from vehicle to vehicle, and it is impossible to make the hysteresis zero.
• the link mechanism which allows the actuator to operate the throttle valve, controls the throttle valve directly, as shown in Fig. 1 (a), or controls the throttle valve by moving the accelerator pedal lever.
• the hysteresis greatly changes depending on the difference in the link mechanism.
• the convergence performance deteriorates.
• the operation amount fluctuates only on the closing side or on the closing side
• the convergence performance deteriorates.
• the return of the throttle valve is delayed, so the traveling speed
• the travel speed is higher than the target speed
• the pulling force of the throttle valve is delayed, so the travel speed is lower than the target speed.
• An object of the present invention is to obtain a constant-speed traveling control device for a vehicle that maintains a constant traveling speed without being affected by a variation in a closing operation amount and has excellent ride comfort.
• a constant-speed traveling / H control device for vehicle rain includes a first means for inputting an acceleration signal, a speed deviation signal between a target speed and a traveling speed, and detecting a time point at which the sign of the acceleration signal is inverted.
• a second means for determining a rate of change of the speed deviation between the speed deviation at the time when the sign of the acceleration signal is inverted and the speed deviation at the time when the sign of the previous acceleration signal is inverted; Determines the control amount for opening and closing the throttle valve based on the acceleration and speed deviation. If the speed deviation change rate is equal to or greater than a predetermined value, the control amount is increased or decreased within a predetermined time and output. Means.
• the time when the sign of the acceleration signal is inverted by the first means is detected, and the rate of change between the speed deviation at that time and the speed deviation at the time when the sign of the previous acceleration signal is inverted is obtained by the second means,
• the control amount is corrected by the third means according to this rate of change.
• FIG. 1 (a) is an overall configuration diagram showing a conventional vehicle rain constant-speed cruise control device
• Fig. 1 (b) is an actual configuration of a conventional vehicle constant-speed cruise control device.
• FIG. 2 is a diagram showing a relationship between a tutor operation and a throttle opening
• FIG. 2 is a block diagram showing a configuration of an embodiment of a constant-speed traveling control device for a vehicle of the present invention
• FIG. Fig. 4 (a) to Fig. 4 (d) show the configuration of the micro computer device and the throttle valve driving means in the constant speed cruise control device.
• FIG. 5 is a flowchart showing the operation flow of the high-speed traveling control device
• FIG. 5 is an output waveform diagram of the vehicle speed sensor in FIG. 3, and FIGS.
• 6 (A) and 6 (B) are constant speeds for the same vehicle. speed deviation change rate and the control signal y] with respect to the running speed and the target speed in the running control apparatus, a data I whip ya one preparative showing operations of y 2 and throttle valve.
• FIG. 2 is a block diagram showing the configuration of one embodiment.
• reference numeral 3 denotes traveling speed detecting means for detecting the traveling speed of the vehicle
• 1 denotes target speed means for setting a desired target speed by a driver.
• Target velocity signal generating means 1 0 receives the output of the target speed setting unit 1, represents the target speed, and in earthenware pots by outputting a target speed signal v r the speed deviation computing means 12.
• the running speed detecting means 3 running speed v s and Ri Let's Ni Do connexion Contact outputs the acceleration calculating unit U and the speed deviation computing means 12, the acceleration calculation means 1 1 is the traveling speed v acceleration signal from S vehicle And the acceleration signal ⁇ is used as the inflection point deviation storage means 1 3 Is output to the control amount calculation means 15.
• the speed deviation computing means 12 obtains the speed deviation s of the target speed signal v r and the traveling speed v s, and outputs the speed deviation s on the the inflection point deviation SL billion unit 1 3 control amount calculation means IS Trying to o
• the inflection point deviation recording means 13 records the speed deviation e at the time when the sign of the acceleration signal is inverted, and the inflection point deviation s 0 is used as the velocity deviation change rate calculation means I 4 and the control amount. and I Unishi to force out the adjustment means I 6.
• the control amount calculating means 15 receives the acceleration signal "and the speed deviation e, calculates the control amount y 'for controlling the driving force of the vehicle such that the target speed and the traveling speed v s match, and adjusts the control amount. has become cormorants'll be output to the means I 6.
• the speed deviation change rate calculating means 14 measures the time between the inflection point deviations, obtains the change rate of the inflection point deviation, that is, the speed deviation rate / 3, and outputs it to the control amount adjusting means 16. ing.
• the control amount adjusting means 16 adjusts the control amount y 'based on the inflection point deviation and the speed deviation change rate ⁇ and outputs the adjusted value.
• the speed deviation change rate 5 is equal to or more than a predetermined value and is stored. If the two latest signs of the inflection point deviation are inverted, adjust so that the control amount y 'is increased for a predetermined time.
• the throttle valve driving means 7 drives a throttle valve 9 for adjusting the output of an engine (not shown) based on the control amount y.
• FIGS. 3 to 6 1 to 5 and 8 and 9 correspond to FIGS. They are the same.
• the hit switch 1 and the vehicle speed sensor 3 in FIG. 3 respectively correspond to the target speed setting means 1 and the traveling speed detecting means 3 shown in FIG. 2, respectively. .
• Reference numeral 17 in FIG. 3 denotes a micro-computer device which is the same type of control device as the control device 6 in FIG. 1 (a), which operates by turning on the main switch 5, and An input circuit 17a for inputting and processing signals from the switch 1, the cancel switch 2, and the vehicle speed sensor 3, and a memory 17b comprising an R0M and a RAM in which an instruction program is stored. And an output circuit 17c for outputting a control signal, and a CPU 17d which operates in accordance with the instruction program in the memory, processes and calculates a signal from the input circuit 17a, and outputs an output to the output circuit. It is configured.
• Reference numeral 18 denotes an electromagnetic valve controlled by a control signal of the micro computer device 17, which controls an input pipe I Sa and an output pipe l Sb communicating with a negative pressure source (not shown). level At the time of the level, it is not communicated, and at the level, it is communicated as shown by arrow A in the figure.
• the solenoid valve 18 and 19 constitute the throttle valve driving means 7.
• This slot Bokuru valve driving means 7 has three operating modes Remind as in Table 1 following, the control signals and y 2 arsenide Moni "Eta 'level, the solenoid valve 18 communicating, since the solenoid valve 19 becomes non-communicating air chambers 20 b of the diaphragm device 2 0 communicates only with negative pressure source, because Daiyafuramu 20d moves in the leftward direction, scan Lock torr valve 9 The opening speed is accelerated and the vehicle enters the acceleration mode.
• the solenoid valve 18 is not connected, and the power is turned off. Since the magnetic valve 19 communicates, the air chamber 20b communicates only with the atmosphere, and the diaphragm 20d is pushed by the spring 20c and moves rightward in the figure, so the throttle valve 9 closes. The vehicle is decelerated.
• control signals and y 2 are each "L" level Contact and "H” level DOO-out of the holding mode of, since the Hiren with the even solenoid valve 18 and 19 dove, air chamber 20b is not in communication with either the negative pressure source or the atmosphere.Diaphragm 20d is fixed at the position at that time, and throttle valve 9 is also fixed at the opening at that time. Is done.
• Fig. 4 (b) shows a continuation of Fig. 4 (c).
• the main switch 5 is turned on, initialized in step 101 of Fig. 4 (a), and The computer device 17 starts operation by receiving the power supply, and executes the main routine processing of FIG. 4 (a).
• the vehicle speed sensor 3 outputs a pulse train signal having a frequency proportional to the running speed as shown in Fig. 5, and this signal is output from the micro computer device I. 7 is caused to execute an interrupt routine as shown in Fig. 4 (c).
• the traveling speed is converted from its reciprocal value, as described later.
• step 104 the signal obtained by the interrupt routine processing of FIG. 4 (c) is obtained. setting a target speed signal v r from the pulse frequency ⁇ t.
• the constant speed running flag (ACF) is set to “H”.
• step 106 it is checked whether or not the switch input signal is a cancel switch (2 in FIG. 3). If the signal is a cancel signal, the constant-speed traveling control is stopped in step 107. 7
• a cancel signal is output to the throttle valve driving means 7 so as to stop.
• step 108 the constant speed running flag (ACF) is set to "L", and in step 109, the throttle valve drive signal output flag is set to "L".
• step 110 the timer T1 is set to zero, and in step 111, the timer T2 is set to zero.
• step 112 it is checked whether the vehicle is traveling at a constant speed.
• step 113 the traveling speed is obtained from the latest pulse period ⁇ t obtained in FIG. 3 (c) by the following equation (1).
• step 114 smoothing is performed to reduce noise components.
• 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).
• vsn av sn-l + 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 115 a speed deviation e between the target speed ⁇ ⁇ and the traveling speed v sn is obtained by the following equation ( 3 ).
• en v r one v sn (3)
• step 116 a predetermined time of the traveling speed v sn T. The acceleration for each is calculated by the following equation (4).
• step 117 it examines the sign of the acceleration alpha eta, positive if the scan Te' flop 118 examines the sign of the last acceleration eta -Iota, the process proceeds to step 1 2 0 if negative.
• step 117 if the acceleration ⁇ n is negative in step 117, the sign of the previous acceleration ⁇ ; ⁇ - is checked in step 119, and if it is positive, the process proceeds to step 120.
• step 120 the Kinosoku degree deviation s on one 1 and the sign of the acceleration changes by substituting e on, substituting the current speed deviation e n in.
• step 122 the interval time timer # 1 is set to zero, and in step 123, the predetermined time timer # 2 is set to zero.
• step 123 the predetermined time timer # 2 is set to zero.
• step 126 it is checked whether the timer ⁇ 2 has passed the predetermined time ⁇ , but it is S. If the time has passed, A is substituted for T 2 in step 127.
• step 1208 it is determined whether or not the flag during control signal output is L, that is, whether or not the flag is output. And if it is not output, check in step 129 if the speed deviation change rate is out of the range of the predetermined value B. If j / 9
• the control amount for controlling the opening of the throttle valve 9 is calculated in step 131 based on the acceleration and the speed deviation e in step 131.
• K 2 is a constant.
• step 132 the sign of the velocity deviation at the two latest inflection points is checked.
• step 133 when the speed deviation change rate 1/9 I is equal to or more than the predetermined value ⁇ ⁇ and the sign of the inflection point deviation is inverted within the predetermined time ⁇ , a calculation is performed in step 133 so as to increase the control amount.
• the following equation ( 7 ) can be considered as one of the methods.
• step 134 calculation is performed to reduce the control amount.
• the following equation can be considered as one of the methods.
• step 135 the control signal and the output level of y2 are obtained from the following Table 2 and output according to the sign of the obtained control amount (that is, the output time), and a timer (not shown) is started.
• step 136 the control signal output flag is set to H.
• step 137 a predetermined time to wait until after the To, if a lapse of T 0, performing the steps in a similar procedure returns to step 102.
• step 1 ⁇ 5 a control signal is output, the timer is started, and when the timer count value matches the output time, the timer interrupt routine shown in Fig. 4 (d) is performed.
• step 301 the control mode And the hold mode output level are set n
• step 302 the flag during output of the control signal is set to “L”, and the process returns to the main routine again.
• the output of the acceleration mode or the deceleration mode with the output time T from the micro computer device 17 is given to the throttle valve driving means 7 and the acceleration mode
• the air chamber 20b of the diaphragm device 20 contracts, so that the diaphragm 20d moves to the left in the figure, and the throttle valve 9 opens a predetermined amount.
• the air chamber 20b expands, and accordingly, the diaphragm 20d moves rightward in the figure, and the throttle valve 9 closes by a predetermined amount.
• FIGS. 6 (A) and 6 (B) An example of the above operation is shown in FIGS. 6 (A) and 6 (B). It is assumed that the traveling speed changes as indicated by 21a in FIG. 6 (A) and 21b in FIG. 6 (B).
• Figure 6 (A), 2 2 the target speed FIG. 6 (B), 23a of FIG. 6 (A), FIG. 6 (B) of 23b is the sign of the traveling speed 2 1 and the target speed 22 and the acceleration
• the control amount T is calculated from the acceleration (not shown), the speed deviation e, the speed deviation change rate B, the sign of the speed deviation e on when the sign of the acceleration is inverted, and the predetermined time A.
• the throttle valve is operated quickly by increasing the arithmetic control amount, and control is performed to reduce the speed deviation.
• the computation control amount is reduced, the throttle valve operation is suppressed, the speed deviation is reduced, and stable constant speed traveling is performed. .
• the throttle valve driving means 7 was formed by solenoid valves 18 and 19 and a diaphragm device 20, but as in the conventional device shown in FIG. Can also be used.

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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)
• Control Of Driving Devices And Active Controlling Of Vehicle (AREA)

Applications Claiming Priority (2)

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ID=15899582

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Families Citing this family (17)

Citations (2)

Family Cites Families (6)

• 1986
  • 1986-07-18 JP JP61170149A patent/JPS6328734A/ja active Granted
• 1987
  • 1987-07-15 US US07/177,661 patent/US4943923A/en not_active Expired - Lifetime
  • 1987-07-15 WO PCT/JP1987/000514 patent/WO1993012947A1/ja unknown

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