JPS63242735A - Constant speed traveling controller - Google Patents
Constant speed traveling controllerInfo
- Publication number
- JPS63242735A JPS63242735A JP7820987A JP7820987A JPS63242735A JP S63242735 A JPS63242735 A JP S63242735A JP 7820987 A JP7820987 A JP 7820987A JP 7820987 A JP7820987 A JP 7820987A JP S63242735 A JPS63242735 A JP S63242735A
- Authority
- JP
- Japan
- Prior art keywords
- valve
- constant speed
- throttle
- bypass air
- control
- 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
Links
- 239000000446 fuel Substances 0.000 claims abstract description 28
- 238000010586 diagram Methods 0.000 description 7
- 238000002347 injection Methods 0.000 description 4
- 239000007924 injection Substances 0.000 description 4
- 230000000694 effects Effects 0.000 description 3
- 238000000418 atomic force spectrum Methods 0.000 description 2
- 239000003054 catalyst Substances 0.000 description 2
- 230000007423 decrease Effects 0.000 description 2
- XLYOFNOQVPJJNP-UHFFFAOYSA-N water Substances O XLYOFNOQVPJJNP-UHFFFAOYSA-N 0.000 description 2
- 238000013459 approach Methods 0.000 description 1
- 239000000498 cooling water Substances 0.000 description 1
- 238000012937 correction Methods 0.000 description 1
- 238000000034 method Methods 0.000 description 1
- 238000012986 modification Methods 0.000 description 1
- 230000004048 modification Effects 0.000 description 1
- 238000013021 overheating Methods 0.000 description 1
- 230000002265 prevention Effects 0.000 description 1
- 230000035939 shock Effects 0.000 description 1
Landscapes
- Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
- Controls For Constant Speed Travelling (AREA)
- Control Of Vehicle Engines Or Engines For Specific Uses (AREA)
Abstract
Description
【発明の詳細な説明】
〔概 要〕
一定回転数以上でスロットル全閉になるとフューエルカ
ットを行う車輛を定速走行制御すると、成る勾配の下り
坂においてフューエルカットに起因する車速ハンチング
が生ずる。そこで、定速走行制御中はスロットルを迂回
するアイドル回転用のバイパスエア管路の通過空気量を
絞る専用のバルブを設け、スロットルが全閉になりにく
くすると共にスロットル全閉時の駆動力を小さくする。[Detailed Description of the Invention] [Summary] When a vehicle is controlled to run at a constant speed, the fuel is cut off when the throttle is fully closed when the rotational speed is above a certain number of revolutions, and vehicle speed hunting occurs due to the fuel cut on a downhill slope. Therefore, during constant speed driving control, we have installed a special valve that restricts the amount of air passing through the bypass air line for idle rotation that bypasses the throttle, making it difficult for the throttle to close fully and reducing the driving force when the throttle is fully closed. do.
これによりフューエルカットに起因する車速ハンチング
を回避する。This avoids vehicle speed hunting caused by fuel cut.
本発明はスロットル全閉でフューエルカットを行う車輛
の定速走行制御装置、特に下り坂における車速ハンチン
グの防止に関する。The present invention relates to a constant speed cruise control device for a vehicle that performs fuel cut when the throttle is fully closed, and particularly to prevention of vehicle speed hunting on downhill slopes.
電子燃料噴射式のエンジンは第４図に示すようにインジ
ェクタ１から噴射する燃料の量をエンジン制御コンピュ
ータ２で電気的に制御する。３は吸気管、４はスロット
ル、５は点火プラグ、６はエンジンであり、スロットル
４の開度はアクセルペダル７で調整される。In an electronic fuel injection type engine, the amount of fuel injected from an injector 1 is electrically controlled by an engine control computer 2, as shown in FIG. 3 is an intake pipe, 4 is a throttle, 5 is a spark plug, and 6 is an engine, and the opening degree of the throttle 4 is adjusted by an accelerator pedal 7.
エンジン制御コンピュータ２には吸気温センサ８による
吸気温、スロットル開度センサ９によるスロットル開度
、圧力センサ１０による吸入空気圧、０２センサ１１に
よる排気中の０２濃度、水温センサ１２によるエンジン
の冷却水温、クランク角センサ１３によるクランク角、
車速センサ１４による車速等の各センサ出力が入力し、
インジェクタ１に対する燃料噴射制御の他に、点火プラ
グ５に対する点火制御や、バイパスエア管路１５に介在
したバルブ（ＩＣＳＶ） １６に対するアイドル回転
制御を行う。The engine control computer 2 includes the intake air temperature detected by the intake temperature sensor 8, the throttle opening detected by the throttle opening sensor 9, the intake air pressure detected by the pressure sensor 10, the 02 concentration in the exhaust gas detected by the 02 sensor 11, and the engine cooling water temperature detected by the water temperature sensor 12. Crank angle by crank angle sensor 13,
Each sensor output such as vehicle speed from the vehicle speed sensor 14 is input,
In addition to fuel injection control for the injector 1, ignition control for the spark plug 5 and idle rotation control for the valve (ICSV) 16 interposed in the bypass air conduit 15 are performed.
燃料噴射制御の基本はエンジン１に吸入される空気量に
比例した燃料を噴射する点にあるが、これに各種の補正
が加えられる０例えば、水温が低いときに燃料を濃くす
るというのがその一例である。この他に排ガス中の未燃
焼燃料を触媒１７で燃焼させるシステムでは、スロット
ル全閉時に所定の回転数（これをフューエルカット回転
数と呼ぶ）以上であれば、燃料の供給を停止して触媒１
７の過熱を防止する（燃費の改善にもなる）。The basics of fuel injection control is to inject fuel proportional to the amount of air taken into the engine 1, but various corrections can be added to this.For example, one way to do this is to make the fuel richer when the water temperature is low. This is an example. In addition, in a system that burns unburned fuel in exhaust gas with a catalyst 17, if the rotation speed exceeds a predetermined number (this is called the fuel cut rotation speed) when the throttle is fully closed, the fuel supply is stopped and the catalyst 17 burns.
7. Prevents overheating (also improves fuel efficiency).
一方、一定速度で走行しようとする場合にアクセルペダ
ル７を踏むのを止め、代りにアクチュエータ１８でスロ
ットル４の開度を自動的に制御する方式がある。１９は
その制御中枢となる定速走行制御コンピュータである。On the other hand, there is a method in which the accelerator pedal 7 is stopped when the vehicle is intended to travel at a constant speed, and the opening degree of the throttle 4 is automatically controlled using the actuator 18 instead. Reference numeral 19 is a constant speed running control computer which serves as the control center.
定速走行制御の基本は、コントロールスイッチ２０を押
すとそのときの車速を記憶し、以後走行車速が記憶車速
に等しくなるようにアクチュエータ１８に対する制御信
号を変化させる。この制御は釦操作またはブレーキ操作
等によりキャンセルスイッチ２１がオンになると解除さ
れる。The basics of constant speed running control is that when the control switch 20 is pressed, the vehicle speed at that time is stored, and thereafter the control signal to the actuator 18 is changed so that the traveling vehicle speed becomes equal to the stored vehicle speed. This control is canceled when the cancel switch 21 is turned on by button operation, brake operation, or the like.
一般的な車輛の駆動力は、スロットル開度の調整により
第５図の曲線Ｃ（スロットル全開時）と曲線Ｄ（スロッ
トル全閉時）との間で制御される。The driving force of a typical vehicle is controlled between curve C (when the throttle is fully open) and curve D (when the throttle is fully closed) in FIG. 5 by adjusting the throttle opening.
曲線Ａは平坦路（勾配０％）の走行抵抗を示しているが
、この平坦路を例えば時速８０ Ｋｍ／ ｈで走行しよ
うとすればａ点の駆動力が必要とされる。Curve A shows the running resistance on a flat road (gradient 0%), and if the vehicle is to run on this flat road at a speed of, for example, 80 km/h, a driving force at point a is required.
従って、定速走行制御コンピュータ１９を用いたシステ
ムでは、これが実現されるようにアクチュエータ１８を
駆動する。この車輛が下り坂にさしかかると少ない駆動
力で８０ Ｋｍ／ ｈは維持できるので、当然スロット
ル開度は減少する。曲線Ｂは勾配−５％の下り坂の走行
抵抗を示している。これによると８０ Ｋｍ／ ｈの定
速走行に必要な駆動力はｂ点であることが判る。Therefore, in a system using the constant speed running control computer 19, the actuator 18 is driven to achieve this. When this vehicle reaches a downhill slope, it can maintain a speed of 80 km/h with less driving force, so the throttle opening will naturally decrease. Curve B shows the running resistance on a downhill slope with a slope of -5%. According to this, it can be seen that the driving force required for running at a constant speed of 80 Km/h is at point b.
前述したフューエルカットはＦの直線で示されるＥ／Ｇ
（エンジン）回転数が、Ｇの直線で示されるフューエ
ルカット回転数以上であるときに行われる。このフュー
エルカットを行うと、駆動力は曲線Ｃ，Ｄ間の連続した
可変領域を外れ、それより低いところにフューエルカッ
ト時の駆動力曲線Ｅが生ずる。この場合、曲線りはスロ
ットル全閉ではあるがフューエルカットをしていない伏
態であり、スロットルの残留開度（１〜２％）やバイパ
スエアに応じた駆動力を示している。The fuel cut mentioned above is the E/G line shown by the F straight line.
This is performed when the (engine) rotation speed is equal to or higher than the fuel cut rotation speed indicated by the G straight line. When this fuel cut is performed, the driving force deviates from the continuous variable region between curves C and D, and a driving force curve E at the time of fuel cut occurs below that range. In this case, the curve indicates a down state in which the throttle is fully closed but the fuel is not cut, and indicates a driving force depending on the residual throttle opening (1 to 2%) and bypass air.
上述した２本の駆動力曲線り、Ｅ間は不連続であるため
、この中間の値となるような駆動力は実際には得ること
ができない。従って、前述した曲線Ｂ上のｂ点が曲線Ｃ
，Ｄの間にある場合に定速走行制御を続けると車速ハン
チングが生ずる。Since the two driving force curves mentioned above are discontinuous, it is actually impossible to obtain a driving force that is an intermediate value. Therefore, point b on curve B mentioned above is curve C
, D, if constant speed driving control is continued, vehicle speed hunting will occur.
つまり、曲線り上のｄ点では８０Ｋｍ定速走行には駆動
力が多過ぎるので定速走行制御コンピュータ１９がスロ
ットル開度を減少させると、エンジン制御コンピュータ
２がスロットル全閉を検出してフューエルカットを行う
。この結果、駆動力が曲線Ｅ上のｅ点に急低下すると駆
動力不足で車速低下となるため、定速走行制御コンピユ
ータ１９ばスロットル開度を増加させる。スロットルが
僅かに開（とエンジン制御コンピュータ２はフューエル
供給を再開するので駆動力は曲線り上のｄ点に戻り、車
速も上昇する。このようにして駆動力がｄ、ｅ点を往復
することにより車速ハンチングが生ずる。In other words, at point d on the curve, there is too much driving force for 80km constant speed travel, so when the constant speed travel control computer 19 reduces the throttle opening, the engine control computer 2 detects that the throttle is fully closed and cuts the fuel. I do. As a result, when the driving force suddenly drops to point e on the curve E, the driving force is insufficient and the vehicle speed decreases, so the constant speed cruise control computer 19 increases the throttle opening. When the throttle is opened slightly (and the engine control computer 2 resumes fuel supply, the driving force returns to point d on the curve, and the vehicle speed increases. In this way, the driving force moves back and forth between points d and e. This causes vehicle speed hunting.
本発明は、アイドル回転制御用のバイパスエア管路を専
用のバルブで絞ることにより、上述した車速ハンチング
を防止しようとするものである。The present invention attempts to prevent the above-mentioned vehicle speed hunting by restricting the bypass air conduit for idle rotation control using a dedicated valve.
第１図は本発明の原理構成図で、第４図と同一部分には
同一符号を付しである。本発明ではバイパスエア管路１
５の途中に定速走行制御コンピュータ１９によって制御
される専用のバルブ２０を介在させ、これを定速走行制
御中はオンにする。FIG. 1 is a diagram showing the basic structure of the present invention, and the same parts as in FIG. 4 are given the same reference numerals. In the present invention, the bypass air pipe line 1
5, a dedicated valve 20 controlled by a constant speed cruise control computer 19 is interposed, and this valve 20 is turned on during constant speed cruise control.
アイドル制御用のバイパスエア管路１５を有するエンジ
ンではインテークマニホールドに流入する空気ＪｉＡは
スロットル４を通過した空気［Ｉ Ａ ＋とバイパスエ
ア管路１５を通過した空気量Ａ２の総和である。このう
ち、通常の走行時はバイパス空気量Ａ２はオフセント値
として固定される。従って、スロットル全閉となっても
流入空気量Ａは０にはならない（実際にはスロットル開
度も１〜２％残っている）。第５図のｄ点はこのような
状態での駆動力である。それ故バルブ２０でバイパス空
気量Ａ２を減少させるとく最大１００％）、第５図のｄ
点は０点に近づ（。第２図のｄ′点がこれである。In an engine having a bypass air line 15 for idle control, the air JiA flowing into the intake manifold is the sum of the air [I A + that has passed through the throttle 4 and the amount of air A2 that has passed through the bypass air line 15. Of these, the bypass air amount A2 is fixed as an offset value during normal driving. Therefore, even if the throttle is fully closed, the inflow air amount A does not become 0 (actually, the throttle opening still remains 1 to 2%). Point d in FIG. 5 is the driving force in this state. Therefore, if the bypass air amount A2 is reduced by the valve 20 (maximum 100%), d in Fig. 5
The point approaches 0 (this is point d' in Figure 2).
このようにバイパス空気量Ａ２を減少させると、スロッ
トル全閉付近の駆動力が小さくなる（スロットル開度が
十分大きければ、駆動力の決定要因はスロットルによる
空気量Ａ１が支配的になる）ので、■定速走行中にスロ
ットル４が全閉になりにくくなり、また■スロットル４
が全閉になってもフューエルカット時との駆動力の差が
小さく蛛るので、第５図のｂ点が第２図のｄ、ｄ’点点
間あれば全く車速ハンチングは生じない。また、仮にｂ
点がｄ’、ｅ点間にあっても車速ハンチングの振幅が減
少するので、体感としてのショックは軽減される。When the bypass air amount A2 is reduced in this way, the driving force near the fully closed throttle becomes smaller (if the throttle opening is sufficiently large, the air amount A1 due to the throttle becomes the dominant factor in determining the driving force). ■Throttle 4 becomes difficult to fully close while driving at a constant speed, and ■Throttle 4
Even when the engine is fully closed, the difference in driving force compared to when the fuel is cut remains small, so if point b in FIG. 5 is between points d and d' in FIG. 2, no vehicle speed hunting will occur. Also, if b
Even if the point is between points d' and e, the amplitude of vehicle speed hunting is reduced, so the perceived shock is reduced.
第３図は本発明の一実施例を示す構成図である。 FIG. 3 is a configuration diagram showing an embodiment of the present invention.
本例では定速走行中は常にバイパスエア管路１５を遮断
するため、バルブ２０にオン、オフ型のバキューム・ス
イッチング・バルブ（Ｖ Ｓ Ｖ）を用い、これをアク
チュエータ１８の解除バルブをオン（閉）にする信号で
オン（閉）にする。In this example, in order to always shut off the bypass air pipe line 15 while driving at a constant speed, an on/off type vacuum switching valve (VSV) is used as the valve 20, and the release valve of the actuator 18 is turned on ( Turn it on (closed) with the signal to turn it on (closed).
スロットル開度を制御する定速走行制御用のアクチュエ
ータ１８はインテークマニホールド負圧（またはポンプ
による負圧）を動力源とし、そこに混入する大気の量を
制御バルブで調整することにより、スロットル４を引く
駆動力を発生する。The actuator 18 for constant speed driving control that controls the throttle opening is powered by intake manifold negative pressure (or negative pressure from a pump), and the throttle 4 is controlled by adjusting the amount of atmospheric air mixed therein with a control valve. Generates a pulling force.
解除パルプはフェイルセーフ的に大気を導入してアクチ
ュエータ１８の駆動力を消失させるものであるため、定
速走行制御中はオン（閉）にして大気を遮断する状態に
してお（。従って、この解除パルプをオンにする信号は
定速走行制御中を示すので、これを用いてバルブ２０を
オン（閉）にすれば、別途に制御信号を作成する必要が
ない。Since the release pulp introduces atmospheric air in a fail-safe manner and eliminates the driving force of the actuator 18, it is turned on (closed) during constant speed driving control to shut off the atmospheric air (therefore, this Since the signal that turns on the release pulp indicates that constant speed running control is in progress, if this signal is used to turn on (close) the valve 20, there is no need to create a separate control signal.
バルブ２０は非通電時はオフ（開）になり、アイドル制
御用バルブ１６によってバイパス空気量Ａ２を制御でき
る状態にしなければならない。また、定速走行制御中で
あってもバルブ２０をオンにさせる必要のあるのはスロ
ットル全閉付近であるので、スロットル開度を検出して
他の区間はオフ（開）にしておいてもよい。さらにオン
（閉）も１００％の遮断でなく、何％かの残留開度があ
ってもよい。或いは第２図の実線上の１点からｄ′点に
向かう特性（１点鎖線で示す）を持たせることもできる
。The valve 20 is turned off (open) when not energized, and must be in a state where the idle control valve 16 can control the bypass air amount A2. In addition, even during constant speed driving control, the valve 20 needs to be turned on when the throttle is fully closed, so it is possible to detect the throttle opening and turn it off (open) in other sections. good. Further, the on (closed) state may not be 100% shutoff, and there may be a residual opening degree of some percentage. Alternatively, a characteristic (indicated by a dashed line) extending from one point on the solid line in FIG. 2 to point d' may be provided.
以上述べたように本発明によれば、下り坂を定速走行中
に生ずるフューエルカットに起因した車速ハンチングが
防止され、またはその影響が改善される利点がある。特
にバルブ２０は専用に設けられるため、エンジン制御コ
ンピュータ２側に何ら手を加えることなく定速走行制御
コンピュータ１９側だけで実施することができる。As described above, according to the present invention, there is an advantage that vehicle speed hunting caused by a fuel cut that occurs while traveling downhill at a constant speed can be prevented or the effects thereof can be improved. In particular, since the valve 20 is provided exclusively, it can be carried out only on the constant speed cruise control computer 19 side without any modification on the engine control computer 2 side.
第１図は本発明の原理構成図、
第２図は本発明の動作説明図、
第３図は本発明の一実施例を示す構成図、第４図は燃料
噴射式エンジンの構成図、第５図は走行性能曲線図であ
る。
出 願 人 富士通テン株式会社
代理人弁理士 青 柳 稔
聞
本発明の初イＶ−江Ｂ８２
本発明の大艶例りイ１広回
第３図
＝ｇ幡射式エンゾノ０祷八へ
第４図
之イ↑框ζａ棒＝
第５図FIG. 1 is a diagram showing the principle of the present invention; FIG. 2 is an explanatory diagram of the operation of the present invention; FIG. 3 is a diagram showing an embodiment of the present invention; FIG. 4 is a diagram showing the configuration of a fuel injection engine; Figure 5 is a running performance curve diagram. Applicant Fujitsu Ten Ltd. Representative Patent Attorney Minoru Aoyagi First Invention of the Invention V-E B82 Great Gloss Example of the Invention 1 Wide Round Figure 3 = G-Shiring Type Enzono 0 Practical 8th To 4th Figure I↑Stile ζa bar = Figure 5
Claims (1)
にエンジン制御コンピュータ（２）で制御されるアイド
ル回転制御用のバルブ（１６）を設け、また一定回転数
以上のスロットル全閉時に該コンピュータでフューエル
カットを行う車輛の定速走行制御装置において、該バル
ブ（１６）と直列に定速走行制御コンピュータ（１９）
で制御されるバルブ（２０）を介在させ、定速走行制御
中は該バルブ（２０）により該バイパスエア管路（１５
）の通過空気量を減少させるようにしてなることを特徴
とする定速走行制御装置。Bypass air line (15) that bypasses the throttle (4)
In a constant speed running control system for a vehicle, a valve (16) for idle rotation control controlled by an engine control computer (2) is provided in the vehicle, and the computer cuts fuel when the throttle is fully closed above a certain number of revolutions. Constant speed running control computer (19) in series with valve (16)
A valve (20) controlled by the bypass air pipe (15) is interposed, and the bypass air pipe (15) is controlled by the valve (20) during constant speed running control.
) is configured to reduce the amount of air passing through the vehicle.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP7820987A JPH07115605B2 (en) | 1987-03-31 | 1987-03-31 | Constant speed running control device |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP7820987A JPH07115605B2 (en) | 1987-03-31 | 1987-03-31 | Constant speed running control device |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JPS63242735A true JPS63242735A (en) | 1988-10-07 |
| JPH07115605B2 JPH07115605B2 (en) | 1995-12-13 |
Family
ID=13655652
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP7820987A Expired - Lifetime JPH07115605B2 (en) | 1987-03-31 | 1987-03-31 | Constant speed running control device |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPH07115605B2 (en) |
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US5204070A (en) * | 1991-05-16 | 1993-04-20 | Her Majesty The Queen In Right Of Canada, As Represented By The Minister Of Energy, Mines And Resources Canada | Reactor for processing a catalyst material |
-
1987
- 1987-03-31 JP JP7820987A patent/JPH07115605B2/en not_active Expired - Lifetime
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US5204070A (en) * | 1991-05-16 | 1993-04-20 | Her Majesty The Queen In Right Of Canada, As Represented By The Minister Of Energy, Mines And Resources Canada | Reactor for processing a catalyst material |
Also Published As
| Publication number | Publication date |
|---|---|
| JPH07115605B2 (en) | 1995-12-13 |
Similar Documents
| Publication | Publication Date | Title |
|---|---|---|
| JPS6123377B2 (en) | ||
| EP0106348A2 (en) | Method of air-fuel ratio control of internal combustion engines of automobiles | |
| JPH1136962A (en) | Fuel injection amount control device of diesel engine | |
| JP3063400B2 (en) | Air-fuel ratio control device for internal combustion engine | |
| JPH0419370B2 (en) | ||
| CA1146240A (en) | Split type internal combustion engine | |
| JPS63242735A (en) | Constant speed traveling controller | |
| JP2002061536A (en) | Method and device for operation of internal combustion engine | |
| JPH0849587A (en) | Intake air quantity control device for internal combustion engine | |
| JP2886313B2 (en) | Engine control device | |
| JPS648179B2 (en) | ||
| JP3284718B2 (en) | Opening / closing control device for swirl control valve | |
| JPH0756232B2 (en) | Idle speed control device | |
| JPH02267340A (en) | Air-fuel ratio control device for internal combustion engine | |
| KR0150434B1 (en) | Driving force control device of a vehicle | |
| JPH11200928A (en) | Idling speed controller of vehicle engine | |
| JP2516058B2 (en) | Idle speed control device for internal combustion engine for vehicle | |
| JPH04301154A (en) | Engine control device | |
| JPH02173333A (en) | Intaken air amount controller for engine | |
| JP2894028B2 (en) | Intake control device for internal combustion engine | |
| JPH0734194Y2 (en) | Auxiliary air amount control device for internal combustion engine | |
| JP3908006B2 (en) | Control method for internal combustion engine | |
| JP2655405B2 (en) | 4-wheel drive vehicle control device | |
| JP4076699B2 (en) | Engine output control device | |
| JP2679210B2 (en) | Idle speed control device |