JP2615723B2 - Throttle valve control device - Google Patents

Description

The present invention relates to a throttle control device for a vehicle.

(Prior art and its problems) The accelerator pedal of the vehicle and the throttle valve are not mechanically connected, and the amount of depression of the accelerator pedal and the changing speed of the amount of depression are determined by the engine, power transmission mechanism, or traveling device of the vehicle. In a vehicle having a throttle valve control device that electrically controls the throttle valve according to the driving state of the vehicle and realizes accelerated running of the vehicle corresponding to the stepping amount and the change speed as a result of the control, Until the engine speed rises to a steady speed when the engine is started, the rotation of the engine is unstable, making it difficult to control the throttle valve according to the above-mentioned vehicle operating condition. The above control may cause the rotation to become more unstable, which may cause an abnormal operation of the engine. In addition, even when the engine is not started, if the operating state of the engine becomes unstable for some reason and the engine speed decreases, the above-described control becomes similarly difficult. It may become unstable, and the abnormal operation of the engine may be continued or increased.

The present invention has been made in view of the above circumstances, and an object of the present invention is to provide a throttle valve control device that can accurately control a throttle valve when the engine speed is reduced at the time of engine start or abnormal engine operation. Aim.

(Means for Solving the Problems) In order to solve the problems described above, according to the present invention, the accelerator pedal and the throttle valve are provided in a vehicle that is not mechanically coupled, and the amount of depression of the accelerator pedal and A target acceleration of the vehicle is obtained based on a change speed of the depression amount and an operating state of an engine and a power transmission mechanism mounted on the vehicle, and a throttle valve opening is set based on the obtained target acceleration. A throttle valve control device that electrically controls the throttle valve so as to have the set throttle valve opening degree; a throttle amount detection unit that detects a throttle amount of the accelerator pedal; The engine speed detected by the engine speed detecting means for detecting the engine speed and the engine speed detected by the engine speed detecting Determining means for determining whether the engine speed is smaller than the reference value; determining whether or not the engine speed is smaller than the reference value by the determining means; The throttle valve opening is set based only on the stepping amount detected by the stepping amount detecting means in the same manner as in the mechanically directly connected state, and when the engine speed is determined to be equal to or higher than the reference value, the target A throttle valve control means for setting the throttle valve opening based on acceleration; and opening and closing means for opening and closing the throttle valve to a position at which the throttle valve opening is set by the control means. It is a device.

(Operation) The engine detected by the rotation speed detection means until the engine rotation speed rises to a steady rotation speed at the time of engine start, or when the operating state of the engine becomes unstable and the engine rotation speed decreases for some reason. The determination unit determines that the rotation speed is smaller than a preset reference value with a value smaller than the engine idle rotation speed. When the determination is made by the determination means, the target acceleration of the vehicle is determined based on the depression amount of the accelerator pedal and the changing speed of the depression amount, and the operating state of the engine and the power transmission mechanism mounted on the vehicle. , The throttle valve opening set based on the obtained target acceleration is
As in the state where the accelerator pedal and the throttle valve are mechanically directly connected by the control means, the throttle valve opening is set based only on the depression amount detected by the depression amount detection means. The opening / closing means opens and closes the throttle valve to a position at which the throttle valve opening is set by the control means. As a result, when the engine speed is smaller than the reference value, the motion of the accelerator pedal is different from the time when the judgment by the judgment means is not performed, that is, when the engine speed is equal to or more than the reference value, The throttle valve operates in the same manner as when the accelerator pedal and the throttle valve are mechanically directly connected.

Embodiment An embodiment of the present invention will be described in detail with reference to FIGS. 1 to 17.

FIG. 1 is a system diagram showing a configuration of a throttle valve control device according to an embodiment of the present invention, in which 1 is an accelerator pedal provided in a vehicle interior for artificially controlling an engine of a vehicle; Reference numeral 2 denotes a depression amount detecting means for detecting the depression amount of the accelerator pedal 1. As shown in FIG. 2, the depression amount detecting means 2 is connected to the accelerator pedal 1 and outputs a voltage proportional to the depression amount of the accelerator pedal 1 and a digital value of the output voltage value of the potentiometer 13. And an A / D converter 14 for converting the accelerator pedal depression amount APS into the A / D value.

Next, in FIG. 1, reference numeral 3 denotes a rotational speed detecting means provided on an engine camshaft (not shown) for detecting an engine rotational speed, and 4 denotes a rotational speed NE detected by the rotational speed detecting means 3 in advance. The determination means 5 compares the reference value Nk with the reference value Nk and determines whether or not the rotation speed NE is smaller than the reference value Nk. Reference numeral 5 denotes an operation state detection means for detecting the operation state of the vehicle. As shown in FIG. 4, the operating state means 5 includes an intake air amount detector 18 for detecting an intake air amount AE of the engine, and an engine speed for detecting the engine speed NE which is shared by the engine speed detecting means 3. The number of detecting units 19, the actual torque TEM actually output from the engine based on the intake air amount AE detected by the intake air detecting unit 18 and the rotational speed NE detected by the engine rotational speed detecting unit 19 Actual torque calculation unit 20 to be calculated
A right rear wheel speed detecting unit 21 for detecting a wheel speed VARR of a right rear wheel of the vehicle, a left rear wheel speed detecting unit 22 for detecting a wheel speed VARL of a left rear wheel, and the wheel speeds VARR and VARL. Speed / acceleration calculator 2 for calculating the actual vehicle speed VA and the actual acceleration DVA of the vehicle
3, a vehicle weight detection unit 24 that detects the weight W of the vehicle based on a change in the relative position between the wheels and the vehicle body, that is, a change in the vehicle height. A gear position detection unit 25 that detects a gear shift command signal output from a gear shift command signal (not shown) and an output that detects a coaxial rotation speed ND provided on an output shaft of a torque converter (not shown) of an automatic transmission (not shown). It is constituted by the shaft rotation number detecting unit 26.

In FIG. 1, reference numeral 6 denotes a position of a shift selector (not shown) of an automatic transmission (not shown) in an N range, a P range,
A shift selector switch 7 for indicating which of the range, the L range, and the R range the switch is in; an accelerator switch 7 having a contact which is turned on when the accelerator pedal 1 is not depressed and which is turned off at other times;
Reference numeral 8 denotes a brake switch having a contact which is turned on when a brake pedal (not shown) is depressed and turned off at other times, and 9 is a target vehicle speed VS indicating a vehicle speed that is kept constant in control at a constant vehicle speed. This is a target vehicle speed change switch for changing the setting, and includes a + switch (not shown) for increasing the target vehicle speed VS and a one-side switch (not shown) for decreasing the target vehicle speed VS.

In FIG. 1, reference numeral 12 denotes a throttle valve which is provided in the intake passage and changes the amount of air taken into the engine by rotating and opening and closing the intake passage. Reference numeral 10 denotes an opening degree of the throttle valve 12. This is a control means for performing design. This control means
In 10, when the determination means 4 determines that the engine speed NE is smaller than a preset reference value Nk, throttle direct drive control is performed, and if the speed NE is not smaller than the reference value Nk, When it is determined, the throttle non-linear motion control is performed.

The throttle linear motion control is based on the accelerator pedal depression amount AP
The throttle valve opening θTHD corresponding to the accelerator pedal depression amount APS detected by the depression amount detection means 2 among the throttle valve opening degrees θTHD preset with a proportional relationship to S as shown in FIG. Is set.
With the above control, the throttle valve 12 operates in response to the movement of the accelerator pedal 1 in the same manner as when the accelerator pedal 1 and the throttle valve 12 are mechanically directly connected.

In addition, the throttle non-linear motion control is performed based on the detection result of the operation state detecting means 5, the contact information of the switches 6 to 9, the APS when the accelerator pedal is depressed, and the change speed DAPS of the APS. The degree θTH is set, and the vehicle is controlled at a constant vehicle speed or the acceleration of the vehicle by the amount of depression of the accelerator pedal 1 is controlled.
With the above control, the throttle valve 12 operates in response to the movement of the accelerator pedal 1, differently from the state in which the accelerator pedal 1 and the throttle valve 12 are mechanically directly connected.

Further, in FIG. 1, reference numeral 11 denotes an opening / closing means for opening and closing the throttle valve 12 by rotating the throttle valve 12 to a position at which the throttle valve opening is set by the control means 10, and the opening / closing means 11 is shown in FIG. As shown, a throttle valve actuator 15 including an electric motor such as a stepper motor for rotating the throttle valve 12 and a throttle valve 12 that rotates to a position where the throttle valve opening is set by the control means 10 are provided. The actuator drive unit 16 sends a drive signal necessary for the throttle valve actuator 15 to the throttle valve actuator 15, and the opening degree of the throttle valve 12 is detected.
And a throttle valve opening detecting unit 17 that feeds back to the throttle valve 16.

The fuel system of the engine determines the amount of fuel to be supplied to the engine based on the detection result of the intake air amount detector 18 that detects the amount of air taken into the engine and the operating state of the engine. And a fuel injection device (not shown) for injecting an amount of fuel determined by the fuel control device (not shown) and supplying the fuel to the engine (not shown). By changing the air amount by opening and closing the passage, the amount of fuel supplied to the engine together with the intake air changes, and as a result, the engine output changes. 5 to 11 are flowcharts showing the contents of control performed in the throttle valve control device according to the embodiment of the present invention. Steps A101 to A115 in FIG. 5 (a) show the main contents of the above control. This is the main flow. Steps A166 to A118 in FIG.
Is a flowchart showing the contents of the control performed on the counter CAPCNG, which is interrupt control which is performed with priority given to the control by interrupting the control every 50 milliseconds when the control in steps A101 to A115 is performed. Steps A119 to A120 in FIG. 6 (c) are interrupt controls which are similarly executed by giving priority to the control in steps A101 to A115 every 10 milliseconds. Change rate of APS based on the accelerator pedal depression amount APS
FIG. 5D is a flowchart showing the contents of control for obtaining DAPS in the control means 10, and FIG.
A126 is an interrupt control which is similarly executed by giving priority to the control in steps A101 to A115 every 65 milliseconds. The right control detected by the right rear wheel speed detecting unit 21 of the driving state detecting means 5 is also performed. A flowchart showing the contents of control for obtaining the actual vehicle speed VA and the actual acceleration DVA of the vehicle from the rear wheel speed VARR and the left rear wheel speed VARL detected by the left rear wheel speed detection unit 22 in the vehicle speed / acceleration calculation unit 23. is there.

FIG. 6 is a flowchart showing the details of the throttle direct movement control performed in step A115 of FIG. 5 (a). In the throttle direct movement control, the accelerator pedal 1 and the throttle The engine is controlled by controlling the throttle valve 12 so that the valve 12 operates in a manner equivalent to a state in which the valve 12 is mechanically directly connected.

FIG. 7 is a flow chart showing details of the throttle non-linear movement control performed in step A114 of FIG. 5 (a). The state in which the throttle valve 12 is mechanically directly connected is not necessarily the same as the state in which the throttle valve 12 is operated to control the engine.

FIG. 8 is a flow chart showing the details of the accelerator mode control performed in step C136 of FIG. Means 10
APS change rate DAPS and counter CAP obtained in
The target acceleration of the vehicle is determined based on the value of CNG, and the throttle valve 12 is controlled based on the target acceleration to control the engine.

FIG. 9 is a flowchart showing the details of the auto cruise mode control performed in step C143 of FIG.
In this control, the throttle valve 12 is actuated so that the vehicle speed approaches the target vehicle speed VS, is substantially equal to the target vehicle speed VS, and is maintained at a constant value, thereby controlling the engine.

FIG. 10 is a flowchart showing the details of the target vehicle speed control performed in step E108 in FIG. 9, wherein the target vehicle speed control is performed by changing the target vehicle speed VS by the target vehicle speed change switch 9 and the vehicle speed in the auto cruise mode control. The target acceleration required to bring the vehicle closer to the target vehicle speed VS and the target acceleration for maintaining the vehicle speed constant after the vehicle speed approaches the target vehicle speed VS and become substantially equal are set.

FIG. 11 is a flowchart showing details of the control for determining the target acceleration DVS4 performed in step F115 of FIG.

12 to 17 are graphs showing the correspondence between parameters in a map used for control performed by the throttle valve control device according to the embodiment of the present invention and variables read out corresponding to the parameters.

The operation of the throttle valve control device according to the embodiment of the present invention having the above-described configuration will be described with reference to FIGS.

First, when starting the engine, an ignition switch (not shown) of the vehicle is turned on, a crankshaft (not shown) of the engine starts to rotate by a starter motor (not shown), and a fuel control device (not shown) starts. The determined amount of fuel necessary for starting the engine is supplied to the engine, and the fuel is ignited by an ignition device (not shown) at a timing determined by an ignition timing control device (not shown). The engine starts running on its own.

At this time, a power source is connected to the throttle valve control device at the same time, and control is started according to the flowcharts shown in FIGS.

After the start of the control, first, in step A101 of FIG. 5 (a), all the variables, flags, timers, and counters used in the control are reset to 0, and the process proceeds to the next step A102.

In addition, priority is given to the control of the main flow in steps A101 to A115 in FIG.
Interrupt control is performed every 50 milliseconds according to the flowchart of A118, and interrupt control is performed every 10 milliseconds according to the flowchart of steps A119 to A120 in FIG.
Interrupt control is performed every 65 milliseconds according to the flowchart of steps A121 to A126 in FIG. 5 (d).

Among the above interrupt controls, the control in steps A116 to A118 is the interrupt control for the counter CAPCNG as described above. Is set to 0, so step A1
In 16 the value obtained by adding 1 to CAPCNG is substituted into CAPCNG and CA
PCNG = 1. Therefore, in the next step A117, CAPCNG
Satisfying the condition of = 1, the process proceeds to step A118, and a value obtained by subtracting 1 from CAPCNG is substituted for CAPCNG, and CAPCNG = 0. CA when the above interrupt control starts again after 50 ms
Since the value of PCNG is the same as the previous time, the content of the above interrupt control is exactly the same as the previous time, and the CAPCNG after the above interrupt control is completed.
Becomes 0 again. Therefore, unless the value of CAPCNG is set to a value other than 0 in the control of the main flow, the interrupt control is repeated with exactly the same content every 50 milliseconds, and the value of CAPCNG obtained from the result is always 0. Step A119
The control by A120 is the interrupt control performed by the control means 10 to obtain the change speed DAPS of the APS from the accelerator pedal depression amount APS detected by the depression amount detection means 2 as described above. , Accelerator pedal 1
The potentiometer 13 of the stepping amount detecting means 2 interlocked with
As a result, a voltage proportional to the depression amount of the accelerator pedal 1 is output, and the output is output to the A / D converter of the depression amount detection means 2.
It is obtained by being converted to a digital value by 14. In the interrupt control, the APS
Is input, in the next step A120, a difference APS-APS 'between the APS and the accelerator pedal depression amount APS' input and stored 100 ms before is calculated as the DAPS. Since the interrupt control is repeated every 10 milliseconds, the APS, APS ', and DAPS are updated every 10 milliseconds. The control in steps A121 to A126 is performed by the vehicle speed / acceleration calculation unit to calculate the actual vehicle speed and the actual acceleration as described above.
This is the interrupt control performed in step S23. When the interrupt control is started, the wheel speed of the right rear wheel detected by the right rear wheel speed detection unit 21 in step A121 is input as VARR, and is detected by the left rear wheel speed detection unit 22 in step A122. The wheel speed of the left rear wheel is input as VARL. Next, in step A123, the average value of VARR and VARL is calculated and stored as the actual vehicle speed VA of the vehicle. Further, in the next step A124, the actual vehicle speed VA calculated in step A123 and the actual vehicle speed VA ′ similarly calculated and stored in the interrupt control 390 ms before the current interrupt control are stored. The change amount VA−VA ′ is calculated as the actual acceleration DVA65, and in step A125, the average value VAA of the above VA and VA ′, and the interrupt control 390 milliseconds before the interrupt control in which the above VA ′ was calculated. The change amount VAA-VAA 'between the actual vehicle speed VA "and the average value VAA' of the above VA 'calculated and stored in the same manner is calculated and stored as the actual acceleration DVA130.
At 26, the DVA 130 calculated in step A125 and the DVA 130
The average value with the latest four DVA130 is the actual acceleration DVA850
Is calculated as VA, V calculated as above
A ', VA "VAA', DVA65, DVA130, and DVA850 are updated every 65 milliseconds because the interrupt control is performed every 65 milliseconds.

Among the above actual accelerations, DVA65 is calculated based on the two actual vehicle speeds as described above, so that it has the highest followability with respect to the change in the actual acceleration, but an error in one actual vehicle speed increases due to disturbance or the like. The effect is large when it is done, and the stability is low. On the other hand, the DVA850 is obtained by using the five actual accelerations DVA130 calculated based on the three actual vehicle speeds as described above. Therefore, contrary to the DVA65, the influence of disturbance is small and the stability is high, but the following ability is low. . DVA130 is the same as DVA65
And DVA850 have intermediate stability and followability. On the other hand, in the main flow of steps A101 to A115 in FIG. 5A, the timer TMB for determining the timing of opening and closing the throttle valve 12 starts counting time in step A102 following step A101. Proceed to step A103.

In step A103, the actual vehicle speed VA, the actual accelerations DVA65, DVA130, and DVA850 calculated by the interrupt control in steps A121 to A126, the accelerator pedal depression amount APS detected by the depression amount detection means 2, and the above steps A119 to A120 The change speed DAPS of the APS calculated by the interrupt control, the intake air amount AE detected by the intake air amount detection unit 18, and the engine speed N detected by the engine speed detection unit 19
E, the vehicle weight W detected by the vehicle weight detector 14 and the rotational speed ND of the torque converter output shaft (not shown) detected by the output shaft rotational speed detector 26 are input, respectively, and the accelerator switch 7 and the brake The contact information of the switch 8, the shift selector switch 6, and the target vehicle speed change switch 9 and the information on the operating speed of the automatic transmission (not shown) detected by the speed detecting unit 25 are taken in.

In the next step A104, it is determined whether or not the value of the flag I8 is 1. The flag I8 having a value of 0 indicates that the vehicle is running at a substantially constant vehicle speed by performing the auto cruise mode control in step C143 in FIG. If it is determined in step A104 that I8 = 1, the process proceeds to step A106, in which the timing tk for opening and closing the throttle valve 12 is set.
2 is determined by the product of the reciprocal of the engine speed NE input in step A103 and a predetermined constant coefficient α. If it is determined that I8 is not 1, the process proceeds to step A105, where tk2 is designated as a predetermined constant value Tk. Therefore, when the vehicle is traveling at a substantially constant vehicle speed by the auto cruise mode control, the cycle of the opening / closing timing is constant, and in other cases, the cycle of the opening / closing timing of the throttle valve 12 changes in inverse proportion to the engine speed.

Step after the control in the above step A105 or A106
Proceeds to A107, time tTM counted by timer TMB
It is determined whether or not B satisfies tTMB> tk2 with respect to tk2. If it is determined that tTMB> tk2, the throttle valve 12
It is determined that it is time to open and close the
To reset the timer TMB to tTMB = 0, and
At 9, the counting of the time by the timer TMB is restarted to prepare for the determination of the next opening / closing timing. Further next step A110
Then, the value of the flag I11 indicating that the value is 1 to indicate the opening / closing timing of the throttle valve 12 is set to 1,
Proceed to the next step A112. In step A107,
If it is determined that tTMB> tk2 is not satisfied, it is determined that the timing for opening and closing the throttle valve 12 has not come, and Step A111
After setting the value of the flag I11 to 0, the process proceeds to step A112. In step A112, it is determined whether or not the shift selector (not shown) is in the D range based on the contact information of the shift selector switch 6 input in step A103.
If it is determined that it is in the range, the process proceeds to step A113, and D
If it is determined that the vehicle is not in the range, it is determined that complicated control based on the driving state of the vehicle is not required in the range other than the D range, and the process proceeds to step A115 to perform the direct throttle control. When proceeding from step A112 to step A113,
It is determined whether the engine speed NE input in step A103 is NE <Nk with respect to a reference value Nk preset to a value slightly lower than the idle speed after the completion of the warm-up operation of the engine. 4 and the result of the determination is
Sent to 10. When it is determined that NE <Nk, it is determined that the operation of the engine is unstable, and the process proceeds to step A115, where the throttle direct drive control is performed. When it is determined that NE <Nk, the operation of the engine is stable. As step
Proceeding to A114, throttle non-linear motion control is performed.

After the throttle direct movement control of the throttle A115 or the throttle non-linear movement control of step A114 is performed and one control cycle is completed, the flow returns to step A103 again, and the above control is repeated. (Omitted) is outside the D range, or when the engine speed NE is smaller than the reference value Nk, the throttle direct drive control is always performed. In other cases, the throttle non-linear drive control is always performed. Therefore, the throttle linear motion control is always performed until the engine speed rises to the steady-state speed immediately after the engine starts, or whenever the engine operating condition becomes unstable and the engine speed drops for some reason.

The throttle linear motion control is performed according to a flowchart shown in FIG. For the first time, in step B101 in the figure, the first
According to the relationship shown in FIG. 2, the throttle valve opening .theta.
The throttle valve opening θTHD corresponding to the accelerator pedal depression amount APS input in the step is read and set, and the step B
Proceed to 102. In step B102, it is determined whether or not the value of the above-mentioned flag I11 is 1, and if it is determined that I11 = 1, it is determined that it is the opening / closing timing of the throttle valve 12, and the process proceeds to step B103, but not I11 = 1. If it is determined that the timing is not the opening / closing timing of the throttle valve 12, the throttle direct drive control is terminated. In the step B103, the control means 10 sends the opening and closing means 11 to the step B101.
A signal instructing the throttle valve opening θTHD set in the step (1) is sent out.
Receives the above signal and sends a drive signal to the throttle valve actuator 15 to rotate the throttle valve 12 to the position where the throttle valve opening θTHD is reached, and the throttle valve actuator 15 rotates the throttle valve 12 Let it. At this time, the opening of the throttle valve 12 is detected by the throttle valve opening detector 17 and the detection result is fed back to the actuator driver 16, so that the throttle valve opening θTHD is moved to a position based on the detection result. The drive signal required for the rotation of the throttle valve 12 is continuously transmitted from the actuator drive unit 16 and the throttle valve 12
Is rotated to the above position, the drive signal is not sent out by the actuator drive unit 16 and the throttle valve
12 stops at the above position, and the throttle direct drive control ends. As described above, in the throttle direct-acting control, the throttle valve 12 is uniquely defined with respect to the depression amount of the accelerator pedal 1.
The opening amount of the throttle valve 12 is set, and the amount of depression and the opening degree are in a proportional relationship as shown in FIG. 12. Therefore, the throttle valve 12 and the accelerator pedal 12 respond to the movement of the accelerator pedal 1. It is controlled equivalently to the state of being mechanically directly connected to.

When the throttle valve 12 is rotated by the above control to open and close an intake passage (not shown), the amount of air taken into the engine changes. The fuel amount determined by a fuel control device (not shown) that determines the amount of fuel to be supplied to the engine based on the detection result and the operating state of the engine changes, and based on the determination, the fuel injection device (not shown) ) Injects fuel into an intake passage (not shown), so that the output of the engine changes.

The throttle non-linear motion control is performed according to a flowchart shown in FIG. First, step C1 in FIG.
At 01, it is determined from the contact information input in step A103 of FIG. 5A whether or not the contact of the brake switch 8 is in the ON state. If the brake pedal (not shown) is depressed, the brake is turned on. When the contact of the switch 8 is turned on and the process proceeds from step C101 to step C102, if the brake pedal (not shown) is not depressed, the contact of the brake switch 8 is turned off and the step C101 is performed.
The process proceeds from step 101 to step C113.

Step C102 when the brake pedal (not shown) is depressed
In step C102, the value of the flag I7 indicating that the brake pedal (not shown) is being depressed is set to 0 in step C102. Next, in step C103, it is determined whether or not the value of the flag I2 is 1. The flag I1 is a value indicating that the state in which the deceleration at the time of deceleration performed by depressing a brake pedal (not shown) is larger than a preset reference value for a longer time than a preset reference time as described later. Is 1
This is indicated by Step C103 above
If it is determined that I2 = 1, the process proceeds to step C112 described later, and if it is determined that I2 = 1, the process proceeds to step C104.

When the process proceeds from step C103 to step C104, it is determined whether or not the actual acceleration DVA130 input in step A103 of FIG. 5A satisfies DVA130 <K2 with respect to a preset negative reference value K2. . Since the actual acceleration DVA 130 has a positive value when the vehicle is accelerating, the actual acceleration DVA 130 becomes a negative value when the vehicle decelerates.
The determination of whether 30 <K2 is the same as the determination of whether the deceleration of the vehicle is greater than a preset reference value. Sudden braking with a large deceleration by a brake (not shown) is performed, and if it is determined in step C104 that DVA130 <K2, the process proceeds to step C105.

When the process proceeds to step C107, the value of the flag I1 indicating that the value of the timer TMA for measuring the duration of the state where the deceleration is larger than the reference value is 1 is 1 by indicating that the value is 1. Is determined, the timer TM
If A has already counted the time and it is determined that I1 = 1, the flow proceeds to step C110. If it is determined that the timer TMA has not counted the time and I1 = 1, the flow proceeds to step C108. After setting the value of the flag I1 to 1, in step C109, counting of time by the timer TMA is started, and the flow proceeds to step C110.

In step C110, the time tTMA counted by the time TMA is set to tTM1 with respect to a preset reference time tK1.
It is determined whether or not A> tK1, and if it is determined that tTMA> tK1, the process proceeds to step C111 where the value of the flag I2 is set to 1
After that, the process proceeds to step C112, and if it is determined that tTMA> tK1, the process directly proceeds to step C112.

If it is determined in step C104 that DVA130 <K2 is not satisfied, and the process proceeds to step C105, a brake (not shown)
Since the deceleration due to is not more than the reference value and the timer TMA does not need to count time, the value of the flag I1 is set to 0 in step C105, and then the timer TM
A is reset to stop counting the time, and the count time tTMA is set to 0, and the process proceeds to step C112.

When the state in which the deceleration by the brake (not shown) is larger than the reference value continues for longer than the reference time by the control of steps C103 to C111, the value of the flag I2 is set to 1, and the same value is set to 1 once. It does not change even if it becomes less than the value, and remains at 1 unless it is set to 0 in any step. In step C112, a signal for instructing the minimum opening of the throttle valve at the engine idle position is sent from the control means 10 to the opening / closing means 11, and in the opening / closing means 11, the actuator driving section 16 transmits the signal. Then, a drive signal is transmitted to the throttle valve actuator 15 so as to rotate the throttle valve 12 to the position where the throttle valve is opened, and the throttle valve actuator 15 rotates the throttle valve 12. At this time, the opening of the throttle valve 12 is detected by the throttle valve opening detector 17, and the opening of the detection result is stored in the actuator driver 16.
The drive signal necessary for turning the throttle valve 12 to the position where the throttle valve is opened based on the detection result is continuously fed back to the actuator drive unit.
When the throttle valve 12 is rotated to the above-mentioned position, the drive signal from the actuator driving valve 16 is not sent, and the throttle valve 12 stops at the above-mentioned position to generate a braking force by the engine brake.

As described above, when the brake pedal (not shown) is depressed, the throttle valve is always decelerated.
The vehicle is braked by the engine brake by keeping 12 at the minimum opening which is the engine idle position.

Step on the brake engine (not shown)
When the process proceeds from step C101 to step C113, it is determined whether or not the value of the flag I7 is 1. The flag I7 indicates whether or not the brake pedal (not shown) has been depressed as described above. If the brake pedal (not shown) has been depressed during the previous control cycle, the value of the flag I7 becomes 0. If the brake pedal (not shown) has been depressed during the previous control cycle, the value of the flag I7 is 1. Therefore, in step C113, it is determined whether or not the control is the first control after the brake pedal (not shown) is not depressed. When I7 = 1 in step C113,
When it is determined that the control is not the first control after the brake pedal (not shown) is not depressed, that is, when the brake pedal is not depressed even in the previous control cycle, the process proceeds to step C132. Step C113
When I7 is not 1, when it is determined that the control is the first control after the brake pedal (not shown) is not depressed, that is, the brake pedal is depressed in the previous control cycle. If the brake pedal has not been depressed from the current control cycle, the process proceeds to step C114.

When the process proceeds from step C113 to step C114, the brake pedal (not shown) has not been depressed, and it is not necessary to count the time by the timer TMA as described above. Is 0
It is said. In the next step C115, since the brake pedal (not shown) is not depressed, the value of the flag I7 is set to 1. In step C116, counting of time by the timer TMA is stopped for the same reason as in step C114, and the timer T
MA is reset so that tTMA = 0. Further, the value of the flag I12 indicating that the throttle valve 12 has been opened / closed at the first opening / closing timing in the automatic cruise mode control in the next step C143 is set to 0, and the routine proceeds to step C118.

In step C118, it is determined from the contact information input in step A103 of FIG. 5A whether or not the contact of the accelerator switch 7 is in the ON state. If it is in the OFF state, the process proceeds to step C134, where the value of the flag I2 is set to 0. After setting the value of the flag I3, which indicates that there is, to 1, the process proceeds to step C136.

Therefore, when the value of the flag I2 is set to 1 in step C111, the same value remains at 1 unless the control in step C134 is performed. That is, when the accelerator pedal 1 is depressed, the value of the flag I2 is set to 0. In step C136, as described above, the stepping amount detecting means 2
The throttle valve 12 is controlled based on the target acceleration determined by the accelerator pedal depression amount APS detected by the control unit 10, the change speed DAPS of the APS obtained from the accelerator pedal depression amount APS by the control means 10, and the value of the counter CAPCNG. An accelerator mode control for controlling the engine and controlling the engine is performed, and the throttle non-linear motion control in the current control cycle is ended.

When the accelerator pedal 1 is not depressed and the contact of the accelerator switch 7 is turned on, and the process proceeds from step C118 to step C119, the maximum change rate DAPS of the accelerator pedal depression amount APS when the depression amount of the accelerator pedal 1 is increased. The value of DAPMXS indicating the value is set to 0, and in the next step C120, the value of DAPMXS indicating the minimum value of the change speed DAPS when the depression amount is reduced is set to 0.

Further, in step C121, the step shown in FIG.
Latest actual vehicle speed VAI calculated by interrupt control of A121 to A126
Is input, and in step C122, the value of VAI is substituted for VOFF indicating the actual vehicle speed immediately after the release of the brake pedal (not shown).

Next, in step C123, it is determined whether or not VOFF <K1 with respect to the preset reference value K1.
If it is determined that FF <K1, the process proceeds to step C124, where VO
If it is determined that FF <K1, the process proceeds to Step C126.
If the process has proceeded to step C124, it is determined whether or not the value of the flag I2 is 1, and if it is determined that I2 = 1, the process proceeds to step C125 to set the value of the flag I3 to 0, and then to step C112. Then, as described above, the throttle valve 12 is maintained at the minimum opening at which the engine is at the idle position. If it is determined in step C124 that I2 is not 1, the process proceeds to step C126.

Accordingly, the state in which the deceleration when the brake pedal (not shown) is depressed and the vehicle is braked is larger than the preset reference value continues longer than the preset reference time, and the braking is stopped. When the vehicle speed at the time is smaller than a preset value, when the accelerator pedal 1 is not depressed, priority is given to the braking of the vehicle, and the throttle valve 12 is kept at the minimum opening even after the brake pedal (not shown) is released. The engine brake is operated while being held.

That is, when decelerating by a brake for stopping at an intersection or the like, a brake pedal (not shown) is temporarily released just before the stop in order to reduce an impact at the time of the stop. By holding 12 at the minimum opening, braking is performed by the engine brake.

When the process proceeds to step C126, the value of the flag I3 is set to 1 in step C126, and the value of the flag I8 is set to 1 in step C127. Then, in step C128, the vehicle travels at a constant vehicle speed. The value of VAI is substituted for the target vehicle speed VS at that time. Next, at step C129, the target vehicle speed
The target torque TOM1 required to maintain the vehicle speed at VS is calculated by the following equation (1).

TOM1 = [(W · r / g) · Ks + Ki) · (DVS3-DVA65) + TQ
· TEM] / TQ (1) In the above equation (1), W is detected by the vehicle weight detection unit 13 and the vehicle weight input in step A103 of FIG. The effective radius of the tire being used, g is the gravitational acceleration, and ks is a coefficient for converting to a state where the speed is the first speed, and a value is set corresponding to the speed detected by the speed detecting unit 25. Things. Also, ki is a correction amount relating to the inertia of the engine and the automatic transmission (not shown) around the drive shaft of the vehicle, and TQ is the torque ratio of the automatic transmission (not shown), which is detected by the output shaft rotation number detecting unit 26. Output shaft speed ND input in step A103 above
Is determined by the engine speed detector 19 and divided by the engine speed NE input in step A103, and a speed ratio e obtained as a parameter is set as a parameter based on a characteristic of an automatic transmission (not shown). #MTRATQ
(Not shown).

Further, DVS3 is determined by a map # MDVS3 set using the difference between the target vehicle speed VS and the actual vehicle speed VA as a parameter and having the correspondence shown in FIG. As described above, since the actual vehicle speed is immediately after the brake pedal (not shown) is released, the calculation is performed by setting the difference between the target vehicle speed VS and the actual vehicle speed VA in equation (1) to 0.
The value of DVS3 is also 0 from the correspondence shown in FIG. Also, DV
A65 corresponds to steps A121 to A12 in FIG.
The actual acceleration and TEM calculated in step A103 and input in step A103 are detected by the actual torque calculation unit 20 by the intake air amount detection unit 18 and the intake air amount AE input in step A103 is detected by the engine speed detection unit 19. Detected in the above steps
The actual torque that is currently being output by the engine, determined by a map #TEMAP (not shown) set in advance based on the characteristics of the engine using AE / NE divided by the engine speed NE input in A103 and the above NE as parameters. It is.

When the process proceeds from step C129 to step C130, the target torque TOM and the engine speed NE are set as parameters based on the characteristics of the engine, and the throttle necessary for the torque output from the engine to become equal to the target torque is set. From the map #MTH (not shown) used for determining the valve opening degree θTH, the above-described step C129 is performed.
Target torque TOM1 and engine speed detector 19
And reads the throttle valve opening θTH1 corresponding to the engine speed NE input at step A103 and proceeds to step C131.

In step C131, a signal instructing the throttle valve opening θTH1 read in step C130 is sent from the control means 10 to the opening / closing means 11, and in the opening / closing means 11, the actuator driving section 16 receives the signal, and receives a A drive signal to rotate the throttle valve 12 to a position where the throttle valve opening θTH1 is reached,
The throttle valve actuator 15 rotates the throttle valve 12. At this time, the opening of the throttle valve 12 is detected by the throttle valve opening detector 17 and the detection result is fed back to the actuator driver 16, so that the throttle valve opening θTH1 is moved to a position based on the detection result. A drive signal required for the rotation of the throttle valve 12 is continuously transmitted from the actuator drive unit 16, and when the throttle valve 12 is rotated to the position, the drive signal from the actuator drive unit 16 is not transmitted, The valve 12 stops at the above position.

The above operation causes the throttle valve 12 to operate the intake passage (not shown).
The opening and closing of the valve changes the amount of air taken into the engine, and the amount of fuel to be supplied to the engine based on the detection result of the intake air amount detector 18 that detects the amount of air and the operating state of the engine. The fuel amount determined by the fuel control device (not shown) that determines the above changes, and as a result, the engine output changes, and a torque equal to the target torque TOM1 is output from the engine.

If it is determined in step C113 that the value of the flag I7 is 1, and the process proceeds to step C132, the accelerator switch 7 is obtained from the contact information input in step A103.
It is determined whether or not the contact is in the ON state. If it is determined that the accelerator pedal 1 is depressed and the contact is not in the ON state, the process proceeds to step C133 where the value of the flag I12 is set to 0.
After that, in step 134, the value of the flag I2 is set to 0, and in step C135, the value of the flag I3 is set to 1.

Therefore, as in the case where the value of the flag I2 is set to 1 in the step C111, similarly to the case where the process proceeds from the step C118 to the step C134, the process proceeds to the step C134 from the step C132 via the step C133, whereby the value is changed. Since the value is set to 0, the flag I2 whose value is set to 1 in the step C111 does not change until the accelerator pedal 1 is depressed, in addition to the case where the process proceeds from the step C118 to the step C134.

Further, since the accelerator mode control is performed when the process proceeds from step C135 to step C136, the accelerator mode control of step C136 is performed when the accelerator pedal 1 is depressed, together with the case where the process proceeds from step C118 to step C134. .

If it is determined in step C132 that the contact of the accelerator switch 7 is in the ON state without stepping on the accelerator pedal 1, the maximum value DAPM of the change speed DAPS is determined in step C137.
After setting the value of XO to 0 and setting the value of the minimum value DAPMXS of the change speed DAPS to 0 in step C138, it is determined in step C139 whether the value of the flag I3 is 1. Flag I3 above
Is zero, the throttle valve 12
Indicates that the throttle valve should be held at the position of the minimum opening of the throttle valve at which the engine is at the idle position. .

If the value of the flag I3 is 1, the process proceeds to step C140, and it is determined whether the value of the flag I12 is 1. When the value of the flag I12 is 0, the opening and closing of the throttle valve 12 at the first opening / closing timing has not been performed since the auto cruise mode control in step C143 described later is performed in each control cycle, Since there is a possibility that the opening degree of the conventional throttle valve may be greatly changed, it is necessary to open and close the throttle valve 12 more accurately, and to quickly and accurately shift to the constant vehicle speed running by the above-mentioned auto cruise mode control. Best follow the change of the actual value until immediately before the opening and closing, since the data having the value closest to the same value is required, proceed to step C141, the actual acceleration DVA used in the auto cruise mode control As the value, the DVA 65 that most closely follows the actual change in the acceleration of the vehicle as described above and has the value closest to the acceleration is adopted.

When the value of the flag I12 is 1, since the opening and closing has been performed at least once, there is no large change in the opening degree of the throttle valve. Since the difference between the measured data and the measured data is small, the process proceeds to step C142 with emphasis on control stability, and as described above, the DVA65
The DVA 130, which has lower tracking performance but higher stability, is adopted as the value of the actual acceleration DVA.

In step C141 or step C142, the actual acceleration DV
After setting the value of A, the process proceeds to the next step C143, in which auto cruise mode control described later is performed, and the non-throttle control in the current control cycle is terminated.

As described above, by performing the throttle non-linear movement control shown by steps C101 to C143 in FIG. 7, when the brake pedal (not shown) is depressed and the control is being performed, the throttle valve 12 is set to the engine idle state. The position is kept at the minimum opening, and braking by the engine brake is performed in parallel. When the brake pedal is released and the accelerator pedal 1 is depressed, the accelerator mode control is performed. In addition, when the brake pedal (not shown) is released and the accelerator pedal 1 is not depressed, a state in which the deceleration due to braking when the brake pedal (not shown) is depressed is larger than a reference is preset. If the vehicle speed is longer than the predetermined time and the vehicle speed immediately after the release of a brake pedal (not shown) is smaller than a preset reference value, the throttle valve 12 is held at the minimum opening at the engine idle position and the vehicle is braked by the engine brake. Continued. In the above case, when the deceleration is equal to or less than a reference, the time is equal to or less than a preset time, or when the vehicle speed after releasing a brake pedal (not shown) is equal to or more than the reference value, immediately after releasing the brake pedal (not shown). The vehicle travels at a constant vehicle speed with the actual vehicle speed as the target vehicle speed. However, the timing of releasing the brake pedal (not shown) and the opening and closing timing of the throttle valve 12 are completely unrelated. Since it is not the timing, immediately after releasing the brake pedal (not shown), the throttle valve 12 is rotated to the position of the throttle valve opening which is estimated to maintain the actual vehicle speed immediately after the release, and then in the next control cycle Then, auto cruise mode control described later is performed. After the brake pedal (not shown) is released and the accelerator pedal 1 is depressed to perform an accelerator mode control described later, when the accelerator pedal 1 is released, the auto cruise mode control is performed.

In the throttle non-linear motion control, step C1 in FIG.
The accelerator mode control of 36 is performed according to the flowchart of steps D101 to D126 shown in FIG.

First, in step D101, it is determined whether or not the map # MDVS6S has been used to obtain the target acceleration DVS6 in the previous control cycle of the accelerator mode control. The map # MDVS6S is a map for obtaining the target acceleration DVS6 using the accelerator pedal depression amount APS detected by the depression amount detection means 2 and inputted at step A103 in FIG. 5A as a parameter. The APS and DVS6 are used when the amount decreases, and the #MDV in FIG.
It has the correspondence indicated by S6S. Step D above
In 101, when it is determined that the map # MDVS6S has been used in the previous control cycle, it is determined that the control at the time of reducing the stepping amount was performed last time, and the process proceeds to Step D112, and the map # MDVS6S is not used in the previous control cycle. If it is determined that the control for decreasing the stepping amount was not performed last time, the process proceeds to step D102.

When the process proceeds to step D102, the change speed DAPS of the accelerator pedal depression amount APS calculated by the interrupt control of steps A119 to A120 in FIG. 5C and input in step A103 in FIG. DAPS <for a preset reference value K6
It is determined whether it is K6. If it is determined in step D102 that DAPS <K6, the accelerator pedal 1
The process proceeds to step D103 as the stepping amount of
If it is determined that PS <K6 is not satisfied, it is determined that the depression amount of the accelerator pedal 1 is increasing, and the process proceeds to step D105.

When the process proceeds to step D103, since the previous control was performed when the depression amount was increased and this time, conversely, the depression amount was decreasing, the change when the depression amount of the accelerator pedal 1 was increasing was performed. The value of the maximum value DAPMXO of the speed DAPS is set to 0, and in the next step D104, the value of the minimum value DAPMXS of the change speed DAPS when the depression amount of the accelerator pedal 1 is decreasing is set to 0, and then in step D115 Proceed to.

Note that DAPMXS is a value at the time when the depression amount of the accelerator pedal 1 is decreasing, so that a value of 0 or less is always set.

When the process proceeds from step D101 to step D112, the change speed DAPS is set to DAPS>
It is determined whether it is K7. If it is determined in step D112 that DAPS> K7, it is determined that the depression amount of the accelerator pedal 1 is increasing, and the process proceeds to step D113>. If it is determined that DAPS> K7, the depression of the accelerator pedal 1 is not It is determined that the amount is decreasing and the process proceeds to Step D115.

When the process proceeds to step D113, the value of the DAPMXO is set to 0 because the previous control was performed when the stepping amount was reduced and the reverse stepping amount was increasing this time, and the next step D1 was executed.
After the value of DAPMXS is set to 0 in 14, the process proceeds to step D115.

Accordingly, when the depression amount of the accelerator pedal 1 is increasing, the control of steps D105 to D111 is performed, and then the control of steps D122 to D126 is performed. When the depression amount of the accelerator pedal 1 is decreasing, steps D115 to D115 After the control of D121 is performed, the control of steps D122 to D126 is performed.

When the process proceeds to step D105, the target acceleration DVS6 corresponding to the accelerator pedal depression amount APS detected by the depression amount detection means 2 and input in step A103 of FIG. 5A is read from the map # MDVS60. The above map # MDVS60
Is used to determine the target acceleration DVS6 when the accelerator pedal depression amount is increasing while using the accelerator pedal depression amount APS as a parameter. The APS and the DVS
6 has a correspondence indicated by # MDVS60 in FIG.

In the next step D106, the DAPMXO stored in the previous control cycle is compared with the DAPS in the current control cycle. Is assigned to DAPMXO in step D107, and the flow advances to step D108. If it is determined that DAPMXO <DAPS, the DAPMXO stored in the previous control cycle is stored as it is, and the process proceeds to step D108.

In step D108, the DAPMXO determined as described above
Is continued from the map # MDVS70. The map # MDVS70 is for obtaining the target acceleration DVS7 when the depression amount of the accelerator pedal 1 is increasing by using the DAPMXO as a parameter.
Has a corresponding relationship indicated by # MDVS70 in FIG.

According to the control in steps D106 to D108, the more the accelerator pedal 1 is depressed faster, the more rapid the acceleration. However, as shown by # MDVS70 in FIG.
When the DAPMXO exceeds a certain value, the value of the target acceleration DVS7 becomes constant, so that extreme rapid acceleration is not performed.

In the next step D109, the accelerator pedal depression amount APS
The change speed DAPS of the DA with respect to the preset reference value K8
It is determined whether or not PS> K8. If it is determined that DAPS> K8, the process proceeds to step D110 assuming that the change when the depression amount of the accelerator pedal 1 is increased is large, and if it is determined that DAPS> K8 is not satisfied. The process proceeds to step D111 assuming that the change when the stepping amount is increased is not large.

When the process proceeds from step D109 to step D110, the value of the counter CAPCNG is set to 1, and the process proceeds to step D111.

In step D111, the target acceleration DVS8 corresponding to the value of the counter CAPCNG is read from the map # MDVS80. The map # MDVS80 is used to obtain a target acceleration DVS8 when the depression amount of the accelerator pedal 1 is increasing using the value of the counter CAPCNG as a parameter. The value of the counter CAPCNG and the value of the DVS8 15 has a correspondence relationship indicated by # MDVS80.

The value of the counter CAPCNG used in step D111 is
As described above, the value of the counter CAPCNG is always 0 unless a value other than 0 is set by the interrupt control of steps A116 to A118 in FIG. 5B, and as a result, the map # The target acceleration DVS8 continued from MDVS80 also becomes 0 as is clear from # MDVS80 in FIG. When the change speed DAPS is larger than the reference value K8, the counter is determined in step D110 as described above.
Since the value of CAPCNG is set to 1, the value of the counter CAPCNG is always set to 1 while the change speed DAPS is larger than the reference value K8.
At this time, the target acceleration DVS8 read from the map # MDVS80 in step D111 has the maximum value in the map # MDVS80 as is apparent from # MDVS80 in FIG. After the value of the counter CAPCNG is set to 1 in step D110, the control loops once again to step D109 via step D102, and the increase in the amount of depression of the accelerator pedal 1 is reduced or stopped, and DAPS> K8 is not satisfied. When the process proceeds to step D111 by determining that the value of the counter CAPCNG is equal to the fifth value without passing through the step D110.
The value is determined by the interrupt control in steps A116 to A118 in FIG. In the interrupt control, in step A116, a value obtained by adding 1 to the previous value of the counter CAPCNG is set as the same CAPCNG value.
It is determined whether the value of NG is 1 or not. If the value of the counter CAPCNG is set to 1 in step D110 as described above, the new value of CAPCNG becomes 2 in step A116, and step A117 As a result of the above, the value of CAPCNG remains at 2.

Further, when the control of proceeding from step D101 to step D105 through step D102 in FIG. 8 is repeated, the value of the counter CAPCNG is incremented by one as described above by the interrupt control unless DAPS> K8 in step D109. To increase. At this time, the target acceleration DVS8 read from the map # MDVS80 in step D111 decreases as the value of the counter CAPCNG increases, as apparent from the relationship indicated by # MDVS80 in FIG. DVS8 becomes 0 when the value exceeds a certain value.

In the control in steps D109 to D111 as described above, after it is determined that the change speed when the depression amount of the accelerator pedal 1 is increased is large, and the target acceleration is set, the increase in the depression amount is reduced or stopped. When it is determined that the speed of change is not large, the target acceleration is gradually reduced, so that the change in acceleration at the time of transition from rapid acceleration to gentle acceleration is made gentle.

Step D104 or Step D112 to Step D115
When the process proceeds to step # 103, the target acceleration DVS6 corresponding to the accelerator pedal depression amount APS detected by the depression amount detection means 2 and input in step A103 of FIG.
Read from S. The map # MDVS6S is for obtaining a target acceleration DVS6 when the depression amount of the accelerator pedal 1 is decreasing by using the accelerator pedal depression amount APS as a parameter. The APS and the DVS6 are shown in FIG. It has a corresponding relationship indicated by # MDVS6S in FIG.

In the next step D116, the DAPMXS stored in the previous control cycle is compared with the DAPS in the current control cycle, and when it is determined that DAPMXS> DAPS, the value of the DAPMX Is assigned to DAPMXS in step D117, and the flow advances to step D118. If it is determined that DAPMXS> DAPS is not satisfied, DAPMXS stored in the previous control cycle is stored as it is, and the process proceeds to step D118.

In step D118, the target acceleration DVS7 corresponding to the DAPMXS determined as described above is read from the map # MDVS7S. The map # MDVS7S is for obtaining the target acceleration DVS7 when the depression amount of the accelerator pedal 1 is decreasing using the DAPMXS as a parameter. The DAPMXS and the DVS7 are calculated by It has the correspondence shown. The above DAPMXS is 0 or a negative value as described above because it is the change speed of the depression amount when the depression amount of the accelerator pedal 1 is decreasing.
Since DVS7 also takes a negative value as indicated by # MDVS7S in FIG. 14, the absolute value of DVS7 becomes the deceleration. The above steps
According to the control of D116 to D118, the acceleration decreases more rapidly as the depression amount of the accelerator pedal 1 decreases more quickly.

In the next step D119, the accelerator pedal depression amount APS
It is determined whether or not the change speed DAPS of DAPS is smaller than a preset negative reference value K9, and if it is determined that DAPS is smaller than K9, the change when the depression amount of the accelerator pedal 1 is reduced is determined. Is large, the process proceeds to step D120, and if it is determined that DAPS <K9 is not satisfied, the process proceeds to step 121 assuming that the change when the stepping amount is reduced is not large.

When the process proceeds from step 119 to step D120, the value of the counter CAPCNG is set to 1, and the process proceeds to step D121.

In step D121, the target acceleration DVS8 corresponding to the value of the counter CAPCNG is read from the map # MDVS8S. The map # MDVS8 is for obtaining a target acceleration DVS8 when the depression amount of the accelerator pedal 1 is decreasing using the value of the counter CAPCNG as a parameter. The value of the counter CAPCNG and the value of the DVS8 are It has the correspondence indicated by # MDVS8S in FIG. The target acceleration DV
Since S8 is 0 or a negative value as indicated by # MDVS8S in FIG. 15, the absolute value of DVS8 is deceleration.

The value of the counter CAPCNG used in step D121 is
As described above, it is set by the interrupt control in steps A116 to A118 in FIG. 15 (b) and is always 0 unless a value other than 0 is substituted. At this time, the map #MDVS
The target acceleration DVS8 read from 8S is also indicated by #MD in FIG.
As is clear from VS8S, it becomes 0. In addition, the above change speed
When DAPS is smaller than the reference value K9, as described above, the value of the counter CAPCNG is set to 1 in step D120. Therefore, while the change speed DAPS is smaller than the reference value K9, the counter CAPCNG is always The value is 1, and the target acceleration DVS8 read from the map # MDVS8S in step D121 at this time is, as is clear from # MDVS8S in FIG.
In the map # MDVS8S, the minimum negative value, that is, the absolute value of the DVS8 is the maximum deceleration. After the value of the counter CAPCNG is set to 1 in step D120, the control loops once again to step D119 through step D112, and the decrease in the amount of depression of the accelerator pedal 1 is reduced or stopped, and DA
If the process proceeds to step D121 by judging that PS <K9 is not satisfied, the value of the counter CAPCNG is determined by the interrupt control in steps A116 to A118 in FIG. Value. In the interrupt control, a value obtained by adding 1 to the previous value of the counter CAPCNG is set as the value of the same CAPCNG in step A116, and it is determined whether or not the value of the CAPCNG is 1 in step A117. As described above, in step D120, the counter CAPC
If the value of NG is set to 1, in step A116
The new value of CAPCNG becomes 2, and the value of CAPCNG remains at 2 due to the above determination in step A117.

Further, when the control of proceeding from step D101 to step D115 through step D112 in FIG. 8 is repeated, step D119 is performed.
Unless DAPS <K9, the above counter CAPCNG
Is increased by 1 as described above by the interrupt control. At this time, the target acceleration DVS8 read from the map # MDVS8S in step D121 increases as the value of the counter CAPCNG increases, as is clear from the relationship indicated by # MVS8S in FIG. When the value exceeds a certain value, DVS8 becomes 0. Steps D119 to D1 as described above
The control by 21 determines that the negative change rate when the depression amount of the accelerator pedal 1 is reduced is small and sets a negative target acceleration, and then the decrease in the depression amount is moderated or stopped. When it is determined that the change speed is not low, the target acceleration is also gradually increased, so that the change in the acceleration at the time of transition from a rapid decrease in the amount of depression to a slow decrease is moderated. is there.

When the process proceeds from step D111 or step D121 to step D122, the sum of the target accelerations DVS6, DVS7 and DVS8 obtained in steps D105 to D111, or step D115
The total sum of the target accelerations DVS6, DVS7, and DVS8 obtained in D121 to D121 is calculated as the total target acceleration DVS in the accelerator mode control.

Next, in step D123, a target torque TOMA necessary to obtain an acceleration of the vehicle equal to the target acceleration DVS is calculated by the following equation (2). TOMA = [(Wr / g) k
s + ki) · DVS + R ′ · r] / TQ (2) In the above equation (2), W, r, g, ks, ki, and TQ are the equations shown in the above description of the throttle non-linear motion control. It is the same as that used in (1). In the above equation (2),
R ′ is a running resistance during running of the vehicle calculated by the following equation (3).

R ′ = μr · W + μ air · A · VA ² (3) In the above equation (3), μr is the rolling resistance coefficient of the vehicle, and W is the same as that used in the above equation (2). 5 (a) detected by the weight detection unit 24
The vehicle weight entered in A103, μ air is the air resistance coefficient of the vehicle,
A is the front projected area of the vehicle, VA is the step in FIG.
This is the actual vehicle speed calculated by the interrupt control of A121 to A126 and input in step A103 of FIG. 5 (a).

When the process proceeds from step D123 to step D124, the target torque TOMA calculated in step D123 and the engine speed detecting unit 19 are detected and step A103 in FIG.
Is read from the map #MTH corresponding to the engine speed NE input in the step # 1. The map #MTH is the same as that used in step C130 in the flowchart of FIG. 7 showing the details of the above-described throttle non-linear motion control.

In the next step D125, it is determined whether or not the value of a flag I11 indicating that it is time to open and close the throttle valve 12 is 1. If it is determined that I11 = 1, it is the timing to open and close the throttle valve 12, so the process proceeds to step D126. If it is not I11 = 1, it is not the timing to open and close the throttle valve 12, so the throttle valve The opening and closing of 12 is not performed, and the accelerator mode control in the current control cycle ends.

In step D126, a signal instructing the throttle valve opening θTHA read in step D124 is sent from the control means 10 to the opening / closing means 11. In the opening / closing means 11, the actuator driving section 16 receives the signal and sets the throttle valve actuator. A drive signal is sent to the throttle valve 15 to rotate the throttle valve 12 to a position where the throttle valve opening θTHA is reached, and the throttle valve actuator 15
Rotate 12 At this time, the opening of the throttle valve 12 is detected by the throttle valve opening detector 17 and detected by the detector 17, and the detection result is fed back to the actuator drive unit 16. A drive signal required for turning the throttle valve 12 to the position where the throttle valve opening θTHA is reached is continuously sent from the actuator drive unit 16 and when the throttle valve 12 is turned to the above position, the actuator drive unit 16 The drive signal is no longer transmitted, the throttle valve 12 stops at the above position, and the accelerator mode control in the current control cycle ends.

The above operation causes the throttle valve 12 to operate the intake passage (not shown).
The opening and closing of the intake air amount changes the amount of air taken into the engine, and the intake air amount detector 18 detects the amount of air.
The fuel amount determined by a fuel control device (not shown) that determines the amount of fuel to be supplied to the engine based on the detection result of the engine and the operating state of the engine changes. A torque equal to the torque TOMA is output from the engine.

As described above, the accelerator mode control determines the target acceleration based on the amount of depression of the accelerator pedal 1, the speed of change of the amount of depression, and the direction of change of the amount of depression. The valve 12 is opened and closed to control the engine. In the throttle non-linear motion control, the auto cruise mode control in step C143 in FIG. 7 is performed according to the flowchart in steps E101 to E113 shown in FIG.

First, in step E101, it is determined whether or not the contact point of the accelerator switch 7 was in the ON state in the previous control cycle. If it is the first control cycle after the contact of the accelerator switch 7 with the accelerator pedal 1 released is in the ON state, it is determined in step E101 that the contact of the accelerator switch 7 was not in the ON state in the previous control cycle. Proceed to E102. If the accelerator pedal 1 has already been released in the previous control cycle, it is determined in step E101 that the contact point of the accelerator switch 7 was in the ON state in the previous control cycle.
Go to 08.

When the process proceeds to step E102, the accelerator pedal 1 is depressed in the previous control cycle, and the above-described accelerator mode control is performed and the auto cruise mode control is not performed. The value of the flag I8 indicating that the vehicle speed is kept substantially constant by the mode control is set to 1.

In the next step E103, the latest actual vehicle speed VAI calculated by the interrupt control in steps A121 to A126 in FIG. 5D is input as the actual vehicle speed immediately after the accelerator pedal 1 is released. The above VAI is substituted. Further, in step E105, a target torque TOM3 required to maintain the vehicle speed at the target vehicle speed VS is calculated by the following equation (4).

TOM3 = [((W · r / g) · ks + ki) · (DVS3-DVA65) +
TQ.TEM] / TQ (4) The above equation (4) is exactly the same as the equation (1) used in step C129 in FIG.

When the process proceeds from step E105 to step E106, it corresponds to the target torque TOM3 calculated in step E105 and the engine speed NE detected by the engine speed detector 19 and input in step A103 in FIG. The throttle valve opening θ TH3 to be read is read from the map #MTH, and the process proceeds to Step E107.

In step E107, a signal instructing the throttle valve opening θ TH3 read in step E106 is sent from the control means 10 to the opening / closing means 11. A drive signal is sent to the actuator 15 so as to rotate the throttle valve 12 to the position where the throttle valve opening degree θ TH3 is reached, and the throttle valve actuator 15 rotates the throttle valve 12. At this time, the opening of the throttle valve 12 is detected by the throttle valve opening detector 17 and the result of the detection is fed back to the actuator driver 16, so that the throttle valve opening θ TH3 is determined based on the detection result. The drive signal required for the rotation of the throttle valve 16 is continuously transmitted from the actuator drive unit 16, and when the throttle valve 12 is rotated to the position, the drive signal from the actuator drive unit 16 is not transmitted, and the throttle signal is not transmitted. The valve 12 stops at the upper position, and the auto cruise mode control in the current control cycle ends. When the throttle valve 12 opens and closes an intake passage (not shown) by the above operation, the amount of air taken into the engine changes, and the detection result of the intake air amount detecting unit 18 for detecting the same amount of air and the operation of the engine The fuel amount determined by a fuel control device (not shown) that determines the amount of fuel to be supplied to the engine based on the state changes, and as a result, the engine output changes. As a result, the engine output changes. A torque equal to the target torque TOM3 is output from the engine.

When the process proceeds from step E101 to step E108, target vehicle speed control is performed in step E108, the vehicle speed approaches the target vehicle speed, and a target acceleration DVS required to perform the constant vehicle speed traveling as a substantially constant value is determined. Later, step E
At 109, the target torque TOM2 required to make the vehicle acceleration equal to the target acceleration DVS is calculated by the following equation (5).

TOM2 = [((W · r / g) · ks + ki) · (DVS-DVA) + TQ
[TEM] / TQ (5) Although the above equation (5) is the same as the above equation (1) or (4), the DVA in the above equation (5) is the same as the step C140 in FIG. To the actual acceleration specified in C142.

Next, in step E110, the target torque TOM2 calculated in step E109 and the throttle speed corresponding to the engine speed NE detected by the engine speed detector 19 and input in step A103 of FIG. The valve opening degree θTH2 is read from the map #MTH, and the process proceeds to Step E111.

In step E111, it is determined whether or not the value of the flag I11 is 1. If it is determined that I11 = 1, it is determined that it is the timing to open and close the throttle valve 12, and the process proceeds to step E112. If it is determined that = 1, it is not the timing to open and close the throttle valve 12, and the auto cruise mode control in the current control cycle ends without opening and closing the throttle valve 12.

If the process proceeds from step E111 to step E112, the throttle valve 12
After the value of the flag I12 is set to 1, the routine proceeds to step E113, and the routine proceeds to step E110 until the position of the throttle valve opening θTH2 read in step E110 is reached.
The throttle valve 12 is rotated in the same manner as 107. By the operation of the throttle valve 12, a torque equal to the target torque TOM2 is output from the engine in the same manner as in step E107.

As described above, in the auto cruise mode control, the timing of releasing the accelerator pedal 1 and the opening / closing timing of the throttle valve 12 are completely unrelated, and the time when the accelerator pedal 1 is released does not always coincide with the opening / closing timing. Immediately after the release of the pedal 1, the throttle valve opening θTH3 is assumed to maintain the actual vehicle speed immediately after the release.
Tentatively, the throttle valve 12 is rotated to the position where the throttle valve opening θTH3 is obtained, and from the next control cycle, the throttle valve 12 is opened / closed at each of the opening / closing timings to reduce the vehicle speed to the target vehicle speed. The engine is controlled so as to approach and drive at a constant vehicle speed. The target vehicle speed control in step E108 is performed according to the flowchart of F101 to F116 shown in FIG.

First, in step F101, it is determined whether or not the value of the flag I8 is 1, and if it is determined that I8 = 1, it is determined that the actual vehicle speed is not a substantially constant value, and the process proceeds to step F1.
Proceeding to 02, if it is determined that I8 is not 1, it is determined that the actual vehicle speed is a substantially constant value, and the flow proceeds to step F109.

As described above, the target vehicle speed control is performed when both the brake pedal (not shown) and the accelerator pedal 1 are released, but after the brake pedal (not shown) is released, the accelerator pedal 1 is not depressed. When the state is reached, the value of I8 is set to 1 in step C127 of FIG.
When the accelerator pedal 1 is once depressed after the release of the brake pedal (not shown) and the accelerator mode control is performed in step C136 in FIG. Therefore, at the time of the first target vehicle speed control after shifting to the auto cruise mode control, the control always proceeds from step F101 to step F102 to perform the control.

When the process proceeds from step F101 to step F102, it is determined whether the value of the flag I11 is 1 or not.
If it is determined that it is 1, it is determined that it is the timing to open and close the throttle valve 12, and the process proceeds to step F103, where I 11 =
If it is determined that it is not 1, it is determined that the timing is not the above, and the target vehicle speed control in the current control cycle is ended. When the process proceeds to step F103, the actual vehicle speed calculated as the temporary value of the target vehicle speed VS by the interrupt control of steps A121 to A126 in FIG. 5D and input in step A103 in FIG. VA is assigned. The upper target vehicle speed VS is prepared for a control when the vehicle speed becomes substantially constant, is set in advance from the time when the vehicle speed does not become substantially constant, and is updated every control cycle until the vehicle speed becomes substantially constant. Then step F1
In step 04, the value is set to DV in steps C140 to C142 in FIG.
It is determined whether or not the absolute value of the actual acceleration DVA as A65 or DVA 130 with respect to a preset reference value Kα is | DVA | <Kα. The vehicle speed already becomes substantially constant at the time when the control of steps E102 to 107 in FIG. 9 is performed, or the vehicle speed becomes substantially constant by the control of steps F102 to F107 in FIG. However, if it is determined in step F104 that | DVA | <Kα, step F104
After setting the value of the flag I8 to 1 in 108, the process proceeds to step F109. In addition, the vehicle speed is not substantially constant, and the acceleration of the vehicle speed does not decrease and | DVA | <Kα
If not, the process proceeds to step F105.

In step F105, it is determined whether or not the actual acceleration DVA is a positive value.
Proceed to F107, and if it is determined that the value is not a positive value, step
Proceed to F106. When the process proceeds to step F106, since the actual acceleration DVA is a negative value, a value obtained by adding a preset correction amount △ DV2 to the actual acceleration DVA is set as the target acceleration DVS, and when the process proceeds to step F107, Since the actual acceleration DVA is a positive value, a value obtained by subtracting the correction amount △ DV2 from the actual acceleration DVA is set as the target acceleration DVS. Accordingly, if the control of steps F105 to F107 is repeated every time the throttle valve 12 is opened and closed without the vehicle speed becoming substantially constant, the throttle valve 12 obtains the target acceleration DVS at step E113 in FIG. Since the pivot angle is turned to the position where the opening degree is reached, the value of the target acceleration DVS gradually approaches 0 in step F106 or step F107, so that the actual acceleration DV
A also gradually approaches 0, and the vehicle speed gradually becomes constant. If it is determined in step F104 that | DVA | <Kα, the process proceeds to step F109 through step F108 as described above.
Then, in the control cycle at this time, VS set in step F103 becomes the target vehicle speed for constant vehicle speed traveling.

When the process proceeds from step F101 or step F108 to step F109, the positive contact of the target vehicle speed change switch 9 (not shown)
Is determined to be in the ON state, and if it is determined to be in the ON state, the process proceeds to step F110.
After the value obtained by adding the preset correction amount VT3 to the target vehicle speed VS set in F103 is set as the new target vehicle speed VS, the process proceeds to step F113. Go to F111.

In step F111, it is determined whether or not one side contact (not shown) of the target vehicle speed change switch 9 is in an ON state.
When it is determined that the vehicle is in the state, the process proceeds to step F112, and a value obtained by subtracting the correction value VT3 from the target vehicle speed VS set in step F103 is set as a new target vehicle speed VS, and then the process proceeds to step F113. If it is determined that it is not in the ON state, the process directly proceeds to step F113.

The target vehicle speed VS is changed by the target vehicle speed change switch 9 under the control of steps F109 to F112, and the ON state of the + side contact (not shown) of the target vehicle speed change switch 9 is continued. When the target vehicle speed VS is increased by F110 and the ON state of one contact (not shown) of the target vehicle speed change switch 9 is continued, the target vehicle speed VS is decreased by the above-described step F112 for each control cycle.

Further, the change of the target vehicle speed VS as described above under the control of steps F109 to F112 is performed when the absolute value of the actual acceleration DVA decreases and is determined to be smaller than the reference value Kα in step F104, or in step F108 according to the determination. With flag I8
Is set to 0, and after the next control cycle, step F101
Is performed only when it is determined that I8 = 1 is not satisfied.
Only when the vehicle speed becomes substantially constant, the target vehicle speed VS can be changed by the target vehicle speed change switch 9. Step F113
Then, the difference VS-VA between the target vehicle speed VS and the actual vehicle speed VA input in step A103 of FIG. 5 (a) is calculated. In the next step F114, the responsiveness is determined because the vehicle speed is substantially constant. It is determined that the control having higher stability than the control emphasizing is required, and the value of the actual acceleration DVA is calculated by the interrupt control of steps A121 to A126 in FIG. 5D, and FIG.
The actual acceleration DVA850 input in step A103 is designated.

Next, in step F115, the target acceleration DVS4 corresponding to the VS-VA calculated in step F113 is obtained, and in step F116, the DVS4 is set as the value of the target acceleration DVS used in step E109 in FIG. 9 described above. After that,
As described above, the control in steps E109 to E113 in FIG. 9 is performed, and the vehicle travels at a constant vehicle speed at the target vehicle speed Vs.

The control of the setting of the target acceleration DVS4 in step F115 is performed according to the flowchart shown by steps G101 to G106 in FIG. First, in step G101,
The target acceleration DVS3 corresponding to the VS-VA calculated in step F113 in FIG. 10 is read from the map # MDVS3. The map # MDVS3 is for obtaining the target acceleration DVS3 using the VS-VA as a parameter as described above, and the VS-VA and the target acceleration DVS3 have a correspondence relationship shown in FIG. . Next, in step G102, the VS
-Read the acceleration tolerance DVMAX corresponding to VA from the map #MDVMAX. The map #MDVMAX is for obtaining the acceleration tolerance DVMAX using the VS-VA as a parameter, and the VS-VA and the acceleration tolerance DVMAX have a correspondence relationship shown in FIG.

When the process proceeds from step G102 to step G103, an acceleration difference DVX is calculated by subtracting the actual acceleration DVA whose value has been set in step F114 in FIG. 10 from the target acceleration DVS3, and in the next step G104, the DVX is calculated as the acceleration It is determined whether DVX <DVMAX with respect to the tolerance DVMAX.

If it is determined in step G104 that DVX <DVMAX, the process proceeds to step G105, and the value of the target acceleration DVS3 is substituted for the target acceleration DVS4. Also, the above step G1
When it is determined in step 04 that DVX <DVMAX is not satisfied, the process proceeds to step G106, where the sum of the actual acceleration DVA and the acceleration tolerance DVMAX is substituted for the target acceleration DVS4. As described above, by performing the control of steps G101 to G106, regarding the change of the target acceleration DVS4 for realizing the constant vehicle speed running at the target vehicle speed after the vehicle speed becomes substantially constant,
The amount of change of the target acceleration DVS4 is restricted to the acceleration tolerance DVMAX or less.

The following effects can be obtained by controlling the throttle valve 12 by the throttle valve control device according to the embodiment of the present invention as described above.

Immediately after the start of the engine, until the engine speed rises to a steady-state speed, or when the operating condition of the engine becomes unstable due to any cause and the engine speed decreases, the accelerator pedal 1 moves with respect to the movement of the accelerator pedal 1. Since the throttle 12 operates in the same state as the state where the throttle valve 1 and the throttle valve 12 are mechanically directly connected to each other, and control is not performed by a factor that changes in accordance with the operation state, the control of the throttle valve 12 is stably performed. Thus, the operation state of the engine is further prevented from becoming unstable.

When the brake pedal is depressed and braking by the vehicle brake (not shown) is performed, the throttle valve 12
Is held at the minimum opening at which the engine becomes the idle position, so that the braking effect by the engine brake can be obtained in addition to the braking by the brake (not shown). Further, after the brake pedal (not shown) is released, braking is performed at a deceleration higher than the reference when the brake pedal (not shown) is depressed, and the duration of the braking is longer than the reference value. If the vehicle speed when the brake pedal (not shown) is released is lower than the reference value, the throttle valve 12 is held at the above position until the accelerator pedal 1 is depressed.
When the vehicle is decelerated by a brake to stop at an intersection or the like, the brake pedal (not shown) is released immediately before the stop, so that gentle braking by the engine brake is performed and unpleasant impact at the time of the stop is reduced. Can be prevented. Also, in the case where the vehicle speed is sufficiently reduced to apply the above-mentioned condition even when sudden braking is performed by a brake for danger avoidance or the like, a brake pedal (not shown).
Even if is released, braking by the engine brake is continued, so that the above-described danger avoidance and the like can be performed safely and reliably. If the brake pedal (not shown) is depressed and the accelerator pedal 1 is not depressed and the brake pedal (not shown) is released without performing the braking in the above-mentioned state, the braking immediately after the release is performed. Since the vehicle speed is maintained constant with the vehicle speed as the target vehicle speed, there is no need to depress the accelerator pedal 1 after releasing the brake pedal (not shown), and depress the brake pedal (not shown) as in a conventional constant speed traveling device. It is no longer necessary to reset the target vehicle speed that is reset every time the brake pedal (not shown) is released, and the vehicle can run at a constant vehicle speed even on a relatively congested road. There is no need to keep pressing the brake pedal (not shown), and the burden on the driver is reduced. Further, during a period from immediately after the release to the opening / closing timing of the throttle valve 12 which comes first after the release, the throttle valve 12 is temporarily rotated with the actual vehicle speed immediately after the release as a target vehicle speed,
The transition to the constant vehicle speed control after the release of the brake pedal (not shown) is performed quickly and smoothly, and the driving feeling is improved.

When the accelerator pedal 1 is depressed and the depression amount of the accelerator pedal 1 is increasing, the acceleration corresponding to the depression amount, the acceleration corresponding to the changing speed of the depression amount, and the sudden depression When the travel is performed so as to have an acceleration that is the sum of the acceleration that decreases in accordance with the elapsed time after the shift to the depressing step and the amount of depressing is decreasing, the acceleration corresponding to the amount of depressing and the depressing step are performed. The running is performed such that the acceleration is the sum of the negative acceleration corresponding to the speed of change of the amount and the negative acceleration that increases in response to the elapsed time after the transition from the rapid stepping to the slow stepping. The greater the amount, the steeper the acceleration. If the accelerator pedal 1 is operated faster, the steeper acceleration is adjusted.
Acceleration with good responsiveness to the operation of the accelerator pedal 1 can be accurately performed by reflecting the driver's will, and shock caused by a sudden change in acceleration when a sudden change in the amount of depression is eased or stopped. Is prevented and the driving feeling is improved. The accelerator pedal 1 is released from being depressed, and the brake is applied to the pedal (not shown).
When the accelerator pedal 1 is not depressed, the actual vehicle speed immediately after the accelerator pedal 1 is released is maintained as a target vehicle speed, and the vehicle speed is kept constant. Therefore, it is necessary to reset the target vehicle speed every time the vehicle speed is changed by the accelerator pedal 1 There is an effect that running at a constant vehicle speed becomes easy even on a relatively congested road, and there is no need to keep pressing the accelerator pedal 1,
This effect becomes more remarkable when combined with the control for maintaining the vehicle speed constant when the brake pedal (not shown) is released. In addition, during a period from immediately after the release of the accelerator pedal 1 to the opening / closing timing of the throttle valve 12 that comes first after the release of the accelerator pedal 1, the throttle valve 12 is temporarily rotated with the actual vehicle speed immediately after the release of the accelerator pedal 1 as the target vehicle speed. Therefore, the transition to the constant vehicle speed traveling by the above control after the accelerator pedal 1 is released is performed quickly and smoothly, and the driving feeling is improved.

When the auto cruise mode control that maintains the vehicle speed at a constant level is performed, the DVA65 suitable for control with high responsiveness and high responsiveness to the actual change in the vehicle acceleration is used as the value of the actual acceleration used in the control. The DVA850, which is suitable for highly stable control with less influence of disturbance, and the DVA130, which is in the middle of the above two values, are used. When the constant vehicle speed control is started and the opening / closing timing of the first throttle valve 12 starts, In the control, by using the DVA65, a quick and accurate transition to the auto cruise mode control becomes possible, and after the vehicle speed becomes almost constant and the rapid rotation of the throttle valve 12 is no longer performed in a large width, the control is performed. The above DV
By using the A850, stable control without occurrence of malfunction due to disturbance becomes possible.

In the above auto cruise mode control, when the vehicle speed approaches the target vehicle speed, the target acceleration is set so that the vehicle acceleration gradually approaches 0, so that the vehicle speed changes gradually, and when the vehicle shifts to the constant vehicle speed traveling. The occurrence of a shock caused by a sudden change in the vehicle speed is prevented. After the vehicle speed becomes substantially constant by the above-mentioned auto cruise mode control, if the vehicle speed changes due to a slope or the like, the difference between the target acceleration when returning the vehicle speed to the original value again and the actual vehicle acceleration is obtained. Since the control is performed so as not to exceed the preset value, there is no sudden change in acceleration, so that the occurrence of shock is prevented and the driving feeling is improved.

Although the throttle valve control device of the above embodiment is used for a vehicle having an automatic transmission (not shown), the same effect can be obtained even when used for a vehicle having a manual transmission (not shown). Can be.

In this case, the fourth configuration of the throttle valve control device is shown.
The output shaft rotation speed detector 26 in the figure is eliminated, and the shift lever (not shown) for operating the manual transmission (not shown) in the vehicle interior is in the neutral or reverse position, and the clutch pedal (not shown). ) Is being stepped on
A shift position switch (not shown) having a contact that is turned on is provided in place of the shift selector switch 6 in FIG. Step A1 in FIG.
In the flowchart from 01 to A115, the control performed in step A112 is changed to control for determining whether or not the contact point in the shift position step (not shown) is in the ON state. Further, equation (1) used in step C130 in FIG. 7, equation (2) used in step D123 in FIG. 8, equation (4) used in step E105 in FIG.
The value of the gear ratio e for obtaining the torque ratio TQ in the equation (5) used in step E109 of FIG. 9 is 1.

In the above throttle valve control device, the operation is different only in step A112 of FIG. 5 (a) in which the control content is changed as described above. In step A112, the contact of the shift position switch (not shown) is turned on. It is determined whether there is. When the shift lever (not shown) is in the neutral or reverse position or when the clutch pedal (not shown) is depressed, it is determined in step A112 that the contact is in the ON state, and the process proceeds to step A115. Similar to the embodiment, the throttle linear motion control is performed. When the shift lever (not shown) is at a position other than the above and the clutch pedal (not shown) is depressed, it is determined in step A112 that the contact is not in the ON state, and the process proceeds to step A113. Control is performed in the same manner as in the above embodiment.

Therefore, even when the above-described throttle valve control device is used in a vehicle having a manual transmission (not shown), the same effect as in the above-described embodiment can be obtained.

(Effects of the Invention) As described in detail above, the throttle valve control device according to the present invention is provided in a vehicle in which the accelerator pedal and the throttle valve are not mechanically coupled to each other. A target acceleration of the vehicle is obtained based on the change speed and the operating state of the engine and the power transmission mechanism mounted on the vehicle, and a throttle valve opening is set based on the obtained target acceleration, and the throttle valve opening is set. A throttle valve control device that electrically controls the throttle valve so as to obtain a throttle valve opening degree; a depression amount detection unit that detects a depression amount of the accelerator pedal; and a rotation speed of an engine mounted on the vehicle. The engine speed detected by the engine speed detecting means is smaller than the engine idle speed. Determining means for determining whether or not the engine speed is smaller than the reference value; and determining that the engine speed is smaller than the reference value, the accelerator pedal and the throttle valve are mechanically connected. The throttle valve opening is set based only on the stepping amount detected by the stepping amount detecting means in the same manner as in the state directly connected to, and when the engine speed is determined to be equal to or higher than the reference value, the target acceleration Control means for setting the opening of the throttle valve based on the throttle valve and opening / closing means for opening and closing the throttle valve to a position at which the opening of the throttle valve is set by the control means. The engine operating condition becomes unstable until the engine speed rises to a steady Jin speed decreases, when the engine speed is determined to be smaller than the set reference value with a value smaller than the engine idle speed is
The throttle valve opening is set only based on the driver's accelerator pedal depression amount, as in the case where the xel pedal and the throttle valve are mechanically directly connected. The greater the accelerator pedal depression amount, the greater the throttle valve opening is driven. As a result, the amount of air and the amount of fuel are increased so that the engine can be started smoothly, and the engine speed can be stabilized by avoiding the drop of the engine rotation due to the overload, and the unstable control of the engine can be eliminated. Therefore, the speed of the accelerator pedal is not affected by the speed change, the engine of the vehicle, the power transmission mechanism, and other factors based on the operating state of the vehicle, and the engine speed is further reduced due to the unstable control of the throttle valve. There is an effect that stability can be prevented.

Further, when the engine is started or when the operating state of the engine becomes unstable and the engine speed is smaller than the reference value, the throttle valve is driven in response to the driver's intention and the accelerator pedal feeling can be improved. To play.

[Brief description of the drawings]

1 to 4 are system diagrams showing the configuration of a throttle valve control device according to an embodiment of the present invention. FIGS. 5 to 11 are flowcharts showing the contents of control performed by the throttle valve control device. FIG. 17 to FIG. 17 are diagrams showing a correspondence relationship between parameters in each map used in the throttle valve control device and variables corresponding to the parameters. 1. Accelerator pedal 2. Depression amount detection means 3. Revolution detection means 4. Judgment means 10. Control means 11. Opening / closing means 12. Throttle valve

Claims (1)

(57) [Claims] An accelerator pedal and a throttle valve are provided in a vehicle that is not mechanically coupled to the vehicle, and the amount of depression of the accelerator pedal and the changing speed of the amount of depression are determined, and an engine and a power transmission mechanism mounted on the vehicle. A target acceleration of the vehicle is obtained based on the driving state of the vehicle, a throttle valve opening is set based on the obtained target acceleration, and the throttle valve is electrically set so as to have the set throttle valve opening. A throttle valve control device for controlling the amount of depression of the accelerator pedal, a rotation speed detection device for detecting a rotation speed of an engine mounted on the vehicle, and a rotation speed detection device. A determination is made as to whether the detected engine speed is smaller than a preset reference value with a value smaller than the engine idle speed. Means, when the determination means determines that the engine speed is smaller than the reference value, it is detected by the depression amount detection means in the same manner as when the accelerator pedal and the throttle valve are mechanically directly connected. Control means for setting the throttle valve opening based on only the stepping amount and setting the throttle valve opening based on the target acceleration when the engine speed is determined to be equal to or higher than the reference value; Opening and closing means for opening and closing the throttle valve up to a position at which the throttle valve opening degree is set according to (1).