JP2646871B2 - Constant speed traveling equipment for vehicles - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a constant speed traveling device for a vehicle, and more particularly, to a case in which an acceleration operation is started from a constant speed traveling and returns to a constant speed traveling from the time when the vehicle accelerates to a desired speed. BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a constant speed traveling device for a vehicle that prevents undershoot of the vehicle speed.

[0002]

2. Description of the Related Art A constant-speed traveling device (ASCD (Automa
tic Speed Control Device) is when a driver operates a vehicle speed setting switch for constant-speed running (hereinafter, referred to as a SET / COAST switch) after depressing an accelerator pedal to accelerate to a desired vehicle speed. The vehicle speed at that time is set as a constant speed vehicle speed, and thereafter, the throttle opening is adjusted so that the deviation between the actual vehicle speed and the set vehicle speed becomes zero, and control is performed so that the vehicle automatically runs at a constant speed. doing. Such a constant-speed traveling device is disclosed in, for example, JP-A-59-58134, and is a very convenient device that does not need to constantly depress the accelerator pedal when traveling at a constant speed on a highway. .

FIG. 9 is a configuration diagram of such a constant speed traveling device. In the figure, the output of the engine 1 is
The throttle valve 4 provided in the intake passage 3 is controlled by opening and closing, and is transmitted to the wheels via the transmission 2 to adjust the vehicle speed. A throttle drum 6 for driving at a constant speed and a throttle drum 7 for driving the accelerator are fixed coaxially to the throttle valve 4, and rotate integrally with the throttle valve 4. The throttle drum 7 for driving the accelerator is a wire 1
When the driver depresses the accelerator pedal 8, the throttle valve 4 is opened via the throttle drum 7 for driving the accelerator, whereby the accelerator pedal 8 can be accelerated. When released, the throttle valve 4 is closed by the action of the spring 9 via the throttle drum 7 for driving the accelerator, whereby the speed is reduced.

On the other hand, the throttle drum 6 for traveling at a constant speed is
The diaphragm 11 is connected to a diaphragm 11 which is an actuator of the constant-speed traveling device via a wire 17.
The throttle valve 4 is opened and closed via the throttle drum 7 and the constant-speed traveling throttle drum 6, so that the output of the engine 1 can be adjusted. More specifically, the diaphragm 11 is connected to the negative pressure chamber 10, and the negative pressure chamber 10 is connected to the air valve 1.
3, connected to a constant-speed traveling control actuator 12 via a release valve 14 and a vacuum motor 15, and when the vacuum motor 15 rotates by the control of the constant-speed traveling control actuator 12, the negative pressure in the negative pressure chamber 10 is reduced. As a result, the diaphragm 11 is pulled to the right in the figure, the throttle valve 4 is opened via the wire 17 and the constant-speed traveling throttle drum 6, and the air valve 13 or the release valve is controlled by the control of the constant-speed traveling control actuator 12. When the valve 14 is opened, the negative pressure in the negative pressure chamber 10 is released to the atmosphere, and the diaphragm 1 is opened.
1 returns to the left side, whereby the throttle valve 4 is closed via the wire 17 and the throttle drum 6 for traveling at a constant speed.

The transmission 2 has a vehicle speed sensor 16
In the cruise control, the vehicle speed is detected by the vehicle speed sensor 16 and a deviation from the target vehicle speed is calculated.
Drives and controls the air valve 13, the release valve 14, or the vacuum motor 15 to control the vehicle to run at a constant speed.

As shown in FIG. 10, the constant-speed traveling apparatus further has a constant-speed traveling control (ASCD) controller 51. When a set / coast switch 53 connected to the controller 51 is pressed, The constant vehicle speed control actuator 12 detects the vehicle speed at this time, and stores the detected vehicle speed as a target vehicle speed.

Next, with reference to flowcharts shown in FIGS. 11 and 12, the operation of the above-described conventional constant-speed traveling device for a vehicle will be described.

[0008] The processing shown in FIGS.
It is activated every s, monitors that the addition of the activation every 10 ms results in 300 ms, and executes this processing every 300 ms (steps 810 and 8).
20). For this purpose, a time counting variable TM300 is provided,
Every time this process is executed, “1” is added to the time counting variable TM300 (step 810), and the added value becomes “3”.
It is checked whether it has become "0" and 300 ms (step 820).

At 300 ms, the time counting variable TM3
00 is cleared to "0", and the job is started every 300 ms (steps 830 and 840). Then, first, the current vehicle speed V is read from the vehicle speed sensor 16 (step 850), and then the vehicle speed V is compared with the target vehicle speed Vs to calculate a deviation | ΔV | (step 8).
60). The target vehicle speed Vs is detected by the constant-speed travel control actuator 12 by operating the set / coast switch when the desired vehicle speed is reached by acceleration or the like as described above, and the target vehicle speed Vs has already been detected. Is stored in a memory inside the memory.

Next, the current vehicle speed V is compared with the target vehicle speed Vs. If the current vehicle speed V is higher than the target vehicle speed Vs, the valve is obtained by multiplying the deviation | ΔV | by the fixed gain kv in the memory. The open time Tv is calculated (step 890),
The air valve 13 is opened for this time, thereby decelerating (step 900). If the current vehicle speed V is lower than the target vehicle speed Vs, the motor ON time Tm is calculated by multiplying the deviation | ΔV | by the fixed gain km in the memory (step 910), and the vacuum motor 1
5 is operated, thereby performing acceleration (step 92).
0).

Then, the valve opening time Tv is 300 ms.
It is checked whether or not it has become (step 930), and 30
If the time has reached 0 ms, the air valve 13 is closed to stop the deceleration operation (step 940). If the valve opening time Tv has not reached 300 ms, it is checked whether the motor-on time Tm has reached 300 ms (step 950), and if it has reached 300 ms, the vacuum motor 15 is turned off (step 950). 960), 3
If the time has not reached 00 ms, this processing ends, and the flow advances to the next job.

Then, after 10 ms, the process similarly enters into the process of FIG. 11 and FIG.
If not, the process proceeds from step 820 to step 930, and as described above, the air valve 13
Alternatively, the operation of the vacuum motor 15 is controlled.

Next, the case where the driver temporarily accelerates will be considered.

In the temporary acceleration, as shown in FIG. 13, the vehicle running at a constant speed on a highway or the like attempts to overtake the preceding vehicle, changes to an overtaking lane, depresses the accelerator pedal 8, and accelerates. The vehicle passes the preceding vehicle, returns to the driving lane, and continues to travel at a constant speed. The operation in this case will be described in more detail as follows.

When the driver depresses the accelerator pedal 8 and accelerates, the accelerator driving throttle drum 7 is pulled through the wire 18 as shown in FIG. As shown in the figure, it becomes a sagging state. Then, the throttle valve 4 is opened, the vehicle accelerates, and the vehicle speed increases.

As a result, the constant speed traveling control actuator 12 detects that the vehicle speed increases and exceeds the target vehicle speed at which constant speed traveling has been performed. The constant-speed traveling control actuator 12 that has detected the increase in the vehicle speed exceeding the target vehicle speed in this way performs the above-described steps 890 and 900.
The control is performed such that the air valve 13 is opened and the throttle valve 4 is closed, as in the above.

When the driver finishes overtaking and releases the accelerator pedal 8, the throttle valve 4 closes to the above-mentioned control opening of the constant-speed traveling control actuator 12. Thereafter, the wire 18 connected to the throttle drum 7 for driving the accelerator is slackened.

In this state, as described above, the throttle valve 4 is controlled to be closed in steps 890 and 900, and as a result, the opening of the throttle valve 4 is more closed than when the vehicle is traveling at a constant speed. Therefore, the vehicle speed falls below the target vehicle speed, and an undershoot of the vehicle speed after the temporary acceleration occurs.

Further, the constant speed traveling control actuator 12
Detects that the vehicle speed has fallen below the target vehicle speed, performs the acceleration control by opening the opening of the throttle valve 4 as in steps 910 and 920 described above, and controls the vehicle speed to become the target vehicle speed.

FIG. 15 shows the time change of the throttle opening at the time of temporary acceleration in the upper graph, and the time change of the vehicle speed at the time of temporary acceleration in the lower graph. In the upper graph, the solid line indicates the actual throttle opening, the dotted line indicates the throttle opening by the accelerator, and the one-dot chain line indicates the throttle opening during constant-speed running control. As can be seen from the upper graph, it can be seen that the vehicle speed undershoots after temporary acceleration.

[0021]

As described above, in the conventional constant-speed traveling apparatus, when returning from the temporary acceleration to the constant-speed traveling, an undershoot occurs in the vehicle speed, and the vehicle speed falls below a desired constant speed. There is a problem.

The present invention has been made in view of the above,
An object of the present invention is to provide a vehicular constant-speed traveling apparatus that prevents a vehicle speed undershoot that occurs when returning from temporary acceleration to constant-speed traveling.

[0023]

In order to achieve the above object, a constant-speed traveling apparatus for a vehicle according to the present invention starts an acceleration operation from a constant-speed traveling and accelerates to a desired speed as shown in FIG. A constant-velocity traveling device for a vehicle, which controls the vehicle to return to constant-speed traveling from the time when the vehicle is traveling, comprising: acceleration detecting means 81 for detecting that acceleration operation has been performed from constant-speed traveling; Throttle opening storage means 83 for storing the throttle opening during the constant-speed running before the start, and the actual throttle opening during acceleration operation is a value obtained by adding a predetermined value to the throttle opening stored in the throttle opening storage means. When it becomes smaller, the acceleration stop determining means 85 for determining that the acceleration operation has been completed, and the acceleration from when the acceleration detection means detects the acceleration operation to when the acceleration stop determination means determines that the acceleration operation is stopped. Movement Between, it is summarized in that and a cruise control stopping means 87 for stopping the cruise control.

[0024]

In the constant speed traveling apparatus for a vehicle according to the present invention, the acceleration detecting means detects the acceleration operation, and stores the throttle opening during the constant speed traveling before detecting the acceleration operation. When the actual throttle opening becomes smaller than a value obtained by adding a predetermined value to the stored throttle opening, it is determined that the acceleration operation has been completed, and the constant speed traveling control is stopped during the acceleration operation.

[0025]

Embodiments of the present invention will be described below with reference to the drawings. FIG. 2 is a configuration diagram of a vehicle constant-speed traveling device according to one embodiment of the present invention. The vehicle constant speed traveling device shown in FIG.
In the above-described conventional vehicle constant speed traveling apparatus shown in FIG. 9, a throttle sensor 5 is provided coaxially with the throttle valve 4 to detect the opening of the throttle valve 4, and the detected opening of the throttle valve 4 is changed to a constant speed. The only difference is that it is modified so that it can be supplied to the travel control actuator 12, and other configurations are the same.

Next, with reference to flowcharts shown in FIGS. 3 to 6, the operation of the constant speed traveling device for a vehicle according to the present embodiment shown in FIG. 2 will be described. Note that the flowcharts of FIGS. 3 to 6 are continued as a series of processes by using jump symbols “1” to “3”. The operation of the present constant speed traveling device is as follows. In the operation of the conventional constant speed traveling device described with reference to FIGS. 11 and 12, the temporary acceleration is detected from the opening of the throttle valve 4, and when the temporary acceleration is detected, the constant speed The operation of the travel control actuator 12 is stopped, and more specifically, the following points are different.

(1) Actual throttle opening θ every 300 ms
Is read, and a change Δθ during 300 ms is obtained.

(2) The throttle opening Δθ (ASCD) moved by the constant-speed traveling control actuator 12 is obtained from the valve or motor operating time output during the previous 300 ms.

(3) When the difference between Δθ and Δθ (ASCD) is larger than a predetermined value and the throttle opening is changing to the opening side, it is determined that the vehicle is temporarily accelerated.

(4) Throttle opening θ (−300 ms before)
300) into the temporary acceleration end opening degree θs.

(5) Temporary acceleration determination is continued while the actual throttle opening θ is larger than θs. When θ becomes smaller than θs + δ, it is determined that temporary acceleration is completed.

(6) The constant-speed traveling control actuator 12 is not moved during the temporary acceleration determination.

The processing shown in FIGS. 3 to 6 is performed between steps 840 and 850 of the processing shown in FIGS.
And 450 are inserted, and in FIG.
The steps of the 0s and 900s are shown in FIG. 11 and FIG.
This is the same as the processing of 2.

The processing in FIGS. 3 to 6 is started every 10 ms, as in the processing in FIGS.
It is monitored that 300 ms is obtained by adding the activation at every 0 ms, and this processing is executed every 300 ms (steps 810 and 820). And this 30
In the process for every 0 ms, first, the control amount Tv or Tm 300 ms before is read in order to determine whether or not the temporary acceleration has been performed during the constant speed traveling (step 310).
The read control amount Tv or Tm is multiplied by the fixed gain -k'v or + k'm in the memory, respectively, to calculate the throttle opening Δθ (ASCD) moved by the constant-speed traveling control actuator 12 ( Step 320).
Next, the actual throttle opening stored value θ (−300) 300 ms before
Is read (step 330), and the current actual throttle opening θ is read (step 340). Then, a difference Δθ between the current actual throttle opening θ and the stored actual throttle opening θ (−300) 300 ms before is calculated (step 35).
0). Then, as described above, the error ε between the difference Δθ between the actual throttle opening during 300 ms and the throttle opening Δθ (ASCD) moved by the constant-speed traveling control actuator 12 is calculated (step 360), and this error is calculated. It is checked whether or not the absolute value | ε |
0), if it is larger, it is checked whether the error ε is larger than 0 (step 380). If it is larger, it is further checked whether the difference Δθ of the actual throttle opening is larger than a fixed value L. (Step 390), and if larger,
It is determined that the driver accelerates temporarily by stepping on the accelerator. That is, when the constant speed traveling control actuator 12 detects that the actual throttle opening degree has changed by more than the throttle operation angle moved by itself, the throttle sensor 5 determines that the driver has depressed the accelerator and thus the acceleration is temporary. Further, it detects that the vehicle speed rises above the target vehicle speed.

When the temporary acceleration is detected as described above, it is checked whether the temporary acceleration flag F (TMPACC) is "0" (step 400). If the flag is "0", the flag is set to "1".
And the throttle opening θ (−300) 300 ms before is set as the temporary acceleration end determination opening θs (step 41).
0), proceed to step 420; Step 37
0, 380, 390 and "N
In the case of "o" also, the process proceeds to step 420, where the actual throttle opening θ read by the throttle sensor 5 is smaller than the value (θs + δ) obtained by adding a predetermined fixed value δ considering hysteresis to the temporary acceleration end determination opening θs. Then, it is checked whether or not the temporary acceleration has been completed (step 420). If the actual throttle opening θ is not small, the routine proceeds to step 440, where it is determined whether or not the temporary acceleration flag F (TPMACC) is “1”, thereby determining whether or not temporary acceleration is being performed. I do. If the flag is not "1", it is determined that the vehicle is not temporarily accelerating, the process proceeds to step 850 and thereafter, and the constant-speed traveling control is continued similarly to the above-described steps 850 and after in FIGS.

If the temporary acceleration flag is "1", it is determined that temporary acceleration is being performed, and the routine proceeds to step 450, where the valve open time Tv and the motor-on time Tm are set to "0", and the air valve 13 The vacuum motor 15 is turned off, and control is performed so that the constant-speed traveling control actuator 12 is not operated.

Further, if it is determined in step 420 that the actual throttle opening θ is smaller than the value obtained by adding a predetermined fixed value δ to the temporary acceleration termination determination opening θs (θs + δ), the temporary acceleration operation is performed. The temporary acceleration flag F (TMPACC) is set to “0”, and the temporary acceleration termination determination opening θs is set to 0 (step 43).
0). Then, the process returns to the normal constant speed traveling control. In this case, the throttle opening is set to the throttle opening at the time of the temporary acceleration start determination. As described above, as long as the gradient of the road surface does not suddenly change during temporary acceleration due to, for example, overtaking, it is possible to smoothly return to the constant speed traveling.

As described above, in this embodiment, the throttle opening detecting means including the throttle sensor is provided, and the difference between the throttle control amount moved by the constant speed traveling control actuator 12 by itself and the actual throttle change amount is constant. When it is detected that the throttle opening has become larger than the value, the throttle opening before this fixed time is regarded as the constant speed traveling opening, and thereafter, the time until the actual throttle opening becomes equal to or less than the value obtained by adding the hysteresis to the constant speed traveling opening. The undershoot during the temporary acceleration is prevented by determining the temporary acceleration and stopping the operation of the actuator.

FIGS. 7 and 8 are flowcharts showing the operation of another embodiment of the present invention. The flowcharts shown in both figures are those following the processing of FIG. 7 to the processing of FIG. 8 by the jump symbol “2”, and also show only the portion A surrounded by the dashed line in FIG. 4 described above. Yes, the other actions are the same.

The embodiment shown in FIGS.
This is a system using the running resistance of a vehicle described in Japanese Patent Application No. 1-106613, and the following equation is established between the engine torque Te and the running resistance D as described in Japanese Patent Application No. 61-106135. .

Te = (R / γm · ηm · γn · ηn) [D + (w / g) α + (α / R ² ) J] (1) where γm and ηm are the transmission gear m, respectively. , Γn and ηn are final reduction ratio and final transmission efficiency, respectively, J is the inertia of the vehicle motion system, Te is the engine torque, and α is the acceleration of the vehicle.

All of these values are vehicle specifications and are predetermined constants. Then, it can be expressed as follows.

Te = k1 (D + k2 · α) (2) In FIG. 7, when the temporary acceleration flag F (ASCD) is not “1”, the actual throttle opening θ is changed to the throttle opening θASCD for constant-speed traveling control. Is set as the temporary acceleration flag F (A
(SCD) is "1" and when the vehicle is temporarily accelerated, the actual throttle opening θ, the engine speed Ne, the vehicle acceleration α, the target vehicle speed Vs, and the current gear position are input (step 530).
From the current gear position and the target vehicle speed Vs, the target engine rotation Ne
s is obtained (step 540).

Then, the engine torque Te is obtained by referring to an engine characteristic table measured in advance using the engine speed Ne and the throttle opening θ as parameters (step 550). The vehicle acceleration α is obtained from the vehicle speed change rate detected by the vehicle speed sensor, and the running resistance D is obtained from the above equation (2) based on the obtained vehicle acceleration α.

Then, the engine torque at the constant speed when α = 0 is calculated from Te ′ = Te−k1 · k2 · α = k1 · D (step 560), and then the target torque obtained from the target vehicle speed Vs and the gear position is calculated. A target throttle opening θ ′ for outputting the required engine torque Te ′ at a constant speed at the engine speed Nes is obtained using an engine characteristic table (step 5).
70). A difference Δθ ′ between the target throttle opening θ ′ and the actuator driving throttle opening θASCD is obtained (step 580). It is checked whether or not the difference Δθ ′ is greater than 0 (step 590). Depending on whether or not the difference Δθ ′ is greater than 0, the motor-on time Tm ′ or output valve open time Tv ′ for generating the output of the difference is determined. The difference Δθ ′ is obtained by multiplying the difference Δθ ′ by the fixed gain kv or km, respectively (steps 600 and 620).

Tv ′ = kv × Δθ ′ Tm ′ = km × Δθ ′ (3) The vacuum motor 15 or the air valve 13 is operated for the obtained time (steps 610 and 63).
0), a value obtained by adding the difference θ ′ to the actuator drive throttle opening θASCD is output as a new actuator drive throttle opening θASCD (step 640).

As can be seen from the above description, in this embodiment, the engine speed detecting means and the gear position detecting means are further required. Since the amount becomes the throttle opening at which the vehicle can travel at a constant speed according to the running resistance, the vehicle can smoothly shift to the constant speed traveling at the end of the temporary acceleration.

[0048]

As described above, according to the present invention,
The acceleration detecting means detects the acceleration operation, and stores the throttle opening during the constant speed running before detecting the acceleration operation, and the actual throttle opening during the acceleration operation is a predetermined value corresponding to the stored throttle opening. If it becomes smaller than the value obtained by adding, it is determined that the acceleration operation has been completed, and during the acceleration operation,
Since the constant-speed running control is stopped, undershoot of the vehicle speed can be prevented when returning from the acceleration operation to the constant-speed running, and the vehicle speed does not drop below the desired constant-speed operation.

[Brief description of the drawings]

FIG. 1 is a diagram corresponding to claims of the present invention.

FIG. 2 is a configuration diagram of a constant speed traveling device for a vehicle according to one embodiment of the present invention.

FIG. 3 is a flowchart showing an operation of the vehicle constant speed traveling device shown in FIG. 2;

FIG. 4 is a flowchart showing an operation of the vehicle constant-speed traveling device shown in FIG. 2;

FIG. 5 is a flowchart showing an operation of the vehicle constant-speed traveling device shown in FIG. 2;

FIG. 6 is a flowchart showing an operation of the vehicle constant-speed traveling device shown in FIG. 2;

FIG. 7 is a flowchart showing the operation of a constant-speed traveling device for a vehicle according to another embodiment of the present invention.

FIG. 8 is a flowchart showing the operation of the constant-speed traveling device for a vehicle according to another embodiment following FIG. 7;

FIG. 9 is a configuration diagram of a conventional constant speed traveling device for a vehicle.

FIG. 10 is a circuit block diagram of a conventional vehicular constant-speed traveling device.

FIG. 11 is a flowchart showing the operation of the conventional vehicle constant-speed traveling device shown in FIG.

FIG. 12 is a flowchart showing the operation of the conventional vehicle constant speed traveling device shown in FIG.

FIG. 13 is an explanatory diagram showing an acceleration operation.

FIG. 14 is a perspective view showing a throttle drum for driving at a constant speed and a throttle drum for driving an accelerator in a constant speed driving device for a vehicle.

FIG. 15 is a graph showing changes over time in the throttle opening and the vehicle speed during temporary acceleration during constant speed running.

[Explanation of symbols]

 DESCRIPTION OF SYMBOLS 1 Engine 4 Throttle valve 5 Throttle sensor 8 Accelerator 11 Diaphragm 12 Actuator for constant speed traveling control 13 Air valve 14 Release valve 15 Vacuum motor 16 Vehicle speed sensor

──────────────────────────────────────────────────続 き Continued on the front page (51) Int.Cl. ⁶ Identification number Office reference number FI Technical display location F02D 45/00364 F02D 45 / 00364G

Claims (1)

(57) [Claims] 1. A constant-speed traveling device for a vehicle that starts an acceleration operation from a constant-speed traveling and controls the vehicle to return to a constant-speed traveling from a point when the vehicle accelerates to a desired speed. Acceleration detection means for detecting that the throttle opening has occurred, throttle opening storage means for storing the throttle opening during constant speed traveling before the acceleration detection means detects the acceleration operation, and actual throttle opening during the acceleration operation. When the throttle opening is smaller than a value obtained by adding a predetermined value to the throttle opening stored in the throttle opening storing means, the acceleration stop determining means for determining that the acceleration operation has been completed, and the acceleration detecting means detects the acceleration operation. A constant-speed running control stopping unit that stops the constant-speed running control during the acceleration operation from when the acceleration stop determination unit determines that the acceleration operation has stopped.