JPS6127731A - Constant speed travelling device - Google Patents

Abstract

PURPOSE:To maintain a constant speed travelling control function as it is when only an acceleration switch is troubled, by providing an acceleration control stopping means for stopping the function of an acceleration control means when a release switch means is operated during the operation of the accleration switch means. CONSTITUTION:An acceleration control stopping means is operated as follows. When a resume switch SW6 is turned on for a predetermined time or more during constant travelling control, it enters an acceleration control flow of S=1. Then, when a brake switch SW4 or clutch switch SW3 of a release switch means is turned on, the constant speed travelling control is released and also acceleration control is released. In steps S5-9 is erected an acceleration control stopping flag to stop SW6. Thereafter until SW6 is turned off, the function of SW6 is left stopped. When the acceleration control cannot be stopped by the failure of SW6 during the acceleration control the operation of SW4 or SW3 will suffice for the stoppage.

Description

[Detailed Description of the Invention] [Object of the Invention] (Industrial Application! F) The present invention relates to a constant speed traveling device that memorizes the speed of a vehicle and automatically maintains the vehicle at the memorized speed. The present invention relates to a constant speed traveling device including an acceleration control means which is equipped with a switch means and can increase a controlled vehicle speed by operating the acceleration switch means during constant speed travel control.

(Prior Art) A conventional constant speed traveling device is provided with an acceleration switch and has an acceleration control function that can increase the controlled vehicle speed according to the operating time of the acceleration switch. However,
If this acceleration switch malfunctions while still being operated,
The controlled vehicle speed continues to increase. At this time, the constant speed driving control can be stopped by operating a release switch such as a brake pedal that cancels constant speed driving.

However, when the set switch is operated in this state, the vehicle speed is immediately controlled to a higher speed increased by the acceleration switch. Therefore, for example,
As shown in Japanese Patent Application No. 52916, there is a system in which, when the acceleration switch remains in the operated state due to a failure or the like, constant speed driving control cannot be restarted even if the set switch is operated again.

(Problems to be Solved by the Invention) In this conventional constant speed traveling device, all functions of the constant speed traveling device are stopped even though only the acceleration switch has failed. However, considering that the acceleration control function is an additional function, that is, constant speed driving control is possible even without the acceleration control function, it is possible to maintain constant speed even if only the acceleration switch has failed. It is not necessary to stop all functions of the speed running device. Therefore, an object of the present invention is to stop only the acceleration control function and maintain the constant speed driving control function when only the acceleration switch fails.

[Structure of the invention]

(Means for Solving the Problems) Therefore, the present invention provides an acceleration switch means and an electronic control means for controlling the electronic control means in the direction of increasing the opening degree of the throttle valve by the operation of the acceleration switch means in a constant speed traveling device. acceleration control means; release switch means; release control means for releasing control of the actuator means by operation of the release switch means; and acceleration control means for stopping the function of the acceleration control means when the release switch means operates while the acceleration switch means is operating. and control stop means.

(Function) According to this, during acceleration control in which the acceleration control means controls the electronic control means in the direction of increasing the opening degree of the throttle valve due to the operation of the acceleration switch means during constant speed driving, the release switch means When the release control means that releases control of the actuator means operates, the function of the acceleration control means can be stopped.In other words, when the acceleration switch means is operated to increase the controlled vehicle speed, the acceleration switch means If a failure occurs and the controlled vehicle speed does not stop increasing, or if the acceleration control means fails and the controlled vehicle speed similarly ceases to increase, operate the release switch means to stop the function of the acceleration control means. can be done.

Further, at this time, since only the function of the acceleration control means is stopped, the other basic functions of the constant speed traveling device can be used as they are, so constant speed traveling control is possible even after that.

〔Example〕

An example illustrating a specific example of the above technical means will be described below.

Figure 1 shows the electric circuit of the constant speed traveling device. In this circuit, the electronic control device 10 is composed of a single-chip microcomputer, and includes a reed switch SW2 that detects a vehicle speed signal, a clutch switch SW3 that detects depression of a clutch (not shown), and a clutch switch SW3 that detects depression of a brake (not shown). The outputs of the brake switch SW4, set switch SW5, and resume switch SW6 to be detected are input. Here, the resume switch SW6 has the function of resuming the once-released constant speed cruise control at the stored controlled vehicle speed, and is also an acceleration switch means that is operated during the constant speed cruise control to increase the controlled vehicle speed. , clutch switch SW3 and brake switch SW4 are release switch means.

A permanent magnet PM connected to a speedometer cable (not shown) is arranged near the reed switch SW2, and when the permanent magnet PM rotates as the vehicle moves,
The contacts of the reed switch SW2 open and close, and a pulse (vehicle speed signal) with a frequency proportional to the vehicle speed is sent to the electronic control device 10.

The clutch switch SW3 opens and closes in conjunction with the vehicle's clutch pedal, and the brake switch SW4 opens and closes in conjunction with the vehicle's brake pedal. Brake switch SW4
A stop lamp L is connected to the stop lamp L, and the stop lamp L lights up when SW4 is turned on (closed).

Set switch SW5 and resume switch SW6
is a push-pocket switch and is placed in a position that is easy for the driver to operate. By pressing the set switch SW5, the vehicle speed is memorized and constant speed control is started, and by pressing the brake switch SW4, constant speed driving is canceled.
The memorized vehicle speed remains. When the resume switch SW6 is pressed, constant speed driving control is started at the stored vehicle speed before constant speed driving is canceled.

Note that power is supplied to the brake switch SW4 via a fuse F, and the electronic control device 10 is supplied with power via a power switch S.
Power is supplied via W1.

A control solenoid SLI and a release solenoid SL2 that control a negative pressure actuator 100 (described later) are connected to the output of the electronic control device 10 via a drive circuit 20.

The negative pressure actuator 100 is configured as follows.

The housing 101 consists of two parts 101a and 101b. The diaphragm 102 has two parts 101a
and the flange portions of 101b. A space surrounded by the diaphragm 102 and the housing 101a is a negative pressure chamber, and a space surrounded by the diaphragm 102 and the housing 101b communicates with the atmosphere. A compression coil spring 103 is inserted between the housing 101a and the diaphragm 102, and pushes the diaphragm 102 back to the right in the figure when the pressure in the negative pressure chamber is close to atmospheric pressure.

A member 104 fixed near the center of the diaphragm 102
is connected to the link of the throttle valve 105. The housing 101a includes a negative pressure intake port 107 that communicates with a negative pressure source such as an intake manifold, and an atmospheric air intake port 1.
08 and 109 are provided.

110 is a negative pressure control valve, and 111 is a negative pressure release valve, both of which are fixed to the housing 101a. The movable piece 112 of the negative pressure control valve 110 is tiltable, has a tension coil spring 113 connected to one end, and has the other end facing the control solenoid SL1. Both ends of the movable piece 112 function as valve bodies, and they open the negative pressure intake port 107, close the atmospheric intake port 108, or close the negative pressure intake port 107, and open the atmospheric intake port 10B in response to the activation and deactivation of the solenoid SLI. shall be.

Like the negative pressure release valve 110, the negative pressure release valve 111 has a movable piece 114, a tension coil spring 115, and a solenoid SL2, but the movable piece 114 closes or opens the atmospheric intake port 109.

During constant speed driving control, the stored vehicle speed is compared with the vehicle speed at that time in the electronic control unit lo, and the duty ratio of the control solenoid control is determined so that the difference is equalized. For example, when deceleration is required, the duty ratio becomes smaller, the proportion of time during which the negative pressure control valve 110 communicates the atmosphere within the negative pressure actuator 100 is increased, and the throttle valve is closed by the negative pressure actuator 100. Conversely, when acceleration is required, the duty ratio is increased and the throttle valve is opened by the actuator 100.

Next, the microcomputer (CPU) of the electronic control unit 10
) will be explained according to the flowcharts (FIGS. 2 to 7).

First, in step S1, the memory is initialized and the states of each switch are read (step 32).

The next step S3, S34 determines the low speed limit.

This prohibits constant speed driving control if the current vehicle speed is less than a predetermined control vehicle speed. If the current vehicle speed is less than or equal to the low speed limit vehicle speed (for example, 40 km/h°), the control state S-7 is set in step S4.

In this embodiment, as will be described later, each function is divided into flows corresponding to people's control states and control states S are set, and each flow is processed by instructing the control state S for each function. Note that the control state S=7 is a low speed limit control flow, which will be described in detail later.

The next steps 85 to S9 are the flow of stopping the acceleration control. This control will also be described in detail later.

Step S10 is a control state branching step in which each control state flow is branched.

Next, each control state flow will be explained.

Status! 3S=o: Standby control flow In this flow, cancel processing is first performed (step 511). In the cancellation process, both the control solenoid SLI and the release solenoid SL2 are turned off. As a result, the negative pressure actuator 100
control is stopped, and constant speed driving control is stopped.

Step 311 relates to the acceleration control prohibition flow.

In step S12, the resume switch SW6
Determine the operational status of the When the resume switch SW6 is turned on, the control state S is set to S=4. this is,
When the resume switch SW6 is turned on during standby control, this is a step for restarting constant speed driving control. Here, in step S11, it is determined whether or not there is an acceleration control prohibition flag, and if the acceleration control prohibition flag is set, step S312.13 is bypassed.

State S=1: Acceleration control flow In this flow, first the control solenoid SL1
and release solenoid SL2 are both turned on. As a result, the negative pressure actuator 100 is controlled in the direction of opening the negative pressure intake port 107, closing the atmospheric air intake port 108, and opening the throttle valve.

Step 316.17 is a high-speed limit control flow that sets an upper limit on the increase in controlled vehicle speed when the vehicle speed increases due to this acceleration control. When the increase in vehicle speed reaches a predetermined vehicle speed limit (for example, 1100 K/h), constant speed driving control is set at this vehicle speed limit (step 5I7).

Step 318 detects an off operation of the resume switch SW6. In this embodiment, when the resume switch SW6 is turned on for a predetermined period of time or more during constant speed driving control (detected in step S41, which will be described later), the state S=1 is established and the acceleration control flow is entered. Then, acceleration control continues while this resume switch SW6 is turned on,
At step 318, when the off operation of the resume switch SW6 is detected, a new vehicle speed is memorized at step 51.
9) The control state S is set to 3=4 in order not to restart the constant speed driving control at this controlled vehicle speed (step 520).

State S-2 Second Deceleration Control Flow This flow is a flow for decelerating the controlled vehicle speed during constant speed driving control and restarting constant speed driving control. In this flow, when the set switch SW2 is turned on during constant speed running control (detected in step S47, which will be described later), the state S=2 and the deceleration side m flow is entered. In the deceleration control flow, in step S21, the control solenoid S
Turn off LI. As a result, the negative pressure actuator 1
The negative pressure in 00 decreases and closes the throttle valve. Note that at this time, the release solenoid SL2 is turned on.

Steps 322.23 are for stopping the deceleration control and stopping the constant speed running control when the brake switch SW4 or the clutch switch SW3 is turned on during the deceleration control.

In step 324, turning off of the set switch SW2 is detected, the vehicle speed at the time when the set switch SW2 was turned off is newly stored, and the control state is set to S=3. That is, the deceleration control continues while the set switch SW2 is turned on, and constant-speed running is resumed at the vehicle speed at the time the set switch SW2 was turned off.

State S=3: Full-on control flow This flow is for performing prospective control in order to quickly drive the negative pressure actuator 100 to a predetermined position.

That is, in the deceleration control in state S=2, the control solenoid SLI is turned off, so the negative pressure in the negative pressure actuator 100 is reduced, so the constant speed traveling control is resumed and the control solenoid SL is turned off.
This is because even if I is controlled by the duty ratio, the predetermined throttle opening cannot be reached immediately. Therefore, in steps S27 and 2B, the full-on control time is set when this flow is entered for the first time.

This full-on control time is set to increase in proportion to the vehicle speed. In step 329, the control solenoid SL'l and the release solenoid SL2 are turned on, and this is continued until it is detected in step 53 (l that the full-on control time has elapsed, and the state S=4 is set)
Step 531).

State S=4: Constant speed driving control flow This flow is a flow for performing constant speed driving at the stored vehicle speed. The constant speed running control sets the control duty ratio of the control solenoid SL1 according to the stored vehicle speed, and controls the control solenoid SLI. This control duty ratio is calculated at each predetermined timing in step 352. First, the vehicle speed is calculated in step S53, and based on this vehicle speed, the ON time of the control solenoid SLI is set in step S54. Based on this on time, control solenoid SL1 is turned on in steps 332-35.

The throttle opening is controlled by turning off the negative pressure actuator 100 and controlling the negative pressure within the negative pressure actuator 100.

The next steps 336 to 39 are steps for when the vehicle speed cannot be controlled to the stored vehicle speed for some reason in controlling the vehicle speed using the duty ratio control. For example, when the negative pressure actuator 100 does not operate properly due to a failure of the control solenoid SLI, etc., the vehicle speed deviation, which is the difference between the stored vehicle speed and the actual vehicle speed, increases.

Therefore, when the vehicle speed deviation becomes larger than a predetermined value (here, 10 km/h) in step 336, the release solenoid SL2 is turned off (step 537), the control of the negative pressure actuator 100 is released, and the control of the throttle valve is stopped. unlock. Next, this negative pressure actuator 1h
The control of O is canceled when the vehicle speed deviation is a predetermined value (here, 5km
/h), the release solenoid SL2 is turned on again (step 338).
control of the negative pressure actuator 100 is resumed. According to this, even when the vehicle speed deviation becomes large, especially when the vehicle speed is controlled to exceed the stored vehicle speed, the vehicle speed deviation can be prevented from exceeding a predetermined value. Further, in this example, hysteresis is provided in the control by setting a predetermined value for canceling control of the negative pressure actuator 100 and a predetermined value for restarting control of the negative pressure actuator 100 to be different.

Note that the vehicle speed may not be able to be controlled to the stored vehicle speed even when the vehicle is on a downhill slope. This is because the increase occurs regardless of the vehicle speed or throttle opening, and the increase in vehicle speed is particularly large when the downhill slope is large. Also at this time, when the vehicle speed deviation exceeds a predetermined value, the control of the negative pressure actuator 100 is canceled and the control of the throttle valve is canceled. Therefore, engine braking is obtained and control is performed to prevent an increase in vehicle speed. When the vehicle speed deviation becomes smaller than a predetermined value (here, 5 Km/h), the release solenoid SL2 is turned on again and the negative pressure actuator 1 is turned on.
Resume control of 00.

Step S40 is related to stopping the acceleration control.

Steps S41 and 42 are the acceleration control flow (state 5-2)
When the resume switch SW'6 is turned on for a predetermined time (here, 0.5 seconds) or more, the control state S=2 is set.

Steps 342 to 46 detect the operation of the release switch and perform the constant speed driving control release flow (control state S = 5.6).
It is for entering. The release switches are clutch switch SW3 and brake switch SW4, which correspond to control state S=5 and control state S=6, respectively.

Steps S47 and 4B are for entering the aforementioned deceleration control flow (state 5-2), and when the set switch SW5 is turned on during constant speed running control, the control state S=2 is set.

Steps 549 to 51 are related to stopping the acceleration control.

State S=5: Staggered driving control release flow This flow is state! i! When clutch switch SW3 is turned on during constant speed driving control at S=4, constant speed driving control is canceled. When the clutch switch SW3 is turned on, cancel processing of step 558, which will be described later, is performed. Further, when the clutch switch SW3 is turned off, the standby control flow is entered as state S-0 in step S57, which will be described later.

State S=6: Constant speed driving control cancellation flow This flow cancels constant speed driving control when the brake switch SW4 is turned on during constant speed driving control in state S=4. When the brake switch SW4 is turned on, the cancellation process of step 358 is performed. Brake switch SW
4 is turned off, the state S=0 is set in step S57 and the standby control flow is entered.

State S=7: Low speed limit control flow This flow is entered when the vehicle speed is detected to be lower than a predetermined vehicle speed in step 83.4, and cancel processing is performed (step 559) and the stored vehicle speed is cleared ( Step 360) Enter the standby control flow with L and state S=0.

The above is an explanation of each control state flow.

Next, the acceleration control stop flow will be explained. The acceleration control stop flow includes steps 85 to 9.12, 40° and 49 to 5.
Consists of 1.

Step S5 is to detect whether or not the control state S has changed. Here, the current control state S is compared with the old control state O8 indicating the previous control state.

Step S6 is to determine whether or not the old control state OS is 08=1 when the control state S changes, thereby determining whether or not the old control state is an acceleration control flow.

Step S7 is for determining whether the change in the control state S is a cancellation of constant speed driving control.

Therefore, in steps 85 to 7 above, it is detected that the control state has changed from the acceleration control state to the constant speed cruise control release state. At this time, an acceleration control stop flag is set in step S8, and the control state O8 is replaced with the current control state S in step S9.

Step S12 is for detecting the acceleration control stop flag and stopping the function of the resume switch SW6, and even if the resume switch SW6 is operated in the standby state S-〇, the constant speed driving control flow (state 5 = 4
).

Step 340 is for detecting the acceleration control stop flag and stopping the function of the resume switch SW6. Even if the resume switch SW6 is operated for a predetermined time or longer in the constant speed driving control state (S=4), the acceleration control stop flag is detected and the function of the resume switch SW6 is stopped. Avoids entering control flow.

Steps 349 to 51 are for continuing the processes of step S12 and step S40 while the resume switch SW6 is turned on, and when the resume switch SW6 is turned off, this is detected and the acceleration control stop flag is set. It is reset to restore the resume function and the acceleration control function by the resume switch SW6.

According to the above flow, the acceleration control stopping means operates as follows. First, during constant speed driving control, press the resume switch S.
When W6 is turned on for a predetermined time or more, the state S=1: the acceleration control flow is entered. At this time, when the brake switch SW4 or the clutch switch SW3, which is the release switch means, is turned on, the constant speed driving control is canceled by the constant speed driving control release flow (state S = 5 or 6), and the acceleration control is also canceled. be done. As a result, a change in the control state S is detected in steps 85 to 9, and an acceleration control stop flag is set. Therefore, the function of the resume switch SW6 is stopped. Thereafter, the function of the resume switch SW6 remains stopped until the resume switch SW6 is turned off.

Therefore, if the acceleration control cannot be stopped during acceleration control due to a failure of the resume switch SW6, etc., the acceleration control function can be stopped by operating the brake switch SW4 or the clutch switch SW3. Moreover, the suspension of this acceleration control function is automatically restored when the resume switch SW6 is turned off.

〔Effect of the invention〕

As described above, according to the present invention, by providing the acceleration control stop means that stops the function of the acceleration control means when the release switch means operates while the acceleration switch means is operating, when the release switch means operates during acceleration control. The function of only the acceleration control means can be stopped. At this time, since only the function of the acceleration control means is stopped, the other basic functions of the constant speed traveling device can be used as they are, so that constant speed traveling control is possible even after that. Further, according to the present invention, when the operation of the acceleration switch means is released, the function of the acceleration control means can be automatically restored.

BRIEF DESCRIPTION OF THE DRAWINGS FIG. 1 is a block diagram showing the electric circuit of the constant speed traveling device of the present invention, and FIGS. 2 to 7 are flow charts showing the operation of the electronic control device. 10...Electronic control device (electronic control means, release control means), 100...Negative pressure actuator (actuator means), SW2...Reed switch (vehicle speed detection means), SW3...Clutch switch (clutch switch) means), SW4...brake switch, SW5...
Set switch, SW6...Resume switch No. 3I21

Claims (2)

[Claims] (1) A vehicle speed detection means, a memory means for storing a predetermined vehicle speed, an actuator means for controlling the opening and closing of a throttle valve, and the actuator compares the stored vehicle speed with the current vehicle speed and moves the actuator in a direction to eliminate the vehicle speed difference. an acceleration control means for controlling the electronic control means, an acceleration switch means, an acceleration control means for controlling the electronic control means in a direction to increase the opening degree of the throttle valve by the operation of the acceleration switch means, and a release switch means; release control means for releasing control of the actuator means by operation of the release switch means;
A constant speed traveling device comprising acceleration control stopping means for stopping the function of the acceleration control means when the release switch means is operated while the acceleration switch means is operating. (2) The constant speed traveling device according to claim 1, wherein the acceleration control stop means restores the function of the acceleration control means when the operation of the acceleration switch means is released.