JP3050062B2 - Constant-speed cruise control device for vehicles - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a cruise control system for a vehicle, and more particularly, to suppressing undershoot that occurs when the driver temporarily accelerates during cruise control and then returns to cruise control again. The present invention relates to a constant speed traveling control device for a vehicle.

[0002]

2. Description of the Related Art Conventionally, a vehicle constant-speed traveling control device is configured such that when a driver depresses an accelerator pedal to accelerate to a desired vehicle speed and then operates a vehicle speed setting switch for constant-speed traveling, the vehicle speed at that time becomes constant. This is a device that is set as a traveling vehicle speed and thereafter controls the vehicle to automatically run at a constant speed by, for example, adjusting the throttle opening so that the deviation between the vehicle speed and the set vehicle speed becomes zero. A vehicle equipped with this device is very convenient because it is not necessary to constantly depress the accelerator pedal when traveling at a constant speed on a highway.

[0003] However, when the vehicle is controlled at a constant speed as described above, the driver may depress the accelerator pedal to increase the speed in order to overtake the vehicle. In such a case, since the operation is performed against the constant speed traveling control, the following phenomenon may occur. That is, at the time of temporary acceleration, the control side adjusts the adjustment output mechanism on the control side in a direction in which the driving force decreases in order to return the vehicle speed to the target speed.
Therefore, when the driver releases the accelerator pedal,
There is a possibility that the speed is reduced more than necessary, that is, so-called undershoot occurs.

In order to solve such a phenomenon, after the temporary acceleration is completed, the throttle opening is set at a constant speed before the vehicle speed returns to at least the target vehicle speed based on the running resistance and the operating state of the engine. A device for setting the throttle opening degree is known (Japanese Patent Laid-Open No. Hei 4-27836).

[0005]

However, in the above prior art, it is necessary to memorize the throttle opening at the time of constant speed running in order to return to the original throttle opening after the end of the temporary acceleration. For this reason, a throttle opening sensor is required to acquire data, and the arithmetic processing or circuit becomes complicated, thereby increasing the load on the control system.

In the above prior art, an output torque is calculated from a throttle opening and an engine speed, and a driving force is calculated from the output torque and a parameter of an output transmission mechanism of the vehicle. The running resistance is estimated from the acceleration of the vehicle, and whether the driver temporarily accelerates or not is detected from the change in the estimated running resistance. As described above, since a very large number of data and complicated processing are performed, the arithmetic processing is further complicated and the load on the control circuit is increased.

The present invention provides a simple constant-velocity traveling control device for a vehicle which does not require an expensive sensor and has a small load on a control system.

[0008]

According to the first aspect of the present invention,
As illustrated in FIG. 21, based on the deviation between the vehicle speed and the target vehicle speed, the internal combustion engine controls the vehicle speed to match the target vehicle speed.
In a constant speed traveling control device for a vehicle that adjusts a throttle valve of a certain engine, it is determined whether or not the vehicle speed has returned from a state accelerated against the constant speed traveling control by operating the throttle valve by a driver. Vehicle speed return determining means for determining, a speed increasing correcting means for adjusting the throttle valve by a predetermined amount to a side where a driving force is generated when the vehicle speed recovering determining means determines that the vehicle speed has returned, and
Fully closed position detecting means for detecting the fully closed state of the rottle valve
And the vehicle speed return determination means is configured to determine the vehicle speed or location.
The predicted vehicle speed after the fixed time is the target vehicle speed or
The first condition that the speed is equal to or less than the speed,
The second condition that the fully closed state is detected from the state where the fully closed state is not detected
Is satisfied, the acceleration is accelerated against the cruise control.
A constant-speed traveling control device for a vehicle, characterized in that it is determined that the vehicle speed has returned from a state where the vehicle has moved .

[0009]

[0010] According to a second aspect of the invention, the prediction speed after the predetermined time, based on the time per change of the previous vehicle speed, vehicle constant speed according to claim 1, wherein the calculated a vehicle speed after a predetermined time cruise control apparatus Ru der.

According to a third aspect of the present invention, the predetermined amount for adjusting the throttle valve by the speed increasing correction means is a play amount or an amount corresponding to the play amount until the driving force is actually adjusted. 3. A constant speed traveling control device for a vehicle according to 1 or 2 .

According to a fourth aspect of the present invention, the speed-up correcting means includes:
When the vehicle speed return determining means determines that the vehicle speed has returned, the stop condition is that a change from a state in which the fully closed position detecting means detects the fully closed state to a state in which the fully closed position is not detected is defined as the stop condition. a vehicle cruise control apparatus according to claim 1, wherein adjusting the engine throttle valve on the side where the driving force is generated.

According to a fifth aspect of the present invention, as shown in FIG. 22, based on the deviation between the vehicle speed and the target vehicle speed , the engine speed, which is an internal combustion engine, is adjusted to match the vehicle speed with the target vehicle speed .
In cruise control apparatus for a vehicle having a means for adjusting the lot Rubarubu, the vehicle speed drop judging means for judging predicted vehicle speed after a predetermined time whether or not lowered by a predetermined speed than the target vehicle speed, the throttle valve is its When fully closed
And determining driving force minimum adjusting determining means whether or not it is adjusted to the minimum drive force that, when given at the vehicle speed drop judging means
Prediction vehicle speed after between is determined to have decreased a predetermined speed from the target vehicle speed, and the scan at the driving force minimum regulation determination unit
When it is determined that the rottle valve is adjusted to the minimum driving force, high-speed correction means for adjusting the throttle valve to a side on which driving force is generated at a higher speed than the adjusting means,
A constant-speed traveling control device for a vehicle, comprising:

[0014]

[0015] According to a sixth aspect of the invention, an idle switch which is turned fully closed the throttle valve is provided, the vehicle constant of claim 5, wherein the throttle valve during on the idle switch is assumed to be fully closed It is a high-speed traveling control device.

According to a seventh aspect of the present invention, the predicted vehicle speed after the predetermined time is determined based on a change per hour of the immediately preceding vehicle speed.
6. The vehicle constant speed traveling control device according to claim 5 , wherein the vehicle speed is a calculated vehicle speed after a predetermined time.

[0017]

According to the first aspect of the present invention, there is provided a constant-speed traveling control apparatus for a vehicle, wherein when the vehicle speed return determining means determines that the vehicle speed has returned to the target vehicle speed, the speed increasing correction means includes an engine throttle control. The valve is adjusted by a predetermined amount to the side where the driving force is generated. That is, since the adjustment is simply performed by the predetermined amount, it is not necessary to store the driving force adjustment state at the time of constant speed traveling in order to return to the original driving force adjustment state after the temporary acceleration by the driver. For this reason, a complicated and expensive device for acquiring a detailed state of a complicated driving force adjustment amount is not necessary, and a calculation process or a circuit is simplified and a load on a control system is not increased.

[0018]

In the present invention, the condition (first condition) that the vehicle speed or the predicted vehicle speed after a predetermined time becomes equal to or lower than the target vehicle speed or a speed near the target vehicle speed, and the fully closed position detecting means does not detect the fully closed position. when both from the state and conditions have changed to the state of detecting the fully closed (second condition) is satisfied, determining the state of being accelerated against the cruise control and the vehicle speed is restored. In this way, the throttle opening sensor
Such expensive sensors are no longer required. Moreover, the slot
No complicated calculation based on the opening value is performed.
The burden does not increase. Therefore, temporary acceleration with a simple configuration
Constant speed for vehicles that suppresses undershoot when returning from
A travel control device can be realized. Also, even with a simple configuration,
Accurate layer determination is possible. Note that the prediction after the predetermined time
The vehicle speed is, for example, based on a change in the immediately preceding vehicle speed per hour.
Thus, it is obtained by calculating the vehicle speed after a predetermined time.

As the fully closed position detecting means, for example,
An idle switch that is turned on when the throttle valve is fully closed and turned off when the throttle valve is not fully closed.
When returning to the constant speed traveling control from the driver's temporary acceleration, for example, taking the throttle valve as an example, when the adjustment output mechanism on the constant speed traveling control side drives the throttle valve, the fully closed position ( For example, a certain amount of play exists between the time when the idle switch is actually turned off (ie, when the fully-closed position detecting means changes from a state where the fully-closed position detecting means detects the fully closed state to a state where the fully-closed position is not detected). I do. This play is one of the causes of undershoot. Therefore, in consideration of this play, the play amount or the amount corresponding to the play amount until the driving force is actually adjusted may be set as the predetermined amount for adjusting the throttle valve by the speed increasing correction means. . In this case, the suppression of undershoot is relatively suitable for human sensitivity, which is preferable.

When the vehicle speed recovery determining means determines that the vehicle speed has returned, the speed increasing correction means changes the state from the state in which the fully closed position detecting means detects the fully closed state to the state in which the fully closed position is not detected. As a stop condition, the throttle bar
The lube may be adjusted to the side where the driving force is generated. By adjusting the throttle valve to the side where the driving force is generated until the fully closed position detecting means changes from the state where the fully closed position is detected to the state where the fully closed position is not detected, the play is surely eliminated. Thus, it is possible to appropriately suppress undershoot.

When the vehicle is provided with an idle switch, the speed increasing correction means sets a stop condition for changing the idle switch from on to off when the vehicle speed return determination means determines that the vehicle speed has returned. The throttle valve may be adjusted to a side where a driving force is generated. Idle switch from ON to change to off, slot
If the torque valve is adjusted to the side on which the driving force is generated, the above play is surely eliminated, and a suitable undershoot can be suppressed.

According to a fifth aspect of the present invention, the vehicle constant-speed traveling control device determines whether the predicted vehicle speed after a predetermined time has decreased by a predetermined speed from the target vehicle speed, and determines a minimum driving force adjustment. The means is that the throttle valve is fully closed.
It is determined whether or not the state is adjusted to the minimum driving force. In order for the driver to return the vehicle speed from the override state to the target vehicle speed of the constant-speed cruise control, in the case of an internal combustion engine, the driver releases the throttle pedal and leaves the adjustment of the throttle valve to the constant-speed cruise control. On the cruise control side, the throttle valve is closed because the vehicle speed is higher than the target vehicle speed. As a result, the vehicle speed decreases toward the target vehicle speed, but when the vehicle speed reaches the target vehicle speed, the throttle valve is adjusted to the minimum driving force, and an undershoot occurs due to the above-described reason. From this, when an undershoot occurs,
If the throttle valve is adjusted to the minimum driving force, it can be estimated that the vehicle speed has been returned from the override state to the target vehicle speed of the constant-speed traveling control.

Therefore, the high-speed correction means determines that the predicted vehicle speed after the predetermined time has decreased by the predetermined speed from the target vehicle speed by the vehicle speed reduction determining means, and the driving force minimum adjustment determining means determines whether the throttle valve has been adjusted. If it is determined that the minimum driving force has been adjusted, the throttle valve
The speed is adjusted to the side where the driving force is generated faster than the adjusting means. As a result, the driving force is quickly recovered, and the undershoot can be quickly eliminated.

As described above, simply determining the vehicle speed and determining that the vehicle is being adjusted to the minimum driving force, the throttle valve is determined.
The driving force is only adjusted to the side where the driving force is generated at a higher speed than normal, so the driving force adjustment state during constant speed driving is stored in order to return to the original driving force adjustment state after the driver completes temporary acceleration. You don't have to. For this reason, a complicated and expensive device for acquiring a detailed state of a complicated driving force adjustment amount is not necessary, and a calculation process or a circuit is simplified and a load on a control system is not increased.

[0026]

If an idle switch that is turned on when the throttle valve is fully closed is provided, the throttle valve may be fully closed when the idle switch is turned on. Further, in the present invention, the vehicle speed reduction determining means uses a predicted vehicle speed after a predetermined time as the vehicle speed, and determines whether the predicted vehicle speed has decreased by a predetermined speed from the target vehicle speed . That is, using the predicted vehicle speed as a vehicle speed, use Runode to determine the adjustment timing of the fast correction means, when an undershoot is smaller, or within the undershoot does not occur, increasing the driving force at a high speed correction means Thus, the vehicle speed can be returned to the target vehicle speed with less or almost no undershoot.

The predicted vehicle speed after the predetermined time can be calculated, for example, based on a change per hour of the immediately preceding vehicle speed.

[0029]

【Example】

[Embodiment 1] FIG. 1 shows an overall configuration diagram of an embodiment of a constant speed traveling control device for a vehicle. The constant speed traveling control device is mounted on a vehicle equipped with a gasoline engine.

Cruise ECU 1 for performing constant speed traveling control
Is connected to a battery 5 via an ignition switch 3. By turning on the ignition switch 3, power is supplied to the cruise ECU 1, and the microcomputer 8 can operate. Power is supplied to an actuator drive stage 7 built in the cruise ECU 1 via a main relay 9. The main relay 9 has a main switch 11 for constant speed traveling control.
When the main switch 11 is turned on, the main relay 9 is turned on, power is supplied to the actuator drive stage 7, and the actuator drive stage 7 can be operated.

The microcomputer 8 has ROM, RA
It is configured as a normal microcomputer having M, I / O, bus lines and the like. This microcomputer 8 has various sensors,
Switches and the like are input. In this embodiment, the control switch 14 for controlling the constant speed traveling, the stop lamp switch 16 which is turned on when the driver depresses the brake pedal, and the idle switch 18 which is turned on when the throttle opening is fully closed (the fully closed position of the throttle valve). Detection means), and a signal from a vehicle speed sensor 20 for generating a signal having a frequency proportional to the speed of the vehicle. The control switch 14 includes a set switch 14a, a resume switch 14b, and a cancel switch 14c. The set switch 14a, the resume switch 14b, and the cancel switch 14c are switches that are turned on only when pressed, and are turned off immediately when the switch is released.

The microcomputer 8 sequentially executes the program commands stored in the ROM based on the signals from the various sensors and switches, and outputs drive commands to the actuator drive stage 7 as necessary. ing. The actuator drive stage 7 is a drive circuit for driving the actuator 22, and drives a motor 22 a and a clutch 22 b provided inside the actuator 22 according to a drive command from the microcomputer 8 to drive the actuator 22 in accordance with the drive command. Running output. For example, the forward and reverse rotations and the rotation speed of the motor 22a are controlled by the output of the actuator drive stage 7. When the clutch 22b is energized by the output of the actuator drive stage 7, the rotation of the motor 22a is transmitted to the throttle valve 26 of the engine 24. As a result, the microcomputer 8 can adjust the driving force of the engine 24, and as a result, can control the speed of the vehicle.

As a well-known configuration, the accelerator pedal 28 and the throttle valve 26 are connected so that the depression amount of the accelerator pedal 28 is linked to the throttle opening. The depression operation of the accelerator pedal 28 and the rotation operation of the motor 22a connected to the throttle valve 26 by the clutch 22b can operate independently of each other. This is reflected in the rotation of the throttle valve 26. Therefore, even if the motor 22a is rotating so that the throttle valve 26 is fully closed, if the accelerator pedal 28 is depressed, the throttle opening corresponds to the depression amount of the accelerator pedal 28. Conversely, even if the accelerator pedal 28 is not depressed, if the motor 22a is rotating in a direction to open the throttle valve 26, the motor 2
The throttle opening corresponds to the rotation of 2a. Since such a configuration is well known, a detailed description is omitted.

Next, the constant-speed running control process executed by the microcomputer 8 will be described with reference to flowcharts shown in FIG. The constant speed traveling control process shown in FIG. 2 is performed at every control cycle T (for example, 48 msec) when power is supplied to the microcomputer 8 of the cruise ECU 1 by turning on the ignition switch 3 and is calculated. Output duty (%) is obtained from vehicle speed and switch input, etc., and T × duty / 10
During the period of 0, the motor 22a of the actuator 22 is energized.

First, the cycle of the signal from the vehicle speed sensor 20 is read, and the current vehicle speed (vehicle speed: Vn) is calculated (step 1010). Next, it is determined whether each input of the control switch 14, the stop lamp switch 16 and the idle switch 18 is on or off (step 10).
20). Next, it is determined whether the main relay 9 is turned on (step 1030). This is because when the main relay 9 is not turned on, power is not supplied to the actuator drive stage 7, so that it is impossible to shift to the constant speed traveling control. When the main relay 9 is not turned on,
The control cycle ends without performing processing such as duty calculation and the like, and waits until the next control cycle starts.

If the main relay 9 is turned on, it is next determined whether or not the constant speed traveling control is being performed (step 1040).
After this processing, the control to be executed is determined based on the input contents of the control switch 14. Step 1040
If the control is not being performed, the set / resume process (step 2000) is executed next. This process is a process for determining the setting of the constant speed traveling control. Set is a state in which the constant speed traveling control is not performed and the set switch 1
By pressing 4a, the vehicle speed Vn at that time is taken in, the vehicle speed Vn is set to the target vehicle speed Vt and the stored vehicle speed Vm, and the constant speed traveling control is performed. The resume will be described later.

Set / Resume Processing (Step 200)
Details of (0) are shown in FIG. First, after the ignition switch 3 is turned on, it is determined whether or not the idle switch 18 has ever been turned off (step 200).
5). This means that the idle switch 18 must have been turned off by the time the vehicle reaches the state where the constant speed traveling control is performed. If the determination is negative, the possibility of failure of the idle switch 18 is high, and the process is terminated without setting. If an affirmative determination is made in step 2005, it is determined that the set switch 14a is on (step 2010). If the set switch 14a is on, the vehicle speed Vn calculated in the immediately preceding step 1010 is stored in the target vehicle speed Vt and stored. The vehicle speed Vm is set, the clutch 22b is turned on, the rotation of the motor 22a is interlocked with the throttle valve 26, and the set flag FS
The ET is turned on (step 2020). Further, an initialization process (step 2030) of the puffing control (speed increase correction) for preventing the vehicle speed from dropping at the time of setting is performed.

The vehicle speed drop at the time of setting means that immediately after the setting, the motor 22a of the actuator 22 is in the fully closed position, and a delay occurs in rotating from this position to a throttle opening capable of running at a constant speed. Refers to temporary depression. In order to prevent this, immediately after setting, the motor 22a of the actuator 22 is temporarily driven to the open side. The drive amount is calculated by the setting-time puff initialization process (step 2030).

FIG. 5 is a detailed flowchart of the setting-time puff initialization process (step 2030). First, the amount PULL for driving the motor 22a to the open side (corresponding to the number of repetitions in the constant-speed traveling control process) is expressed by the following formula 1, as shown in the following equation 1, as an amount f obtained as a function of the stored vehicle speed Vm
(Vm) and a predetermined value IDL are calculated (step 2040).

[0040]

(Equation 1)

The predetermined value IDL corresponds to a play amount of the link system and the throttle link system of the actuator 22 or an amount corresponding to the play amount. FIG. 13 shows the play amount IDL.
Is shown. That is, the throttle opening starts to be opened only after the actuator 22 is driven to the open side by the play amount IDL.

Next, an amount PULINT described later is cleared to zero (step 2050), and a flag FPI described later is further cleared.
The DL is turned off (step 2060), and the setting puffing initialization process (step 2030) ends. Next, the flag FPULL indicating that the puff control is being performed is turned on (step 2070). Therefore, in the next determination during the puffing control, that is, in the ON determination of the flag FPULL (step 1050), an affirmative determination is made, and the puffing control (step 3000) is executed.

FIG. 6 shows the details of the puffing control. First, it is determined that an override flag FLOP, which will be described later, is on (step 3005). If not on, the process moves to step 3010. The fact that the idle switch 18 is turned on when first set in the process of step 2000 means that the current opening degree of the motor 22a of the actuator 22 is still at the play position, as shown in FIG.
This means that the throttle valve 26 is in the fully closed position. Therefore, in step 3010, it is determined that the idle switch 18 is on. If it is on, the flag FPIDL indicating that the idle switch 18 is on is detected during the puff control (step 3020), and then the actuator 22 is opened. Fixed duty (high-speed drive, duty 95%, for example)
Is the output duty (step 3030). At this time, the number of output fixed duties is counted by the counter PU.
It is counted by LLINT (step 3040).
Therefore, in the duty output process (step 1060), the motor 22a rotates to the open side at a high speed, for example, with a duty of 95%, and the rotation of the play amount IDL is quickly eliminated.

In the next control cycle, step 1010 is performed again.
When the process is started from step 10, after the steps 1020 and 1030, the constant-speed running control is being performed.
At 40, an affirmative determination is made, and an ON determination of the cancel switch 14c (step 1080) and an ON determination of the stop lamp switch 16 (step 1090) are made. Override processing (step 400
Move to 0).

FIG. 4 shows the details of the accelerator coast override processing (step 4000). First, it is determined whether the set switch 14a is on (step 4010).
Is determined (step 4020), but since the set flag FSET has already been turned on in step 2020 of the set / resume processing, an affirmative determination is made and the process exits from step 4000 to make a determination in step 1050. Since the flag FPULL is still on,
The process of step 3000 is executed again. If the set switch 14a is not pressed in step 4010, a negative determination is made, and then in step 4030 it is determined whether or not the resume control described later is being performed.
In step 070, it is determined that the resume switch 14b is on. In step 4080, the flags FACC and FCOA are determined.
The ET is turned off (step 4090), and the processing of the override processing routine (step 4200) is performed. The override processing routine shown in FIG. 9 (step 420)
In 0), a negative determination is made in step 4201 or an affirmative determination is made in step 4203.
When the determination is negative in step, the process of step 4000 is completed, and the routine goes to the determination of step 1050. The details of the override processing routine (step 4200) will be described later.

At step 1050, the flag FP
Since UL is ON, the process of step 3000 is executed again. In the puff control (step 3000),
As described above, as long as the flag FORP is off and the idle switch 18 is on (steps 3005 and 3
010) A duty setting process (step 3030) for rotating the throttle valve 26 in the opening direction at a high speed is performed to eliminate the play and realize the substantial opening at an early stage. The number of repetitions of this process is determined by a counter PULINT.
(Step 3040).

Thereafter, when the idle switch 18 is turned off, the flow shifts from step 3010 to the next ON determination of FPIDL (step 3050). Since the flag FPIDL is turned on in step 3020 in the control cycle up to the previous time, the value of the counter PULINT indicating the number of fixed duty output times until now is set to a variable (play amount) IDL indicating the play of the throttle valve 26. Input (step 3060). Then, as shown in the following Expression 2, the open-side drive amount PULL for puffing is calculated again based on the stored vehicle speed Vm and the play amount IDL (step 3070).

[0048]

(Equation 2)

Next, the flag FPIDL is turned off (step 3080), the counter PULINT is counted up (step 3090), and the open duty becomes 9
Is set to 5% (step 3100) and PULINT
It is determined that ≧ PULL (step 3110). At first, since PULL is larger than PULLINT by f (Vm) -1 (assuming that f (Vm)> 1), step 311 is executed.
If it is 0, a negative determination is made, and in the next process of step 1060,
The throttle valve 26 is controlled to open at a high speed with a duty of 95%. Therefore, PULLINT <PULL
(To be exact, PULINT = PULL), the throttle valve 26 is rapidly rotated to the open side,
The throttle opening will open rapidly. That is,
The engine output is quickly increased to achieve the stored vehicle speed Vm set in step 2020, and the stored vehicle speed Vm is increased.
m is suppressed as much as possible during the period until the actuator 22 realizes the throttle opening that achieves m.

If PULLINT ≧ PULL by the count-up of PULLINT (step 3090), an affirmative determination is made in step 3110 and the flag FP
The UL and the flag FORP are turned off (step 312).
0). As a result, step 105 is performed in the next control cycle.
If it is 0, a negative determination is made, and a duty calculation process (step 5000) is performed.

Duty calculation processing (step 5000)
7 is shown in FIG. First, the skip vehicle speed (Vsk), which is the advance vehicle speed, is calculated by comparing the current vehicle speed Vn with the skip time Tsk.
The vehicle speed differential value (actually, Vn and the vehicle speed Vn four control cycles earlier)
-4 divided by four control cycle times), and is obtained as in the following Expression 3 (step 5010).

[0052]

(Equation 3)

That is, Vsk is a value obtained by predicting the vehicle speed after Tsk. Next, the process proceeds to step 5040, and a deviation (Vt−Vsk: km / km) obtained by subtracting the skip vehicle speed Vsk from the target vehicle speed Vt according to the map G shown in FIG.
h), the duty D for driving the motor 22a is calculated.
UTY is calculated. The higher the duty DUTY, the higher the rotation speed of the motor 22a, and the higher the speed of the throttle valve 26. This is expressed by the following equation (4).

[0054]

(Equation 4)

The throttle opening side is described above the horizontal axis, and the throttle closing side is described below the horizontal axis. The highest value is set to, for example, a duty of 95%. In addition, the dead zone is provided between a region where the deviation is less than 1 and a region where the deviation exceeds −1. This dead zone is a state in which the output to the motor 22a is set to a duty DUTY of 0%, so that the throttle opening is not changed. This is actuator 2
This is to prevent the drive output to the second motor 22a from becoming complicated.

Since the map G is set as described above, when Vt−Vsk ≧ 1, as the deviation increases, the output duty to the open side increases up to 95% as the upper limit. That is, the greater the deviation, the faster the throttle opening is increased. When Vt−Vsk ≦ −1, as the deviation decreases, the output duty ratio toward the closing side increases with 95% as the upper limit. That is, the smaller the deviation, the faster the throttle opening is reduced.

Thereafter, unless the conditions are changed, steps 1010, 1020, 1030, 1040, 1080,
1090, 4010, 4030, 4070, 4080,
4090, 4201 (or 4201, 4203), 4
Steps 207, 1050, 5010, 5040, and 1060 are repeatedly executed in each control cycle, and feedback control is performed so that the vehicle speed Vn becomes equal to the target vehicle speed Vt, thereby realizing constant speed traveling control.

In this state, when the driver temporarily accelerates to overtake another vehicle, the accelerator pedal 28, which has been released from the foot in a constant speed running state, is greatly depressed to increase the vehicle speed. Therefore, the throttle valve 26 is rotated further open than before. As a result, the driving force of the engine 24 increases, and the vehicle speed gradually increases. In the constant-speed traveling control by the microcomputer 8, the deviation (Vt-Vsk) used in step 5040 becomes largely negative. For example, -5 for overtaking
km / h or less. Therefore, the duty on the closed side is obtained in the map of FIG. 12, and the motor 22a tries to rotate the throttle valve 26 to the closed side with the duty output in step 1060.

However, since the driver has depressed the accelerator pedal 28, the throttle valve 26 is not actually closed. Therefore, only the motor 22a rotates to the fully closed position, but the idle switch 18 remains off. In this state, the following mainly describes the case where the override processing routine (step 4200) shown in FIG. 9 is entered. Note that, as described above, the term "override" means that the driver temporarily depresses the accelerator pedal 28 to perform overtaking or the like during the constant speed traveling control, thereby temporarily accelerating the vehicle. In the override processing routine (step 4200), detection of this temporary acceleration and suppression processing of undershoot that occurs when the vehicle speed returns to the constant-speed running control from the temporary acceleration are executed.

First, it is determined whether the current vehicle speed Vn is higher than a predetermined speed (here, 5 km / h) from the stored vehicle speed Vm (may be the target vehicle speed Vt) (step 420).
1). The relational expression is shown in the following Expression 5.

[0061]

(Equation 5)

Further, it is determined whether the idle switch 18 is turned on (step 4203). In the above situation, an affirmative determination is made in step 4201 and a negative determination is made in step 4203. That is, at the time of constant speed traveling control, it is detected that the vehicle speed is higher than the target vehicle speed by a predetermined speed or more, and it is further detected that the throttle valve 26 of the engine 24 is operated in a direction to generate the driving force, and it is determined that the temporary acceleration has been performed. To turn on the override detection flag (step 420).
5).

Next, it is determined that the override detection flag FORD is on (step 4207). Since the determination is affirmative, it is determined whether the vehicle speed has returned from the temporary acceleration (step 4209). For example, Vsk ≦ Vm is determined. Until the driver completes the overtaking, the vehicle speed does not return. Therefore, even if an affirmative determination is made in step 4207, a negative determination is made in step 4209.

When the driver completes the overtaking and releases the accelerator pedal 28 to end the temporary acceleration, the driver decelerates, and then the skip vehicle speed Vsk becomes equal to or lower than the stored vehicle speed Vm (Vsk ≦ Vm). Is determined. If the current vehicle speed Vn instead of the skip vehicle speed Vsk becomes equal to or lower than the stored vehicle speed Vm (or Vm + the predetermined speed α), it may be determined that the vehicle speed is to be restored.

If it is determined in step 4209 that the vehicle speed has returned, the override puff initialization is performed (step 4).
220). This is because during the period from the temporary acceleration until the vehicle speed returns, the duty calculation in step 5000 continues to calculate the closed side duty in order to match the vehicle speed Vn with the target vehicle speed Vt as described above. It is highly possible that it has rotated to the closed position. In such a state, when the vehicle speed is restored and immediately enters the feedback control (PD control) in step 5000, the motor 22a reaches the opening degree appropriate for achieving the target vehicle speed Vt from the fully closed position. It takes time, during which time the throttle opening is insufficient and the vehicle speed undershoots. For this reason, at the time of returning to the vehicle speed, the overriding initialization is performed (step 4220).

Override puff initialization (step 42)
FIG. 10 shows the details of 20). First, step 2040
A predetermined value IDL corresponding to the play amount of the link system, the throttle link system, etc. of the actuator 22 shown in FIG.
Is set to the amount PULL for driving the motor 22a to the open side (step 4221). Further, the counter PULINT is cleared to zero (step 4223), the flag FPIDL indicating that the turning-on of the idle switch 18 is detected during the puffing control is turned off (step 4225), and the flag FPULL indicating that the puffing control is being performed is turned on. (Step 4227) The override detection flag FORD is turned off, and the override puffer flag FORP is turned on (Step 4229). In this state, the process goes out of the step 4000. In the step 1050, since the flag FPULL is turned on in the step 4227, the next puff control (step 3000) is started.

In the puff control (step 3000), at step 4229, the override puff flag FORP
Is ON, the determination in step 3005 is affirmative, the counter PULINT is counted up (step 3090), and the open side duty becomes 95.
% (Step 3100), and PULINT ≧
PULL is determined (step 3110). At first P
Since ULINT = 1 (assuming IDL> 1), a negative determination is made in step 3110 and the next step 106
In the process of 0, the throttle valve 26 has a duty of 95%
Is quickly controlled to the open side. Therefore, PULLIN
As long as T <PULL (exactly PULLINT = P
Until ULL), the throttle valve 26 is rapidly rotated to the open side, and the throttle opening is rapidly opened. In other words, by quickly terminating the rotation of the throttle valve 26 for the play amount (IDL) and bringing the driving force to an early stage of adjustment, the vehicle speed undershoot that occurs temporarily after the vehicle speed is returned is minimized. .

If PULLINT ≧ PULL by the count-up of PULLINT (step 3090), an affirmative determination is made in step 3110 and the flag FP
The UL and the flag FORP are turned off (step 31).
20). As a result, in the next control cycle, step 4
At 200, the override igniter is not initialized. At step 1050, a negative determination is made, and the process returns to the duty calculation process (step 5000).

As described above, in this embodiment, when the driver temporarily accelerates during the constant speed traveling control, this is detected by a simple method shown in steps 4201 and 4203. When this temporary acceleration is detected, the vehicle is controlled so as to minimize undershoot of the vehicle speed at the time of recovery and not to give the driver any discomfort. In the determination of the return from the temporary acceleration, the skip vehicle speed Vsk is also equal to or less than the stored vehicle speed Vm (Vsk ≦
Vm) or when the current vehicle speed Vn becomes equal to or less than the stored vehicle speed Vm (or Vm + the predetermined speed α).
That is, it is only necessary to detect that the vehicle speed or the predicted vehicle speed after a predetermined time has become equal to or lower than the target vehicle speed or a speed near the target vehicle speed, and an expensive sensor such as a throttle opening sensor is not essential. Since a complicated calculation based on the opening value is not performed, the load on the control circuit does not increase. Therefore, it is possible to realize a constant-speed traveling control device for a vehicle that suppresses an undershoot when returning from temporary acceleration with a simple configuration.

Next, cancellation will be described. Cancellation means that the control switch 14
Is pressed (step 1080), or when the stop lamp switch 16 is turned on by depressing the brake (step 10).
90), the process of stopping the constant speed traveling control (step 60)
00).

FIG. 8 shows details of the cancellation. First, the clutch 22b is turned off (step 6010), and the target vehicle speed V
t is cleared to zero (step 6020), and the motor 22a
(Step 6030), and the opening of the actuator 22 itself is returned to the fully closed state. At this time, the stored vehicle speed Vm is maintained without being cleared to zero.

Next, resume will be described. The resume is a state in which the vehicle speed Vm is stored while the constant speed traveling control is not being performed.
Is stored, when the resume switch 14b is pressed, the vehicle speed is returned from the current vehicle speed to the stored vehicle speed Vm. First, it is determined in step 1040 that the control is not being performed, and then the process of step 2000 is started.
If the set switch 14a is off at 0, it is determined whether the resume switch 14b is on (step 2).
080). If the resume switch 14b is on and the stored vehicle speed Vm is not zero, that is, if the stored vehicle speed Vm has been set (step 2090), the current vehicle speed Vm is set.
n is set to the target vehicle speed Vt, the clutch 22b is turned on,
A flag FRES indicating that the resume control is being performed is turned on (step 2100). And steps 1050 and 500
Processing of 0,1060 is performed.

In the next control cycle, an affirmative determination is made in step 1040, and through steps 1080 and 1090,
In step 4000, a negative determination is made in step 4010, and it is determined whether or not the resume control is being performed (step 4030). That is, the flag FRES is determined to be on. An affirmative determination is made in step 4030, and the target vehicle speed Vt is increased by the constant vehicle speed D (step 40).
40). Then, it is determined whether or not the target vehicle speed Vt is higher than the stored vehicle speed Vm (step 4050). Vt ≦
If it is Vm, then steps 1050, 5000, 10
60 processing is performed. Therefore, while Vt ≦ Vm, the processing of steps 1050, 5000, and 1060 is performed while the target vehicle speed Vt is gradually increased, and the vehicle speed Vn is increased. Then, if Vt> Vm as a result of the increase in the target vehicle speed Vt in step 4040, the stored vehicle speed Vm is set to the target vehicle speed Vt and the flag FRES is turned off (step 4060).

In the next control cycle, a negative determination is made in step 4030, and since the resume switch 14b has already been released, a negative determination is made in the next ON determination of the resume switch 14b in step 4070, and the flag FACC or flag Any ON determination of FCOA is also negative, and the flag FSET is turned off (step 4090). Then, in step 4200, no particular processing is performed, and then steps 1050, 5000, and 1060 are executed, and the constant speed traveling control is executed. Become.

Next, the accelerator will be described. The accelerator means that when the resume switch 14b is pressed during the cruise control, the speed increase control is performed, and then the vehicle speed Vn when the resume switch 14b is released is shifted to the cruise control as the target vehicle speed Vt. It is. First, step 1
040, it is determined that the cruise control is being performed.
The process proceeds to step 4000 via steps 080 and 1090, shifts from step 4010 to step 4030, and the determination in step 4030 indicates that the resume control is not underway (FRE).
S = off), the resume switch 14
If “b” is pressed and turned on, an affirmative determination is made for the ON determination of the resume switch 14b in step 4070. As a result, the target vehicle speed Vt is increased by the constant vehicle speed D, and the flag FACC indicating that the accelerator is being controlled is turned on (step 4100). Step 5000,1 after this
In step 060, the drive duty of the motor 22a is calculated using the target vehicle speed Vt increased by D, and the vehicle speed Vn is controlled to match the increased target vehicle speed Vt. Thereby, speed increase control is achieved. Resume switch 14b
As long as is kept pressed, the target speed Vt increases with the predetermined speed such as the legal speed as the upper limit, and the vehicle speed Vn is increased.

When ending the accelerator control, if the resume switch 14b is released, a negative determination is made in step 4070, and a positive determination is made in step 4080 because the flag FACC is ON, and the current vehicle speed Vn is stored in the storage vehicle speed Vm and the target vehicle speed. Vt, and the flags FACC, FC
The OA is turned off (step 4110). In this way, the control shifts to the constant speed traveling control.

Next, the coast will be described. Coast means that when the set switch 14a is pressed during the cruise control, deceleration control is performed.
The vehicle speed Vn at the time when a is released is set as the target vehicle speed Vt, and the control shifts to the constant speed traveling control. First, step 104
If it is determined that the cruise control is being performed, the routine proceeds to step 108.
The process proceeds to step 4000 via 0,1090, and it is determined in step 4010 that the set switch 14a is on. The flag FSE has already been set in step 4090.
Since T is turned off, a negative determination is made in step 4020, a fixed duty output (for example, 30%) for driving the motor 22a to the closed side is performed, and the FCOA indicating that coast control is being performed is turned on (step 4120). Then, after the duty output in step 1060, the process proceeds to the next control cycle. The reason why the flag FSET is determined to be ON in step 4020 is to distinguish between ON of the set switch 14a during the set operation and ON of the set switch 14a for coasting.

When ending the coast control, the set switch 14a is released, so that the process goes from step 4010 to step 4080 via steps 4030 and 4070. Since the flag FCOA is turned on at this point,
At 110, the current vehicle speed Vn is stored in the vehicle speed Vm and the target vehicle speed V.
t, and the flags FACC and FCOA are turned off (step 4110). In this way, the control shifts to the constant speed traveling control.

In this way, the constant-speed running control is performed. Since the present embodiment is configured as described above, it functions as shown in the timing chart of FIG. 14 at the time of the override (temporary acceleration of the constant speed traveling control). That is, the time t
When the driver starts depressing the accelerator pedal 28 at 0 to start the override, the vehicle speed gradually increases away from the target speed, and at time t1, the vehicle speed becomes a predetermined value from the stored vehicle speed Vm (target vehicle speed Vt) at step 4201. Since the speed has become higher than the speed, an affirmative determination is made, and
At 03, since the idle switch 18 remains off, a negative determination is made, and it is determined that the override is performed.

During this time, the opening of the actuator 22 moves to the closing side, and reaches the fully closed position by the time t2 when the override ends. Since the driver releases the accelerator pedal 28 at time t2, the vehicle speed gradually decreases and at time t3
Since the skip vehicle speed Vsk becomes equal to or less than the stored vehicle speed Vm at step 4209, it is determined that the vehicle speed is to be returned, and at step 4220 override override initialization is performed.
In the puffing control in step 3000, puffing for the play amount IDL is performed. Thereafter (after time t4), step 5
Since the normal feedback control is performed by the duty calculation process of 000, the response delay is very small and the undershoot is small, so that the driver does not feel uncomfortable.

As shown in the timing chart of FIG. 23, when the override lap control as in this embodiment is not performed, the actuator 22 is driven to the open side only at time t5 when the vehicle speed falls below the target vehicle speed Vt. In addition, even if the driving is started, the driving is initially performed to eliminate the play amount IDL. Since the throttle opening does not immediately increase, the response delay increases and a large undershoot occurs.

As described above, in the present embodiment, the undershoot of the vehicle speed is suppressed by the puffing control immediately after the temporary acceleration, so that the control is smoothly shifted to the constant speed running control, and the driver does not feel uncomfortable. In addition, the detection of temporary acceleration by the driver and its return are also detected by a simple method,
Temporary acceleration and return can be detected without complicating the apparatus, which is advantageous in cost. In addition, since the processing program is not complicated, the processing is quick, and more suitable control is possible.

In the above embodiment, step 4209 corresponds to the processing as the vehicle speed return determination means.
20 corresponds to the processing as the speed increasing correction means. In the above embodiment, the puffing interruption process shown in FIG. 11 may be inserted at the position A or B in the flowchart of the puffing control (step 3000) of FIG. This processing is provided to prevent the driver from feeling uneasy when the vehicle speed unnecessarily increases for some reason in the puff control. That is, it is determined whether the skip vehicle speed Vsk is equal to or higher than the stored vehicle speed Vm (step 7010), and Vsk ≦ Vm
If so, the process exits the puff control (step 3000). If Vsk> Vm, the flags FPULLL and FORP indicating that the puff control is being performed are turned off (step 7020), and step 10 is executed in the next control cycle.
A negative determination is made at 50, and normal duty calculation control (step 5000) is performed. Note that the determination in step 7010 may be determined as vehicle speed Vn> stored vehicle speed Vm, where Vn ≧
Vm + constant a may be determined, and Vsk ≧ Vm + a may be determined, and a similar effect can be obtained.

In the above embodiment, the IDL may be a play amount (or an amount corresponding to the play amount). However, in order to surely eliminate the undershoot, the play amount (or the amount corresponding to the play amount) may be a predetermined amount. It may be added. However, if there is no undershoot at all, humans may feel a little uncomfortable, so that the IDL is preferably the amount of play (or the amount corresponding to the amount of play). In some cases, it may be better to subtract a predetermined amount from (or an amount corresponding to the play amount). Further, it may be changed according to the target vehicle speed Vt and the vehicle speed Vn.

Next, another example of the constant speed traveling control will be described. FIG. 15 shows the override processing routine.
This processing corresponds to FIGS. 9 and 10 of the above-described embodiment, and the other controls are the same as those of the above-described embodiment, and thus description thereof will be omitted.

First, it is determined that an override is being performed (step 4250). For example, steps 4201 and 4 of the previous embodiment
The determination may be made as in 203, or may be made under other conditions. When it is determined that the override has been performed, the override detection flag FORD is turned on and the override flag is turned off (step 4252). FIG.
In the timing chart of No. 6, this corresponds to time t10.

Next, it is determined that the override detection flag FORD is on (step 4254). Since the affirmative determination is made, it is determined whether the override has been completed next based on whether the idle switch 18 has been turned on (step 4254). 4
256). During the override, the idle switch 18 is not turned on, but when the override ends, the driver releases his / her foot from the accelerator pedal 28 (time t12). At this time, since the opening degree of the actuator 22 is already fully closed during the override (time t11), the throttle valve 26 is fully closed immediately and the idle switch 18 is turned on (time t12). Therefore, the duty is 30% to the open side next.
Is set (step 4258). Next, the override puff flag FORP is turned on (step 426).
0), and directly goes to the duty output (step 1060). As a result, step 4258 is executed until the idle switch 18 is turned off, and the throttle valve 26 gradually opens at a duty of 30% (at time t).
12 or later).

When the idle switch 18 is turned off (time t13), that is, when the drive of the actuator 22 for the play amount IDL is completed and the throttle valve 26 actually starts to open, a negative determination is made in step 4256, and the override puff is performed. It is determined that the flag FORP is on (step 4262). Since the override puffer flag FORP is on, the override detection flag FORD is turned off (step 4264). Thereafter, step 4250,
A negative determination is made at both 4254 and steps 4262 and 42
The program exits the override processing routine via step 64 and returns to the constant speed traveling control for executing steps 1050, 5000, and 1060. Even if Vsk ≧ Vm at time t14, since the play amount IDL has already been eliminated in the processing of step 4258, the driving force of the engine 24 can be immediately increased, and the undershoot can be reduced. Does not cause discomfort.

If the play amount IDL is not eliminated, as shown by the broken line in FIG.
After ≧ Vm, the adjustment starts from the fully closed state of the actuator 22, so that a response delay occurs and the undershoot increases. In this embodiment, the play amount IDL can be almost completely eliminated before the vehicle speed returns to the target vehicle speed Vt after the end of the override in this manner. Therefore, undershoot can be sufficiently suppressed, and the process smoothly shifts to the constant speed traveling control. No discomfort to the driver. In addition, since the detection of temporary acceleration by the driver is also detected by a simple method,
Temporary acceleration can be detected without complicating the apparatus, which is advantageous in cost. In addition, since the processing program is not complicated, the processing is quick, and more suitable control is possible.

Since the determination of the return from the temporary acceleration is also made by simply changing the idle switch 18 from off to on, an expensive sensor such as a throttle opening sensor is not required. In addition, since a complicated calculation based on the throttle opening value is not performed, the control load does not increase. Therefore, it is possible to realize a constant-speed traveling control device for a vehicle that suppresses an undershoot when returning from temporary acceleration with a simple configuration.

In the above embodiment, step 4256 corresponds to the processing as the vehicle speed return determination means.
Reference numeral 58 corresponds to the processing as the speed increasing correction means. Embodiment 2 Embodiment 2 differs from Embodiment 1 in that an undershoot suppression routine shown in FIG. 17 is provided in place of the override processing routine (Step 4200) shown in FIG.

That is, after the processing of step 4090 in the accelerator coast override processing shown in FIG. 4, the processing of FIG. 17 is started, and it is first determined whether or not Expression 6 is satisfied. (Step 8002). That is, it is determined whether the vehicle speed Vn is equal to or less than a value obtained by subtracting 1 km / h from the stored vehicle speed Vm.

[0093]

(Equation 6)

In this determination, in order to detect the initial state of the undershoot, it is only necessary to be able to determine that the vehicle speed Vn has fallen below the stored vehicle speed Vm. But,
A processing minimum value of 1 km / h is preferred. If the system uses a smaller positive value, a smaller positive value may be used. Further, the target vehicle speed Vt may be used instead of the stored vehicle speed Vm. Further, the skip vehicle speed Vsk may be used instead of the vehicle speed Vn.

If a positive determination is made in step 8002,
Next, it is determined whether or not the idle switch 18 is on (step 8004). If it is ON, 95% is set for the open side duty (step 8006), and the process directly proceeds to the process of step 1060, whereby the throttle valve 26 is controlled to the open side at a high speed with the duty of 95%. If a negative determination is made in any of steps 8002 and 8004, the processing is directly performed in step 400.
0, the process proceeds to the process of step 1050, and the first embodiment
The constant speed traveling control and the puffing control (step 3000) are performed by the duty calculation (step 5000) described in (1).

In the present embodiment, with this configuration, as shown in FIG. 18, the driver depresses the accelerator pedal 28 to overtake the vehicle, for example, to overtake the vehicle while traveling at a constant speed at the target vehicle speed. Case (time t20
~ Time t21), the actuator opening (throttle opening adjustment output) output from the motor 22a of the actuator 22 as the adjustment output mechanism is in the fully closed state by the duty value for constant speed traveling control calculated in step 5000. Down to At time t21, when the driver stops stepping on the accelerator pedal 28 and completely opens the vehicle to stop the acceleration, the vehicle speed still greatly exceeds the target vehicle speed Vt, so that the actuator opening degree remains fully closed. Therefore, the throttle valve 26 is
Then, the restraint by the motor 22a is released, and the spring is urged to the closed side to return to the fully closed state, and the idle switch 18 is turned on (time t21).

When the throttle valve 26 is fully closed, the driving force of the engine 24 rapidly decreases, and the vehicle speed V
n also decreases rapidly, and the vehicle speed Vn crosses the target vehicle speed Vt (time t22). If the value further decreases and satisfies the above expression 6 (time t23), an affirmative determination is made in step 8002,
Further, since the idle switch 18 has already been turned on, an affirmative determination is also made in step 8004, and in step 8006, 95% is set as the open duty. Before time t23, a negative determination is made in either step 8002 or step 8004.
Step 8006 is not performed.

Step 1 immediately after step 8006
Since the duty output is 060, the motor 22a rotates to the open side at a high speed, and the actuator opening sharply increases. Therefore, the rotation of the play amount IDL from the fully closed state of the actuator opening degree until the idle switch 18 is actually turned off can be rapidly completed. Thereafter, if the idle switch 18 is turned off (time t24), a negative determination is made in step 8004, and the processing shifts to normal constant-speed running control of step 5000 through step 1050.

Since the actuator opening corresponding to the play amount IDL, which causes a large undershoot as described above, is eliminated at an early stage, the undershoot is also small. In this embodiment, the play amount IDL can be quickly eliminated in the initial stage of the undershoot in this manner, so that the undershoot can be sufficiently suppressed, the control can be smoothly shifted to the constant speed running control, and the driver can feel uncomfortable. Absent. Further, in the present embodiment, the detection of temporary acceleration by the driver is not required, and the processing program is not complicated, so that the processing is quick and more suitable control is possible. Therefore, it is possible to realize a constant-speed traveling control device for a vehicle that suppresses an undershoot when returning from temporary acceleration with a simple configuration.

In FIG. 18, the undershoot suppression effect after the override is described as a typical example. However, in the present embodiment, the processing is not performed on the condition that the override is executed. Even undershoots caused by the cause are exhibited. For example, when the vehicle is running with the engine brake activated by closing the throttle valve 26 by the constant speed running control when descending a slope,
When the descent is completed, the actuator opening needs to be increased from the fully closed state to the actuator opening necessary for traveling at a constant speed on a flat road. A large undershoot occurs in Vn.

At the end of this downhill, the vehicle speed Vn starts to decrease and the idle switch 18 is in the ON state, so that the affirmative determination is made in both steps 8002 and 8004, and the processing in step 8006 is performed. Since the motor 22a rotates at a high speed and the rotation of the play amount is completed quickly, the undershoot of the vehicle speed Vn can be suppressed.

In the example of FIG. 17, when the undershoot condition is satisfied, the open side duty is set to 95% immediately in step 8006, but the opening degree of the actuator is increased faster than the normal constant speed traveling control. Can be opened,
For example, in the process of step 8006, the duty may be determined according to the map of FIG. That is,
FIG. 1 shows that the gradient in the range of Vt−Vsk> 1 km / h is used in normal constant-speed running control (step 5000).
The gradient is steeper than the gradient in the area of Vt−Vsk> 1 km / h in the map 2. As a result, the opening degree of the actuator opens faster than usual. Also, except that the gradient is steeper, the gradient is the same as in FIG.
In the region of t-Vsk> 1 km / h, the duty is 95%
May be a map that is translated to a higher level with 95% as the upper limit. Further, the gradient may be steeper.

In this embodiment, step 8002 corresponds to the processing as the vehicle speed reduction determining means.
4 corresponds to the processing as the driving force minimum adjustment determining means, and step 8006 corresponds to the processing as the high speed correction means. Step 50 performed according to the map of FIG.
The processing of 00 corresponds to the processing as the adjusting means.

[Others] As shown in FIG. 19, the determinations in steps 8002 and 8004 in FIG. 17 may be executed instead of step 4209 in FIG. In this case, the steps 8002, 8
At 004, the undershoot state and the ON state of the idle switch 18 are detected, and thereafter, the undershoot suppression processing is performed as in the first embodiment.

[Brief description of the drawings]

FIG. 1 is an overall configuration diagram of a constant-speed traveling control device according to a first embodiment.

FIG. 2 is a flowchart of a constant speed traveling control process performed by the constant speed traveling control device.

FIG. 3 is a flowchart of a set / resume process.

FIG. 4 is a flowchart of an accelerator coast override process.

FIG. 5 is a flowchart of a setting puffing initialization process.

FIG. 6 is a flowchart of a puffing control.

FIG. 7 is a flowchart of a duty calculation process.

FIG. 8 is a flowchart of a cancel process.

FIG. 9 is a flowchart of an override process.

FIG. 10 is a flowchart of an override puff initialization process.

FIG. 11 is a flowchart of a puffing interruption process.

FIG. 12 is a map for calculating a duty from a deviation.

FIG. 13 is a graph for explaining an amount of play based on a relationship among an actuator opening, a throttle opening, and an idle switch.

FIG. 14 is a timing chart for explaining functions according to the first embodiment.

FIG. 15 is a flowchart of another example of the override processing.

FIG. 16 is a timing chart for explaining the function.

FIG. 17 is a flowchart of an undershoot suppression process according to the second embodiment.

FIG. 18 is a timing chart for explaining a function according to the second embodiment.

FIG. 19 is a flowchart of another example of the undershoot suppression processing.

FIG. 20: For high-speed correction of the actuator opening,
It is a map for calculating a duty from a deviation.

FIG. 21 is an illustration of a basic configuration of the present invention.

FIG. 22 is a diagram illustrating an example of a basic configuration of the present invention.

FIG. 23 is a timing chart in a case where the override puffing process is not performed.

[Explanation of symbols]

DESCRIPTION OF SYMBOLS 1 ... Cruise ECU 3 ... Ignition switch 5 ... Battery 7 ... Actuator drive stage 8 ... Microcomputer 14 ... Control switch 14a ... Set switch 14b ... Resume switch 14c ... Cancel switch 16 ... Stop lamp switch 18 ... Idle switch 20 ... Vehicle speed sensor 22 ... Actuator 22a ... Motor 22b ...
Clutch 24 ... Engine 26 ... Throttle valve 28 ... Accelerator pedal

──────────────────────────────────────────────────続 き Continuation of the front page (56) References JP-A-4-278836 (JP, A) JP-A-4-278839 (JP, A) JP-A-64-30838 (JP, A) JP-A-62 216838 (JP, A) JP-A-3-82636 (JP, A) JP-A-6-107034 (JP, A) JP-A-2-112532 (JP, U) (58) Fields investigated (Int. Cl. ⁷ , DB name) B60K 31/00

Claims (7)

(57) [Claims] 1. A vehicle constant-speed traveling control device that adjusts a throttle valve of an engine that is an internal combustion engine based on a deviation between a vehicle speed and a target vehicle speed so that the vehicle speed matches the target vehicle speed. A vehicle speed return determination unit that determines whether the vehicle speed has returned from a state in which the throttle valve has been accelerated against the constant speed traveling control by the driver operating the throttle valve. When it is determined that the throttle valve has returned, a speed-up correcting means for adjusting the throttle valve to a side where a driving force is generated by a predetermined amount, and a full-close position detecting means for detecting a full-closed state of the throttle valve
Output means, and the vehicle speed return determination means is configured to output the vehicle speed or a predetermined time after a predetermined time.
The measured vehicle speed is lower than the target vehicle speed or a speed near the target vehicle speed.
The first condition and the fully closed position detecting means detects the fully closed state.
The second condition that fully closed is detected from the state where it is not
From the state accelerated against the cruise control
A constant-speed traveling control device for a vehicle , which determines that the vehicle speed has returned . 2. A predictive speed after the predetermined time, based on the time per change of the previous vehicle speed, calculated predetermined time vehicle cruise control apparatus according to claim 1, wherein the vehicle speed after. 3. The throttle valve according to claim 1, wherein
Claim predetermined amount for adjusting the blanking is an amount corresponding to the amount of play or play amount to the actual driving force is adjusted
3. The constant speed traveling control device for a vehicle according to 1 or 2 . 4. When the speed increase correction means determines that the vehicle speed has been restored by the vehicle speed return determination means, the fully closed position detection means detects the fully closed state from the state in which the fully closed position is detected. as a stop condition for a change in the absence, the vehicle cruise control apparatus according to claim 1, wherein adjusting the throttle valve of the engine on a side where the driving force is generated. 5. A cruise control system for a vehicle having an adjusting means for adjusting a throttle valve of an engine which is an internal combustion engine based on a deviation between a vehicle speed and a target vehicle speed so as to make the vehicle speed equal to the target vehicle speed. A control device for determining whether or not the predicted vehicle speed after a predetermined time has decreased by a predetermined speed from the target vehicle speed; and whether or not the throttle valve has been adjusted to the minimum driving force in which the throttle valve is fully closed. and determining driving force minimum adjusting determining means for determining the predicted vehicle speed after a predetermined time in the vehicle speed drop judging means is judged to have lowered by a predetermined rate than the target vehicle speed, and the throttle at the driving force minimum regulation determination unit If the valve is determined to be adjusted to the minimum drive force, the Ro
A high-speed correction means for adjusting a throttle valve to a side on which driving force is generated at a speed higher than that of the adjustment means. 6. provided an idle switch which is turned fully closed the throttle valve, the vehicle cruise control apparatus according to claim 5, wherein the throttle valve during on the idle switch is assumed to be fully closed. 7. The constant-speed traveling control device for a vehicle according to claim 5 , wherein the predicted vehicle speed after the predetermined time is a vehicle speed after the predetermined time calculated based on a change per hour of the immediately preceding vehicle speed.