JPH043335B2 - - Google Patents
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- Publication number
- JPH043335B2 JPH043335B2 JP60298131A JP29813185A JPH043335B2 JP H043335 B2 JPH043335 B2 JP H043335B2 JP 60298131 A JP60298131 A JP 60298131A JP 29813185 A JP29813185 A JP 29813185A JP H043335 B2 JPH043335 B2 JP H043335B2
- Authority
- JP
- Japan
- Prior art keywords
- vehicle speed
- duty
- acceleration
- control
- advance angle
- 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
- 230000001133 acceleration Effects 0.000 claims description 35
- 238000000034 method Methods 0.000 claims description 6
- 238000010586 diagram Methods 0.000 description 7
- 230000007423 decrease Effects 0.000 description 2
- 230000000694 effects Effects 0.000 description 2
- 230000004043 responsiveness Effects 0.000 description 2
- 235000014676 Phragmites communis Nutrition 0.000 description 1
- 238000005516 engineering process Methods 0.000 description 1
- 230000007935 neutral effect Effects 0.000 description 1
- 238000011084 recovery Methods 0.000 description 1
- 230000004044 response Effects 0.000 description 1
- 238000003079 width control Methods 0.000 description 1
Landscapes
- Control Of Driving Devices And Active Controlling Of Vehicle (AREA)
- 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)
Description
【発明の詳細な説明】
〔産業上の利用分野〕
本発明は、デユーテイ制御型定速走行制御装置
の進角制御方法に関し、特に加速度が一定値を越
えたときは進角補償とは別に加速度の大きさに応
じたデユーテイ補正を加えて追従性を高めようと
するものである。[Detailed Description of the Invention] [Industrial Application Field] The present invention relates to an advance angle control method for a duty control type constant speed cruise control device, and in particular, when acceleration exceeds a certain value, acceleration is This is an attempt to improve followability by adding duty correction according to the magnitude of the .
デユーテイ制御型の定速走行装置は概略第５図
のように構成される。同図の制御器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ONすると、前回記憶車速での走行
制御が復活される。
The duty control type constant speed traveling device is generally constructed as shown in FIG. The controller ECU shown in the figure uses 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 an ON/OFF reed switch. ECU
When the set switch is turned on, it memorizes the traveling vehicle speed, and after it is turned off, it controls the duty of the control valve of the actuator ACT. When the control valve is 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 and the atmosphere is cut off during control. Cancel signal (clutch switch (neutral start switch for A/T vehicles),
parking switch or brake switch)
When this is input, both the control valve and release valve are turned OFF, atmospheric air is introduced from both, and the control is immediately stopped. When the resume switch is turned on 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６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 6. 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＝（VM−Vs）／VB＋SD ……(2)
SD：セツトデユーテイ
VM：目標車速（記憶車速）
VB：制御速度幅
制御速度幅VBは出力デユーテイＤを０〜100％
の範囲で直線的に変化させる車速の範囲で、この
逆数がゲインとなる。セツトデユーテイSDは目
標車速VMに対応するデユーテイで、理想的には
ここが制御中心となる。 D = (V M - Vs) / V B + SD ... (2) SD: Set duty V M : Target vehicle speed (memory vehicle speed) V B : Control speed width Control speed width V B is the output duty D from 0 to 100%
The reciprocal of this number becomes the gain within the range of vehicle speed that is changed linearly within the range. The set duty SD is the duty that corresponds to the target vehicle speed VM , and ideally this would be the center of control.
上述した進角制御は走行車速Vnの微分値（加
速度）ΔVを加算してスキツプ車速（進角車速）
Vsを得ているので、Vnが変化するとVsは第７図
のように変化し、Vnの変化を先取りして出力デ
ユーテイに反映させることができる。
The advance angle control described above adds the differential value (acceleration) ΔV of the traveling vehicle speed Vn to determine the skip vehicle speed (advance vehicle speed).
Since Vs is obtained, when Vn changes, Vs changes as shown in FIG. 7, and the change in Vn can be predicted and reflected in the output duty.
ところが、路面の急激な変動やオートマチツク
車のシフトダウンによる車速の急変が発生する
と、車速フイルタ（積分フイルタ）等の影響もあ
つて充分な制御性（応答性）が得られにくい欠点
がある。 However, if there is a sudden change in vehicle speed due to sudden changes in the road surface or downshifts in automatic vehicles, there is a drawback that it is difficult to obtain sufficient controllability (responsiveness) due to the influence of the vehicle speed filter (integral filter), etc.
本発明はかかる車速急変時に進角補償とは別に
加速度に応じたデユーテイ補正をするものであ
る。 The present invention performs duty correction according to acceleration in addition to advance angle compensation when such a sudden change in vehicle speed occurs.
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オン、オフ制御
し、実際の走行車速を前記目標車速に接近させる
デユーテイ制御型定速走行制御装置の進角制御方
法において、車速信号から得られる走行車速を微
分して加速度を求め、該加速度を前記走行車速に
加算して進角加速を算出し、該進角速度と記憶さ
れた目標車速との差から得られる出力デユーテイ
で前記コントロールバルブをオン、オフ制御する
第１デユーテイ制御手段と、前記加速度が所定値
を越えるときは、前記出力デユーテイに対し前記
加速度に比例して増大していく補正デユーテイを
加える第２デユーテイ制御手段とを設け、定速走
行制御中に前記走行車速の急変を検出した時に前
記出力デユーテイに対して前記加速に比例して増
大していく補正デユーテイを加えて前記スロツト
ル開度を調整するアクチユエータのコントロール
バルブをオン、オフ制御することを特徴とするも
のである。
The present invention provides an advance angle control method for a duty-controlled constant-speed cruise control device that controls on/off a control valve of an actuator that adjusts the throttle opening to bring an actual traveling vehicle speed closer to the target vehicle speed, based on a vehicle speed signal. The obtained traveling vehicle speed is differentiated to obtain acceleration, the acceleration is added to the traveling vehicle speed to calculate advance angle acceleration, and the output duty obtained from the difference between the advance angle speed and the stored target vehicle speed is used to control the control valve. and second duty control means that applies a correction duty to the output duty that increases in proportion to the acceleration when the acceleration exceeds a predetermined value. , when a sudden change in the traveling vehicle speed is detected during constant speed running control, a control valve of an actuator is turned on to adjust the throttle opening by adding a correction duty that increases in proportion to the acceleration to the output duty; , and is characterized by off control.
加速度が一定の範囲では進角車速のみによる通
常の遅れ補償を行い、加速度がその範囲を逸脱し
たら別途デユーテイ補正を加えて大きな値の遅れ
補償を行う。後者のデユーテイ補正は加速度の大
きさに比例した値で行うので、進角補償と同様に
車速変化に対応して応答性を高めることができ
る。
When the acceleration is within a certain range, normal delay compensation is performed using only the advance vehicle speed, and when the acceleration deviates from that range, a separate duty correction is added to compensate for the delay with a large value. Since the latter duty correction is performed with a value proportional to the magnitude of acceleration, it is possible to improve responsiveness in response to changes in vehicle speed, similarly to advance angle compensation.
第１図は本発明の原理ブロツク図で、破線枠内
が本発明により追加した部分である。判定部は加
速度ΔVが一定範囲（α1＜ΔV＜−α2）にあるか
否かを判定するもので、該範囲を越えたとき
（ΔV≧α1，ΔV≦−α2）は補正部からの補正デユ
ーテイを出力デユーテイＤに加える。この補正デ
ユーテイは上昇方向にFU、下降方向にFDであ
り、これを用いると出力デユーテイＤは下式で表
わされる。 FIG. 1 is a block diagram of the principle of the present invention, and the portions added by the present invention are shown within the dashed line frame. The determination section determines whether or not the acceleration ΔV is within a certain range (α 1 <ΔV<−α 2 ). When the acceleration ΔV exceeds the range (ΔV≧α 1 , ΔV≦−α 2 ), the correction section The correction duty from is added to the output duty D. This correction duty is FU in the upward direction and FD in the downward direction, and when these are used, the output duty D is expressed by the following formula.
Ｄ＝（VM−Vs）／VB＋SD−FD＋FU ……(3)
補正デユーテイFD，FUは次の様に変化する。
例えば、マイクロコンピユータの計算サイクルを
変化単位とすると、
ΔV≧α1のときFD←FD＋K1・ΔV
ΔV＜α1のときFD←FD−β2
但し、０≦FD≦γ1
ΔV≦−α2のときFU←FU＋K2・ΔV
ΔV＞−α2のときFU←FU−β4
但し、０≦FU≦γ2
である。このうち、とは補償時であり、と
は復帰時である。D=(V M -Vs)/V B +SD-FD+FU...(3) The correction duties FD and FU change as follows.
For example, if the calculation cycle of a microcomputer is the unit of change, when ΔV≧α 1 , FD←FD+K 1・ΔV When ΔV＜α 1 , FD←FD−β 2 However, 0≦FD≦γ 1 ΔV≦−α 2 When FU←FU+K 2・ΔV When ΔV>−α 2, FU←FU−β 4 However, 0≦FU≦γ 2 . Among these, is the time of compensation, and is the time of recovery.
復帰定数β2，β4と制限定数γ1，γ2は一定値であ
るが、補償項K1・ΔV，K2・ΔVは加速度ΔVを
含む変数（K1，K2は定数）であり、加速度ΔVに
比例してFD，FUを変化させる
〔実施例〕
第３図は本発明の一実施例を示すフローチヤー
トで、破線枠内の処理が第１図の追加部分に対応
する。本例ではα1＝α2＝1.25Km／ｈ／sec，K1＝
K2＝４，β2＝β4＝５％，γ1＝20％，γ2＝10％に設
定してある。これらの処理は50ｍsec毎に実行さ
れる。まず車速信号から車速を演算し、車速フイ
ルタにてフイルタリング処理することで現車速
Voを算出する。次いで、この現車速Voと前回の
車速Vo-1から加速度ΔVを算出する。次にこの加
速度ΔVが車速の急変（急増速）を示す加速度α1
（＝1.25Km／ｈ／sec）以上か否かを判断し、α1以
上であれば急増速が生じたと判断し、補正デユー
テイFDを20％になるまで４・ΔVずつ増加させ
る。また加速度ΔVが前記加速度α1以下であれば
FDを０％になるまで５％ずつ減少させる。 The return constants β 2 and β 4 and the limiting constants γ 1 and γ 2 are constant values, but the compensation terms K 1 · ΔV and K 2 · ΔV are variables including the acceleration ΔV (K 1 and K 2 are constants). , FD and FU are varied in proportion to acceleration ΔV [Embodiment] FIG. 3 is a flowchart showing an embodiment of the present invention, and the processing within the broken line frame corresponds to the additional part of FIG. In this example, α 1 = α 2 = 1.25Km/h/sec, K 1 =
K 2 = 4, β 2 = β 4 = 5%, γ 1 = 20%, and γ 2 = 10%. These processes are executed every 50 msec. First, calculate the vehicle speed from the vehicle speed signal, and then filter it with a vehicle speed filter to determine the current vehicle speed.
Calculate V o . Next, acceleration ΔV is calculated from this current vehicle speed V o and previous vehicle speed V o-1 . Next, this acceleration ΔV is the acceleration α1 that indicates a sudden change in vehicle speed (sudden speed increase)
(=1.25Km/h/sec) or more, and if it is α1 or more, it is determined that a rapid speed increase has occurred, and the correction duty FD is increased by 4·ΔV until it reaches 20%. Also, if the acceleration ΔV is less than the acceleration α1
Decrease FD by 5% until it reaches 0%.
次に加速度ΔVが車速の急変（急減速）を示す
加速度α2（＝−1.25Km／ｈ／sec）以下か否かを判
断し、α2以下であれば急減速が生じたと判断し、
補正デユーテイFUを10％になるまで４・ΔVず
つ増加させる。また、加速度ΔVがα2以上であれ
ばFUを０％になるまで５％ずつ増加させる。 Next, it is determined whether the acceleration ΔV is less than or equal to the acceleration α2 (=-1.25 Km/h/sec), which indicates a sudden change in vehicle speed (sudden deceleration), and if it is less than α2, it is determined that a sudden deceleration has occurred.
Increase the corrected duty FU by 4・ΔV until it reaches 10%. Further, if the acceleration ΔV is equal to or greater than α2, FU is increased by 5% until it becomes 0%.
次に加速度ΔVより(1)式を基に進角車速VSを算
出し、この進角車速VSと前述の補正デユーテイ
FD，FU等から(3)式に基づき出力デユーテイＤを
算出して出力する。 Next, calculate the advance vehicle speed V S from the acceleration ΔV based on equation (1), and combine this advance vehicle speed V S with the above-mentioned correction duty.
Output duty D is calculated and output based on equation (3) from FD, FU, etc.
このように、車速が急増したときは補正デユー
テイFDが、また車速が急減したときは補正デユ
ーテイFUが一時的に加えられ、それにより車速
の急変がなくなると、これらの補正デユーテイは
急速にゼロに戻る。 In this way, when the vehicle speed suddenly increases, the compensation duty FD is temporarily added, and when the vehicle speed suddenly decreases, the compensation duty FU is temporarily added, and when the sudden change in vehicle speed ceases, these compensation duties quickly drop to zero. return.
第４図は本発明の他の実施例を示すフローチヤ
ートである。本例ではα1＝α2＝０に設定して加速
度全域を対象とし、また出力デユーテイを
Ｄ＝（VM−Vs）／VB＋SD−Ｆ ……(4)
で計算するようにしたものである。上式のＦはデ
ユーテイ補正項で加速度ΔVに応じて次の様に変
化する。 FIG. 4 is a flowchart showing another embodiment of the present invention. In this example, α 1 = α 2 = 0 is set to target the entire acceleration range, and the output duty is calculated as D = (V M - Vs) / V B + SD - F ... (4) It is. F in the above equation is a duty correction term and changes as follows depending on the acceleration ΔV.
ΔV≧０のときＦ←Ｆ＋K1・ΔV
ΔV＜０のときＦ←Ｆ＋K2・ΔV
但し、−γ2≦Ｆ≦γ1
第４図ではK1＝K2＝４，γ1＝20，γ2＝10に設
定してある。 When ΔV≧0, F←F+K 1・ΔV When ΔV<0, F←F+K 2・ΔV However, −γ 2 ≦F≦γ 1 In Figure 4, K 1 = K 2 = 4, γ 1 = 20, γ 2 = 10.
以上述べたように本発明によれば、第２図に示
すような急激な車速変化が生じたとき、デユーテ
イ加速度に応じた大きな補正を加えるもので、そ
の後の車速の変化（オーバーシユート等）を低減
することができ、定速制御の安定性を高めること
ができる。
As described above, according to the present invention, when a sudden change in vehicle speed occurs as shown in FIG. can be reduced, and the stability of constant speed control can be improved.
第１図は本発明の原理ブロツク図、第２図はそ
の動作説明図、第３図および第４図は本発明の各
実施例を示すフローチヤート、第５図はデユーテ
イ制御型定速走行制御装置のシステム構成図、第
６図は従来の進角制御方法を示すブロツク図、第
７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、Vsは進角車速、Ｄは出力デユ
ーテイ、FD，FU，Ｆは補正デユーテイ、ΔVは
加速度である。
Fig. 1 is a principle block diagram of the present invention, Fig. 2 is an explanatory diagram of its operation, Figs. 3 and 4 are flowcharts showing each embodiment of the invention, and Fig. 5 is duty control type constant speed traveling control. A system configuration diagram of the device, FIG. 6 is a block diagram showing a conventional advance angle control method, and FIG. 7 is an explanatory diagram of its operation. In the diagram, ECU is a controller, ACT is an actuator,
SL is the throttle, Vs is the advance vehicle speed, D is the output duty, FD, FU, F are the correction duties, and ΔV is the acceleration.
Claims (1)
コントロールバルブをオン、オフ制御し、実際の
走行車速を前記目標車速に接近させるデユーテイ
制御型定速走行制御装置の進角制御方法におい
て、 車速信号から得られる走行車速を微分して加速
度を求め、該加速度を前記走行車速に加算して進
角加速を算出し、該進角速度と記憶された目標車
速との差から得られる出力デユーテイで前記コン
トロールバルブをオン、オフ制御する第１デユー
テイ制御手段と、 前記加速度が所定値を越えるときは、前記出力
デユーテイに対し前記加速度に比例して増大して
いく補正デユーテイを加える第２デユーテイ制御
手段とを設け、 定速走行制御中に前記走行車速の急変を検出し
た時に前記出力デユーテイに対して前記加速に比
例して増大していく補正デユーテイを加えて前記
スロツトル開度を調整するアクチユエータのコン
トロールバルブをオン、オフ制御することを特徴
とするデユーテイ制御型定速走行装置の進角制御
方法。[Scope of Claims] 1. An advance angle control method for a duty control type constant speed cruise control device in which a control valve of an actuator that adjusts a throttle opening is controlled on and off to bring an actual traveling vehicle speed closer to the target vehicle speed, comprising: The traveling vehicle speed obtained from the vehicle speed signal is differentiated to find acceleration, the acceleration is added to the traveling vehicle speed to calculate the advance angle acceleration, and the output duty is obtained from the difference between the advance angle speed and the stored target vehicle speed. a first duty control means for controlling the control valve on and off; and a second duty control means for applying a correction duty to the output duty increasing in proportion to the acceleration when the acceleration exceeds a predetermined value. and an actuator control for adjusting the throttle opening degree by adding a correction duty that increases in proportion to the acceleration to the output duty when a sudden change in the traveling vehicle speed is detected during constant speed running control. A method for controlling the advance angle of a duty control type constant speed traveling device, which is characterized by controlling a valve on and off.
Priority Applications (5)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP29813185A JPS62168731A (en) | 1985-12-27 | 1985-12-27 | Spark advance control for 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 |
|---|---|---|---|
| JP29813185A JPS62168731A (en) | 1985-12-27 | 1985-12-27 | Spark advance control for duty control type constant speed traveling controller |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JPS62168731A JPS62168731A (en) | 1987-07-25 |
| JPH043335B2 true JPH043335B2 (en) | 1992-01-22 |
Family
ID=17855582
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP29813185A Granted JPS62168731A (en) | 1985-12-26 | 1985-12-27 | Spark advance control for duty control type constant speed traveling controller |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPS62168731A (en) |
Families Citing this family (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPH07121660B2 (en) * | 1989-12-16 | 1995-12-25 | 富士通テン株式会社 | Constant speed traveling device |
Citations (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS5667417A (en) * | 1979-11-07 | 1981-06-06 | Hitachi Ltd | Car speed control unit |
-
1985
- 1985-12-27 JP JP29813185A patent/JPS62168731A/en active Granted
Patent Citations (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS5667417A (en) * | 1979-11-07 | 1981-06-06 | Hitachi Ltd | Car speed control unit |
Also Published As
| Publication number | Publication date |
|---|---|
| JPS62168731A (en) | 1987-07-25 |
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Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| LAPS | Cancellation because of no payment of annual fees |