JPS60222330A - Constant-speed device for car - Google Patents

Constant-speed device for car

Info

Publication number
JPS60222330A
JPS60222330A JP7963984A JP7963984A JPS60222330A JP S60222330 A JPS60222330 A JP S60222330A JP 7963984 A JP7963984 A JP 7963984A JP 7963984 A JP7963984 A JP 7963984A JP S60222330 A JPS60222330 A JP S60222330A
Authority
JP
Japan
Prior art keywords
constant
vehicle speed
speed
accelerator pedal
driving function
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.)
Granted
Application number
JP7963984A
Other languages
Japanese (ja)
Other versions
JP2571357B2 (en
Inventor
Hiroshi Okamura
宏 岡村
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Mitsubishi Motors Corp
Original Assignee
Mitsubishi Motors Corp
Priority date (The priority date 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 date listed.)
Filing date
Publication date
Application filed by Mitsubishi Motors Corp filed Critical Mitsubishi Motors Corp
Priority to JP59079639A priority Critical patent/JP2571357B2/en
Publication of JPS60222330A publication Critical patent/JPS60222330A/en
Application granted granted Critical
Publication of JP2571357B2 publication Critical patent/JP2571357B2/en
Anticipated expiration legal-status Critical
Expired - Lifetime legal-status Critical Current

Links

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K31/00—Vehicle fittings, acting on a single sub-unit only, for automatically controlling vehicle speed, i.e. preventing speed from exceeding an arbitrarily established velocity or maintaining speed at a particular velocity, as selected by the vehicle operator
    • B60K31/02—Vehicle fittings, acting on a single sub-unit only, for automatically controlling vehicle speed, i.e. preventing speed from exceeding an arbitrarily established velocity or maintaining speed at a particular velocity, as selected by the vehicle operator including electrically actuated servomechanism including an electric control system or a servomechanism in which the vehicle velocity affecting element is actuated electrically
    • B60K31/04—Vehicle fittings, acting on a single sub-unit only, for automatically controlling vehicle speed, i.e. preventing speed from exceeding an arbitrarily established velocity or maintaining speed at a particular velocity, as selected by the vehicle operator including electrically actuated servomechanism including an electric control system or a servomechanism in which the vehicle velocity affecting element is actuated electrically and means for comparing one electrical quantity, e.g. voltage, pulse, waveform, flux, or the like, with another quantity of a like kind, which comparison means is involved in the development of an electrical signal which is fed into the controlling means
    • B60K31/042—Vehicle fittings, acting on a single sub-unit only, for automatically controlling vehicle speed, i.e. preventing speed from exceeding an arbitrarily established velocity or maintaining speed at a particular velocity, as selected by the vehicle operator including electrically actuated servomechanism including an electric control system or a servomechanism in which the vehicle velocity affecting element is actuated electrically and means for comparing one electrical quantity, e.g. voltage, pulse, waveform, flux, or the like, with another quantity of a like kind, which comparison means is involved in the development of an electrical signal which is fed into the controlling means where at least one electrical quantity is set by the vehicle operator

Landscapes

  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • 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)

Abstract

PURPOSE:To make constant-speed drivability ever so excellent, by making either of acceleration adjusted to the setting speed or deceleration by an auxiliary brake or an engine brake properly selectable from a comparison between the setting speed and the actual speed. CONSTITUTION:A control part 7 receives a signal out of a setting speed part 8 consisting of a setting speed dial, a constant-speed switch and the like, while it also receives a detection signal on the opening quantity of a butterfly valve 6, and it is so designed as to set the suitable opening as many as necessary. That is to say, the control part 7 receives a setting speed value from the setting speed part 8 and also receives a signal on an actual speed value out of a speedometer whereby these values are compared at a comparison mechanism, performing the said control.

Description

【発明の詳細な説明】 本発明は、実車速を増速するばかりでなく減速すること
によっても設定車速に応じだ定車速走行ができる定車速
装置に関する。DETAILED DESCRIPTION OF THE INVENTION The present invention relates to a constant vehicle speed device that allows the vehicle to run at a constant speed according to a set vehicle speed by not only increasing the actual vehicle speed but also decelerating it.

第１図は、たとえば大型トラックが山岳路などの登板お
よび降板を走行するのに、その勾配と車速に応じた最適
ギヤ段との関係を示す。図中、ノラス％は登勾配、マイ
ナスチは降勾配であり、各ギヤ段における走行するのに
必要なトルクは登板において走行抵抗によシ二次曲線、
降板においては加速と制動力との関係から右下多曲線と
なる。登板においては勿論、降板においても山岳路では
一定の勾配が連続することは少いから、対応するギヤ段
は頻繁に変る。しだだって、一定の車速を保持するには
ブレーキ動作、アクセル動作とともにギヤ段切換えに手
間がかかつて面倒である。しかも、連続する降板走行時
に７ツトプレーギを多用すると、いわゆるペー・ぞロッ
ク現象が生じて制動不可の危険性がある。FIG. 1 shows, for example, the relationship between the slope of a large truck and the optimum gear stage depending on the vehicle speed when the truck drives up and down a mountain road. In the figure, Noras% is the climbing slope, Minuschi is the descending slope, and the torque required for running in each gear is a quadratic curve depending on the running resistance when climbing.
When descending, the relationship between acceleration and braking force results in a polygonal curve in the lower right corner. Since it is rare for a mountain road to have a constant slope when climbing or descending, the corresponding gear changes frequently. Furthermore, in order to maintain a constant vehicle speed, braking and accelerator operations as well as gear changes are time-consuming and troublesome. Moreover, if the 7-top brake is used frequently during continuous dismounting, there is a risk that a so-called page lock phenomenon will occur, making braking impossible.

ところで近時、乗用車においては、運転車の負担を軽く
するため、アクセル動作ルから足を離した状態で一定速
度を保持した走行ができるオートクルーズコントロール
装置と称される定車速装置が採用されている。この袖装
置Ｗでは、たとえば前方の車両の速度変化に対応１〜で
減速の必要な場合にブレーキペタルを踏込むことによっ
てオートクルーズ状態が解除される。円び加速して設定
車速に戻ってもその１１では上記装置は機能せず、その
都度リセットの必要がある。これは山岳路を走行する場
合も全く同様であシ、そのま”またとえは大型トラック
、パス等に上記装置を搭載しても、ギヤ段切換えの機会
の多いこれら車種では不便である。By the way, in recent years, passenger cars have adopted a constant speed device called an auto cruise control device, which allows the vehicle to maintain a constant speed even when the foot is off the accelerator, in order to reduce the burden on the driver. There is. In this sleeve device W, the autocruise state is canceled by depressing the brake pedal when deceleration is required in response to a change in the speed of the vehicle in front, for example. Even if the vehicle accelerates circularly and returns to the set vehicle speed, the above device does not function in step 11 and must be reset each time. This is exactly the same when driving on mountain roads, and even if the above-mentioned device is installed in a large truck, pass, etc., it is inconvenient for these types of vehicles, which have many opportunities to change gears.

本発明の目的とするところは、たとえば大型トラック・
ノ々ス等にはフットブレーキの他に排気ブレーキ・リタ
ーダブレーキのごとき補助ブレーキが備えられることに
着目し、この補助ブレーキを制御するととにより、増速
時は勿論のこと、減速走行時にも設定車速を保持できる
ようにした定車速装置を提供しようとするものである。The object of the present invention is, for example, to
We focused on the fact that Nonosu etc. are equipped with auxiliary brakes such as exhaust brakes and retarder brakes in addition to the foot brake, and by controlling these auxiliary brakes, we can set them not only when accelerating but also when decelerating. The purpose of this invention is to provide a constant vehicle speed device that can maintain vehicle speed.

以下、本発明の一実施例を図面にもとづいて説明する。Hereinafter, one embodiment of the present invention will be described based on the drawings.

第２図中１３はディーゼルエンジン本体、１ｂはクラッ
チ、２はトランスミッション、３は燃料噴射ポンプであ
シ、上記ディーゼルエンノン本体１に接続する排気マニ
ホールド４の導出側に連通ずる排気管５内にはバタフラ
イ弁６が回動自在に枢支される。この・々タフライ弁６
は後述する制御部７によって回動制御されるようになっ
ていて、排気管５の閉成度合に応じてエンジン本体１ａ
に余分の仕事をさせて制動力を得る。いわゆる排気ブレ
ーキ手段であるところの補助ブレーキをなす。なお、第
３図に示すようにたとえば大型トラック・・マス等にお
ける上記排気管５の直径Ｄφは５０〜６０％φであるが
、この排気管５と上記バタフライ弁６との半径間隙ぎを
もって・々タフライ弁開度と呼ばれる。In Fig. 2, 13 is the diesel engine body, 1b is the clutch, 2 is the transmission, and 3 is the fuel injection pump, which is in the exhaust pipe 5 communicating with the outlet side of the exhaust manifold 4 connected to the diesel engine main body 1. A butterfly valve 6 is rotatably supported. This Tough Fly Valve 6
The rotation of the engine body 1a is controlled by a control unit 7, which will be described later, depending on the degree of closure of the exhaust pipe 5.
obtain braking force by making the motor do extra work. It serves as an auxiliary brake, which is a so-called exhaust brake means. As shown in FIG. 3, the diameter Dφ of the exhaust pipe 5 in a large truck, mass, etc. is 50 to 60%φ, but the radius gap between the exhaust pipe 5 and the butterfly valve 6 is This is called the tough fly valve opening.

第２図に示すように上記制御部７はマイコンから構成さ
れ、燃料噴射ポンプ３の燃料噴射量、噴射タイミングを
制御するようになっているとともにエンジン本体１ａの
エンジン回転数、クラッチ１ｂのオン−オフ状態、トラ
ンスミッション２の出力軸回転数の検出信月を常時受け
るようになっている。さらに制御部７は、図示しないイ
ンストルメント・平ネルに取付けられる設定車速ダイヤ
ル、定速スイッチなどからなる設定車速部８の信号を受
けるとともに上記バタフライ弁６の開度量の検出信号を
受け、かつこの開度を必要量設定するようになっている
。すなわち制御部７は設定車速部８から設定車速値を受
けるとともに速度計から実車速値の信号を受け、これら
値を比較機構で比較して上記制御をなすものである。ま
た燃料噴射状態、・フタフライ弁６の開度状態および定
速スイッチのオン−オフ切換え等はインストルメント・
！ネルに備えた表示部９に表示される。なお、実車速を
示す速度計、エンジン回転計等は従来通りインストルメ
ント・母ネルに備えられること勿論である。As shown in FIG. 2, the control section 7 is composed of a microcomputer, and is designed to control the fuel injection amount and injection timing of the fuel injection pump 3, as well as the engine speed of the engine main body 1a and the on-off of the clutch 1b. In the off state, a detection signal of the output shaft rotation speed of the transmission 2 is constantly received. Furthermore, the control section 7 receives a signal from a vehicle speed setting section 8, which is comprised of a vehicle speed setting dial, a constant speed switch, etc. attached to an instrument flat panel (not shown), and also receives a detection signal of the opening amount of the butterfly valve 6. The opening degree is set to the required amount. That is, the control section 7 receives a set vehicle speed value from the set vehicle speed section 8 and also receives a signal of the actual vehicle speed value from the speedometer, and performs the above control by comparing these values with a comparison mechanism. In addition, the fuel injection status, the opening status of the lid fly valve 6, the on/off switching of the constant speed switch, etc.
! displayed on the display section 9 provided in the channel. Incidentally, it goes without saying that the speedometer, engine tachometer, etc. that indicate the actual vehicle speed are provided in the instrument/main panel as usual.

しかして、このようにして定車速装置を構成することに
より、次に述べるような制御が可能となる。すなわち第
４図に示すように各勾配に対して必要な燃料噴射量ｑお
よびバタフライ弁開度Ｃを制御部７が制御して設定車速
Ｖｃを得る。By configuring the constant vehicle speed device in this manner, control as described below becomes possible. That is, as shown in FIG. 4, the control section 7 controls the fuel injection amount q and the butterfly valve opening degree C required for each slope to obtain the set vehicle speed Vc.

図中ゾラスチは登勾配、マイナスチは降勾配、火ないし
２は燃料噴射ボン７″３のコントロールラックの位置で
あり、スが最大変位で燃料噴射量が最大、２は燃料噴射
量が最小、ｑ−０は燃料噴射量が零であるところから、
エンジンブレーキが働いている状態となる。また、Ｘ数
字が多いほどバタフライ弁６の半径間隙が大であり、排
気ブレーキの作動は弱（、ｆｕｌｌ状態では上記半径間
隙が略零であるところから排気ブレーキが強力に作動し
ていることとなる。In the figure, Zoraschi is the ascending slope, Minaschi is the descending slope, 2 is the position of the control rack of the fuel injection cylinder 7"3, s is the maximum displacement and the maximum fuel injection amount, 2 is the minimum fuel injection amount, q -0 means the fuel injection amount is zero, so
The engine brake is now working. Also, the larger the X number, the larger the radial gap of the butterfly valve 6, and the weaker the exhaust brake is operated (in the full state, the radial gap is approximately zero, which means that the exhaust brake is operating strongly). Become.

したがって、定速スイッチをオンとすれば、のに、登勾
配量が大である程自動的に燃料噴射量が増えて増速され
、逆に降勾配着が大である程自動的にバタフライ弁開度
が小さく々って排気ブレーキが効き、減速して定車速走
行が得られる。燃料噴射がなり、シかも排気ブレーキが
作動しない場合には、エンジンブレーキが働く。Therefore, if you turn on the constant speed switch, the larger the amount of climbing the slope, the more the fuel injection amount will automatically increase and the speed will be increased, and conversely, the larger the landing on the slope, the more the butterfly valve will automatically be activated. When the opening is small, the exhaust brake is effective, decelerating the vehicle, and driving at a constant speed. If fuel injection is activated and the exhaust brake does not operate, the engine brake will operate.

実際の定車速装置は、第５図に示すようなノロツク図お
よび第６図に示すようなフローチャートが用意される。For an actual constant vehicle speed system, a Norrock diagram as shown in FIG. 5 and a flowchart as shown in FIG. 6 are prepared.

第５図中１１ｂはクラッチ検出体であシ、上記クラッチ
１ｂが接継しているか否かを検出するもの、１２はトラ
ンスミッション検出体であり、上記トランスミッション
２がニュートラル位置にあるか否かを検出する。In Fig. 5, 11b is a clutch detector, which detects whether the clutch 1b is engaged, and 12 is a transmission detector, which detects whether the transmission 2 is in the neutral position. do.

制御部７は定速スイッチ１８がオンのとき、これら検出
体１１ｂ、１２から極めて短い時間のサイクルで信号を
受ける。また、制御部７は定車速制御機構Ｂおよび定速
スイッチオン機構りを内蔵するものであり、表示部９と
も電気的に接続されること上述の通りである。When the constant speed switch 18 is on, the control section 7 receives signals from the detection bodies 11b and 12 in extremely short cycles. Further, the control section 7 incorporates a constant vehicle speed control mechanism B and a constant speed switch-on mechanism, and is electrically connected to the display section 9 as described above.

また、第６図中Ｂ、は定車速制御機構Ｂの一部を構成す
る比較機構、ｖｃは設定車速、ｖａは実車速、Ｐはｖａ
／ｖｃが１より小である場合、Ｒはｖａ／Ｖｃが１より
大である場合、Ｑは燃料噴射量であり、Ｑ　：　Ｍａｘ
は燃料噴射量が最大もしくはその附近の状態、Ｑ　：　
Ｍｉｎは燃料噴射量が最小もしくはその附近の状態であ
る。Ａｖはバタフライ弁開度であり、Ａｖ：Ｍａｘは弁
開度が全開であるところから排気ブレーキが非作動状態
、Ａｖ：Ｍｌｎは弁開度が全閉であるところから排気ブ
レーキが作動状態をなす。In addition, B in FIG. 6 is a comparison mechanism that constitutes a part of the constant vehicle speed control mechanism B, vc is the set vehicle speed, va is the actual vehicle speed, and P is the va
When /vc is smaller than 1, R is when va/Vc is larger than 1, Q is the fuel injection amount, and Q: Max
is the state where the fuel injection amount is at or near the maximum, Q:
Min is a state where the fuel injection amount is at or near the minimum. Av is the butterfly valve opening, Av:Max is the exhaust brake is inactive when the valve opening is fully open, and Av:Mln is the exhaust brake is activated when the valve opening is fully closed. .

定速スイッチ（定速５Ｗ）１８をオンにしたところでス
タートがなされ、極めて短時間の間隔で繰返えしフロー
する。まず設定車速Ｖｃ　％実車速Ｖａ、およびこれら
車速比の読込がなされる。The process starts when the constant speed switch (constant speed 5W) 18 is turned on, and the flow repeats at extremely short intervals. First, the set vehicle speed Vc% actual vehicle speed Va and their vehicle speed ratio are read.

定速スイッチ１８がオンのままであれば、上記トランス
ミッション検出体１２がギヤ段がニュートラル以外の位
置にあるかを検出し、ついでクラッチ検出体１１ｂがク
ラッチ７ｂの接離状態を検出する。また」１記定速スイ
ッチ１８がオフになっていればマニュアル運転に変る。If the constant speed switch 18 remains on, the transmission detector 12 detects whether the gear is in a position other than neutral, and then the clutch detector 11b detects the engagement/disengagement state of the clutch 7b. Furthermore, if the constant speed switch 18 is turned off, the operation changes to manual operation.

上記トランスミッション２がニュー１−ラル位置Ｋ　ｈ
つたり、クラッチ１ｂが切れていれば、定速スイッチ機
構りが作動して自動的に定速スイッチ１８がオフになり
、再び図中（０の位置に戻る。The transmission 2 is in the neutral position K h
If the clutch 1b is disengaged, the constant speed switch mechanism is activated and the constant speed switch 18 is automatically turned off, returning to the 0 position in the figure.

トランスミッション２がニュートラル以外のいずれかの
ギヤ段にあシ、クラッチ１ｂが接継していれば、定車速
制御機構Ｂにおける比較機構Ｂ１でα値の検出がなされ
る。このα値は実車速Ｖａ／設定車速Ｖｃでめられるも
のであり、これがα〈Ｐの場合に燃料噴射量が最大もし
くはその附近に調節され、排気ブレーキが非作動状態と
なるよう制御される。すなわち、たとえば登勾配を走行
すると実車速Ｖ＆が設定車速■ｃより遅くなるので、増
速して設定車速ｖｃに合致させることとなる。If the transmission 2 is in any gear other than neutral and the clutch 1b is engaged, the comparison mechanism B1 in the constant vehicle speed control mechanism B detects the α value. This α value is determined by the actual vehicle speed Va/set vehicle speed Vc, and when α<P, the fuel injection amount is adjusted to the maximum or close to it, and the exhaust brake is controlled to be inactive. That is, for example, when traveling on an uphill slope, the actual vehicle speed V& becomes slower than the set vehicle speed c, so the speed is increased to match the set vehicle speed vc.

逆にＲ≦αの場合には、燃料噴射量を最小もしくは零に
押えるとともに排気ブレーキが作動状態と々るよう制御
される。すなわち、たとえば降勾配を走行すると実車速
Ｖａが設定車速Ｖｃよシはるかに速くなるので、排気ブ
レーキをかけて強く減速し設定車速ＶＣに合致させるこ
ととなる。Conversely, when R≦α, the fuel injection amount is suppressed to a minimum or zero, and the exhaust brake is controlled to remain in the operating state. That is, for example, when traveling on a descending slope, the actual vehicle speed Va becomes much faster than the set vehicle speed Vc, so the exhaust brake is applied to strongly decelerate the vehicle to match the set vehicle speed VC.

また、Ｐ≦α〈Ｒの場合は、燃料噴射量を最小もしくは
零に押え、かつ排気ブレーキの作動はない。すなわち実
車速Ｖｍが設定車速ｖｃと略同−であるので、エンジン
ブレーキを効かした走行をなすこととなる。Further, in the case of P≦α<R, the fuel injection amount is suppressed to the minimum or zero, and the exhaust brake is not operated. That is, since the actual vehicle speed Vm is approximately the same as the set vehicle speed vc, the vehicle runs with engine braking applied.

このような増速モード（Ｐ＞α）、排気ブレーキによる
減速モード（Ｒ≦α）、およびエンジンブレーキによる
減速モード（Ｐ≦α〈Ｒ）のそれぞれの状態は、表示部
９において表示がなされる。そして再び図中■の位置に
戻シ、上述のごときフローが繰返えされる。The respective states of speed increase mode (P>α), exhaust brake deceleration mode (R≦α), and engine brake deceleration mode (P≦α<R) are displayed on the display unit 9. . The device is then returned to the position 3 in the figure, and the above-described flow is repeated.

なお、上記表示部９は、定速スイッチ１８が入っている
か否か、すなわち定車速走行機能が作用しているか、も
しくはマニュアル走行機能ア、材ゝ不かを表示１−ても
よい。The display section 9 may also display whether the constant speed switch 18 is on, that is, whether the constant speed running function is operating, or whether the manual running function is active or not.

）　１ また、定速スイッチオン機構りは必ずしも必要ではなく
、トランスミッション２やクラッチ１ｂの設定条件によ
っては直接■の位置に戻すようにしてもよい。) 1 Further, the constant speed switch-on mechanism is not necessarily necessary, and depending on the setting conditions of the transmission 2 and the clutch 1b, it may be directly returned to the position (3).

また、第７図に示すように、クラッチ１ｂの設定条件と
定車速制御機構Ｂとの間に定車速解除機構Ａを備えても
よい。すなわち、定速スイッチ１８がオンで、トランス
ミッション２がいずれかのヤヤ段に入り、クラッチ１ｂ
が接継している設定条件が揃うと、定車速解除機構Ａで
アクセルペタルが踏込まれているか否かを検知□する。Further, as shown in FIG. 7, a constant vehicle speed release mechanism A may be provided between the setting condition of the clutch 1b and the constant vehicle speed control mechanism B. That is, the constant speed switch 18 is on, the transmission 2 enters one of the gears, and the clutch 1b is turned on.
When the setting conditions are met, the constant vehicle speed release mechanism A detects whether or not the accelerator pedal is depressed.

踏込まれていれば、たとえば追越など緊急加速を必要と
する場合と判断してアクセルペタルの踏込み量に応じて
燃料噴射蓋を比例制御し、排気ブレーキを非作動状態と
する。すなわち、アクセルペタルが踏込まれている間は
一時的に定車速走行機能が解除され、動作終了後■の位
置に戻る。アクセルペタルが踏込まれていなければ、次
にゾレーキペタルが踏込まれてい名逅薯かを検知する。If the pedal is depressed, it is determined that emergency acceleration is required, such as when overtaking, and the fuel injection lid is proportionally controlled according to the amount of depression of the accelerator pedal, and the exhaust brake is deactivated. That is, while the accelerator pedal is depressed, the constant vehicle speed running function is temporarily canceled, and after the operation is completed, the function returns to the position (3). If the accelerator pedal is not depressed, the next time the accelerator pedal is depressed, it detects whether the accelerator pedal is depressed or not.

踏込まれていれば、たとえば衝突などを避けるだめの緊
急停止を必要とする場合と判断して、燃料噴射量を最小
もしくは零とするとともに排気ブレーキは非作動状態と
なしフットブレーキとともにエンジンブレーキを効かず
。なお、勿論排気ブレーキを作動してもよい。いずれに
しても、ブレーキペタルが踏込まれている間は一時的に
定車速走行機能が解除され、動作後■の位置に戻る。ブ
レーキペタルが踏込まれていなければ、定車速制御機構
Ｂの比較機構Ｂ１に信号が流れる。このように定車速解
除機構Ａは、一時的に加速もしくは減速する場合に有効
であり、これら動作終了後は再び定車速走行制御がなさ
れる。If the foot is depressed, it is determined that an emergency stop is required to avoid a collision, for example, and the fuel injection amount is reduced to the minimum or zero, the exhaust brake is deactivated, and the engine brake is applied in addition to the foot brake. figure. Note that, of course, the exhaust brake may be operated. In any case, while the brake pedal is depressed, the constant speed driving function is temporarily canceled and returns to the position (■) after operation. If the brake pedal is not depressed, a signal flows to the comparison mechanism B1 of the constant vehicle speed control mechanism B. In this way, the constant vehicle speed release mechanism A is effective when temporarily accelerating or decelerating, and after these operations are completed, constant vehicle speed traveling control is performed again.

また、との定車速解除機構Ａは第８図ないし第１０図に
示すようにしてもよい。第８図では、アクセルペタルが
踏込まれているか否かを、アクセルペタル踏込検出機構
Ａ１が検出し、踏込んだときのみ定車速走行機能が一時
的に解除され、追越などの緊急加速ができる。その後ア
ク雇ルペタルを離せば■の位置に戻り、定車速走行機能
が働く。アクセルペタルが踏込゛まれていなければ定車
速制御機構Ｂ゛に信号が流れる。したがって、この定車
速解除機構ではブレーキペタルとの係り合いを考えない
。Further, the constant vehicle speed release mechanism A may be constructed as shown in FIGS. 8 to 10. In Figure 8, the accelerator pedal depression detection mechanism A1 detects whether or not the accelerator pedal is depressed, and only when the accelerator pedal is depressed, the constant speed driving function is temporarily canceled, allowing emergency acceleration such as overtaking. . After that, if you let go of the Akuyuru Petal, it will return to the ■ position and the constant speed driving function will work. If the accelerator pedal is not depressed, a signal is sent to the constant vehicle speed control mechanism B. Therefore, this constant vehicle speed release mechanism does not consider the engagement with the brake pedal.

第９図では、アクセル（タル踏込量検出機構Ａ、がアク
セル（タルが踏込まれているか否かを検出し、わずかで
もアクセルペタルが踏込まれていれば、そのまま定車速
制御機構Ｂに信号が流れて定車速走行が行われる。踏込
まれていなければ定速スイッチオン機構りに信号が流れ
て定速スイッチ１８がオフになり、定車速走行機能が解
除される。すなわち、定速スイッチ１８をオンにしても
運転中はアクセルペタルを踏込むことによシ運転感覚を
保持でき、この踏込量に拘らず定車速走行が行われる。In Fig. 9, the accelerator pedal depression amount detection mechanism A detects whether or not the accelerator pedal is depressed, and if the accelerator pedal is depressed even slightly, a signal is directly sent to the constant vehicle speed control mechanism B. If the pedal is not depressed, a signal is sent to the constant speed switch on mechanism, turning off the constant speed switch 18 and canceling the constant speed driving function.In other words, when the constant speed switch 18 is turned on, However, while driving, the feeling of driving can be maintained by depressing the accelerator pedal, and the vehicle will travel at a constant speed regardless of the amount of depressing the accelerator pedal.

アクセルペタルの踏込みがない場合は！レーキペタルを
踏込むときでもあゐから、定車速走行機能が解除される
。If you don't press the accelerator pedal! The constant speed driving function is canceled even when the rake pedal is pressed.

第１０図では、アクセルペタル踏込量検出機構Ａ、がア
クセルペタルが中間位置にあるか否かを検出し、中間位
置であれば定車速走行が行われる。ブレーキ（タルを踏
込むためにアクセルペタルから足を離したり、あるいは
追越しのためにアクセル及タルを最大限踏込んだ場合に
のみ定速スイッチ１８がオフとなり、定車速走行機能が
解除される。In FIG. 10, an accelerator pedal depression detection mechanism A detects whether the accelerator pedal is at an intermediate position, and if the accelerator pedal is at an intermediate position, the vehicle runs at a constant speed. The constant speed switch 18 is turned off and the constant speed driving function is canceled only when you take your foot off the accelerator pedal to press the brake pedal or when you press the accelerator and barrel to the maximum for overtaking.

なお、このように上記実施例においては、燃料噴射量調
節および排気ブレーキ調節をそれぞれ二段階としたので
、定車速制御機構Ｂが簡単ですみ低コストでよいととも
に信頼性の向上化を図れる。In this way, in the above-mentioned embodiment, since the fuel injection amount adjustment and the exhaust brake adjustment are each performed in two stages, the constant vehicle speed control mechanism B can be simple, resulting in low cost and improved reliability.

また、上記実施例においては、補助ブレーキとしてバタ
フライ弁６の弁開度調節による排気ブレーキを採用した
が、これに限定されるものではなく、たとえば流体式も
しくは電気式のリターダブレーキ、圧縮仕事吸収型エン
ジンブレーキ、もしくはこれらリターダブレーキと圧縮
仕事吸収型エンジンブレーキとの併用型ブレーキでもよ
い。さらにまた、これらのいずれかのブレーキと上記排
気ブレーキとを併用した補助ブレーキであってもよい。Further, in the above embodiment, an exhaust brake by adjusting the valve opening of the butterfly valve 6 was used as the auxiliary brake, but the invention is not limited to this. For example, a fluid-type or electric-type retarder brake, a compression work absorption type It may be an engine brake, or a combined type brake that combines a retarder brake with a compression work absorption type engine brake. Furthermore, an auxiliary brake may be used in combination with any one of these brakes and the exhaust brake.

また、上記実施例においては、本装置をディーゼルエン
ジンに適用したが、ガソリンエンジンにも適用できるこ
と勿論であシ、燃料噴射量の調節の代りにアクセルペタ
ルの角度調節その他燃料供給手段を調節できればよい。Further, in the above embodiment, the present device was applied to a diesel engine, but it is of course applicable to a gasoline engine as well, and instead of adjusting the fuel injection amount, it is sufficient to adjust the angle of the accelerator pedal or other fuel supply means. .

以上説明したように本発明によれば、設定車速と実車速
との比較から設定車速に合せた増速、補助ブレーキもし
くはエンジンブレーキによる減速のいずれかを適宜選択
できるので、定速走行性に優れるという効果を奏する。As explained above, according to the present invention, it is possible to appropriately select either speed increase according to the set vehicle speed or deceleration using the auxiliary brake or engine brake based on a comparison between the set vehicle speed and the actual vehicle speed, so that constant speed running performance is excellent. This effect is achieved.

【図面の簡単な説明】[Brief explanation of drawings]

第１図は走行性能特性図、第２図は本発明の一実施例を
示す定車速装置の概略的構成図、第３図は排気管の一部
縦断面図、第４図は定車速走行性能特性図、第５図は定
車速装置のブロック図、第６図はそのフローチャート図
、第７図はさらに別の実施例における定車速装置のフロ
ーチャート図、第８図ないし第１０図は互いに異る定車
速解除機構のフローチャート図である。 １８・・・定速スイッチ、Ａ・・・定車速解除機構、Ｂ
・・・定車速制御機構、Ｂ１・・・比較機構。 出願人代理人　弁理士　鈴　江　武　彦区　区　−稲ｐ
　耐咥 （’ｌ’）　−、を 派　賊 輔 併 咽１　遁範ｐ 区 口１１ 髄 手続補正書 えゎ終へ８８ 特許庁長官　志　賀　学　殿 １、事件の表示 特願昭５９−７９６３９号 ２、発明の名称 定車速装置 ３、補正をする者 事件との関係　特許出願人 （６２８）三菱自動車工業株式会社 ４、代理人 ６、補正の対象 図面 ７、補正の内容 図面生栗１図と第４図を別紙の通り訂正する第１図Fig. 1 is a driving performance characteristic diagram, Fig. 2 is a schematic configuration diagram of a constant speed device showing an embodiment of the present invention, Fig. 3 is a partial vertical cross-sectional view of an exhaust pipe, and Fig. 4 is a constant speed driving 5 is a block diagram of a constant vehicle speed device, FIG. 6 is a flowchart thereof, FIG. 7 is a flowchart of a constant vehicle speed device in another embodiment, and FIGS. 8 to 10 are different from each other. FIG. 3 is a flowchart of a constant vehicle speed release mechanism. 18...Constant speed switch, A...Constant vehicle speed release mechanism, B
...Constant vehicle speed control mechanism, B1...Comparison mechanism. Applicant's agent Patent attorney Suzue Takehiko Ward - Ina p
Resistant mouth ('l') -, sent to the bandit 輁輔 1, 聁联p 区口 11 Proceedings amendment letter, to the end 88 Commissioner of the Japan Patent Office Manabu Shiga 1, case indication patent application No. 79639, 1983 2. Name of the invention Constant vehicle speed device 3. Person making the amendment Relationship to the case Patent applicant (628) Mitsubishi Motors Corporation 4. Agent 6. Drawing subject to amendment 7. Contents of amendment Drawing 1 drawing of raw chestnuts and Figure 1 corrects Figure 4 as shown in the attached sheet.

Claims (5)

【特許請求の範囲】[Claims] （１）　マニュアル走行機能と定車速走行機能との切換
えをなす定速スイッチと、この定速スイッチが定車速走
行機能側にあるにも拘らず必要に応じて定車速走行機能
を解除する定車速解除機構と、との定車速解除機構が定
車速走行機能を解除しない場合に設定車速と定車速を比
較し、燃料供給量増加による増速、補助ブレーキ作動に
よる減速もしくは燃料供給停止と補助ブレーキ非作動に
よるエンジンゾレーキ作動の三動作から選択し設定車速
に応じた実車速を得る定車速制御機構とを具備したこと
を特徴とする定車速装置。(1) A constant speed switch that switches between the manual driving function and the constant speed driving function, and a constant speed switch that cancels the constant speed driving function as necessary even though this constant speed switch is on the constant speed driving function side. If the constant vehicle speed release mechanism does not cancel the constant vehicle speed driving function, the set vehicle speed and the constant vehicle speed are compared, and speed increases due to increased fuel supply, deceleration due to auxiliary brake activation, or fuel supply is stopped and auxiliary brake is disabled. 1. A constant vehicle speed device comprising: a constant vehicle speed control mechanism that selects from three operations including engine rake operation and obtains an actual vehicle speed according to a set vehicle speed. （２）上記定車速解除機構は、アクセルイタルもしくは
ブレーキ被タルを踏込んでいる量定車速走行機能を解除
し各ベタルを戻せば再び実車速走行機能を得ることを特
徴とする特許請求の範囲第１項記載の定車速装置。(2) The above-mentioned constant vehicle speed release mechanism cancels the constant vehicle speed traveling function when the accelerator pedal or brake pedal is depressed, and when each beta is returned, the actual vehicle speed traveling function is obtained again. Constant vehicle speed device according to item 1. （３）上記定車速解除機構は、アクセルペタルを踏込ん
でいる間定屯速走行機能を解除し、アクセルペタルを戻
せば再び実車速走行機能を得ることを特徴とする特許請
求の範囲第１項記載の定車速装置。(3) The constant vehicle speed release mechanism cancels the constant speed traveling function while the accelerator pedal is depressed, and regains the actual vehicle speed traveling function when the accelerator pedal is returned. Constant vehicle speed device as described. （４）上記定車速解除機構は、アクセルペタルを踏込ん
でいる量定車速走行機能を保持し、アク士ルペタルから
足を離すと定車速走行機能を解除することを特徴とする
特許請求の範囲第１項記載の定車速装置。(4) The constant vehicle speed release mechanism maintains the constant vehicle speed traveling function when the accelerator pedal is depressed, and releases the constant vehicle speed traveling function when the accelerator pedal is released. Constant vehicle speed device according to item 1. （５）上記定車速解除機構は、アクセルペタルを中間位
置に踏込んでいる量定車速走行機能を保持し、アクセル
イタルから足を離すか、もしくは中間位置からさらに踏
込んだとき定車速走行機能を解除することを特徴とする
請求（６）　マニュアル走行機能と定車速走行機能との
切換えをなす定速スイッチと、この定速スイッチが定車
速走行機能側にあるとき設定車速と実車速とを比較し１
燃料供給量増加による増速、補助ブレーキ作動による減
速もしくは燃料供給停止と補助ブレーキ非作動によるエ
ンジンブレーキ作動の三動作から選択して設定車速に応
じた実車速を得る定車速制御機構とを具備したことを特
徴とする定車速装置。(5) The constant speed release mechanism maintains the constant speed driving function when the accelerator pedal is depressed to an intermediate position, and resumes the constant speed driving function when the foot is removed from the accelerator pedal or when the accelerator pedal is further depressed from the intermediate position. Claim (6) Comparing a constant speed switch that switches between a manual driving function and a constant speed driving function, and the set vehicle speed and the actual vehicle speed when the constant speed switch is on the constant speed driving function side. 1
Equipped with a constant vehicle speed control mechanism that selects from three actions: speeding up by increasing fuel supply, decelerating by activating the auxiliary brake, or stopping fuel supply and activating the engine brake by deactivating the auxiliary brake to obtain the actual vehicle speed according to the set vehicle speed. A constant vehicle speed device characterized by:
JP59079639A 1984-04-20 1984-04-20 Constant vehicle speed device Expired - Lifetime JP2571357B2 (en)

Priority Applications (1)

Application Number Priority Date Filing Date Title
JP59079639A JP2571357B2 (en) 1984-04-20 1984-04-20 Constant vehicle speed device

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
JP59079639A JP2571357B2 (en) 1984-04-20 1984-04-20 Constant vehicle speed device

Publications (2)

Publication Number Publication Date
JPS60222330A true JPS60222330A (en) 1985-11-06
JP2571357B2 JP2571357B2 (en) 1997-01-16

Family

ID=13695667

Family Applications (1)

Application Number Title Priority Date Filing Date
JP59079639A Expired - Lifetime JP2571357B2 (en) 1984-04-20 1984-04-20 Constant vehicle speed device

Country Status (1)

Country Link
JP (1) JP2571357B2 (en)

Cited By (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPH01202540A (en) * 1988-02-05 1989-08-15 Honda Motor Co Ltd Cruise control device
US6249735B1 (en) 1998-01-28 2001-06-19 Aisin Seiki Kabushiki Kaisha Vehicle state estimation method and vehicular auxiliary brake control apparatus using the method
WO2002006074A1 (en) * 2000-07-19 2002-01-24 Robert Bosch Gmbh Method and device for controlling the speed of a vehicle
CN106677914A (en) * 2017-01-18 2017-05-17 解靖峰 Automotive brake with automatic adjusting capacity

Families Citing this family (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN107848532B (en) 2015-07-24 2019-02-19 三菱电机株式会社 The recording medium that constant speed of vehicle travel controlling system, method and computer capacity are read

Cited By (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPH01202540A (en) * 1988-02-05 1989-08-15 Honda Motor Co Ltd Cruise control device
JPH0579531B2 (en) * 1988-02-05 1993-11-02 Honda Motor Co Ltd
US6249735B1 (en) 1998-01-28 2001-06-19 Aisin Seiki Kabushiki Kaisha Vehicle state estimation method and vehicular auxiliary brake control apparatus using the method
WO2002006074A1 (en) * 2000-07-19 2002-01-24 Robert Bosch Gmbh Method and device for controlling the speed of a vehicle
CN106677914A (en) * 2017-01-18 2017-05-17 解靖峰 Automotive brake with automatic adjusting capacity
CN106677914B (en) * 2017-01-18 2023-10-31 解靖峰 Automatically adjustable automobile brake

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