JPH0331607B2 - - Google Patents
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- Publication number
- JPH0331607B2 JPH0331607B2 JP60294227A JP29422785A JPH0331607B2 JP H0331607 B2 JPH0331607 B2 JP H0331607B2 JP 60294227 A JP60294227 A JP 60294227A JP 29422785 A JP29422785 A JP 29422785A JP H0331607 B2 JPH0331607 B2 JP H0331607B2
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- Prior art keywords
- duty
- vehicle speed
- speed
- control
- calculated
- Prior art date
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- Expired - Lifetime
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- 238000013459 approach Methods 0.000 claims description 2
- 238000006243 chemical reaction Methods 0.000 claims description 2
- 238000010586 diagram Methods 0.000 description 13
- 238000000034 method Methods 0.000 description 5
- 230000004043 responsiveness Effects 0.000 description 3
- 230000007423 decrease Effects 0.000 description 2
- 230000000694 effects Effects 0.000 description 2
- 230000006870 function Effects 0.000 description 2
- 230000003068 static effect Effects 0.000 description 2
- 235000014676 Phragmites communis Nutrition 0.000 description 1
- 230000005540 biological transmission Effects 0.000 description 1
- 230000007935 neutral effect Effects 0.000 description 1
- 230000004044 response Effects 0.000 description 1
Landscapes
- Controls For Constant Speed Travelling (AREA)
- Control Of Vehicle Engines Or Engines For Specific Uses (AREA)
- Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
- Control Of Driving Devices And Active Controlling Of Vehicle (AREA)
Description
【発明の詳細な説明】
〔産業上の利用分野〕
本発明は、デユーテイ制御型の定速走行制御装
置に関し、特に設定車速と実車速の差（以下、車
速偏差ΔVと呼ぶ）を零に制御するために、早い
積分要素１と遅い積分要素２の２つを設け、車速
偏差を急速に減少させる制御と緩かに車速偏差を
零にする制御を同時に実施しようとするものであ
り、加えて車速に応じて動的制御ゲインを異なら
せ、安定性を良くしようとするものである。[Detailed Description of the Invention] [Field of Industrial Application] The present invention relates to a duty control type constant speed cruise control device, and in particular to a device for controlling the difference between a set vehicle speed and an actual vehicle speed (hereinafter referred to as vehicle speed deviation ΔV) to zero. In order to achieve this, two integral elements, a fast integral element 1 and a slow integral element 2, are provided to simultaneously perform control to rapidly reduce the vehicle speed deviation and control to gently bring the vehicle speed deviation to zero. This is intended to improve stability by varying the dynamic control gain depending on vehicle speed.
（従来の技術）
デユーテイ制御式の定速走行制御装置は、目標
車速（設定車速）で定速走行するのに必要なデユ
ーテイ値をセツトデユーテイとし、目標車速と走
行車速の差に応じたデユーテイ量をセツトデユー
テイに加算または減算して出力しながら定速走行
制御を行なうものである。しかし、必要デユーテ
イ量は、アクチユエータ、スロツトル駆動系およ
びエンジンの特性のばらつきや路面勾配、エアコ
ン等エンジン負荷の有無、変速ギア段等車両負荷
の変化によつて変わるものであり、セツトデユー
テイ固定では、必要デユーテイ量との差に応じた
車速偏差が発生する。(Prior art) A duty control type constant speed driving control device sets the duty value necessary for constant speed driving at a target vehicle speed (set vehicle speed) as the set duty, and sets the duty amount according to the difference between the target vehicle speed and the traveling vehicle speed. Constant speed driving control is performed while adding or subtracting from the set duty and outputting the result. However, the required duty amount changes depending on variations in the characteristics of the actuator, throttle drive system, and engine, road slope, the presence or absence of engine loads such as air conditioners, and changes in vehicle loads such as transmission gears. A vehicle speed deviation occurs depending on the difference with the duty amount.
第７図はこの種の定速走行制御装置の一例を示
すシステム構成図で、制御器ECUは車両駆動軸
の回転に比例して回転する磁石によつてON／
OFFするリードスイツチを備えた車速センサか
らの信号により走行車速を検知する。ECUはセ
ツトスイツチがONされると走行車速を記憶し、
OFF後アクチユエータACTのコントロールバル
ブをデユーテイ制御する。コントロールバルブ
ON時は負圧が導入され、スロツトルSLにリンク
したダイアフラム発生力を高める。OFF時は大
気が導入されダイアフラム発生力を弱める。この
間制御中はリリースバルブをONとし、大気をし
や断している。キヤンセル信号（クラツチスイツ
チ（Ａ／Ｔ車はニユートラルスタートスイツチ）、
パーキングスイツチ、またはブレーキスイツチ）
が入力されると、コントロールバルブ，リリース
バルブ共OFFとし、両方から大気を導入してす
みやかに制御を停止させる。キヤンセル後リジユ
ームスイツチをONすると、前回記憶車速での走
行制御が復活される。 Fig. 7 is a system configuration diagram showing an example of this type of constant speed cruise control device, in which the controller ECU is turned on/off by a magnet that rotates in proportion to the rotation of the vehicle drive shaft.
The vehicle speed is detected by the signal from the vehicle speed sensor, which is equipped with a reed switch that turns off. When the set switch is turned on, the ECU memorizes the vehicle speed and
After OFF, the control valve of actuator ACT is duty-controlled. control valve
When ON, negative pressure is introduced, increasing the force generated by the diaphragm linked to the throttle SL. When OFF, atmospheric air is introduced and weakens the diaphragm generating force. During this time, the release valve is turned on to cut off the atmosphere. Cancel signal (clutch switch (neutral start switch for A/T vehicles),
parking switch or brake switch)
When input, both the control valve and release valve are turned OFF, atmospheric air is introduced from both, and the control is immediately stopped. If you turn on the resume switch after canceling, driving control at the previously memorized vehicle speed will be restored.
ECUにはマイクロコンピユータを使用し、そ
こでの処理をブロツク化すると第８図のようにな
る。コントロールバルブをオン，オフ制御する出
力デユーテイＤはメモリに記憶された目標車速
VMと走行車速Vnの差に応じて決められるが、詳
細には走行車速Vnそのものではなく、車速変化
成分（微分成分）を加算したスキツプ車速Vsを
用いる。これはアクチユエータの作動遅れやスロ
ツトル、駆動系のヒステリシスや遊びによるむだ
時間を進み補償するためである。従つて、スキツ
プ車速Vsは次式により求められる。 A microcomputer is used for the ECU, and the processing there is divided into blocks as shown in Figure 8. The output duty D that controls the control valve on and off is the target vehicle speed stored in memory.
It is determined according to the difference between V M and the running vehicle speed Vn, but in detail, the skip vehicle speed Vs, which is the sum of the vehicle speed change component (differential component), is used instead of the running vehicle speed Vn itself. This is to advance and compensate for dead time due to actuator delay, throttle, drive system hysteresis, and play. Therefore, the skip vehicle speed Vs is determined by the following formula.
Vs＝Vn＋Ｋ×（Vn−Vo-1） ……(1)
Vn：現車速
Vo-1：前回車速
Ｋ：比例定数
また、出力デユーテイＤは次式により求められ
る。 Vs=Vn+K×(Vn−V o-1 ) (1) Vn: Current vehicle speed V o-1 : Previous vehicle speed K: Proportionality constant Further, the output duty D is determined by the following equation.
Ｄ＝Ｇ×ΔV＋SD0 ……(2)
Ｇ：ゲイン
SD0：セツトデユーテイ
ΔV：車速偏差（＝VM−Vs）
〔発明が解決しようとする問題点〕
上述した定速走行制御装置は、車速が変化した
とき第９図に示す制御線上で出力デユーテイＤを
変化させ、該車速を設定車速VMに収束させよう
とする。この制御線の勾配がゲインＧである。こ
の制御における重要な点は、設定車速を維持する
デユーテイを制御中心にもつてくる事である。し
かし従来の方式は制御中心になるべきデユーテイ
（前述したセツトデユーテイSD0）を一つもしく
は車速だけに応じたデユーテイしかもつておら
ず、実際には車両，路面，重量，車速等によつて
さまざまな値をとる必要がある事のギヤツプか
ら、車速偏差ΔVの発生を避ける事ができなかつ
た。例えば、第９図のように、ある設定車速で走
行するためにはＡなるデユーテイが必要であると
すると、車速は線にそつて低下していきデユーテ
イと車速のつり合うＢ点で走行する事になり、こ
の車速差がセツト偏差として残る。そのためこの
様な車両で定速走行する状態は第１０図の如くな
り、走行速度が路面負荷によつて変化する。 D=G×ΔV+SD 0 ...(2) G: Gain SD 0 : Set duty ΔV: Vehicle speed deviation (=V M −Vs) [Problem to be solved by the invention] The constant speed cruise control device described above is When the vehicle speed changes, the output duty D is changed on the control line shown in FIG. 9 in an attempt to converge the vehicle speed to the set vehicle speed V M. The slope of this control line is the gain G. The important point in this control is to focus on the duty of maintaining the set vehicle speed. However, conventional systems only have one duty (the aforementioned set duty SD 0 ) that should be the center of control, or only have a duty that depends only on the vehicle speed, and in reality, it has various values depending on the vehicle, road surface, weight, vehicle speed, etc. Due to the gap that it is necessary to take, the occurrence of vehicle speed deviation ΔV could not be avoided. For example, as shown in Figure 9, if a duty of A is required to run at a certain set speed, the vehicle speed will decrease along the line and the vehicle will run at point B where the duty and vehicle speed are balanced. This vehicle speed difference remains as a set deviation. Therefore, the state in which such a vehicle is traveling at a constant speed is as shown in FIG. 10, and the traveling speed changes depending on the road load.
上述したセツト偏差は制御線がＣ点を通るよう
に修正されれば０になる。本発明はその一手法を
提案するものである。 The above-mentioned set deviation becomes 0 if the control line is corrected so as to pass through point C. The present invention proposes one such method.
本発明は、スロツトル開度を調整するアクチユ
エータのコントロールバルブを、車速とデユーテ
イの変換特性を示す所定勾配の制御線から得られ
る出力デユーテイＤでオン，オフ制御し、実際の
走行車速を記憶された目標車速に接近させるデユ
ーテイ制御型の定速走行制御装置において、該目
標車速に対応するセツトデユーテイSDを
SD＝SD1＋（DM−SD1）／ｎ
で計算し、また出力デユーテイＤを
Ｄ＝Ｇ×ΔV＋SD
Ｇ：制御線の勾配
ΔV：車速偏差
DM：デユーテイ変化に早く応答する積分要素
SD1：デユーテイ変化に遅く応答する積分要素
ｎ：定数
で計算し、さらに
DM＝DM＋（Ｄ−DM）／Ｋ
としてＫの値を走行車速に応じて切換える処理を
して、該セツトデーテイSDを出力デユーテイＤ
に接近する方向へ積分修正する制御器を備えたこ
とを特徴とする、ものである。
In the present invention, a control valve of an actuator that adjusts the throttle opening is controlled on and off by an output duty D obtained from a control line with a predetermined slope indicating the conversion characteristics between vehicle speed and duty, and the actual traveling vehicle speed is memorized. In a duty control type constant speed cruise control device that approaches the target vehicle speed, the set duty SD corresponding to the target vehicle speed is calculated as SD=SD1+(DM-SD1)/n, and the output duty D is calculated as D=G×ΔV+SD G : Slope of control line ΔV: Vehicle speed deviation DM: Integral element that responds quickly to changes in duty SD1: Integral element that responds slowly to changes in duty Processes to switch the value according to the traveling vehicle speed and outputs the set date SD.
The invention is characterized by comprising a controller that performs integral correction in a direction approaching .
本発明では出力デユーテイＤを
Ｄ＝Ｇ×ΔV＋SD ……(3)
で計算する。SDは可変セツトデユーテイで、
SD＝SD1＋（DM−SD1）／ｎ ……(4)
で表わされる。DMは高速積分要素で、デユーテ
イの変化（車速の変化とも言える）に対し早く応
答してセツト偏差を減少させる機能を持つ。動作
概念としては、第１図ａに示すように偏差を減少
させる方向へ制御線を高速回転させるものであ
る。これに対しSD1は低速積分要素で、デユーテ
イの変化に対し遅く応答してセツト偏差を減少さ
せる機能を持つ。動作概念としては第１図ｂに示
すように偏差を減少させる方向へ制御線を平行移
動させるものである。
In the present invention, the output duty D is calculated as D=G×ΔV+SD (3). SD is a variable set duty and is expressed as SD=SD1+(DM-SD1)/n (4). DM is a high-speed integral element that has the function of quickly responding to changes in duty (also known as changes in vehicle speed) and reducing set deviation. The operating concept is to rotate the control line at high speed in a direction that reduces the deviation, as shown in Figure 1a. On the other hand, SD1 is a low-speed integral element that responds slowly to changes in duty and has the function of reducing set deviation. The concept of operation is to move the control line in parallel in a direction that reduces the deviation, as shown in FIG. 1b.
DM，SD1共に初期値は(2)式のSD0に相当し、
デユーテイＤの変化に対し第２図のように変化す
る。同図ａは平坦路から登坂路に移つて車速が低
下（デユーテイが増加）する場合の動作例であ
り、同図ｂは下り坂を含む動作例である。同図ａ
に示すように車速変化に伴ないデユーテイＤが変
化すると、DM，SD1は共に変化し始めるが、
DMの方が応答が早いので先ずDMが追従する。
そして、SD1が遅れて追従するので総合的なSD
は１点鎖線のように変化し、やがてデユーテイＤ
に一致する。これはSDがSD0からＤ＝Ａまで移
動するためで、このとき(3)式はΔV＝０，SD＝Ａ
で安定する。 The initial values of both DM and SD1 correspond to SD 0 in equation (2),
It changes as shown in FIG. 2 in response to a change in duty D. Figure a shows an operation example when the vehicle speed decreases (duty increases) as the vehicle moves from a flat road to an uphill road, and figure b shows an operation example including a downhill road. Figure a
As shown in , when the duty D changes with the change in vehicle speed, both DM and SD1 start to change.
Since DM responds faster, DM follows first.
And since SD1 follows with a delay, the overall SD
changes like a dashed line, and eventually the duty D
matches. This is because SD moves from SD 0 to D=A, and in this case, equation (3) is ΔV=0, SD=A
becomes stable.
出力デユーテイＤは(3)，(4)式から Ｄ＝Ｇ×ΔV＋｛SD1＋（DM−SD1）／ｎ｝ ……(5) と表わされる。 The output duty D is obtained from equations (3) and (4). D=G×ΔV+{SD1+(DM-SD1)/n} ……(Five) It is expressed as
デユーテイとSDの差は静的制御ゲインで安定
時のゲインである。これに対しデユーテイとSD1
の差は動的制御ゲインで移動時のゲインである。 The difference between duty and SD is the static control gain, which is the gain when stable. On the other hand, duty and SD1
The difference is the dynamic control gain, which is the gain during movement.
第３図は本発明の基本フローチヤートで、第８
図のブロツク図に対応するものである。これらの
処理は50msec毎に実行される。まず、車速セン
サの出力に基づき現在の車速を計算する。次いで
高速積分要素DMを算出するが、本例では高速積
分要素DMを出力デユーテイＤとの差に比例して
変化させるようにしている。つまり、
DM(i)＝DM(i-1)＋α
として今回の要素DM(i)を前回DM(i-1)よりαだ
け変化させるようにし、このαを例えば
α＝（Ｄ(i)−DM(i-1)）／Ｋ
で算出する。従つて今回のデユーテイＤ(i)と前回
の要素DM(i-1)との差が反映されて、修正速度が
可変されるようになる（Ｋは定数）。 FIG. 3 is a basic flowchart of the present invention.
This corresponds to the block diagram in the figure. These processes are executed every 50msec. First, the current vehicle speed is calculated based on the output of the vehicle speed sensor. Next, the high-speed integral element DM is calculated, and in this example, the high-speed integral element DM is changed in proportion to the difference from the output duty D. In other words, DM(i) = DM (i-1) + α, so that the current element DM(i) is changed from the previous DM (i-1) by α, and this α is, for example, α = (D(i)− Calculate as DM (i-1) )/K. Therefore, the difference between the current duty D(i) and the previous element DM (i-1) is reflected, and the correction speed is varied (K is a constant).
次に、低速積分要素SD1を算出する。この低速
積分要素SD1はαより小さい変数βを用いて
SD1(i)＝SD1(i-1)＋β
により算出される。このβを固定値とすれば修正
速度は一定になる。例えば
D(i-1)＞SD1(i-1)のときβ＝0.2％
D(i-1)＜SD1(i-1)のときβ＝−0.2％
とする。 Next, calculate the low-speed integral element SD1. This slow integral element SD1 is calculated using the variable β smaller than α as follows: SD1(i)=SD1 (i-1) +β. If this β is set to a fixed value, the correction speed will be constant. For example, when D (i-1) > SD1 (i-1), β = 0.2%, and when D (i-1) < SD1 (i-1) , β = -0.2%.
このようにして各時点の高速積分要素DMと低
速積分要素SD1が求まれば、次のステツプでこれ
を(4)式に代入してセツトデユーテイSDが算出さ
れ、このセツトデユーテイSDと車速偏差ΔVを基
に次のステツプで(3)式より出力デユーテイＤが算
出され、出力ポートよりデユーテイ制御信号が出
力される。従つて、路面変化等が生じ車速偏差が
生じると、(3)式より、まず出力デユーテイＤが変
化し、この出力デユーテイＤに追従するよう高速
積分要素DMと低速積分要素SD1が変化し、これ
によりセツトデユーテイSDが変化する。そして、
その路面勾配に対応したセツトデユーテイまで変
化した時点でセツトデユーテイSDは落ちつくこ
とになる。 Once the high-speed integral element DM and low-speed integral element SD1 at each point in time are determined in this way, the set duty SD is calculated by substituting them into equation (4) in the next step, and the set duty SD is calculated based on this set duty SD and the vehicle speed deviation ΔV. In the next step, the output duty D is calculated from equation (3), and a duty control signal is output from the output port. Therefore, when a road surface change occurs and a vehicle speed deviation occurs, from equation (3), the output duty D changes first, and the high speed integral element DM and the low speed integral element SD1 change to follow this output duty D, and this The set duty SD changes accordingly. and,
The set duty SD will settle down when the set duty SD changes to correspond to the road surface gradient.
ところで、上述した方式では車速全域を一定の
制御ゲインで制御すると、車両ゲインの高い低速
走行域では制御系全体のゲインが高くなつてハン
チングが発生し易く、逆に車両ゲインの低い高速
走行域では制御系全体のゲインが低くなり、応答
性が悪くなる。これを回避するには制御系全体の
ゲインを変化させてやればよいのであるが、一般
的に使われる静的制御ゲインを可変する方法は、
安定性が悪くなる。そこで本発明では応答性に起
因する動的制御ゲインを可変することで、制御系
全体のゲインを変化させる。 By the way, in the above-mentioned method, if the entire vehicle speed is controlled with a constant control gain, the gain of the entire control system becomes high in the low-speed driving range where the vehicle gain is high, and hunting is likely to occur, whereas in the high-speed driving range where the vehicle gain is low, hunting is likely to occur. The gain of the entire control system becomes low, resulting in poor responsiveness. To avoid this, it is possible to change the gain of the entire control system, but the commonly used method of varying the static control gain is as follows:
Stability deteriorates. Therefore, in the present invention, the gain of the entire control system is changed by varying the dynamic control gain due to responsiveness.
具体的には(7)式のＫ値を車速に応じて切換える
のである。 Specifically, the K value in equation (7) is changed according to the vehicle speed.
第４図は本発明の一実施例を示すフローチヤー
トで、第３図のフローに車速判断ステツプとその
結果に応じて前記Ｋの値を切換えて高速積分要素
DMを算出するステツプを追加したものである。
即ち、車速を計測した後、車速が60Km／ｈ末満か
否かを判断し、未満であればＫの値を512とし、
(6)式と(7)式に基づき高速積分要素DMを算出し、
次いでSD1、SDを算出する。また、60Km／ｈ以
上であれば次に10Km／ｈ未満か否かを判断し、
100Km／ｈ以上ならＫの値を64としてDMを算出
し、次いでSD1，SDを算出する。60Km／ｈ以上
100Km／ｈ未満ならばＫの値を128としてDMを算
出し、次いでSD1，SDを算出する。このように
してセツトデユーテイSDが算出されると出力デ
ユーテイＤが算出される。他は第３図と同様であ
る。このようにＫの値を異ならせると、第５図の
ように動的制御ゲインが変化するので、車両ゲイ
ンの変化に合わせて制御系全体のゲインを変える
ことができる。
FIG. 4 is a flowchart showing an embodiment of the present invention, in which the vehicle speed determination step is added to the flowchart of FIG.
This is an additional step to calculate DM.
That is, after measuring the vehicle speed, it is determined whether the vehicle speed is less than 60 km/h, and if it is less than 60 km/h, the value of K is set to 512.
Calculate the fast integral element DM based on equations (6) and (7),
Next, calculate SD1 and SD. Also, if it is 60Km/h or more, then it is determined whether it is less than 10Km/h or not.
If the speed is 100 km/h or more, DM is calculated by setting the value of K to 64, and then SD1 and SD are calculated. 60Km/h or more
If it is less than 100 km/h, DM is calculated by setting the value of K to 128, and then SD1 and SD are calculated. When the set duty SD is calculated in this way, the output duty D is calculated. The rest is the same as in FIG. 3. When the value of K is varied in this way, the dynamic control gain changes as shown in FIG. 5, so the gain of the entire control system can be changed in accordance with the change in the vehicle gain.
第６図は動作波形図で、破線は第３図の動性、
実線は第４図の特性である。 Figure 6 is an operating waveform diagram, and the broken lines indicate the dynamics in Figure 3.
The solid line is the characteristic shown in FIG.
尚、実施例より設定車速の区分をもつと細分化
することによつて、より細かな制御も可能とな
る。 It should be noted that by subdividing the set vehicle speed according to the embodiment, more detailed control becomes possible.
以上述べたように本発明によれば、路面変化等
によりセツトデユーテイの移動が必要な時は要素
DMの動きにより動的制御ゲインを大きくとり、
車速偏差を小さくおさえつつ要素SD1を移動させ
ていく事で、車速の変動を小さく抑えながら、車
速偏差を零にする事が可能となる。また、動的制
御ゲインを車速によつて異ならせる制御をするの
で、高速走行域での走行安定性を高め、且つ低速
走行域での車速変化に対する応答性を高めること
ができる。
As described above, according to the present invention, when it is necessary to move the set duty due to changes in the road surface, etc.
The dynamic control gain is increased by the movement of the DM,
By moving the element SD1 while keeping the vehicle speed deviation small, it is possible to reduce the vehicle speed deviation to zero while suppressing fluctuations in the vehicle speed. Furthermore, since the dynamic control gain is controlled to vary depending on the vehicle speed, it is possible to improve running stability in a high-speed driving range and to improve responsiveness to changes in vehicle speed in a low-speed driving range.
第１図は本発明の原理説明図、第２図は本発明
の動作説明図、第３図は本発明の基本フローチヤ
ート、第４図は本発明の一実施例を示すフローチ
ヤート、第５図は動的制御ゲインの説明図、第６
図は本発明の動作波形図、第７図はデユーテイ制
御型定速走行装置のシステム構成図、第８図はそ
のマイコン処理のブロツク図、第９図は従来のデ
ユーテイ制御の特性図、第１０図はその動作説明
図である。
図中、ECUは制御器、ACTはアクチユエータ、
SLはスロツトルである。
FIG. 1 is a diagram explaining the principle of the present invention, FIG. 2 is a diagram explaining the operation of the present invention, FIG. 3 is a basic flow chart of the present invention, FIG. 4 is a flow chart showing an embodiment of the present invention, and FIG. The figure is an explanatory diagram of dynamic control gain, No. 6
Figure 7 is a diagram of the operating waveforms of the present invention, Figure 7 is a system configuration diagram of a duty-controlled constant speed traveling device, Figure 8 is a block diagram of its microcomputer processing, Figure 9 is a characteristic diagram of conventional duty control, and Figure 10 is a diagram of the characteristics of conventional duty control. The figure is an explanatory diagram of the operation. In the diagram, ECU is a controller, ACT is an actuator,
SL is throttle.
Claims (1)
コントロールバルブを、車速とデユーテイの変換
特性を示す所定勾配の制御線から得られる出力デ
ユーテイＤでオン，オフ制御し、実際の走行車速
を記憶された目標車速に接近させるデユーテイ制
御型の定速走行制御装置において、該目標車速に
対応するセツトデユーテイSDを SD＝SD1＋（DM−SD1）／ｎ で計算し、また出力デユーテイＤを Ｄ＝Ｇ×ΔV＋SD Ｇ：制御線の勾配 ΔV：車速偏差 DM：デユーテイ変化に早く応答する積分要素 SD1：デユーテイ変化に遅く応答する積分要素 ｎ：定数 で計算し、さらに DM＝DM＋（Ｄ−DM）／Ｋ としてＫの値を走行車速に応じて切換える処理を
して、該セツトデーテイSDを出力デユーテイＤ
に接近する方向へ積分修正する制御器を備えたこ
とを特徴とする、デユーテイ制御型の定速走行制
御装置。[Claims] 1. A control valve of an actuator that adjusts the throttle opening is controlled on and off using an output duty D obtained from a control line with a predetermined slope indicating the conversion characteristics between vehicle speed and duty, and the actual traveling vehicle speed is controlled. In a duty control type constant speed cruise control device that approaches a stored target vehicle speed, the set duty SD corresponding to the target vehicle speed is calculated as SD=SD1+(DM-SD1)/n, and the output duty D is calculated as D=G. ×ΔV+SD G: Gradient of control line ΔV: Vehicle speed deviation DM: Integral element that responds quickly to duty changes SD1: Integral element that responds slowly to duty changes n: Calculated using a constant, and further DM=DM+(D-DM)/K The value of K is changed according to the traveling vehicle speed, and the set date SD is outputted as the duty D.
1. A duty control type constant speed travel control device, characterized in that it is equipped with a controller that performs integral correction in a direction approaching .
Priority Applications (5)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP29422785A JPS62168727A (en) | 1985-12-26 | 1985-12-26 | Duty control type constant speed traveling controller |
| EP86202379A EP0227198B1 (en) | 1985-12-26 | 1986-12-24 | A constant speed cruise control system of duty ratio control type and a leading angle control method thereof |
| CA000526319A CA1292301C (en) | 1985-12-26 | 1986-12-24 | Constant speed cruise control system of duty ratio control type and a leading angle control method thereof |
| DE8686202379T DE3678408D1 (en) | 1985-12-26 | 1986-12-24 | SYSTEM FOR SPEED CONTROL BY ADJUSTING THE SOLAR POWER AND A METHOD FOR REGULATING WITH PHASE PREFERENCE. |
| US06/948,134 US4870583A (en) | 1985-12-26 | 1986-12-29 | Constant speed cruise control system of the duty ratio control type |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP29422785A JPS62168727A (en) | 1985-12-26 | 1985-12-26 | Duty control type constant speed traveling controller |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JPS62168727A JPS62168727A (en) | 1987-07-25 |
| JPH0331607B2 true JPH0331607B2 (en) | 1991-05-07 |
Family
ID=17804984
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP29422785A Granted JPS62168727A (en) | 1985-12-26 | 1985-12-26 | Duty control type constant speed traveling controller |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPS62168727A (en) |
Citations (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS5898636A (en) * | 1981-12-04 | 1983-06-11 | Nippon Denso Co Ltd | Constant-speed running device for use in vehicle |
| JPS5995616A (en) * | 1982-11-25 | 1984-06-01 | Tokai Rika Co Ltd | Constant-speed running device of vehicle |
-
1985
- 1985-12-26 JP JP29422785A patent/JPS62168727A/en active Granted
Patent Citations (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS5898636A (en) * | 1981-12-04 | 1983-06-11 | Nippon Denso Co Ltd | Constant-speed running device for use in vehicle |
| JPS5995616A (en) * | 1982-11-25 | 1984-06-01 | Tokai Rika Co Ltd | Constant-speed running device of vehicle |
Also Published As
| Publication number | Publication date |
|---|---|
| JPS62168727A (en) | 1987-07-25 |
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