JPH054254B2 - - Google Patents
Info
- Publication number
- JPH054254B2 JPH054254B2 JP60294224A JP29422485A JPH054254B2 JP H054254 B2 JPH054254 B2 JP H054254B2 JP 60294224 A JP60294224 A JP 60294224A JP 29422485 A JP29422485 A JP 29422485A JP H054254 B2 JPH054254 B2 JP H054254B2
- Authority
- JP
- Japan
- Prior art keywords
- duty
- vehicle speed
- speed
- control
- target vehicle
- 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
- 238000006243 chemical reaction Methods 0.000 claims description 2
- 238000010586 diagram Methods 0.000 description 5
- 238000000034 method Methods 0.000 description 4
- 235000014676 Phragmites communis Nutrition 0.000 description 1
- 230000005540 biological transmission Effects 0.000 description 1
- 238000007796 conventional method Methods 0.000 description 1
- 230000007423 decrease Effects 0.000 description 1
- 230000000694 effects Effects 0.000 description 1
- 230000001771 impaired effect Effects 0.000 description 1
- 230000007935 neutral effect Effects 0.000 description 1
Landscapes
- Controls For Constant Speed Travelling (AREA)
- Control Of Vehicle Engines Or Engines For Specific Uses (AREA)
- Feedback Control In General (AREA)
- Control Of Driving Devices And Active Controlling Of Vehicle (AREA)
Description
〔産業上の利用分野〕
本発明は、デユーテイ制御式の定速走行制御装
置に関し、特に目標車速に対応するセツトデユー
テイを車速偏差（目標車速と走行車速との差）に
応じた積分速度で修正して該車速偏差を０にしよ
うとするものである。
〔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。
第２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。
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３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は目標車速（記憶車速）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
を進み補償するとためである。従つて、スキツプ
車速Vsは次式により求められる。
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。
Ｄ＝SD＋VM−VS／VB ……(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
〔発明が解決しようとする問題点〕
ところで、従来方式では定速走行に必要なデユ
ーテイ量の基準値をセツトデユーテイとして固定
設定している為、アクチユエータ系のバラツキや
車両負荷変動によつて車速偏差が生じる。例えば
第４図に示すように記憶車速VM（例えば80Km／
ｈ）に対応するセツトデユーテイSDが40％で、
必要デユーテイ量Ｄが55％であるとすると、最初
はＡ点にある制御中心がデユーテイ不足のため車
速の低下に伴いＢ点に収束する。Ｂ点での必要デ
ユーテイ量もほぼ55％であるので（詳細には１点
鎖線で示すように必要デユーテイ量は0.1％／
Km／ｈ程度の車速係数を持つが、この例ではほと
んど無視できる）、制御速度幅VBを例えば20Km／
ｈとすれば20×40−55／100＝−３Km／ｈの偏差が発
生し、Ｂ点で77Km／ｈで制御されることになる。
かかる車速偏差は制御中心を第４図のＡ点から
Ｃ点へ修正すれば０にすることができるが、この
修正速度が遅いと偏差のの収束に時間がかかり、
逆に修正速度が速いと修正の行き過ぎによつて安
定性が損なわれる可能性がある。そこで、本発明
では出力デユーテイとセツトデユーテイの差（原
理的には車速偏差の大きさとも言える）の大きさ
によつて修正速度を変えながら車速偏差を減少さ
せることにより、従来の欠点を効果的に解消しよ
うとするものである。
〔問題点を解決するための手段〕
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と該出力
デユーテイＤとの差ΔDを求め、そのΔDの大き
さに応じた積分速度で前記制御線を平行移動させ
て、該セツトデーテイSDを出力デユーテイＤに
近接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。
〔作用〕
セツトデユーテイSDを固定値としないで、こ
れを修正すれば理論的に車速偏差を０にして目標
車速で定速走行させることができる。このとき、
出力デユーテイＤとセツトデユーテイSDとの差
ΔDの大きさによつて修正速度を変えると、安定
性を損わないで範囲で可及的速やかに車速偏差を
収束できる。
〔実施例〕
第１図は本発明の一実施例を示すフローチヤー
トで、「車速計算」は第３図の走行車速Vnを求め
る処理、続く「スキツプ車速計算」は(1)式のスキ
ツプ車速Vsを求める処理である。本例ではVnの
代りにVsを用いるのでVMとVsの差が車速偏差
ΔVとなる。「出力デユーテイ計算」はこれを制
御速度幅VBを用いてデユーテイ偏差ΔD＝ΔV／
VBに変換し、更にセツトデユーテイSDを加えて
(2)式の出力デユーテイＤを求める処理である。こ
のとき得られるＤとSDからΔDを計算し、その
ΔDの大きさに応じてSDを修正する（初期値は
SD0）。修正式は
SD＝SD＋γ
であり、γは下表から求められる。
[Industrial Application Field] The present invention relates to a duty control type constant speed cruise control device, and in particular, a device that corrects a set duty corresponding to a target vehicle speed using an integral speed according to a vehicle speed deviation (difference between a target vehicle speed and a running vehicle speed). This is to reduce the vehicle speed deviation to zero. [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 as the set duty, and adds or sets a duty amount according to the difference between the target vehicle speed and the traveling vehicle speed to the set duty. It performs constant speed driving control while subtracting and outputting. 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. Figure 2 is a system configuration diagram showing an example of this type of constant speed cruise control device.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 this is input, both the control valve and release bubble 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. A microcomputer is used for the ECU, and the processing there is divided into blocks as shown in Figure 3. The output duty D for controlling the control valve on and off is determined according to the difference between the target vehicle speed (memorized vehicle speed) V M and the traveling vehicle speed Vn, but in detail it is not the traveling vehicle speed Vn itself but the vehicle speed change component (differential component). The skip vehicle speed Vs is used. This is to 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: Current vehicle speed Vo -1 : Previous vehicle speed |K: Proportionality constant Further, the output duty D is determined by the following equation. D=SD+V M −V S /V B ...(2) SD: Set duty V M : Target vehicle speed (memory vehicle speed) V B : Control speed width [Problem to be solved by the invention] By the way, in the conventional system, the speed is constant. Since the reference value of the duty amount required for driving is fixed as a set duty, vehicle speed deviations occur due to variations in the actuator system and vehicle load fluctuations. For example, as shown in Fig. 4, the memorized vehicle speed V M (e.g. 80 Km/
The set duty SD corresponding to h) is 40%,
Assuming that the required duty amount D is 55%, the control center initially located at point A converges to point B as the vehicle speed decreases due to insufficient duty. Since the required duty amount at point B is approximately 55% (in detail, as shown by the dashed line, the required duty amount is 0.1%/
It has a vehicle speed coefficient of about Km/h, but it can be almost ignored in this example), and the control speed width V B is set to 20 Km/h, for example.
h, a deviation of 20×40-55/100=-3 Km/h will occur, and the control will be at 77 Km/h at point B. This vehicle speed deviation can be reduced to 0 by correcting the control center from point A to point C in Figure 4, but if this correction speed is slow, it will take time for the deviation to converge.
Conversely, if the correction speed is fast, there is a possibility that stability may be impaired due to excessive correction. Therefore, the present invention effectively overcomes the drawbacks of the conventional method by reducing the vehicle speed deviation while changing the correction speed depending on the difference between the output duty and the set duty (which can also be said to be the size of the vehicle speed deviation in principle). This is what we are trying to resolve. [Means for solving the problem] The present invention turns on and off a control valve of an actuator that adjusts the throttle opening using an output duty D obtained from a control line with a predetermined slope that indicates the conversion characteristics between vehicle speed and duty. In a duty control type constant speed cruise control device that brings the actual traveling vehicle speed closer to a stored target vehicle speed, the difference ΔD between the set duty SD and the output duty D corresponding to the target vehicle speed is determined, and the magnitude of the ΔD is determined. The present invention is characterized by comprising a controller for integrally correcting the set date SD in a direction approaching the output duty D by moving the control line in parallel at an integral speed corresponding to the output duty D. [Operation] If the set duty SD is not set to a fixed value, but it is corrected, the vehicle speed deviation can theoretically be reduced to 0, and the vehicle can be driven at a constant speed at the target vehicle speed. At this time,
By changing the correction speed depending on the magnitude of the difference ΔD between the output duty D and the set duty SD, the vehicle speed deviation can be converged as quickly as possible within the range without impairing stability. [Example] Fig. 1 is a flowchart showing an embodiment of the present invention, in which "vehicle speed calculation" is the process of calculating the running vehicle speed Vn shown in Fig. 3, and the following "skip vehicle speed calculation" is the process of calculating the skip vehicle speed of equation (1). This is the process of finding Vs. In this example, Vs is used instead of Vn, so the difference between VM and Vs becomes the vehicle speed deviation ΔV. "Output duty calculation" uses the control speed width V B to calculate the duty deviation ΔD=ΔV/
Convert to V B and add set duty SD
This is a process for finding the output duty D of equation (2). Calculate ΔD from the D and SD obtained at this time, and correct SD according to the size of ΔD (initial value is
SD 0 ). The correction formula is SD=SD+γ, and γ is calculated from the table below.
以上述べたように本発明によれば、デユーテイ
制御式の定速走行制御装置において、基本となる
デユーテイ値を出力デユーテイとの差に応じて速
度を変えて積分修正するので、安定性を失うこと
なく、実用上十分な早さで車速偏差を収束させる
ことができる利点がある。
As described above, according to the present invention, in a duty control type constant speed cruise control device, since the basic duty value is integrally corrected by changing the speed according to the difference from the output duty, there is no possibility of loss of stability. This has the advantage that the vehicle speed deviation can be converged quickly enough for practical use.
第１図は本発明の一実施例を示すフローチヤー
ト、第２図はデユーテイ制御式定速走行制御装置
のシステム構成図、第３図はそのマイコン処理の
ブロツク図、第４図は車速とデユーテイの関係を
示す制御線図である。
図中、ECUは定速走行の制御器、ACTはアク
チユエータ、SLはスロツトルである。
Fig. 1 is a flowchart showing an embodiment of the present invention, Fig. 2 is a system configuration diagram of a duty-controlled constant speed cruise control device, Fig. 3 is a block diagram of its microcomputer processing, and Fig. 4 shows vehicle speed and duty. FIG. 2 is a control diagram showing the relationship between FIG. In the diagram, ECU is the constant speed driving controller, ACT is the actuator, and SL is the 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と該出力デユーテ
イＤとの差ΔDを求め、そのΔDの大きさに応じ
た積分速度で前記制御線を平行移動させて、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。1 The control valve of the actuator that adjusts the throttle opening is controlled on and off using the output duty D obtained from the control line with a predetermined slope that indicates the conversion characteristics between vehicle speed and duty, and the actual traveling vehicle speed is adjusted to the stored target vehicle speed. In a duty control type constant-speed cruise control device for approaching the target vehicle, the difference ΔD between the set duty SD and the output duty D corresponding to the target vehicle speed is determined, and the control line is moved in parallel at an integral speed corresponding to the magnitude of the ΔD. 1. A duty control type constant speed cruise control device, comprising: a controller that integrally corrects the set date SD in a direction toward the output duty D.
Priority Applications (5)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP29422485A JPS62168720A (en) | 1985-12-26 | 1985-12-26 | Duty control type constant speed running control device |
| 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 |
|---|---|---|---|
| JP29422485A JPS62168720A (en) | 1985-12-26 | 1985-12-26 | Duty control type constant speed running control device |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JPS62168720A JPS62168720A (en) | 1987-07-25 |
| JPH054254B2 true JPH054254B2 (en) | 1993-01-19 |
Family
ID=17804943
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP29422485A Granted JPS62168720A (en) | 1985-12-26 | 1985-12-26 | Duty control type constant speed running control device |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPS62168720A (en) |
Cited By (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JP2007029780A (en) * | 2005-07-22 | 2007-02-08 | Kaneka Corp | Crushing apparatus |
| KR101500383B1 (en) * | 2013-10-14 | 2015-03-09 | 현대자동차 주식회사 | Air duct and cooling system for vehicle |
Citations (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS5657117A (en) * | 1979-10-16 | 1981-05-19 | Nippon Denso Co Ltd | Constant speed running control device |
-
1985
- 1985-12-26 JP JP29422485A patent/JPS62168720A/en active Granted
Patent Citations (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS5657117A (en) * | 1979-10-16 | 1981-05-19 | Nippon Denso Co Ltd | Constant speed running control device |
Cited By (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JP2007029780A (en) * | 2005-07-22 | 2007-02-08 | Kaneka Corp | Crushing apparatus |
| KR101500383B1 (en) * | 2013-10-14 | 2015-03-09 | 현대자동차 주식회사 | Air duct and cooling system for vehicle |
Also Published As
| Publication number | Publication date |
|---|---|
| JPS62168720A (en) | 1987-07-25 |
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