Nothing Special   »   [go: up one dir, main page]

GB2428822A - Vehicle travel control with inputs from clutch pedal manipulation device - Google Patents

Vehicle travel control with inputs from clutch pedal manipulation device Download PDF

Info

Publication number
GB2428822A
GB2428822A GB0615061A GB0615061A GB2428822A GB 2428822 A GB2428822 A GB 2428822A GB 0615061 A GB0615061 A GB 0615061A GB 0615061 A GB0615061 A GB 0615061A GB 2428822 A GB2428822 A GB 2428822A
Authority
GB
United Kingdom
Prior art keywords
rotational frequency
vehicle
control
travel
target
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
GB0615061A
Other versions
GB2428822B (en
GB0615061D0 (en
Inventor
Sen Naoto
Shigenori Ogino
Mahito Ishiyama
Hiroshi Sato
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.)
Honda Motor Co Ltd
Original Assignee
Honda Motor Co Ltd
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 Honda Motor Co Ltd filed Critical Honda Motor Co Ltd
Publication of GB0615061D0 publication Critical patent/GB0615061D0/en
Publication of GB2428822A publication Critical patent/GB2428822A/en
Application granted granted Critical
Publication of GB2428822B publication Critical patent/GB2428822B/en
Expired - Fee Related legal-status Critical Current
Anticipated expiration legal-status Critical

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
    • 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
    • B60K31/045—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 in a memory, e.g. a capacitor
    • B60K31/047—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 in a memory, e.g. a capacitor the memory being digital
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
    • B60W30/14—Adaptive cruise control
    • B60W30/143—Speed control
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
    • B60W30/14—Adaptive cruise control
    • B60W30/16—Control of distance between vehicles, e.g. keeping a distance to preceding vehicle
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
    • B60W30/18—Propelling the vehicle
    • B60W30/18009—Propelling the vehicle related to particular drive situations
    • B60W30/18027—Drive off, accelerating from standstill
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2540/00—Input parameters relating to occupants
    • B60W2540/14—Clutch pedal position
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2710/00—Output or target parameters relating to a particular sub-units
    • B60W2710/06—Combustion engines, Gas turbines
    • B60W2710/0644—Engine speed

Landscapes

  • Engineering & Computer Science (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Automation & Control Theory (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Control Of Vehicle Engines Or Engines For Specific Uses (AREA)
  • Controls For Constant Speed Travelling (AREA)

Abstract

A vehicle with a manual gearbox and travel control apparatus comprising a control unit (ECU) 16 which receives inputs from, for example, a clutch pedal manipulation detection device 20 that detects pedal manipulation by a driver, an engine rotational frequency detection sensor 22, a vehicle travel speed sensor 12, a shift position sensor 21, an inter-vehicle distance sensor 11, a setting switch 24 and a resume switch 25. The driver via the switches 24, 25 and ECU 16 sets a target vehicle speed which is maintained by a brake control unit 18. If the clutch is manipulated the ECU 16 computes a target engine rotational frequency (see steps S34-S42, fig 3) that is dependent on gear ratio and vehicle speed and is higher than engine idle speed. This target engine rotational frequency is used by the ECU 16 to control a throttle control unit 17 when the clutch has been manipulated by the driver.

Description

VEHICLE TRAVEL CONTROL APPARATUS
BACKGROU NI) OF I'll E INVENTION c
Field of the Invention
ftc present invention relates to a vehicle travel control apparatus provided with a manual transmission for conducting travel control of a vehicle based on outputs from a travel-speed detection device and a target vehicle-speed setting device, and for transmitting Outputs from an internal combustion engine (engine) to drive wheels.
Description of the Related Art
In recent years, vehicle travel control apparatuses have been proposed that are provided with so-called adaptable cruise control (ACC) devices where cruise travel is conducted at a set vehicle speed if there is no preceding vehicle, and where travel is conducted while maintaining a fixed inter-vehicle distance relative to the prccedini1 vehicle if it is impossible to conduct cruise travel at a set vehicle speed due to the existence of (lie preceding vehicle.
As this type of art, a technology is proposed in Japanese Unexamined Patent Application, First Publication No. 2003-237410, wherein an ACC switch is manipulated when manlpulatwn of the clutch pedal iS detcclcd, and ibilow tavei euritrol is restarted when the clutch pedal manipulation tenninates within a predetermined time after manipulation of the ACC switch has been detected.
Incidentally, in the case where travel control processing is conducted by a vehicle provided with a manual transmission, travel control is commonly started when the clutch pedal s not being manipulated (ic., when the clutch pedal is riot being pushed down) However, depending on the driver, there may also be cases where the start of' travel control is requested even when the clutch pedal is being manipulated, and in order to satisfy such requests, vehicles enahlin request of travH control even when the clutch pethil is ueiiig manipulated are being studied.
ilowever, when the clutch pedal is iiianipulaled, the rotational frequency of the engine is limited to an idling rotational frequency. Accordingly, when a travel control request is received on such occasions, and travel control is initiated, the rotational frequency of the engine abruptly increases fi-orn an idling rotational frequency to the requested travel control rotational frequency alIcrterrnination of clutch pedal manipulation (i.e., afler release of the clutch pedal). As a result, there is a possibility in that an abrupt fluctuation in rotational frequency occurs, and travel perlhrmance is lowered, in addition, there is a possibility in that noise occurs in conjunction with the abrupt fluctuation in rotational frequency, and that driver's comf.brt is impaired.
The present invention was made in view of the foregoing circumstances, and has an object of providing a vehicle travel control apparatus that enables travel control, and improves vehicle performance even when the clutch pedal is being manipulated.
SUMMARY OF THE IN VEN'l'ION
The vehicle travel control apparatus of' the present invention includes: a manual transmission which transmits an output of an internal combustion engine housed nsde a vehicle to drive wheels; a clutch pedal manipulation detection device which detects a clutch pedal manipulation by a driver; a rotational frequency detection device which detects a rotational frequency of the internal combustion engine; a travel-speed detection device which detects a travel speed of the vehicle; a target vehicle- speed setting device which sets a target vehicle speed of the vehicle, a speed adjustment device which increases or decreases the travel speed of the vehicle based on outputs from the travel-speed detection device and the target vehicle-speed setting device; a target rotational frequency Computation device which computes a target rotational frequency 3 1lk is iiighcv thaii an idling rotational frequency of the internal combustion engine; and a lutatlonal frequency control device which controls the rotational frequency of the internal combustion engine based on the target rotational frequency, in the case where the clutch pedal manipulation detection device has detected the clutch pedal manipulation by the driver dunng travel control of the vehicle.
According to the vehicle travel control apparatus, even when the clutch pedal manipulation detection device has detected clutch pedal manipulation by the driver, the rotational frequency control device controls the rotational frequency of the internal combustion engine based on the target rotational frequency that is higher than the idling rotational frequency of the internal combustion engine. Consequently, when clutch 1 5 pedal manipulation is no longer detected, the rotational frequency of the internal combustion engine can be shifted from the rotational frequency computed based on the target rotational frequency to a requested rotational frequency. Accordingly, compared to the case where the rotational frequency of the internal combustion engine is shifted from the idling rotational frequency, it is possible to prevent the occurrence of an abrupt fluctuation in the rotational frequency of the internal conihustion engine. As a result, the vhc1c can travel so that tue shift to the arorcmentioneci recluested rutatona1 frequency occurs rapidly and smoothly.
Accordingly, travel control is possible even when the clutch pedal is being manipulated, and it is possible to enhance travel performance.
It may be arranged such that: the speed adjustment device includes a throttle device which adjusts an output of the internal combustion engine, and a throttle drive device which drives the throttlc device; and a control is conducted based on the target rotational frequcncy after conducting a throttlc hill-closure control that completely closes a throttle, in the case where the clutch pedal manipulation detection device has detected S ilic clutch pedal manipulation by the dnver when the travel control is being conducted.
In this case, since contiul is conducted based on a target rotational frequency after conducting temporary full closure of the throttle when the clutch pedal is manipulated, it is possible to reliably decrease the rotational frequency of the internal combustion engine.
Accordingly, as the accuracy of the rotational frequency control of the internal combustion engine can be improved, it becomes possible to further improve travel perfonnance.
It may be arranged such that the rotational frequency control device shifts from the throttle fulL-closure control to a control based on the target rotational frequency, in the case where the difference in rotational frequency between the rotational frequency of the internal combustion engine detected by the rotational frequency detection device and the target rotational frequency computed by the target rotational frequency computation device is within a predetennined range.
In this case, a shift to the control based on the target rotational frequency occurs after hill closure of the throttle valve. And shifting timing is determined based on the difference in rotational frequency between the rotational frequency of the internal combustion engine and the target rotational frequency computed by the target rotational frequency computation device.
Accordingly, it is possible to smoothly conduct shifting of throttle control.
It may be arranged such that the rotational frequency control device shifts from thc throttle full-closure control to a control based on the target rotational frequency after more than the predetermined time has elapsed following a start of the throttle full-closure control by the rotational frequency control device.
In this case, a shift to the control basal on the target rotational frequency occurs 3 alter lull closure of the throttle. And shifting timing is determined based on the elapsed time of throttle hill-closure control.
Accordingly, it is possible to reliably conduct shifting of throttle control.
It may be arranged such that the vehicle travel control apparatus further includes a shift-step detection device which detects a shift-step of the manual transmission, wherein the target rotational frequency computation device computes the target rotational frequency of the internal combustion engine based on the shift-step detected by the shift-step detection device and the travel speed detected by the travel speed detection device.
In this case, the rotational frequency control device controls the rotational frequency of the internal combustion engine based on the target rotational frequency computed based on the travel speed of the vehicle and the target vehicle speed.
Consequently, when clutch pedal manipulation is no longer detected, the rotational frequency of the internal combustion engine can be shifted from a rotational frequency computed based on the target rotational frequency to a desired rotational frequency.
Therefore, it is possible to prevent the occurrence of abrupt fluctuation in the rotational frequency of the internal combustion engine, and the vehicle can be made to travel so that the shift to the desired rotational frequency occurs quickly and smoothly. In addition, in the case where the travel speed of the vehicle approximately matches the target vehicle speed, there is almost no need to change the rotational frequency of the internal combustion engine around the time when clutch pedal manipulation ceases.
According]y, it becomes possible to further improve the travel performance of the vehicle.
It may he arranged such that the target rotational frequency computation device computes the tartct rotational frequency based on a gear ratio of a shift step that is one 3 step iiighci than a shut-step detected by the shift-step detection device, when the clutch pedal manupulatuon detection device has detected the clutch pedal manipulation by the driver.
In this case, the target rotational frequency at the point when the clutch pedal is pressed down is computed based on the gear ratio of a one step-higher shift step that is anticipated when shitling is conducted by the driver, rather than on the current shift-step.
Accordingly, it is possible to smoothly execute rotational frequency matching of the internal combustion engine during clutch connection.
A preferred embodiment of a vehicle travel control apparatus of the present invention will he described below by way of example and with reference to the drawings.
FIG. I is a block diagram of a vehicle travel control apparatus according to one embodiment of the present invention.
FIG 2 is a main flow chart of a cruise control.
FIG. 3 is a sub-flow chart that shows a processing of a rotational frequency matching control of an engine at a point when a c h is pressed, shown in FIG. 2.
FIG. 4 is a sub-flow chart that shows a processing of a rotational frequency feedback COfltfOi of the euigiiie, shown in FiG. 3.
FIG. 5 is a graph that shows one example of the change over time of states (i.e., a clutch pedal, an engine rotational frequency, a throttle, and a shift position) of a vehicle provided with the vehicle travel control apparatus.
The vehicle travel control apparatus of the present embodiment is mounted in a vehicle provided with a transmission that is a manual transmission.
The vehicle travel control apparatus of the present embodiment (hereinafter, travel control apparatus 10) fund ions, for example, as an operational support apparatus ) that conducts speed control of a subject vehicle. As shown, for example, in FIG I. the tiavel control apparatus 10 includes an inter-vehicle distance sensor 11. a vehicle speed sensor 12, a main switch (main SW) 13, an accelerator pedal sensor 14, a brake pedal sensor 15, a control unit (ECU) 16, a throttle control unit 17, a brake control unit 18, a clutch pedal sensor 20, a shift position sensor 21, an engine rotational frequency sensor 22, a timer 23, a setting switch 24, a resume switch 25, and an annunciator 26.
The inter-vehicle distance sensor 11 detects the distance to the preceding vehicle (the inter-vehicle distance) that is traveling in the same direction ahead of the subject vehicle, and outputs the detection result to the control unit 16.
The vehicle speed sensor 12 detects the travel speed of the vehicle (vehicle speed), and outputs the detection result to the control unit 16.
The main switch 13 commands the activation or suspension of driving support operations by, lbr example, on/off manipulation or the like by the driver.
The accelerator pedal sensor 14 detects the state of manipulation of the accelerator pedal (omitted from the drawing) by the driver, i.e., the on/off status of the accelerator pedal and amount of manipulation of the accelerator pedal, and outputs the detection result to the control unit 16.
The brake pedal sensor IS detects the state of manipulation of the brake pedal (omitted from the drawing) by the driver of the vehicle, i.e., the on/off status of the brake pedal and the amount of manipulation of the brake pedal, and outputs the detection result to the control unit 16.
The clutch pedal sensor 20 detects the state of iiianipuiation of the clutch pedal (omitted from the drawing) by the driver, i.e., the onloff status of the clutch pedal and the amount at manipulation of the clutch pedal, and outputs the detection result to the control unit 16.
flie siii! position sensor 2 1 detects the shill position selected by the driver via a select lever (omitted from drawing), and outputs the detection result to the control unit Jo.
The engine rotational frequency sensor 22 detects the rotational frequency Ne of the engine, arid outputs the detection result to the control unit 1 6.
JO lhe timer 23 detects the throttle opening time as well as the clutch pedal manipulation time of the driver detected by the clutch pedal sensor 20, and outputs the respective detection results to the control unit 16.
The setting switch 24 instructs that the target vehicle speed, set when cruise travel is conducted, be set to the current vehicle speed by, fhr example, on/off 1 5 manipulation or the like by the driver.
The resume switch 25 instructs that cruise travel be restarted at the vehicle speed of the previous cruise travel that is stored in the memory (omitted from the drawing) of the control unit 16.
The throttle control unit 1 7 controls, for examule. the throttle arid the.like according to the instructions outputted from the control unit 1 6, and accelerates or I f-. tt..
ut uiL.uoJLL.L vIIlLIe.
The brake control unit 1 8 controls, fbr example, the brake fluid pressure and the like according to the instructions outputted from the control unit 1 6, and decelerates the subject vehicle.
When actuation of driving support operations is instructed by turning on of the main switch 13 by the driver, the control unit 16 detects whether or not there is a preceding vehicle by, for example, a radar or camera or the like mounted in the subject vehicle. In the case where a preceding vehicle is detected, the control unit 16 conducts speed control SO that the predetermined fariet inter-vehicle distance is maintained at or beluw We piedeterinincd target upper limit speed, and in the case where a preceding vehicle IS not detected, it conducts speed control SO that the predetermined target upper limit speed is maintained.
I'he control unit 1 6 is capable of setting and changing the target upper limit speed and target inter-vehicle distance according to a predetermined state of accelerator pedal manipulation or brake pedal manipulation by the driver.
FIG. 2 is a main flow chart of cruise control. As shown in this same drawing, cruise control main processing begins in step S 1 0. First, the onloff signal of the main switch 13 is detected in step S 12, arid it is determined whether or not cruise control is underway. If the result of this determination is YES, the process advances to step S14; if the result of this determination is NO, the process advances to step SI 3.
In step Si 3, it is determined whether or not manipulation of the setting switch 24 has been detected. If the result of this determination is YES, the process advances to step S15; if the result of' this determination is NO, the process advances to step S17. In step SI 5, the vehicle speed detected by the vehicle speed sensor 12 is stored n the memory (omitted from the drawing) of the control unit l 6 as the target vehicle speed, and cruise travel control starts. The iocessing of this flow chart then terminates.
On the other hand, in step 5 1 7, it is determined whether or not manipulation of the resume switch 25 has been detected, and whether or not there is a memory vehicle speed stored in the memory of the control unit 16. If the result of this determination is YES, the process advances to step 519; if the result of this determination is NO, the processing of this flow chart terminates, in step 519, cruise travel control that sets the memory vehicle speed as the target vehicle speed starts. The processing of this flow chart then terminates.
In step SI 4, it is determined whether or not the clutch pedal is pressed down 3 based on the detection results ot the clutch pedal sensor 20. lithe result of this dctcnnrnation is YES, the process advances to step 516; if thc rcsult of this detennination is NO, the process advances to step S18.
In step SI 8, the travel mode of cruise travel control is set, and the vehicle travels in cruise travel control mode. The processing of this flow chart then terminates.
In step S16, it is determined whether or not the clutch pedal pressing time (i.e., the time during which the clutch pedal sensor 20 is on) measured by the timer 23 is greater than the predetermined time AT (for example, approximately 5 seconds). lithe result of this detennination is YES, the process advances to step S22; if the result of this determination is NO, the process advances to step 520.
In step S20, the below-mentioned engine-rotational-frequency matching control during pressing the clutch is conducted (see FIG 3). The processing of this flow chart then terminates.
In step S22, cruise control is cancelled. By conducting control in this manner, travel control is cancelled or suspended based on a travel control request that is assumed to be an erroneous manipulation by the driver or cancellation of the wish to request travel control. That is, in the case where the driver requests travel control of the vehicle, it is considered natural that the aforementioned clutch pedal manipulation would promptly cease after requesting cruise control in order to quickly shift to the vehicle speed that has been set for travel control. The processing of this flow chart then terminates.
FIG 3 is a sub-flow chart of engine-rotational-frequency matching control
I
during pressing of the clutch. First, as shown in step S32, it is determined whether or not the shift step is the second shift based Ofl the detection result of the shift position Sensor 21. If the result of this detennination is YES, the process advances to step S34; if the rcsult of this deterniination is NO, the process advances to step 36 In step S31, [lie tal get eiigiiic rotational!requcncy is computed by multiplying vehicle speed by the gear ratio ot the third shill that is uiie step higher than second shift. The process then advances to step 546.
In step S36, it is determined whether or not the shift step is the third shift based on the detection result of the shift position sensor 21. If the result of this determination is YES, the process advances to step S3; if the result of this determination is NO, the process advances to step S40. In step S38, the target engine rotational frequency is computed by multiplying vehicle speed by the gear ratio of the fourth shift that is one step higher than third shift. The process then advances to step S46.
In step S30, it is determined whether or not the shift step is the fourth shift based on the detection result of' the shi ft position sensor 2 1. if the result of this determination is YES, the process advances to step S42; if the result of this determination is NO, the process advances to step S44. In step S42, the target engine rotational frequency is computed by multiplying vehicle speed by the gear ratio of the fifth shift that is one step higher than fourth shift. The process then advances to step 546 Iii step S44, the target engine rotational frequency is computed by multiplying vehicle speed by the gear ratio of the sixth shift, which is tle hghest speed, and the process advances to step S46.
in step S46, it is determined whether or not the detection time of clutch pedal pressing has passed the predetermined time At (for example, approximately I second).
If the result of this determination is YES, the process advances to step S48; if the result a * of this determination is NO, the proccss advances to step 550. In step 548, it is determined whether or not the engine rotational frequency detected by the engine rotational frequency sensor 22 is greater than the value that adds a predetermined value a to the target rotational frequency computed in the aforementioned step. if the result of 3 this detennanation is YES, the process advances to step 550; if the result of this determinauuij is NO, the process advances to step S52.
in step S50, the throttle is set to "full closure". The process then advances to step S58.
in step 552, it is determined whether or not the output of the initial throttle has tenninated. if the result of this determination is YES, the process advances to step S54; if the result of this determination is NO, the process advances to step S56. In step S54, the below-mentioned engine rotational frequency feedback control is conducted.
instead of step S54, it is also acceptable to compute throttle opening based on a map (omitted from the drawing) showing the relation of target rotational frequency and throttle opening, and to output this computed throttle opening. After the processing of step S54 (or step S54'), the process advances to step S58. in step S56, the initial throttle opening is outputted, and the process advances to step S58.
in step S58, the throttle control unit 17 is controlled, and throttle opening is set to the throttle opening set in the aforementioned step. The processing of this flow chart then retums to the main flow chart shown in FIG 2.
FIG 4 is a sub-flow chart showing the contents of engine rotational frequency feedback control. First, when engine rotational frequency feedback control is initiated in step S54, the amount of throttle change is computed by the following equation (1) in step S62 based on the target rotational frequency computed in the aforementioned step, the engine rotational frequency detected by the engine rotational frequency sensor 22, and the engine rotational frcqucncy change speed detected by the engine rotational frequency sensor 22 and the timer 23.
Throttle change amount = Ka x (target engine rotational frequcncy - engine rotational frequency) -. Kb x engine rotational frequency diange speed S Equation (I) Here, Ka and Kb are constants. In step SM, it is determined whether or not thc throttle change amount computed in equation (I) is less than 0. If the result of this determination is YES, the process advances to step S66 where throttle closure control is to be conducted. If the result of this determination is NO, the process advances to step S68 where throttle control is to be conducted.
In step S66, the constant Kc is multiplied by the throttle change amount in order to adjust the change amount. The throttle closing change amount is limited in step S70.
On the other hand, in step S68, the throttle opening change amount is limited using the value of the throttle change amount without alteration. In step S72, the throttle opening tbr this occasion is computed by adding the previous throttle opening to the throttle change amount obtained in the aforementioned steps. The processing of this flow chart then is repeated.
FIG 5 is a graph that shows one example of the change over time pertaining to the respective states of the clutch pedal, engine rotational frequency, throttle opening, and shift position in a vehicle provided with the travel control apparatus 10 of the present embodiment. The same drawing shows the state when cruise travel is initially conducted at the shift step of the fourth shift.
As shown in this same drawing, when the clutch pedal sensor 20 has detected the pressing of the clutch pedal (time t I), the throttle control unit 17 is controlled, and the throttle is controlled toO degrees (full closure). By this, engine rotational frequency Ne is gradually lowered from thc rotational frequency of the fourth shift. Moreover, at this time, the target rotational frequency of the engine is computed with the fifth shift that is one step higher than the current shift step.
Subsequently, when it is detected that engine rotational frequency Nc has S ic1aelied the predetcumned rotational frequency (fifth shift rotational frequency + a), throttle is controlled so as to conform to the target rotational frequency (in this ease, fiflh shift rotational frequency) by the throttle control unit 17 (time t3). By this, further reduction of engine rotational frequency Ne is prevented, and it is maintained at the rotational frequency corresponding to fifth shift rotational frequency.
The shift position is then changed from fourth shift to fifth shift in a state where the clutch pedal is pressed down (time t4), after which the clutch pedal sensor 20 detects that the pressing of the clutch pedal has ceased within the predetermined time zVl' (time t5). Even after throttle opening has changed to the throttle opening of fifth shift (time t6), it is possible to quickly conduct vehicle travel at the rotational frequency following the change in shift position (in this case, fifth shift) while making almost no change to engine rotational frequency Ne. hi the case where the clutch pedal ispiessed in excess of the predetennined time AT, cruise control is cancelled.
As described above, according to the travel control apparatus 10 of the present embodiment, since the engine rotational frequency is maintained at a rotational frequency computed based on a target rotational frequency in a state where the clutch pedal is pressed down, and since it is acceptable to shift die engine rotational frequency to the desired rotational frequency after the pressing of the clutch pedal has ceased, the occurrence of abrupt fluctuation in engine rotational frequency can be prevented, and vehicle travel can be conducted by quickly and smoothly shifting to the desired rotational frequency. In addition, the target rotational frequency at the time of clutch pedal pressing is computed based on the gear ratio ofa one step-higher shift step (in this case, fifth shift) that the driver is expected to shifI to, rather than on the current shift step (in this case, fturth shift). Consequently, it is possible to smoothly conduct rotational frequency matchin, of the internal combustion engine during clutch connectjon.
As the shut change conducted dunng cruise control, the aforementioned shifting up to a one step-higher shift step is considered to be usual. However, the case of shilling down to a one step-lower shift step (e.g., from fourth shill to third shift) is also conceivable, In this case, it is necessary to change the engine rotational frequency that was being maintained at the target rotational frequency of fifTh shill during pressing of the clutch pedal to the rotational frequency of third shill after release of' the clutch pedal.
However, even in this case, compared to the case where rotational frequency is raised from the rotational frequency corresponding to the conventional idling rotational frequency, rotational frequency matching can be quickly conducted, and abrupt fluctuation of' rotational frequency can be prevented. Moreover, it is also conceivable to 1 5 maintain engine rotational frequency at the target rotational frequency of a one step-lower shift step during pressing of'the clutch pedal, hut as enginerotational frequency is raised during pressing of the clutch pedal in this case, the technique of the present embodiment is more preferable from the standpoint of'quietness.
In the lregoing embodiment, a description was gIven of the case of a vehicle where the shift steps extend to a sixth shift, hut the present invention is not limited thereto, md ii is possible to apply the prent unventlon, for example, to a vehicle provided with up to five speeds. Moreover, in the foregoing embodiment, a description vvas given of the case where cruise travel control is conducted as the travel control, but the present invention may also be applied to vehicles able to execute socalled adaptable cruise control, where travel is conducted while maintaining the inter-vehicle distance to the preceding vehicle at a flxed distance ifl the ease where cruise travel is impossible at a set vehicle speed due to ihe existence ofa preceding vehicle.
While a preferred embodiment of the invention has been described and illustrated above, it should be understond that this is exemplary of the invention and is nut Eu be considered as limiting. Additions, omissions, substitutions, and other mud;flcations can he madew ithuut departing from the spirit or scope of the present invention. Accordingly, the invention is not to he considered as being limited by the fbregoing dcscnptiori, and is only limited by the scope of the appended claims.

Claims (6)

  1. Claims: I. A vehicle travel control apparatus comprising: a manual
    transmission which transmits an output of an internal combustion S engine housed inside a vehicle to dnve wheels; a clutch pedal manipulation detection device which detects a clutch pedal manipulation by a driver; a rotational frequency detection device which detects a rotational frequency of the internal combustion engine; a travel-speed detection device which detects a travel speed of the vehicle; a target vehicle- speed setting device which sets a target vehicle speed of the vehicle; a speed adjustment device which increases or decreases the travel speed of the vehicle based on outputs from the travel-speed detection device and the target vehicle-speed setting device; a target rotational frequency computation device which computes a target rotational frequency that is higher than an idling rotational frequency of the internal combustion engine; and a rotational frequency control device which controls the rotational frequency of the internal combustion engine based on the target rotational frequency, in the case where the clutch pedal manipulation detection device has detected the clutch pedal manipulation by the driver during a travel control of the vehicle.
  2. 2. The vehicle travel control apparatus according to claim I, wherein the speed adjustment device comprises a throttle device which adjusts an output of the internal combustion eriginc, and a throttle drive device which drives the throttle (leVice; and wherein a control is conducted based on the target rotational frequency afler conducting a throttle full-closure control that completc]y closes a throttle, in the case where the clutch pJi IIiuuipu1ation detection Uevicc has detected the clutch pedal manipulation by the di ei when the travel control is being conducted.
  3. 3. l'hc vehicle travel control apparatus according to claim 2, wherein the rotational frequency control device shifts from the throttle hill- closure I 0 control to a control based on the target rotational frequency, in the case where the difference in rotational frequency between the rotational frequency of the internal combustion engine detected by the rotational frequency detection device and the target rotational frequency computed by the target rotational frequency computation device is within a predetermined range.
  4. 4. The vehicle travel control apparatus according to claim 2, wherein the rotational frequency control device shifts from the throttle full-closure control to a control based on the target rotational fTequency after more than the predetermined time has elapsed fbllowing a start of the throttle full-closure control by the rotational frequency control (levice.
  5. 5. The vehicle travel control apparatus according to any preceding claim, which further comprises a shift-step detection device which detects a shift-step of the manual transmission, wherein the target rotational frequency computation device computes the target rotational frequency of the internal combustion eiigiiie based on the shift-step detected by the shift-step detection device and the travel speed detected by the travel Speed detection dcv ice.
  6. 6. i he vehicle travel control apparatus according to claim 5. wherein the target rotationdl Ii equency computation device computes the target rotational frequency based on a gear ratio of a shift-step that is one step higher than a shift-step detected by the shift-step detection device, when the clutch pedal manipulation detection device has detected the clutch pedal manipulation by the driver.
    7 Vehicle travel control apparatus substantially as hereinbefore described with relèrence to the accompanying drawings.
GB0615061A 2005-08-01 2006-07-28 Vehicle travel control apparatus Expired - Fee Related GB2428822B (en)

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
JP2005223319A JP2007038759A (en) 2005-08-01 2005-08-01 Traveling control system for vehicle

Publications (3)

Publication Number Publication Date
GB0615061D0 GB0615061D0 (en) 2006-09-06
GB2428822A true GB2428822A (en) 2007-02-07
GB2428822B GB2428822B (en) 2007-07-18

Family

ID=37006378

Family Applications (1)

Application Number Title Priority Date Filing Date
GB0615061A Expired - Fee Related GB2428822B (en) 2005-08-01 2006-07-28 Vehicle travel control apparatus

Country Status (3)

Country Link
JP (1) JP2007038759A (en)
DE (1) DE102006035019A1 (en)
GB (1) GB2428822B (en)

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP3188946A2 (en) * 2014-09-01 2017-07-12 Jaguar Land Rover Limited Control system and method

Families Citing this family (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2012144034A1 (en) * 2011-04-20 2012-10-26 トヨタ自動車株式会社 Engine control device
KR101839971B1 (en) * 2013-12-02 2018-03-19 주식회사 만도 Adaptive cruise control system of vehicle with manual transmission and method thereof
KR101628531B1 (en) 2014-11-18 2016-06-09 현대자동차주식회사 Method for noise reducing of driving system in power cut-off

Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP0270197A2 (en) * 1985-07-17 1988-06-08 Deere & Company Automatic engine/transmission control system
US4870584A (en) * 1986-06-12 1989-09-26 Nissan Motor Company, Limited System and method for automatically running a vehicle at a desired cruising speed
US6202780B1 (en) * 1997-08-04 2001-03-20 Mitsubishi Jidosha Kogyo Kabushiki Kaisha Cruise control system for motor vehicle
WO2004026612A1 (en) * 2002-09-13 2004-04-01 Robert Bosch Gmbh Method and device for regulating the speed and engine rpm of a motor vehicle with a manual gearbox

Patent Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP0270197A2 (en) * 1985-07-17 1988-06-08 Deere & Company Automatic engine/transmission control system
US4870584A (en) * 1986-06-12 1989-09-26 Nissan Motor Company, Limited System and method for automatically running a vehicle at a desired cruising speed
US6202780B1 (en) * 1997-08-04 2001-03-20 Mitsubishi Jidosha Kogyo Kabushiki Kaisha Cruise control system for motor vehicle
WO2004026612A1 (en) * 2002-09-13 2004-04-01 Robert Bosch Gmbh Method and device for regulating the speed and engine rpm of a motor vehicle with a manual gearbox

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP3188946A2 (en) * 2014-09-01 2017-07-12 Jaguar Land Rover Limited Control system and method
EP3188946B1 (en) * 2014-09-01 2022-12-21 Jaguar Land Rover Limited Control system and method

Also Published As

Publication number Publication date
GB2428822B (en) 2007-07-18
DE102006035019A1 (en) 2007-02-22
GB0615061D0 (en) 2006-09-06
JP2007038759A (en) 2007-02-15

Similar Documents

Publication Publication Date Title
US6792344B2 (en) Automotive control apparatus and method
US6434472B1 (en) Automotive control apparatus and method
US6265990B1 (en) Apparatus and method for controlling a distance between two traveling vehicles and a recording medium for storing the control method
US8447480B2 (en) Transmission control method for continuously variable transmission
US9002578B2 (en) Vehicle control system
JP4994794B2 (en) Vehicle cruise control device
JP2002225590A (en) Vehicular traveling control device
US9561801B2 (en) Vehicle control system
US6327530B1 (en) Apparatus and method for controlling a distance between two traveling vehicles and a recording medium for storing the control method
JP4265240B2 (en) Vehicle driving force control device
GB2428822A (en) Vehicle travel control with inputs from clutch pedal manipulation device
JP4539428B2 (en) Responsiveness correction for accelerator pedal operation amount in vehicles
US7526373B2 (en) Method and device for regulating the vehicle speed and engine speed in a motor vehicle having a manually shifted transmission
GB2277610A (en) Variable gain traction control
CN210126520U (en) Vehicle control device
JP2003048461A (en) Vehicle integrated control system and recording medium
JP2001027317A (en) Automatic traveling controller and recording medium
JP2001026228A (en) Vehicle driving power control device and recording medium
JP3856861B2 (en) Automatic transmission and throttle valve control method
US5409433A (en) Running control apparatus for engine-driven vehicles
JP2006213133A (en) Deceleration control device for vehicle
US20160362109A1 (en) Method and control unit for operating a drivetrain with an automated transmission
JP2000052805A (en) Coordination control device for vehicle speed controller and transmission
JP2004263875A (en) Automatic gear shifting device and control method of throttle valve
KR102603081B1 (en) Launch control method for vehicle

Legal Events

Date Code Title Description
PCNP Patent ceased through non-payment of renewal fee

Effective date: 20110728