JPS6050031A - Controlling device for constant-speed running of vehicle - Google Patents

Abstract

PURPOSE:To reduce the degree of reduction of an actual speed caused when a set switch is operated, by operating a speed regulating element onto a speed increase side based on the operation of the set switch in a constant-speed running apparatus for vehicles. CONSTITUTION:After a set switch 6 is operated, a throttle valve 2 is given a force displacing same toward full opening by a speed regulating element 1 until a preset time passes. A time of continuation is calculated in proportion to a speed difference representing a variation with time of a vehicle speed from the difference between a target speed and an actual speed, and a time of racing is determined from the calculated time. Thereby the amount of racing operation after the operation of the set switch can be controlled in accordance with a variation with time of a speed signal by a control circuit 5. Accordingly, a signal for operating the throttle valve onto a speed increase side as much as required according to the condition of driving and the slope of a road can be prepared, and thereby the feeling of driving can be made excellent.

Description

DETAILED DESCRIPTION OF THE INVENTION [Industrial Field of Application] The present invention relates to a vehicle speed control element, a set switch,
speed signal generating means, and storing a speed signal representative of the current actual speed based on the operation of the cent switch, and in conjunction with the stored speed signal and a subsequently obtained speed borrow, the speed regulating element; The present invention relates to a constant speed cruise control device for a vehicle, comprising: a control means for operating a vehicle;

[Background] This type of control device is well known, as exemplified in Japanese Patent Publication No. 53-7592. In a typical device for driving at a constant speed, the driver operates the center switch to start driving at a constant speed, but the timing of releasing the accelerator pedal is generally too early, and the speed control element is activated by the control means. Due to the existence of a delay time, the actual speed decreases once after the center switch is operated, and then recovers to the target speed at the time when the center switch was operated.

[Object of the Invention] An object of the present invention is to improve the riding feeling by suppressing the degree of decrease in the actual speed caused when the above-mentioned set switch is operated.

[Structure of the Invention] In order to achieve the above-mentioned object, the present invention provides an output signal for operating the speed adjustment element to the speed increasing side based on the operation of the set switch in the constant speed cruise control device for a vehicle described at the beginning. a first means for generating a speed increasing output signal; and when the output signal is generated in the speed increasing output signal generating means, the output signal is controlled in response to a temporal change in the speed signal to the speed increasing side of the speed adjusting element. and a second means for controlling the amount of operation.

The present invention is applicable both when using a speed adjusting element using a reversible electric morph as the driving source, and when using an air-negative pressure gas diaphragm actuator as the driving source.

In a first embodiment of the present invention, the means m1 transmits a constant output signal to the speed adjusting element such that a speed increasing effect of a constant magnitude is produced on the speed adjusting element when the cent switch is operated. granted to. The second means determines the duration of the output signal having a constant magnitude in response to a temporal change in the speed signal, thereby changing the amount of operation of the speed adjusting element toward the speed increasing side.

In the second embodiment of the present invention, the second means changes the magnitude of the output signal in accordance with the temporal change in the speed signal, thereby increasing the speed of the speed adjusting element. It is also possible to change the amount of actuation.

In the first or second embodiment, the second means may, for example, detect a speed signal at a first point in time immediately before or after the first mulberry crop of the cent switch and a speed signal at a second point in time after a certain period of time has elapsed from that point. By comparing, it is possible to determine the temporal change in the speed signal.

In the following example, a control device belonging to the first embodiment will be described. In an embodiment, the first means first applies a constant output signal to the speed adjustment element in response to operation of the set switch.

The second means is the speed signal immediately after the sensor 1 switch is operated, and a second point at which a predetermined time has elapsed corresponding to when the actual speed starts to decrease slightly in a general constant speed driving start operation. The difference between the speed signal and the speed signal is calculated. The second means then determines the duration of the output signal in proportion to this difference.

Although not described in detail, as a modification of this embodiment, the calculation of the temporal change in the speed signal and the modification of the duration may be performed one or more times.

Alternatively, it may be determined whether or not the difference is greater than a preset value, and it may be determined whether or not to extend the generation of the output signal for a predetermined period of time depending on the determination result. In this case as well, multiple extensions can be performed by multiple determinations.

〔Example〕

In FIG. 1 showing the structure of an embodiment of the present invention, reference numeral 1 denotes a speed regulating element, which is connected in a known manner to a carburetor throttle valve 2 of an internal combustion engine, which is a prime mover of a vehicle. The regulating element 1 is configured as a known diaphragm actuator, and is a controller 1 that alternately connects the diaphragm chamber, the atmosphere, and the intake negative pressure.
It includes a solenoid valve 3 for zero-lease, and a solenoid valve 4 for leasing that communicates and cuts off the diaphragm chamber with the atmosphere. The adjustment element 1 is controlled by a pressure regulation signal Od and a release signal 0■ outputted from a control circuit 5 whose main element is a microcomputer. The release solenoid valve 4 is of a normally closed type, and prevents the diaphragm chamber from communicating with the atmosphere through the solenoid valve 4 when the release signal Qv is at the energizing level. A pressure regulating signal Od that is intermittent at a duty ratio adjusted by the control circuit 5 is applied to the control solenoid valve 3, and the air pressure in the diaphragm chamber is adjusted according to the duty ratio, and the throttle valve is adjusted according to the air pressure. The opening degree of 2 is changed.

The control circuit 5 includes a microcomputer that realizes the first means and the second means by a control program, peripheral circuits commonly used to connect the computer with input/output equipment, a power supply circuit, a resent circuit, etc. configured.

A center switch 6, a cancel switch 7, and a vehicle speed sensor 8 are connected to the input of the control circuit 5. The set switch 6 and the cancel switch 7 are manual switches that are operated by the driver when constant speed driving is to be started or stopped, and the cancel switch 7 may be linked to clutch or brake operation. The vehicle speed sensor 8 generates a pulse train signal (speed signal) with a period synchronized with wheel rotation.

In the control circuit 5, a microcomputer adjusts the human output signal according to a control program shown in FIG. Also,
Although not shown, the microcomputer includes a vehicle speed sensor 8
It has an interrupt program that is activated every time it receives a pulse train signal from the computer.This program allows the computer to store the contents of the built-in free rank count as time data, and also to store the difference data between the old and new time data. is calculated, and the reciprocal is taken to obtain data representing the vehicle speed (vehicle speed data).Furthermore, a timer interrupt program is created to implement the timer count function described later.

Now, when the main switch of the device (not shown) is turned on, the microcomputer starts executing the program from the program stator knob 10. computer step 11
The internal variable data output signals Od and Ov are initialized and set. At this step, the flag F is also reset to 0, and the timer count data "l"++"F2-t
! 0 and also those data in the timer interrupt program.

The timer counting function of T2 is stopped.

Thereafter, the cyclic processing routine starting from step 12 is executed. In step 12, the contents of a flag F indicating whether or not constant speed driving has started is checked, and when flag F indicates "0" indicating constant speed driving, the operation of the set switch 6 is checked in step 13. . If switch 6 is not operated, steps 12, 1.3 are repeated.

When the seven-way switch 13 is operated, the computer executes a series of constant-speed running start processing, not shown in steps 13-19. At this time, first, in step 14, a timer count ('Fs) is started.

As a result, the timer interrupt program described above increments the timer data 'V1 at regular intervals. Note that this timer count (TI) is used to maintain a constant speed for a preset constant time, for example, 0.3 seconds.

In step 15, the computer stores the speed data representing the actual vehicle speed at that time as the control target speed -C in the internal memory. This target vehicle speed is expressed as SpO. At step 15, flag F is set to "1" representing constant speed running. In step 17, the data "Od" representing the intermittent ratio of the pressure regulation signal Od is set to 100 (%), that is, the control solenoid valve 3 opens to a negative force, and the speed regulation element 1 adjusts the throttle portion 2 to 1! Set to a value that causes displacement in the +1 direction. In step 18, which corresponds to the first means of the present invention, the computer sets the pressure regulation signal Od to the energizing level, and sets the W1 magnetic valve 3 to the energizing level.
Open to the negative pressure side and maintain the bias level.

In Step 19, the release signal Ov is activated to close the release solenoid valve 4. Steps 14 to 19 are performed instantaneously, and the speed regulating element 1 immediately drives the throttle valve 2 in the opening direction. .

After the set switch 6 is operated, a minimum delay time is required, including play in the link system, before the adjustment element 1 can substantially act on the throttle valve 2.
Further, if the driver stops pressing the accelerator pedal immediately after the set switch 6 is operated, the delay time changes as the control valve 2 self-returns to the closing direction.

In step 18, the pressure regulation signal Od is held at the energizing level to substantially represent the full opening of the throttle valve.
The air pressure in the diaphragm chamber of the regulating element 1 rapidly approaches a negative pressure value, suppressing the displacement of the throttle valve 2 in the closing direction.

Now, after steps 14 to 19 have been processed, at a point where the effects described above are not yet fully exhibited, the computer executes the processes below step 201u from step 12. In step 2'0.21, it is checked whether or not timer data T2 has overflowed and whether it has started, but since timer data T2 is "0", step 22 is executed. Step 22 checks whether the timer data T, activated in step 14 or by the imma count function, has reached a preset value and overflowed.

After one activation of the set switch 6, the program is repeated via the return bus RP until a preset time (0.3 seconds) has elapsed, and the throttle valve 2 is kept in the fully open direction for at least the minimum time. A displacing force continues to be applied by the speed regulating element 1. When the minimum time has elapsed, the timer data Tl overflows the set value, so steps 23 to 25 are executed. These steps correspond to the second means of the present invention, and first, in step 23, a speed difference ΔS between the target speed 3po and the latest speed data Spn is calculated. There is a set time (0) between when the target speed Spo is obtained and when the latest speed Spn is obtained.
, 3 seconds), the speed difference ΔS is a value representing the temporal change in vehicle speed. A large speed difference ΔS means that the degree of decrease in the actual speed after the first set switch is activated is large, and also means that the recovery time to the target speed is long.

In step 24, the computer calculates δ1 from the extension time data "r20, which does not represent the extension time of the time when the pressure regulation signal Od of the adjustment element 1~ is set to the energization level. The extension time T2o is proportional to the speed difference ΔS. Therefore, the speed-increasing side control time of the throttle valve 2 by the speed adjustment element 1, ``incubation time'', is the sum of the minimum time of 0.3 seconds and the extension time of 1゛2o. The characteristics shown in FIG. 3 are determined by a computer.

Now, in step 25, the computer executes the above extension time T2. Starts the timer count function (T2) that measures . After this, in step 20, the timer data T
2 has reached a value corresponding to the extension time T20, and step 20.2 is checked until the extension time has elapsed.
21 to the return path RP. During this time, the throttle valve 2 is in the "inflated state". Thus, the actual "inflation time" is determined in response to the speed change after the set switch is operated, as shown in FIG.

After the extension time T20 has elapsed, the computer executes 12 lines of the processing program 26 for normal constant speed driving. Zunawaji, in step 26, cancel (= check Lua, Inodef operation, cancel 1) If there are no 4 works, in step 27, l'' mark vehicle speed Sp.

The intermittent ratio "Od
Calculate °゛. The calculation result is referred to in step 28 to change the level Ill_rOJ of the pressure regulation signal Od.

If Cancel 1 Eisaku exists, steps 29-31
The cancellation process is executed. That is, the release signal Ou is deactivated, the intermittent ratio "Od" is changed to a value indicating O (%), and the flag F is reset to rOJ.

〔Effect of the invention〕

As described above, in the present invention, by controlling the amount of throttle operation after the set switch is operated in accordance with the temporal change in the speed signal, the throttle valve is not required depending on the vehicle driving condition and road gradient at that time. It is possible to create a signal that operates as much as possible on the amplification side, making it possible to always have a good driving feeling.

[Brief explanation of the drawing]

FIG. 1 is a book diagram showing the configuration of an embodiment of the present invention, FIG. 2 is a flowchart showing a control program executed by a microcomputer in the control circuit 5 shown in FIG. 1, and FIG. 3 is an operation of the embodiment. It is a characteristic diagram. DESCRIPTION OF SYMBOLS 1...Speed adjustment element, 5...Control circuit, 6m set switch, 8...Vehicle speed sensor (speed signal generation means),
18...Program step constituting the first means, 20
．． 23, 24, 25...Program steps forming second means. Representative Patent Attorney Takashi Okabe

Claims (1)

[Scope of Claims] A speed adjusting element of a vehicle, a center switch, a speed signal generating means, and a speed signal representing the actual speed at that time based on the operation of the set switch, and a speed signal that represents the actual speed at that time, and the stored speed. A constant speed cruise control device for a vehicle, comprising: control means for operating the eleven speed node elements in relation to a signal and a speed signal obtained thereafter, first means for generating an output signal for operating the regulating element toward a speed increase side; A constant speed running control device for a vehicle, comprising: second means for controlling an output signal to control the amount of operation of the speed adjusting element toward the speed increasing side.