JPH0221971B2 - - Google Patents
Info
- Publication number
- JPH0221971B2 JPH0221971B2 JP56052700A JP5270081A JPH0221971B2 JP H0221971 B2 JPH0221971 B2 JP H0221971B2 JP 56052700 A JP56052700 A JP 56052700A JP 5270081 A JP5270081 A JP 5270081A JP H0221971 B2 JPH0221971 B2 JP H0221971B2
- Authority
- JP
- Japan
- Prior art keywords
- speed
- vehicle speed
- constant
- vehicle
- diesel engine
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Expired - Lifetime
Links
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
Landscapes
- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Transportation (AREA)
- Mechanical Engineering (AREA)
- Control Of Throttle Valves Provided In The Intake System Or In The Exhaust System (AREA)
- Control Of Vehicle Engines Or Engines For Specific Uses (AREA)
- Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
- Controls For Constant Speed Travelling (AREA)
Description
【発明の詳細な説明】
本発明はデイーゼルエンジンの燃料噴射量を噴
射ポンプを介して電子制御することにより、車両
を目標車速に制御し定速走行を可能とする制御方
法に関するものである。DETAILED DESCRIPTION OF THE INVENTION The present invention relates to a control method for controlling a vehicle to a target vehicle speed and enabling constant speed travel by electronically controlling the fuel injection amount of a diesel engine via an injection pump.
近年デイーゼル自動車においても、ガソリン車
と同様に排出ガス対策、省燃費のためにより高精
度の噴射量、噴射時期の制御が望まれ、マイクロ
コンピユータを利用した制御方法が開発されつつ
ある。このような情況の中で、車両を目標車速に
制御する定速走行制御装置は、ガソリン車の場
合、スロツトル弁開度または吸入空気バイパス通
路面積を電磁弁、サーボモーター等の専用のアク
チユエータを用いて、制御吸入空気量を目標車速
と現在の車速の誤差に応じて制御する方法が考え
られていたが、専用のアクチユエータを必要とす
るという問題がある。 In recent years, even in diesel automobiles, there is a desire for more precise control of injection amount and injection timing in order to counter exhaust emissions and save fuel consumption, just as in gasoline cars, and control methods using microcomputers are being developed. Under these circumstances, in the case of gasoline-powered vehicles, the constant speed cruise control device that controls the vehicle to the target vehicle speed uses a dedicated actuator such as a solenoid valve or servo motor to adjust the throttle valve opening or intake air bypass passage area. Therefore, a method has been considered in which the intake air amount is controlled according to the error between the target vehicle speed and the current vehicle speed, but this method has the problem of requiring a dedicated actuator.
また、デイーゼルエンジンにおいては従来機械
式燃料噴射ポンプが多用されており、この噴射ポ
ンプと定速走行装置とを組合せるには機構が複雑
化する上に精度の良い制御を行なうことは非常に
困難である。さらに、何えば特開昭51−5473号公
報に示されるように、電気的に定速走行制御を行
なうものも提案されているが、車速の帰還制御等
がなく、精度上問題がある
本発明は従来の問題点に鑑みてなされたもので
あり、デイーゼルエンジン車両において、実際の
エンジン回転数とアクセル操作量により求まる燃
料噴射量を噴射ポンプを介して制御し、通常の走
行状態で外部の車速一定要求信号が入力されたと
き、この車速一定要求信号に従つて目標車速を記
憶し、この目標車速と現在の車速との差に応じて
デイーゼルエンジン特有のガバナパターンを移動
させ噴射量を制御することにより、走行負荷に影
響されず、また複雑な機構を設けることなく、高
精度に車両を目標車速に維持できる定速走行電子
制御方法の提供を目的としている。 Furthermore, conventionally, mechanical fuel injection pumps have been widely used in diesel engines, and combining this injection pump with a constant-speed running device requires a complex mechanism and is extremely difficult to control with high precision. It is. Furthermore, as shown in Japanese Unexamined Patent Application Publication No. 51-5473, a vehicle that performs constant speed driving control electrically has been proposed, but there is no feedback control of vehicle speed, and there is a problem with accuracy. This was done in view of the conventional problems, and in diesel engine vehicles, the fuel injection amount determined by the actual engine speed and accelerator operation amount is controlled via the injection pump, and the external vehicle speed is controlled under normal driving conditions. When a constant request signal is input, a target vehicle speed is memorized according to this constant vehicle speed request signal, and a governor pattern unique to diesel engines is moved according to the difference between this target vehicle speed and the current vehicle speed to control the injection amount. Therefore, the present invention aims to provide a constant speed driving electronic control method that can maintain a vehicle at a target speed with high accuracy without being affected by the driving load and without providing a complicated mechanism.
例えば、負荷が軽くなつて車速が目標車速より
速くなつた場合には、ガバナパターンをアクセル
操作量を減少させる方向に、また目標車速より遅
くなつた場合には、アクセル操作量を増加させる
方向に移動させ、噴射量をコントロールして目標
車速を維持する。 For example, when the load becomes lighter and the vehicle speed becomes faster than the target vehicle speed, the governor pattern is set to decrease the amount of accelerator operation, and when the vehicle speed becomes slower than the target vehicle speed, the governor pattern is set to increase the amount of accelerator operation. to maintain the target vehicle speed by controlling the injection amount.
なお、定速走行を解除するには、ブレーキ信
号、クラツチ信号等を入力して行なう。 Note that to cancel constant speed running, a brake signal, clutch signal, etc. are input.
以下本発明を図に示す実施例により説明する。
第１図は噴射ポンプ制御装置および燃料噴射ポン
プの構成を示したものである。燃料噴射ポンプ１
は、燃料タンク２よりフイードポンプ３を通して
燃料が供給される。マイクロコンピユータを含ん
だ、燃料噴射ポンプ制御装置４には、デイーゼル
エンジンの運転状態を検出するためのセンサー信
号、車速一定要求信号および定速走行解除信号が
入力される。制御装置４からは、運転状態に応じ
て計算された燃料噴射量指令信号Vsが、噴射ポ
ンプ１の燃料噴射量を直接コントロールするアク
チユエータ５に出力され、燃料噴射量をコントロ
ールする。そして噴射ポンプ１から、燃料がイン
ジエクター６を通してエンジン気筒内に噴射され
る。 The present invention will be explained below with reference to embodiments shown in the drawings.
FIG. 1 shows the configuration of an injection pump control device and a fuel injection pump. fuel injection pump 1
Fuel is supplied from a fuel tank 2 through a feed pump 3. A sensor signal for detecting the operating state of the diesel engine, a constant vehicle speed request signal, and a constant speed running cancellation signal are input to the fuel injection pump control device 4, which includes a microcomputer. The control device 4 outputs a fuel injection amount command signal Vs calculated according to the operating state to the actuator 5, which directly controls the fuel injection amount of the injection pump 1, thereby controlling the fuel injection amount. Then, fuel is injected from the injection pump 1 into the engine cylinder through the injector 6.
制御装置４の具体的な構成およびその入力信号
を第２図に示す。制御装置には運転状態検出セン
サ信号としてエンジンまたは噴射ポンプの回転数
信号Vnを発生するための回転数検出センサー１
００、車速を検出するための車速検出センサー１
０１、アクセル操作量を検出するアクセル位置セ
ンサー１０２、エンジンの暖機状態を検出する冷
却水水温センサー１０３、吸気圧を検出する吸気
圧センサー１０４、吸気温を検出する吸気温セン
サー１０５からの各センサー信号が入力される。
このうち回転数検出センサーおよび車速検出セン
サーの信号は波形整形回路１１０を通して、マイ
クロコンピユータ１１４内に入力され、アクセル
位置、冷却水温、吸気圧、吸気温の各センサー信
号は、マルチプレクサ１１１を通しAD変換器１
１２でAD変換した後、マイクロコンピユータ１
１４内に入力される。そして１０６は定速走行制
御を開始する車速を決定する車速一定要求SW、
１０７，１０８定速走行制御を解除するためのブ
レーキSWとクラツチSWであり、これらSWより
の信号はバツフア１１３を通してマイクロコンピ
ユータ１１４内に取り込まれる。 The specific configuration of the control device 4 and its input signals are shown in FIG. The control device includes a rotation speed detection sensor 1 for generating a rotation speed signal Vn of the engine or injection pump as an operating state detection sensor signal.
00, vehicle speed detection sensor 1 for detecting vehicle speed
01. Each sensor includes an accelerator position sensor 102 that detects the amount of accelerator operation, a cooling water temperature sensor 103 that detects the warm-up state of the engine, an intake pressure sensor 104 that detects the intake pressure, and an intake temperature sensor 105 that detects the intake temperature. A signal is input.
Among these, the signals of the rotation speed detection sensor and the vehicle speed detection sensor are inputted into the microcomputer 114 through the waveform shaping circuit 110, and the sensor signals of the accelerator position, cooling water temperature, intake pressure, and intake temperature are converted to AD through the multiplexer 111. Vessel 1
After AD conversion with 12, microcomputer 1
14. 106 is a vehicle speed constant request SW that determines the vehicle speed at which constant speed driving control is started;
107 and 108 are a brake SW and a clutch SW for canceling the constant speed running control, and signals from these SWs are taken into the microcomputer 114 through a buffer 113.
マイクロコンピユータには、制御プログラム、
制御定数、マツプなどをあらかじめ記憶させた読
出し専用メモリ（ROM）１１５、および計算処
理などの一時記憶のための読出し書込み可能なメ
モリ（RAM）１１６が内蔵または外部に接続さ
れている。またマイクロコンピユータ内で計算さ
れた噴射量指令値Vs′は、噴射量コントロールア
クチユエータ駆動回路１１７に出力される。この
アクチユエータ駆動回路は、アクチユエータに取
り付けられた制御位置センサーからの信号VLと
先ほどのマイクロコンピユータからの噴射量指令
値Vs′からアクチユエータ駆動指令（噴射量指
令）信号Vsをアクチユエータ５に出力し、噴射
量をコントロールする。 The microcomputer has a control program,
A read-only memory (ROM) 115 in which control constants, maps, etc. are stored in advance, and a read/write memory (RAM) 116 for temporary storage of calculation processing, etc. are built-in or externally connected. Further, the injection amount command value Vs' calculated within the microcomputer is output to the injection amount control actuator drive circuit 117. This actuator drive circuit outputs an actuator drive command (injection amount command) signal Vs to the actuator 5 from the signal V L from the control position sensor attached to the actuator and the injection amount command value Vs' from the microcomputer. Control the injection amount.
通常デイーゼルエンジンへの燃料噴射量をコン
トロールする場合、例えば、エンジン又は噴射ポ
ンプに取付けた回転数検出センサーによりエンジ
ン回転数を検出し、またアクセルに取り付けられ
たアクセル位置センサによりアクセル操作量を検
出し、この回転数とアクセル操作量から、基本の
燃料噴射量を２次元マツプ又は計算式により算出
することができる。なおこの噴射量パターンは、
デイーゼル噴射ポンプ特有のガバナパターンであ
り、第３図に示すのは特に、定速走行制御を行う
のにつごうのよい低速回転から高速回転までのあ
らゆる回転範囲で調速作用（回転数を一定に保と
うとする作用）を持つオールスピードガバナパタ
ーンである。 Normally, when controlling the amount of fuel injected into a diesel engine, for example, the engine rotation speed is detected by a rotation speed detection sensor attached to the engine or injection pump, and the accelerator operation amount is detected by an accelerator position sensor attached to the accelerator. From this rotational speed and accelerator operation amount, the basic fuel injection amount can be calculated using a two-dimensional map or a calculation formula. This injection amount pattern is
This is a governor pattern unique to diesel injection pumps, and the one shown in Figure 3 is a governor pattern that has a governing effect (maintains the rotation speed at a constant speed) in all rotation ranges from low speed rotation to high speed rotation, which is useful for controlling constant speed travel. This is an all-speed governor pattern that has the effect of trying to maintain
このガバナパターンを使用して、目標車速をコ
ントロールする方法を、第４図を参照しながら説
明する。通常の走行状態において、外部の車速一
定要求信号が入力した時、その時点の車速VAお
よび、アクセル操作量ACCAを記憶し、その後の
噴射量計算は実際のアクセル開度を使用せずに目
標車速と現在の車速との差に応じて、記憶したア
クセル操作量ACCAのガバナパターンを移動す
る。例えば定速走行中に負荷が軽くなつて車速が
目標車速より速くなつた場合には、アクセル操作
量ACCAのガバナパターンをアクセル操作量を減
少させる方向に△ACCだけ移動させ噴射量を減
量する。また負荷が重くなつて、車速が目標車速
より遅くなつた場合には、アクセル開度ACCAの
ガバナパターンをスロツトル開度を開く方向に△
ACCだけ移動させ噴射量を増量する。以上の帰
還制御を行うことにより、目標車速を維持し、定
速走行を可能とする。また、以下の２項目のどれ
か１項目が成り立つた場合には、定速走行を解除
する。 A method of controlling the target vehicle speed using this governor pattern will be explained with reference to FIG. In normal driving conditions, when an external vehicle speed constant request signal is input, the vehicle speed V A and accelerator operation amount ACC A at that time are memorized, and subsequent injection amount calculations are performed without using the actual accelerator opening. The governor pattern of the stored accelerator operation amount ACC A is moved according to the difference between the target vehicle speed and the current vehicle speed. For example, if the load becomes lighter while driving at a constant speed and the vehicle speed becomes faster than the target vehicle speed, the governor pattern for the accelerator operation amount ACC A is moved by △ACC in the direction of decreasing the accelerator operation amount to reduce the injection amount. . In addition, if the load becomes heavy and the vehicle speed becomes slower than the target vehicle speed, the governor pattern of the accelerator opening ACC A may be changed in the direction of opening the throttle opening.
Move only ACC to increase the injection amount. By performing the above feedback control, the target vehicle speed is maintained and constant speed driving is possible. Further, if one of the following two items is satisfied, constant speed running is canceled.
(1) ブレーキスイツチ１０７がオン（ブレーキを
踏む）になつた時
(2) クラツチスイツチ１０８がオン（クラツチを
切る）になつた時
以下具体的に、目標車速に制御する方法につい
て、フローチヤートを用いて説明する。まず、第
５図に示すように、エンジン又は、噴射ポンプに
取り付けられた回転数検出センサー（電磁ピツク
アツプ）１００からのパルス信号によつて割込み
要求信号を発生させ、このパルス間の時間Ti（第
６図）よりパルス間回転数NPLS（ｉ）＝kl／Ti
（kl：定数）を算出し、この値をエンジン１回転
分の間メモリにサイクリツク的に蓄積していく。
これにより、最も最近のNPLS（ｉ）のデータから
１回転分のデータを蓄積し、１回転以上過去のデ
ータは忘却していく。また第７図は車速を算出す
る割込みルーチンを示し、車速検出センサ１０１
の検出信号により割込み要求信号を発生させパル
ス間の時間Tsより車速SPD＝k2／Ts（k2：定数）
を算出する。(1) When the brake switch 107 is turned on (depressing the brake) (2) When the clutch switch 108 is turned on (depressing the clutch) Below is a flowchart specifically explaining how to control the vehicle speed to the target vehicle speed. I will explain using First, as shown in FIG. 5, an interrupt request signal is generated by a pulse signal from a rotation speed detection sensor (electromagnetic pickup) 100 attached to the engine or injection pump, and the time between these pulses Ti ( From Figure 6), the number of rotations between pulses N PLS (i) = kl/Ti
(kl: constant) is calculated, and this value is cyclically stored in memory for one revolution of the engine.
As a result, data for one revolution is accumulated from the most recent N PLS (i) data, and data from past one revolution or more is forgotten. Further, FIG. 7 shows an interrupt routine for calculating the vehicle speed, in which the vehicle speed detection sensor 101
An interrupt request signal is generated based on the detection signal, and the vehicle speed S PD = k 2 / Ts (k 2 : constant)
Calculate.
第８図は噴射量算出ルーチンを示し、まずステ
ツプ０１で第５図の回転数割込みルーチンで蓄積
されたエンジン１回転分のデータの平均値Ne＝o
〓i=1
NPLS（ｉ）／ｎを算出し、この値を回転数とす
る。このようにすることにより、特別の基準パル
スを必要とせず、エンジン１回転にともなうエン
ジン回転数脈動を平均化することができる。ステ
ツプ０２では、アクセル位置センサからの出力値
よりアクセル操作量ACCを算出する。ステツプ
０３では車速一定要求スイツチが押下されたかど
うかを判定する。スイツチがONされたならば、
ステツプ０４で定速走行中FAUTO＝１かどうか判
定する。定速走行中（FAUTO＝１）のときはステ
ツプ０５，０６，０７の処理はスキツプしてスイ
ツチ押下を無効とする。定速走高中でない
（FAUTO＝０）時はステツプ０５に進し、前記第７
図で求まつた現在の車速SPDを目標車速
（SPDref）とし、またステツプ０６で現在のアク
セル操作量ACCを定速制御用アクセル操作量
ACCrefとする。そして、ステツプ０７で定速走
行制御フラツグFAUTOを１にセツトする。 FIG. 8 shows the injection amount calculation routine. First, in step 01, the average value of data for one engine rotation accumulated in the rotation speed interrupt routine of FIG . 5 is calculated. Calculate and use this value as the rotation speed. By doing so, it is possible to average the engine rotational speed pulsation that accompanies one rotation of the engine without requiring a special reference pulse. In step 02, the accelerator operation amount ACC is calculated from the output value from the accelerator position sensor. In step 03, it is determined whether the constant vehicle speed request switch has been pressed. If the switch is turned on,
In step 04, it is determined whether F AUTO = 1 while driving at a constant speed. When the vehicle is running at a constant speed (F AUTO = 1), steps 05, 06, and 07 are skipped and the switch press is invalidated. If the vehicle is not running at a constant speed (F AUTO = 0), proceed to step 05 and perform the seventh step.
The current vehicle speed SPD found in the diagram is set as the target vehicle speed (SPDref), and in step 06, the current accelerator operation amount ACC is set as the accelerator operation amount for constant speed control.
ACCref. Then, in step 07, the constant speed running control flag FAUTO is set to 1.
ステツプ０８では定速走行制御フラツグを判定
し、１がセツトされていればステツプ０９で、定
速走行制御ルーチンを実行する。定速走行制御ル
ーチンの詳細を第９図に示す。ステツプ２０，２
１で定速走行制御の解除を判定する。ステツプ２
０でブレーキSWがON、ステツプ２１でクラツ
チSWがONかをそれぞれ判定し、ONならばステ
ツプ３０で定速走行制御フラツグFAUTOをクリア
ーし、定速解除条件成立以外の時にはステツプ２
３，２４で、目標車速SPDrefに±△SPDの不感
帯をもうけ、おのおのSPDMAX、SPDMINとする。
ステツプ２５では現在の車速SPDが（目標車速）
＋△SPD（＝SPDMAX）より大きいかどうか判定
し、SPD＞SPDMAXのときは負荷が軽くなり、回
転数が上がりすぎたのでステツプ２８に進み、定
速制御用アクセル操作量ACCrefからアクセルの
操作量の減少する方向に△ACC減じた値を
ACCrefとする。ステツプ２６で現在の車速SPD
が（目標車速）−△SPD（＝SPDMIN）より小さい
かどうか判定する。SPD＜SPDMINのときは、負
荷が重くなり、回転数が下がりすぎたのでステツ
プ２７に進み、アクセル操作量ACCrefからアク
セル操作量の増大する方向に△ACC加算した値
をACCrefとする。SPDMIN≦SPD≦SPDMAXの時
は何もせずにステツプ２９に進す。ステツプ２９
では定速制御用アクセル操作量ACCrefとACCに
ストアーして、定速走行制御を終了する。 At step 08, the constant speed running control flag is determined, and if it is set to 1, at step 09, a constant speed running control routine is executed. The details of the constant speed running control routine are shown in FIG. Step 20, 2
1 determines whether constant speed driving control is canceled. Step 2
0, the brake SW is ON, and in step 21, it is determined whether the clutch SW is ON. If it is ON, the constant speed running control flag F AUTO is cleared in step 30, and if the constant speed release condition is not satisfied, step 2 is executed.
In steps 3 and 24, a dead zone of ±△SPD is created in the target vehicle speed SPDref, and SPD MAX and SPD MIN are respectively set.
In step 25, the current vehicle speed SPD (target vehicle speed)
It is determined whether it is larger than +△SPD (=SPD MAX ), and if SPD > SPD MAX , the load is light and the rotation speed has increased too much, so proceed to step 28, and calculate the accelerator from the accelerator operation amount ACCref for constant speed control. The value obtained by reducing △ACC in the direction of decreasing operation amount.
ACCref. Current vehicle speed SPD in step 26
is smaller than (target vehicle speed) - △SPD (=SPD MIN ). When SPD<SPD MIN , the load has become heavy and the rotational speed has decreased too much, so the process proceeds to step 27, and the value obtained by adding ΔACC in the direction in which the accelerator operation amount increases from the accelerator operation amount ACCref is set as ACCref. If SPD MIN ≦SPD≦SPD MAX , proceed to step 29 without doing anything. Step 29
Now, store the constant speed control accelerator operation amount ACCref and ACC, and end the constant speed driving control.
以上のルーチンで求めた回転数Neとアクセル
操作量ACCより、ステツプ１０で基本の噴射量
QBASEをマツプ検索又は計算式によつて求める。
ステツプ１１ではその時の運転状態に応じた最大
噴射量QMAXを求め、ステツプ１２では、ステツ
プ１０で求めたQBASEとQMAXの小さい方の値を最
終噴射量QFINとする。ステツプ１３ではQFINに相
当する噴射量指令値Vs′を求め噴射量コントロー
ルアクチユエータ駆動回路に出力する。 Based on the rotational speed Ne and accelerator operation amount ACC obtained in the above routine, the basic injection amount is determined in step 10.
Find Q BASE by map search or calculation formula.
In step 11, the maximum injection amount Q MAX is determined according to the operating state at that time, and in step 12, the smaller value of Q BASE and Q MAX determined in step 10 is determined as the final injection amount Q FIN . In step 13, the injection amount command value Vs' corresponding to QFIN is determined and outputted to the injection amount control actuator drive circuit.
上述した実施例ではガバナパターンをオールス
ピードパターンとして記述したが、第１０図に示
すようなミニマム・マキシマム、スピードパター
ンの場合、中速域で調速作用を持たないので車速
一定要求信号入力時に、ガバナパターンをオール
スピードパターンに切換え制御することにより、
同等の効果を得られる。なおブレーキ信号、クラ
ツチ信号、アクセル信号など解除信号が入力され
た時点で再び、ミニマム・マキシマム・スピード
パターンにもどしてやればよい。 In the above embodiment, the governor pattern was described as an all-speed pattern, but in the case of a minimum/maximum speed pattern as shown in FIG. By controlling the governor pattern to switch to the all-speed pattern,
You can get the same effect. Note that when a release signal such as a brake signal, clutch signal, or accelerator signal is input, the minimum/maximum speed pattern may be returned to.
以上述べたように本発明は、デイーゼルエンジ
ン車両において、デイーゼルエンジン特有のガバ
ナパターンを目標車速と現在に車速との差に応じ
て移動させ燃料噴射量を帰還制御しているので、
特別なアクチユエータや複雑な機構を用いること
なく、走行負荷に影響されず、機関回転を安定さ
せた状態で高精度に車速を目標車速に維持できる
という優れた効果を有する。 As described above, the present invention performs feedback control of the fuel injection amount in a diesel engine vehicle by moving the governor pattern unique to the diesel engine according to the difference between the target vehicle speed and the current vehicle speed.
It has the excellent effect of being able to maintain the vehicle speed at the target vehicle speed with high accuracy without using any special actuator or complicated mechanism, without being affected by running load, and with stable engine rotation.
第１図は本発明方法を適用する装置の一実施例
を示す構成図、第２図は第１図中の制御装置の構
成および入出力信号を示す構成図、第３図、第１
０図はガバナパターンの例を示す特性図、第４図
はガバナパターンの移動を説明する図、第５図、
第７図、第８図、第９図は第１図中の制御装置に
おける処理手順を示すフローチヤート、第６図は
第２図中の回転数検出センサーの出力を波形整形
した信号波形図である。
１……燃料噴射ポンプ、４……噴射ポンプ制御
装置、１００……回転数検出センサ、１０１……
車速検出センサ、１０２……アクセル位置セン
サ、１０６……車速一定要求SW。
1 is a block diagram showing an embodiment of a device to which the method of the present invention is applied; FIG. 2 is a block diagram showing the structure of the control device in FIG. 1 and input/output signals; FIG.
Figure 0 is a characteristic diagram showing an example of the governor pattern, Figure 4 is a diagram explaining the movement of the governor pattern, Figure 5 is
Figures 7, 8, and 9 are flowcharts showing the processing procedure in the control device in Figure 1, and Figure 6 is a signal waveform diagram obtained by shaping the output of the rotation speed detection sensor in Figure 2. be. 1... Fuel injection pump, 4... Injection pump control device, 100... Rotation speed detection sensor, 101...
Vehicle speed detection sensor, 102...Accelerator position sensor, 106...Vehicle speed constant request SW.
Claims (1)
ータとして算出される燃料噴射量を予め定められ
た特性の電子的ガバナパターンにより決定するデ
イーゼルエンジンを備えた車両の走行速度を一定
に制御する方法であつて、 車両の走行速度を所望の目標車速に保つことを
要求する車速一定要求信号を入力したときこの車
速一定要求信号に従つて目標車速を記憶し、この
記憶した目標車速と現在の実車速とを比較し、両
車速の差に対応して前記電子的ガバナパターンを
強制的に移動させてデイーゼルエンジンの燃料噴
射量を決定し、車両の走行速度を前記目標車速に
帰還制御することを特徴とするデイーゼルエンジ
ン車両における定速走行電子制御方法。 ２ 特許請求の範囲第１項に記載のデイーゼルエ
ンジン車両における定速走行電子制御方法におい
て、前記電子的ガバナパターンの移動は、前記目
標車速と実車速との差に対応したアクセル操作量
を電子的ガバナパターンのパラメータに設定する
ことで実行することを特徴とするデイーゼルエン
ジン車両における定速走行電子制御方法。 ３ 特許請求の範囲第２項に記載のデイーゼルエ
ンジン車両における定速走行電子制御方法におい
て、前記実車速が目標車速より速い場合には、前
記アクセル操作量を減少方向に、遅い場合には増
加方向に設定することを特徴とするデイーゼルエ
ンジン車両における定速走行電子制御方法。[Claims] 1. To maintain a constant running speed of a vehicle equipped with a diesel engine in which the fuel injection amount calculated using the engine speed and the accelerator operation amount as parameters is determined by an electronic governor pattern with predetermined characteristics. This is a control method in which, when a constant vehicle speed request signal is input that requests that the traveling speed of the vehicle be maintained at a desired target vehicle speed, the target vehicle speed is stored in accordance with this constant vehicle speed request signal, and the stored target vehicle speed and The current actual vehicle speed is compared, and the electronic governor pattern is forcibly moved in accordance with the difference between the two vehicle speeds to determine the fuel injection amount of the diesel engine, and the vehicle running speed is controlled to return to the target vehicle speed. 1. A constant speed electronic control method for a diesel engine vehicle, characterized in that: 2. In the constant speed electronic control method for a diesel engine vehicle according to claim 1, the movement of the electronic governor pattern electronically controls an accelerator operation amount corresponding to the difference between the target vehicle speed and the actual vehicle speed. A constant speed electronic control method for a diesel engine vehicle, characterized in that the method is executed by setting parameters of a governor pattern. 3. In the constant speed electronic control method for a diesel engine vehicle according to claim 2, when the actual vehicle speed is faster than the target vehicle speed, the accelerator operation amount is decreased, and when it is slower, the accelerator operation amount is increased. 1. A method for electronically controlling constant speed running in a diesel engine vehicle, characterized in that the speed is set to .
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP5270081A JPS57168038A (en) | 1981-04-08 | 1981-04-08 | Method of electronic control of diesel engine car under constant speed running |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP5270081A JPS57168038A (en) | 1981-04-08 | 1981-04-08 | Method of electronic control of diesel engine car under constant speed running |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JPS57168038A JPS57168038A (en) | 1982-10-16 |
| JPH0221971B2 true JPH0221971B2 (en) | 1990-05-16 |
Family
ID=12922160
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP5270081A Granted JPS57168038A (en) | 1981-04-08 | 1981-04-08 | Method of electronic control of diesel engine car under constant speed running |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPS57168038A (en) |
Families Citing this family (5)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS5982539A (en) * | 1982-10-29 | 1984-05-12 | Hino Motors Ltd | Fuel feed amount controller |
| JPS5982538A (en) * | 1982-10-29 | 1984-05-12 | Hino Motors Ltd | Fuel feed amount controller |
| JPS60124543U (en) * | 1984-01-31 | 1985-08-22 | いすゞ自動車株式会社 | mechanical governor control device |
| JPS60139633U (en) * | 1984-02-29 | 1985-09-14 | 日産ディーゼル工業株式会社 | Automatic transmission for vehicles |
| DE3864825D1 (en) * | 1988-05-05 | 1991-10-17 | Bosch Gmbh Robert | DEVICE AND METHOD FOR SPEED REGULATION. |
Family Cites Families (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS5312039A (en) * | 1976-07-20 | 1978-02-03 | Hitachi Maxell | Silver oxide *2* battery |
-
1981
- 1981-04-08 JP JP5270081A patent/JPS57168038A/en active Granted
Also Published As
| Publication number | Publication date |
|---|---|
| JPS57168038A (en) | 1982-10-16 |
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