Patent Application
20050065703
The present invention relates to vehicle cruise control systems, and more particularly to acceleration-based cruise control system.
Many vehicles include a cruise control system that allows a driver to control vehicle speed during operation of the cruise control system without depressing an accelerator pedal. A controller maintains the vehicle speed through varying road and vehicle conditions. The driver can manipulate the cruise control using on/off, set/coast and resume/accelerate switches as well as using a brake pedal and/or a clutch pedal.
Originally, cruise control systems were developed for vehicles using mechanical throttle control (MTC). MTC regulates throttle movement via a mechanical cable that opens and/or closes the throttle. The movement of the throttle is proportional to driver input through the accelerator pedal. When the cruise control system is activated, a stepper motor drives the mechanical cable linkage to the throttle. The stepper motor includes an electronic control unit (ECU) that does not receive data from a controller. In effect, the MTC only receives input from a transmission vehicle speed sensor. The speed sensor, however, is susceptible to excessive noise. As a result, cruise control systems use a speed error approach, which compares vehicle speed to a desired speed.
Advancements in vehicle technology include less noisy vehicle speed sensors and electronic throttle control (ETC), which replaced MTC. The advent of ETC enables modification of the cruise control system based on controller parameters that were previously inaccessible using the stepper motor architecture. However, instead of developing modern cruise control algorithms, pre-existing cruise control algorithms have been adapted to meet the changing performance requirements.
Accordingly, the present invention provides a cruise control system for a vehicle. The cruise control system includes a throttle and a controller. The controller determines an open-loop speed compensation factor and calculates a closed-loop speed compensation factor. The controller determines a throttle area based on the open-loop speed compensation factor and the closed-loop speed compensation factor and operates the throttle based on the throttle area.
In one feature, the control system further includes a pressure sensor that sends a pressure signal to the controller. The controller adjusts the throttle area based on the pressure signal.
In another feature, the cruise control system further includes a manifold air flow (MAF) sensor that sends a MAF signal to the controller and a vehicle speed sensor that sends a vehicle speed signal to the controller. The open-loop speed compensation factor is based on the MAF signal and the vehicle speed signal.
In another feature, the closed-loop speed compensation factor is based on an integral term and a proportional term that are calculated by the controller. The proportional term is determined based on a proportional coefficient and an error. The proportional coefficient is determined from a look-up table based on a vehicle speed signal and a manifold air flow (MAF) signal. The error is based on said cruise control mode.
In one feature, when said cruise control mode is engaged, the error is a difference between a vehicle speed and a cruise speed.
In another feature, when the cruise control mode is one of a group comprising acceleration from engaged and coast, the error is a sum of a speed error and an acceleration error.
In another feature, when the cruise control mode is overspeed resume, the error is a difference between a speed error and an acceleration error.
In another feature, when the cruise control mode is one of a group comprising acceleration standby enabled and resume, the error is equal to an acceleration error.
In still another feature, when said cruise control mode is one of a group comprising tap-up and tap-down, the error is equal to a sum of a speed error and a timed acceleration error.
In yet another feature, the controller determines whether an enable is flagged. The closed-loop speed compensation factor is equal to a prior closed-loop speed compensation factor when the enable is not flagged.
Further areas of applicability of the present invention will become apparent from the detailed description provided hereinafter. It should be understood that the detailed description and specific examples, while indicating the preferred embodiment of the invention, are intended for purposes of illustration only and are not intended to limit the scope of the invention.
The present invention will become more fully understood from the detailed description and the accompanying drawings, wherein:
The following description of the preferred embodiments is merely exemplary in nature and is in no way intended to limit the invention, its application, or uses.
Referring now to
The vehicle 10 includes a controller 20 that regulates operation of the engine 12 based on the proportional integral (PI) cruise control system of the present invention. The controller 20 receives signals from a mass air flow (MAF) sensor 22, a vehicle speed sensor 24 associated with the transmission 14, a manifold absolute pressure (MAP) sensor 26 and a cruise control interface 28. The cruise control interface 28 includes an on/off switch 30, a set/coast switch 32 and a resume/accelerate switch 34. The switch signals are either high or low. For example, when off, the on/off switch signal is low (i.e., 0) and when on the on/off switch signal is high (i.e., 1). Similarly, the set/coast signal and resume accelerate signal are normally low (i.e., 0) and are high (i.e., 1) when depressed.
The on/off switch 30 enables a driver to turn the cruise control system on or off. The set/coast switch 32 enables the driver to set a vehicle speed in memory (SMEM) or coast while the cruise control system is on. By tapping the set/coast switch the driver sets SMEM at the present vehicle speed. By holding the set/coast switch 32 depressed, the vehicle coasts. The resume/accelerate switch 34 enables a driver to resume SMEM from another speed or accelerate the vehicle speed from SMEM while operating in cruise control. For example, if the vehicle 10 was operating in cruise control and the driver brakes, the resume function enables the driver to resume cruise control by automatically accelerating the vehicle back to SMEM. If the vehicle is operating in cruise to maintain SMEM, the driver can hold the resume/accelerate switch 34 depressed to accelerate the vehicle from SMEM. Additionally, the driver can tap the resume/accelerate switch 34 to increase SMEM by one mph or the set/coast switch 32 to decrease SMEM by one mph.
The cruise control system operates in eleven different modes including: disabled, standby disabled, standby enabled, engaged, resume, overspeed resume, accelerate from engaged, accelerate from standby enabled, coast, tap-up and tap-down. Resume, overspeed resume, accelerate from engaged, accelerate from standby, engaged, coast, tap-up and tap-down modes are transient modes.
In the disabled mode, the on/off switch 30 is in the off position, cruise control is non-operative and SMEM is cleared. In the standby disabled mode, cruise control exits the disabled mode when the on/off switch 30 is in the on position and the brake before cruise security feature is met. The brake before cruise security feature ensures brake inputs are read into the PI control properly. In the standby enabled mode, the on/off switch 30 is in the on position and the set/coast and resume/accelerate signals are zero.
The cruise control transitions from the standby enabled mode to the engaged mode on the falling edge of a set/coast signal. In other words, the cruise control enters the engaged mode from any transient mode (i.e. resume, overspeed resume, accelerate from engaged, accelerate from standby enabled, coast, tap-up or tap-down) on the falling edge of the setcoast or resume/accelerate signals. In the engaged mode, the PI control maintains SVEH at SMEM. When entering engaged mode from standby enabled, accelerate from engaged, coast or accelerate from standby enabled modes, SMEM is set equal to SVEH.
In the resume mode, the PI control resumes (i.e. accelerates to) the last SMEM. From the accelerate mode or from the standby enabled mode, the resume mode is entered if a timer is less than a resume to accelerate transition time (TRESACC) and SVEH is less than SMEM (i.e., an underspeed condition). From overspeed resume mode, the resume mode is entered if the timer is greater than or equal to TRESACC and the falling edge of the resume/accelerate signal occurs. Alternatively, the resume mode is entered from the overspeed resume mode if the timer is less than TRESACC, the falling edge of the resume accelerate signal occurs and SVEH is less than SMEM.
In the overspeed resume mode, the PI control decelerates the vehicle to the last SMEM. The overspeed resume mode is entered from the standby enabled mode on the falling edge of the resume/accelerate signal if SERROR is greater than a maximum allotted error (EMAX) for cruise to go into the accelerate from standby enabled mode.
The accelerate from engaged mode is entered into when the resume/accelerate switch is depressed and a timer is greater than a tap-up to acceleration time threshold (TTAPUPTRANS). In the accelerate from engaged mode, the PI control accelerates the vehicle until the resume/accelerate switch 34 is released. The accelerate from engaged mode has no effect on SMEM.
In the accelerate from standby enabled mode, the PI control remains in this mode until the resume/accelerate switch 34 is released. Once the resume/accelerate switch 34 is released the PI control enters the resume mode and accelerates the vehicle until SMEM is achieved. The accelerate from standby mode is entered on the rising edge of the resume/accelerate switch signal if the SERROR is less than a maximum error (SERRORMAX). The accelerate from standby enabled mode has no effect on SMEM.
The coast mode is entered into from the resume mode on the falling edge of the set/coast switch signal. The coast mode is entered into from the tap-down mode if the set/coast signal is high and a timer is greater than a tap-down to coast transition time threshold (TTAPDWNCST). In the coast mode, the throttle area is reduced and the vehicle decelerates until the set/coast switch is released. The coast mode has no effect on SMEM.
The tap-up mode increases the vehicle speed by one mile per hour (mph). The tap-up mode is entered from the overspeed resume, tap-down, accelerate from engaged, tap-up, engaged or coast modes if the rising edge of the resume/accelerate switch signal occurs. The PI control also increments SMEM by one mph. Conversely, the tap-down mode decreases the vehicle speed by one mile per hour (mph). The tap-down mode is entered from the tap-down, tap-up, engaged, accelerate from engaged or accelerate from standby enabled modes if the rising edge of the set/coast switch signal occurs. The PI control also decrements SMEM by one mph. The tap-up and tap-down modes occur in 1 second increments. Upon the expiration of 1 second after the corresponding switch has been tapped, the cruise control mode goes back to engaged with SMEM±1 mph.
Referring now to
In step 206, a throttle area (Athrottle) is determined based on yopen and yclosed. More specifically, a difference between yopen and yclosed is determined. Athrottle is determined from a look-up table based on this difference. In step 208, Athrottle is adjusted by a barometric compensation factor (Cbarom) to determine an adjusted throttle area (Aadjust). Cbarom is determined by the controller 20 based on the pressure signal from the MAP sensor 26. In step 210, the controller operates the throttle based on Aadjust.
Referring now to
In step 306, control calculates the proportional term as the product of Kp and u. In step 308, control calculates the integral term. Calculation of the integral term is described in further detail below with reference to
If the throttle control source is one of either pedal or idle, u must be less than zero in order for the enables to be met. This prevents wind-up of the integrator term. Wind-up is seen when the integrator term continues to demand a smaller and smaller Athrottle despite the throttle control source not being in cruise. If the throttle control source transitions back to cruise, the throttle would initially snap shut. More specifically, if u is positive then Athrottle decreases and if negative Athrottle increases. Therefore, by preventing the integrator term from decreasing Athrottle while the throttle control source is pedal or idle, a sharp downward ramp is prevented when transitioning to cruise.
In step 312, control calculates yclosed based on the proportional and integral terms and loops back to step 300. More specifically, control sums the proportional and integral terms. However, assuming the enables are not met, control sets yclosed to the most recent (i.e., previous) value calculated in step 314. Regardless of the manner in which yclosed is determined, yclosed is used to determine Athrottle as described in detail above.
Referring now to
Referring now to
In step 504, control determines whether the cruise control mode is one of accelerate from engaged, overspeed resume or coast. If the cruise mode is one of these three, control continues in step 506. Otherwise, control continues in step 512. In step 506, control determines whether the cruise control mode is overspeed resume. If true, control continues in step 508. Otherwise, control continues in step 510.
In step 508, u is determined as the difference between a snap-shot of speed error (SERRSNAP) and an acceleration error (AERROR). SERRSNAP is determined as the difference between SVEH and SMEM at the point of transition into the overspeed resume mode (i.e., at the edge of the signal as it transitions from low to high). AERROR is the difference between an actual acceleration and a desired acceleration, multiplied by a timer coefficient. The actual acceleration is determined as the difference between SVEH and a delayed vehicle speed sample (SDELAY). An exemplary delay time is 100 milliseconds, however, the delay time can vary as desired. The desired acceleration is a calibrated value that is determined based on the particular cruise control mode. The desired acceleration is pre-programmed by a calibration engineer for the particular cruise control mode and is calibrated to provide a desired driving feel for the particular vehicle. The countdown timer coefficient determines how long AERROR should be taken into account for the particular cruise control mode.
In step 510, u is determined as the sum of the snap-shot of speed error (SERRSNAP) and the acceleration error (AERROR). In this case, however, SERRSNAP is determined as the difference between SVEH and SMEM at the point of transition into either the accelerate from engaged or coast modes (i.e., at the edge of the signal as it transitions from low to high). AERROR is determined as described immediately above.
In step 512, control determines whether the cruise control mode is accelerate from standby enabled or resume. If the cruise control mode is either, control continues in step 514. If the cruise control mode is neither, control continues in step 516. In step 514, control sets u equal to the AERROR, which is determined as described above.
In step 516, control determines whether the cruise control mode is tap-up or tap-down. If the cruise control is either, control continues in step 518. If the cruise control mode is neither, control ends. In step 518, u is calculated as the sum of SERROR (SVEH-SMEM) and a timed acceleration error (AERRTIMED). AERRTIMED is determined by setting the countdown timer coefficient such that AERROR is only taken into account for 1 second. More specifically, the initial value of the countdown timer is equal to 1 divided by a tap rate (RTAP) calculated over a 100 ms time slice, multiplied by 10. This provides RTAP over a 1 second period. As a result, the countdown timer outputs a 0 after the initial value has decreased for 1 s. As long as the countdown timer is greater than 0, the output will be a 1.
In summary, the PI control of the present invention determines yopen and yclosed. Athrottle is based on the difference between yopen and yclosed. yopen is determined from a look-up table and yclosed is based on a proportional and an integral term. The proportional and integral terms are based on u. u is based on the particular cruise mode and accounts for errors in vehicle acceleration. The proportional term is calculated as the product of Kp and u. The integral term is calculated as the product of u, Ki and dT summed with a previously determined integral term. However, if the enablements are not met, the reset is indicated and the integral term is set to the initial value. Further, the value of the integral term is capped between a maximum and a minimum.
Those skilled in the art can now appreciate from the foregoing description that the broad teachings of the current invention can be implemented in a variety of forms. Therefore, while this invention has been described in connection with particular examples thereof, the true scope of the invention should not be so limited since other modifications will become apparent to the skilled practitioner upon a study of the drawings, the specification and the following claims.
