JPH0343861Y2 - - Google Patents

Description

[Detailed Description of the Invention] (Industrial Application Field) The present invention relates to a vehicle travel control device, and more specifically, the present invention relates to a driving control device for an automobile, and more specifically, it controls the throttle opening of the engine by controlling the throttle opening of the engine in addition to the accelerator pedal, which is completely separate from the accelerator pedal. The present invention relates to a vehicle travel control device that is also controlled by an actuator.

(Prior art) As the above-mentioned type of automobile driving control device,
A comparator compares the set speed signal set to the desired speed and the actual vehicle speed signal according to the current vehicle speed,
A control signal corresponding to the difference between the set speed signal and the actual vehicle speed signal outputted from the comparator drives a servo motor to control the valve opening of the throttle valve, so that the vehicle runs at the set speed. Constant speed traveling devices are known (for example,
No. 120027).

However, in conventional constant speed traveling systems, when the set switch for operating the constant speed traveling system is closed, the throttle link system that links the accelerator pedal and the throttle valve is disengaged. Therefore, the throttle valve tries to close, but the constant speed running device does not operate immediately after the set switch is closed. In other words, there is a time lag before the constant speed running device operates, so the operating condition may change. There was a problem with instability.

Note that Japanese Utility Model Publication No. 55-22974 discloses a throttle shaft in which an accelerator pedal drum and a lever for constant speed running are provided on the same axis. No means are disclosed for eliminating the above-mentioned time lag in the operation of the speed traveling device.

(Purpose of the invention) In view of the above-mentioned drawbacks of the conventional devices, it is an object of the present invention to provide a vehicle travel control device that does not have a time lag in operation.

(Structure of the invention) As shown in Fig. 3, the present invention is an automobile travel control device that controls the throttle opening of the engine by an accelerator pedal and an actuator, in which an accelerator pedal 3 and a throttle valve 2 are linked. provided in the first throttle link system 4 to
A first rotating member 5 that rotates at an angle corresponding to the amount of depression of the accelerator pedal, and a rotation unit that detects the rotation angle of the first rotating member 5 and outputs a rotation angle signal corresponding to the rotation angle. a second movement angle detection means 22 and a second
A second rotating member 13 is provided in the throttle link system 11 and rotates at an angle corresponding to the operating amount of the actuator, and receives the rotation angle signal and operates the actuator in accordance with the rotation angle signal. a first rotating member of the second throttle link system that rotates the second rotating member of the second throttle link system so as to follow the first rotating member;
The second rotating member interlocking means 30 and the second rotating member 13 actuate when a signal is output that gives priority to the control of the throttle opening by the second rotating member 13 over the first rotating member 5. The present invention is characterized in that it includes a cancel signal generation circuit 31 for stopping the operation.

(Example) A constant speed traveling system for a vehicle according to a preferred embodiment of the vehicle traveling control device of the present invention will be described below with reference to the accompanying drawings.

FIG. 1 is an overall configuration diagram of a constant speed traveling device 1 for an automobile according to an embodiment of the present invention.

In FIG. 1, reference numeral P indicates an intake passage of an automobile engine, and this intake passage P is provided with a well-known throttle valve 2. A first throttle link mechanism 4 is provided between the throttle valve 2 and the accelerator pedal 3 to mechanically connect them.
The first throttle link mechanism 4 is provided with an accelerator lever 5, which is a first rotating member that rotates at an angle corresponding to the amount of depression of the accelerator pedal 3.
It is equipped with

The accelerator pedal 3 and the accelerator lever 5 are connected by a wire cable, and the slot valve 2 and the accelerator lever 5 are connected via a one-way clutch.

The constant speed traveling device 1 includes a motor 10 that is an actuator, a second throttle link mechanism 11 that is disposed between the motor 10 and the throttle valve 2 and transmits the operation of the motor 10 to the throttle valve 2, and An electromagnetic clutch 1 connects and connects the motor 10 and the second throttle link mechanism 11.
It is equipped with 2. The second throttle link mechanism 11 includes an auto-cruise lever 13 which is a second rotating member having the same structure as the first rotating member. The second throttle link mechanism 11 includes a link lever 14 having a similar structure to the auto cruise lever 13.
4 is connected to a motor 10 and rotated by the motor 10 when the electromagnetic clutch 12 is connected. The auto cruise lever 13 is rotated by transmitting the rotation of the link lever 14 via a wire cable.

The auto cruise lever 13 and the throttle valve 2 are connected via a one-way clutch.

Auto cruise lever 13 and accelerator lever 5
It is arranged coaxially with the shaft and is rotatably supported about the shaft. This shaft is connected to the rotating shaft of the throttle valve 2. (The auto cruise lever 13, the accelerator lever 5, and the shaft are connected via a known mechanism.) The motor 10 has a motor drive circuit 15, and the electromagnetic clutch 12 has an electromagnetic clutch drive circuit 1.
6 are connected to each other. These two drive circuits 15 and 16 are connected to a control circuit 17, and when receiving the first and second control signals S ₁ and S ₂ from the control circuit 17, the first and second drive signals S ₃ and _S4 to drive the motor 10 and electromagnetic clutch 12.

The control circuit 17 includes a vehicle speed sensor 18 that detects the traveling speed of the automobile and outputs a sensor signal _S5 proportional to the traveling speed, and when the brake is applied, detects this and outputs a brake signal _S6 . brake sensor 19, when the clutch is engaged,
A clutch sensor 20 which detects this and outputs a clutch signal _S7 , and a set switch 21 which is pressed and outputs a set signal _S8 when the driver desires constant speed driving are connected.

Next, the operation of the constant speed traveling device 1 of the present invention having the configuration described above will be explained.

First, to explain normal constant speed driving, when the driver presses the set switch 21, the control circuit 17 receives the set signal _S8 from the set switch 21, and the sensor that received the set signal _S8 when the driver pressed the set switch 21. The vehicle speed indicated by the signal _S6 is stored as the set speed for constant speed driving. Control circuit 17
Next, this set speed is compared with the vehicle speed indicated by the sensor signal _S6 to detect the speed difference, and the first control signal _S1 is a speed increase signal or deceleration signal with a value corresponding to the speed difference. is outputted to the motor drive circuit 15, and a second control signal _S2 is outputted to the electromagnetic clutch drive circuit 16.

When the electromagnetic clutch drive circuit 16 receives the second control signal S ₂ , it outputs a second drive signal S ₄ to connect the electromagnetic clutch 12 and mechanically connect the motor 10 to the throttle valve 2 . On the other hand, the motor drive circuit 15 outputs a first drive signal S ₃ in accordance with the first control signal S ₁ to operate the motor 10, thereby controlling the opening degree of the throttle valve 2 of the intake passage P. control to maintain the traveling speed at the set speed. In the above description, the electromagnetic clutch 12 is connected when the set switch 21 is turned on, but the electromagnetic clutch 12 may be connected when a main switch (not shown) is turned on.

On the other hand, when the constant speed traveling device 1 is not operating, normal driving is performed by depressing the accelerator pedal 3, but in order to shift from this normal driving state to the constant speed driving state, the above-mentioned steps are required. There is a time lag. Therefore, in the present invention, the accelerator lever 5 and the auto-cruise lever 13 are configured to interlock with each other to eliminate the above-mentioned time lag. For this interlocking, the accelerator lever 5 and auto-cruise lever 13 detect the rotation angles of the two levers 5 and 13, respectively, and send first and second rotation angle signals S ₉ ,
First and second rotation angle sensors 2 that output S ₁₀
2 and 23 are provided. The output ends of these rotation angle sensors 22 and 23 are connected to the control circuit 17.
is connected to the input terminal of this control circuit 17.
receives the first and second rotation angle signals S ₉ and S ₁₀ from the first and second rotation angle sensors 22 and 23, and determines that the rotation angle of the auto cruise lever 13 is the rotation angle of the accelerator lever 5. The two levers 5 and 13 are interlocked so that. Next, the above-mentioned interlock control by the control circuit 17 will be explained with reference to the flowchart of FIG. In the following description of the interlock control, a type in which the electromagnetic clutch 12 is turned on when the main switch of the constant speed traveling device 1 is turned on will be described.

In this interlocking control, it is first determined whether the main switch is ON and the set switch is OFF. If this determination is NO, the control is immediately terminated, and if this determination is YES, a signal for turning on the electromagnetic clutch 16 is output. After this, the first and second rotation angle signals S ₉
and _S10 , and based on these signals _S9 and _S10 , the rotation angle of the auto cruise lever 13 and the rotation angle of the accelerator lever 5 are compared to detect the rotation angle difference. Thereafter, a first control signal _S1 having a value corresponding to this rotation angle difference is output to the motor drive circuit 15. After this, it is determined whether the clutch switch 20 is ON, the brake switch 19 is ON, and whether the accelerator lever 5 is changing suddenly. If all of these determinations are NO, the electromagnetic clutch 16 is turned ON. The auto-cruise lever 13 is made to follow the accelerator lever 5, and the time lag described above is avoided the next time the vehicle enters the constant speed driving state. On the other hand, if any of the above judgments is YES, the electromagnetic clutch 1
6 is turned off to allow the first throttle link system 4 to operate independently to provide good responsiveness. After this step, it is determined again whether the accelerator lever 5 is changing rapidly, and if this determination is YES, the electromagnetic clutch 16 is kept in the OFF state, and if this determination is NO, the above steps are continued. Repeat.

(Effects of the invention) As explained above, in the constant speed driving device of the invention, the auto cruise lever always follows the accelerator lever, so the transition from the normal driving state to the constant speed driving state is smooth. , and stable driving performance can be obtained.

[Brief explanation of the drawing]

FIG. 1 is an overall explanatory diagram of a constant speed traveling device for an automobile according to an embodiment of the present invention, FIG. 2 is a flowchart showing an example of control of the constant speed traveling device, and FIG. 3 is an overall configuration of the present invention. It is a diagram. DESCRIPTION OF SYMBOLS 1... Constant speed traveling device, 2... Throttle valve, 3... Accelerator pedal, 4... First throttle link mechanism, 5... Accelerator lever, 10...
Motor, 11...Second throttle link mechanism, 1
3...Auto cruise lever, 15...Motor drive circuit, 17...Control circuit, 22, 23...1
and a second rotation angle sensor.

Claims (1)

[Scope of utility model registration request] In an automobile driving control device that controls the throttle opening of the engine using an accelerator pedal and an actuator, the throttle link system is installed in the first throttle link system that links the accelerator pedal and the throttle valve, and a first rotating member that rotates at an angle, a rotating angle detection means that detects a rotating angle of the first rotating member and outputs a rotating angle signal according to the rotating angle, and the actuator. a second rotating member that is provided in a second throttle link system that links the throttle valve and the throttle valve, and that rotates at an angle corresponding to the amount of operation of the actuator; first and second rotating member interlocking means for rotating the second rotating member of the second throttle link system so as to follow the first rotating member; and adjusting the throttle angle by the second rotating member. An automobile comprising: a cancel signal generating circuit that stops the operation of the first and second rotating member interlocking means when a signal is output to give priority to control over the first rotating member. Travel control device.