JP3092444B2 - 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 constant speed traveling control device for a vehicle which travels while maintaining the actual vehicle speed of a vehicle at a vehicle speed set by an occupant.

[0002]

2. Description of the Related Art As a conventional constant speed traveling control device for a vehicle of this type, the following devices (1) and (2) are known. (1) A target driving force for matching an actual vehicle speed to a target vehicle speed is calculated using a well-known linear feedback control method, which is disclosed in Japanese Patent Application Laid-Open No. 4-132845, and engine non-linear characteristics stored in advance are calculated. Using the data, the throttle opening is controlled so that the actual driving force matches the target driving force. By using the engine non-linear characteristic data in this way, it is possible to linearize the response characteristic of the actual driving force from the viewpoint of the target driving force, thereby minimizing the deviation of the actual vehicle speed from the target vehicle speed regardless of the driving conditions. As a result, a highly accurate vehicle speed response performance can be obtained, and a high disturbance (for example, a change in vehicle speed when traveling on a gradient road) removal performance can be obtained. (2) disclosed in Japanese Patent Application Laid-Open No. 59-160055, when the constant speed running control is started, the throttle opening is initially set to a predetermined value (determined according to the vehicle speed), Thereafter, a deviation between the target vehicle speed and the actual vehicle speed is detected, and feedback control for adjusting the throttle opening based on the deviation is performed. By initially setting the throttle opening to a predetermined value at the start of the constant-speed traveling control in this manner, the so-called undershoot, in which the vehicle speed drops at the start of the constant-speed traveling control, is suppressed.

[0003]

However, (1)
In the conventional example, since the control as in (2) is not performed, immediately after the start of the constant-speed running control, the above-described undershoot occurs due to a delay due to the form of the feedback control. Therefore, it is conceivable to combine the conventional example of (1) and the conventional example of (2) in order to suppress this. In this case, at the start of the constant speed traveling control, the throttle opening is initially set to a predetermined initial value in a feedforward manner, so that the undershoot immediately after the start of the constant speed traveling can be suppressed. In the subsequent feedback control, the target driving force is calculated from the deviation between the actual vehicle speed and the target vehicle speed,
A throttle opening correction value is calculated from the target driving force based on the engine non-linear characteristic data, and the target throttle opening is obtained by adding the throttle opening correction value to the above-described initial throttle opening at the start of control. Then, control is performed so that the actual throttle opening becomes the target throttle opening. However, since the target driving force calculated by the feedback control corresponds to the change in the running resistance, even if the throttle opening correction value calculated only from the target driving force is added to the initial throttle opening, the engine nonlinear The effect of the nonlinear compensation due to the use of the data is not sufficiently obtained, and the accuracy of the vehicle speed response performance is reduced. That is,
Simply combining the conventional examples of (1) and (2) cannot achieve both effects.

[0004] It is an object of the present invention to provide a constant-speed traveling control device for a vehicle which prevents undershoot at the start of constant-speed traveling and ensures high-accuracy vehicle speed response performance and high disturbance rejection performance. .

[0005]

According to a first aspect of the present invention, there is provided a vehicle constant speed traveling control device for calculating a target driving force initial value corresponding to a traveling resistance at the start of a constant speed traveling control. Calculating means, based on an actual vehicle speed and a target vehicle speed of the vehicle,
Correction value calculating means for calculating a target driving force correction value corresponding to a change in running resistance for matching the actual vehicle speed to the target vehicle speed; and adding the target driving force correction value to the calculated target driving force initial value. A target driving force calculating means for obtaining a target driving force, and calculating an initial target throttle opening for obtaining a target driving force initial value based on the calculated target driving force initial value, based on the calculated target driving force. Target throttle opening calculating means for calculating a target throttle opening for feedback control for obtaining a target driving force, and an actual throttle opening such that the calculated initial target throttle opening is obtained at the start of constant speed traveling control. After the initial throttle opening control is performed, the correction value calculating means, the total target driving force calculating means, and the target throttle opening calculating means are repeatedly operated to provide feedback. Comprising a throttle opening control means for feedback control of the actual throttle opening so as to be patronized target throttle opening degree, thereby to solve the above problems. The invention according to claim 2 further includes a prohibiting means for prohibiting the feedback control until the initial throttle opening control at the start of the constant speed traveling control is completed. According to a third aspect of the present invention, the correction value calculation means uses model matching calculation means for calculating a target driving force correction value such that the actual vehicle speed of the vehicle approaches the target vehicle speed in accordance with a response characteristic of a predetermined reference model. It is. Claim 4
According to the invention, the target driving force initial value calculating means calculates a target driving force initial value corresponding to the running resistance during flat running based on the actual vehicle speed at the start of the constant speed running control. Claim 5
According to the invention, the target driving force initial value calculating means calculates a target driving force initial value corresponding to the entire running resistance including the gradient resistance based on the actual acceleration and the actual driving force of the vehicle.

[0006]

According to the first aspect of the present invention, at the start of the constant speed traveling control, the actual throttle opening is controlled so as to be the initial target throttle opening calculated from the target driving force initial value corresponding to the traveling resistance at that time. This prevents the vehicle speed from undershooting at the start of the constant speed traveling control. After that,
A total target driving force is obtained by adding a target driving force correction value corresponding to a change in running resistance to the target driving force initial value, and a target throttle opening for feedback control is calculated from the total target driving force. Then, the actual throttle opening is feedback-controlled so as to become the target throttle opening for feedback control. As described above, the target throttle opening for feedback control is calculated from the total target driving force, which is the added value of the target driving force initial value and the target driving force correction value. This makes it possible to make full use of the nonlinear compensation effect, and to obtain a highly accurate vehicle speed response. According to the second aspect of the present invention, the feedback control is prohibited until the initial throttle opening control at the start of the constant speed traveling control is completed.
According to the third aspect of the present invention, the target driving force correction value is calculated as the correction value calculating means so that the actual vehicle speed of the vehicle approaches the target vehicle speed in accordance with a predetermined response characteristic of the reference model. According to the fourth aspect of the present invention, the target driving force initial value corresponding to the running resistance during flat running is calculated based on the actual vehicle speed at the start of the constant speed running control. In the invention of claim 5, a target driving force initial value corresponding to the total running resistance including the slope resistance is calculated based on the actual acceleration and the actual driving force of the vehicle.

[0007]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS One embodiment of the present invention will be described with reference to FIGS. FIG. 1 is a block diagram showing an entire configuration of a constant speed traveling control device according to the present invention. A constant-speed traveling control unit indicated by reference numeral 10 is a one-chip microcomputer (hereinafter, microcomputer) 11 having, for example, a CPU, a ROM, a RAM, a digital port, an A / D port, and various timers.
A Stroller actuator drive circuit 12 that drives and controls a negative pressure type throttle actuator 34 described later;
And a fail-safe shutoff circuit 13.

[0008] Reference numerals 21 to 25 denote switches operated by the occupant. The operating states of the switches are input to the microcomputer 11 of the constant-speed traveling control unit 10. 21 is a main switch for constant speed traveling control, 22 is a set switch for starting constant speed traveling control and setting the set vehicle speed, 23 and 24 are up / down switches for increasing and decreasing the set vehicle speed, and 25 is This is a cancel switch for canceling the constant speed traveling control. When the set switch 22 is turned on after the main switch 21 is turned on after the main switch 21 is turned on, the microcomputer 11 starts the constant speed traveling control at the vehicle speed at that time. Reference numeral 26 denotes a brake switch which is turned on when the foot brake is operated.
The off state is also input to the microcomputer 11.

The microcomputer 11 is also connected to a vehicle speed sensor 31 using an electromagnetic pickup and a potentio type throttle sensor 32. The vehicle speed sensor 31 inputs a number of pulse signals corresponding to the actual vehicle speed to the microcomputer 11, and the microcomputer 11 measures the actual vehicle speed by counting the pulses. The throttle sensor 32 inputs an analog signal corresponding to the actual throttle opening to the microcomputer 11, and the microcomputer 11 A / D converts the analog signal and measures the actual throttle opening. The measured throttle opening is used for servo control of a throttle actuator and estimation of running resistance as described later.

Reference numeral 33 denotes a crank angle sensor provided in the engine EG, and the microcomputer 11 measures the engine speed based on the output. Reference numeral 34 denotes a negative pressure type throttle actuator, which controls a vacuum valve driven by a motor and a solenoid valve for opening the atmosphere to control the negative pressure, thereby controlling the opening of a throttle valve (not shown). Adjust. The vehicle speed is determined according to the opening of the throttle valve.

An automatic transmission control unit indicated by reference numeral 40 controls the automatic transmission AT and sends a signal indicating a gear position (3rd or overdrive) during constant speed traveling control using the signal line 1 to the constant speed traveling control. Send to unit 10. The cruise control unit 10 controls the signal line 2 during the cruise control.
And a signal indicating that the vehicle is under constant-speed running control is transmitted to the automatic transmission control unit 40 using the signal line 3.
The automatic transmission control unit 40 performs shift control based on a command from the constant speed traveling control unit 10 during constant speed traveling control.

Next, the procedure of the constant speed traveling control by the microcomputer 11 of the constant speed traveling control unit 10 will be described with reference to the flowchart of FIG. This routine is periodically executed every 100 ms when the main switch 21 is turned on. In step S1, 100 m
The average actual vehicle speed Vsp during 100 ms is calculated from the count value of the number of pulses input from the vehicle speed sensor 31 during s. Further, an average engine speed Ne for 100 ms is calculated from the count value of the number of pulses input from the crank angle sensor 33 for 100 ms. further,
The analog signal from the throttle sensor 32 is A / D converted to calculate the throttle opening Tvo.

In step S2, the cancel switch 2
5 and the on / off of the brake switch 26 are determined,
If both are off, the process proceeds to step S3. In step S3, ON / OFF of the set switch 22 is determined,
If it is on, it is determined that the start of the cruise control has been instructed,
The process proceeds to step S4 to perform the initial throttle opening control. In step S4, the current actual vehicle speed Vsp is changed to the target vehicle speed Vsp.
Store as spr. In step S5, the traveling resistance R when traveling on a flat road at the target vehicle speed is determined from the data map stored in the memory in advance, and this is stored as the target driving force initial value Fori.

In step S6, the output pulse width Tvaci to the vacuum valve required to obtain the target driving force initial value.
Ask for. More specifically, first, the target driving force initial value F
Using ori,

## EQU1 ## The target engine torque initial value Teri is calculated by Teri = (Fori.Rt) / (Gm.Gf). Here, Gm is the transmission gear ratio, Gf is the final gear ratio, and Rt is the radius of the tire. Next, the target engine torque initial value T is calculated using a non-linear characteristic data map of the engine as shown in FIG.
A target throttle opening initial value Tvori is calculated from eri and the engine speed Ne. Then, an output pulse width Tvaci to the vacuum valve required to obtain the target throttle opening initial value Tvori is calculated by the following equation.

Tvaci = Tvori- [eta] + [lambda] where [lambda] is the dead time of the actuator and [eta] is the average change rate of the actuator, which is stored in the memory in advance.

In step S7, an ASCD operation flag for determining whether or not the vehicle is running at a constant speed is set to "1". In step S8, the fail-safe power supply shutoff circuit 13 is turned on, and the process returns.

On the other hand, at step S3, the set switch 22
Is determined to be off, the process proceeds to step S9. In step S9, the ASCD operation flag is determined, and "1" is set.
If so, it is determined that the cruise control is being performed, and step S1 is performed.
Go to 0. In step S10, the initialization end flag is checked. If it is "0", it is determined that the initial setting of the throttle opening is not yet completed, and step S14 is performed.
Proceed to.

In step S14, it is determined whether or not the output pulse width Tvaci to the vacuum valve is 100 ms or less. If Tvaci> 100 ms, 100 ms is subtracted from the current Tvaci in step S16 to obtain a new Tvaci, and step S20 is performed. Proceed to. If Tvaci ≦ 100 ms, it is determined that the initial setting of the throttle opening has been completed, the initialization end flag is set to “1” in step S15, and the process proceeds to step S20. In step S20,
The pulse output register in the microcomputer 11 writes the output pulse width Tvac of the vacuum valve (Tvaci at first) and the output pulse width Tvent of the solenoid valve for releasing to atmosphere. As a result, the vacuum valve and the atmosphere opening solenoid valve of the negative pressure type throttle actuator are driven and controlled via the drive circuit 12, and the opening of a throttle valve (not shown) is adjusted, so that a vehicle speed corresponding to the opening is obtained.

If it is determined in step S10 that the initialization end flag is "1", it is determined that the initial setting of the throttle opening has already been completed, and the feedback control from step S11 is performed. First, in step S11, a target driving force correction value for matching the target vehicle speed Vspr and the actual vehicle speed Vsp is calculated based on the target vehicle speed Vspr and the actual vehicle speed Vsp. Here, the target driving force correction value Tfb is calculated using a model matching method, which is a known linear control method, and an approximate zeroing method. Assuming that the transfer characteristic of the controlled object is a pulse transfer function P (z ^-1 ), the compensator is as shown in FIG. z is a delay operator, and when multiplied by z ⁻¹ , it becomes a value one sample before.
C ₁ (z ⁻¹ ) and C ₂ (z ⁻¹ ) are compensators based on the approximate zeroing method, and are for suppressing the influence of disturbance and modeling errors. C ₃ (z ⁻¹ ) is a compensator based on the model matching method, and is used to make the response characteristics of the control target coincide with the characteristics of the reference model H (z ⁻¹ ).

When a portion where a target acceleration is input and an actual vehicle speed is output is set as a control target, a pulse transfer function P (z ^-1 ) which is a transfer characteristic of the control target is represented by an integral element P ₁ (z ^-1 ). , And the dead time element P ₂ (z ⁻¹ ) = z ⁻² . The integral element P ₁ (z ^-1 )

P ₁ (z ⁻¹ ) = T · z ⁻¹ / (1−z ⁻¹ ) where T is represented by a sample period (100 ms).
At this time, C ₁ (z ⁻¹ ) and C ₂ (z ⁻¹ ) are calculated by the following equations.

C ₁ (z ⁻¹ ) = (1−γ) · z ⁻¹ / (1−γ · z ⁻¹ ) C ₂ (z ⁻¹ ) = (1−γ) · (1−z ^{−) 1} ) / ｛T ・ (1
−γ · z ⁻¹ )｝ where C ₂ = C ₁ / P ₁ , γ = exp (−T / Tb), and Tb are time constants.
When the temporary low-pass filter, C ₃ is a constant below.

C ₃ = K = {1−exp (−T / Ta)} / T

As described above, in step S11, the operations of y2, y3, and y1 shown in FIG. However, the data y (k-1) indicates data one sample cycle before y (k).

Y2 (k) = γ · y2 (k−1) + (1−γ) · y1 (k−1) y3 (k) = γ · y3 (k−1) + (1−γ) / T.Vsp (k)-(1-.gamma.) / T.Vsp (k-1) y1 (k) = K. (Vspr (k) -Vsp (k))-y3 (k) + y2 (k-
2) y1 (k) is a target acceleration, and the microcomputer 11 multiplies y1 (k) by the basic vehicle weight M,

The target driving force correction value Forfb is calculated from Forfb (k) = y1 (k) · M.

In step S12, a target driving force initial value F
The total target driving force For is calculated by adding the target driving force correction value Forfb to ori. In step S13, the target engine torque Ter is calculated by the following equation.

## EQU8 ## Ter = (For.Rt) / (Gm.Gf) Further, the target engine torque Ter and the engine rotational speed Ne are calculated by using an engine non-linear characteristic data map previously stored in a memory as shown in FIG. The target throttle opening Tvor is calculated from

Next, in step S19, for example, PID
Using a known control method such as control, based on the throttle opening deviation Δ (target opening Tvor−actual opening Tvo), each output pulse width to the vacuum valve and the atmospheric release solenoid valve of the negative pressure type throttle actuator 34 is determined. (T
vac, Tvent). Then, the above-described step S
The program proceeds to step 20, where the pulse width Tvac of the vacuum valve and the pulse width Tvent of the solenoid valve for releasing to the atmosphere are written in the pulse output register in the microcomputer 11.

If it is determined in step S9 that the ASCD operation flag is off, and if the cancel switch 25 or the brake switch 26 is turned on in step S2, step S1 is performed to cancel the constant speed traveling control.
Go to 7. In step S17, each flag and variable are initialized, and in step S18, the power supply cutoff circuit 13 is turned off and the process returns.

According to the above-described procedure, when the driver turns on the main switch 21 and then turns on the set switch 22 while traveling on a substantially flat road, constant speed traveling control is started. At this time, a target driving force initial value Fori required for constant traveling on a flat road at the vehicle speed at the time of the set switch on is obtained from a data map stored in advance in the memory, and the throttle valve is fed to a throttle opening corresponding to the target driving force initial value Fori. It is forward controlled. Therefore, immediately after the set switch operation, the throttle valve is opened by the actuator 34, and the undershoot of the vehicle speed is suppressed to the minimum.

After completion of the feedforward control, a target driving force correction value (corresponding to a change in the running resistance) Forfb calculated based on the vehicle speed deviation is obtained, and this is added to the target driving force initial value Fori to obtain the total target driving force. Force For is required.
The target throttle opening Tvor is calculated from the total target driving force For using the engine non-linear characteristic data map shown in FIG. 3, and feedback control of the throttle opening is performed.

FIG. 5A shows a data map for nonlinear compensation at the time of feedback control, and FIG. 5B shows nonlinear data of the engine corresponding to FIG. These data are obtained when the engine is rotating at a predetermined rotational speed. In FIG. 5, in the present embodiment, a target throttle opening Tvor is obtained from the calculated total target driving force For.
The actual throttle opening Tvo is controlled so that the actual driving force Fo (= For) is obtained. in this way,
The nonlinear characteristic of the engine is always inversely corrected, and the characteristic of the actual driving force with respect to the target driving force is linearized. By this linearizing action, the vehicle speed control compensator based on the linear feedback method works effectively, and the deviation of the actual vehicle speed from the target vehicle speed can be suppressed to a minimum. In particular, in the present embodiment, the total target driving force For is obtained by adding the target driving force correction value Forfb to the target driving force initial value Fori, and the target throttle opening Tvor is obtained from this For using the map of FIG. Therefore, the effect of the non-linear compensation by using the engine non-linear data can be fully utilized, and a more accurate vehicle speed response performance can be obtained.

When the conventional examples (1) and (2) described above are simply combined, the throttle opening correction value Tvo is calculated from the target driving force correction value Forfb based on the data map of FIG.
rfb is obtained, and the correction value Tvorfb is added to the actual throttle opening initial value Tvoi to obtain the target throttle opening Tvor. In this case, since the throttle opening initial value Tvoi is constant, the nonlinear compensation effect based on the engine nonlinear data can be obtained only in the target driving force correction value Forfb during the feedback control. For this reason, the throttle opening degree Tvor required for obtaining the required target driving force cannot be obtained, and the vehicle speed response performance is lower than in this embodiment.

Further, in this embodiment, in particular, since the model matching method is used as the linear feedback method, the vehicle speed can be controlled according to the reference model regardless of the running conditions, and a highly accurate vehicle speed response characteristic can be obtained. Can be In addition, since the approximate zeroing method is also used, the influence on the vehicle speed due to disturbance such as a change in road gradient or a change in vehicle weight can be reduced to a minimum.

FIG. 6 shows the temporal change of the vehicle speed at the time of constant speed running control by computer simulation. FIG. 6A shows the case where the above-mentioned conventional examples (1) and (2) are simply combined, and FIG. ) Indicate those according to the present embodiment. Both show the case where the target vehicle speed is 100 km / h and the road gradient changes from 0% to + 6% to 0% during traveling. In the conventional control method, it is found that the vehicle speed largely deviates from the target vehicle speed and returns to the target vehicle speed when the gradient changes, and that the characteristics are greatly different between undershoot and overshoot. On the other hand, in the control method of the present embodiment, since the nonlinear compensation works effectively at any time,
The vehicle speed does not greatly deviate from the target vehicle speed even at the change of the gradient, and the vehicle speed returns to the target vehicle speed quickly. Further, the characteristics are substantially the same at the time of undershoot and at the time of overshoot.

In the configuration of the above-described embodiment, the microcomputer 11 of the constant speed traveling control unit 10 includes target driving force initial value calculating means, correction value calculating means, target driving force calculating means,
The microcomputer 11, the drive circuit 12, and the throttle actuator 34 constitute target throttle opening calculating means and inhibiting means, respectively, and throttle opening controlling means.

In the above-described embodiment, the target driving force initial value Fori at the start of the constant speed running control is obtained from the data map stored in the memory in advance as the running resistance value during flat running. The running resistance R may be estimated and calculated from the vehicle body acceleration Av and the actual driving force Fo without using the map, and may be set as the target driving force initial value Fori. To realize this, step S5 in the flowchart of FIG.
Then, the following operation may be performed.

## EQU9 ## Fo = Te.Gm.Gf R = Fo-M.Av Fori = R Here, Te is an actual engine torque, and an engine non-linear characteristic data map is obtained from the actual throttle opening and the engine rotational speed. Desired. M is the vehicle weight, Gm is the transmission gear ratio, and Gf is the final gear ratio.

According to this, even when the constant speed running control is started on an uphill, for example, a target driving force initial value that matches the total running resistance value R including the gradient resistance can be obtained, and the throttle initial position corresponding to the target driving force initial value can be obtained. Until the throttle opening is feed-forward controlled. Therefore, the undershoot of the vehicle speed immediately after the start of the constant speed traveling can be minimized regardless of the road gradient. After the feedforward control is completed, the target driving force correction value Forfb calculated based on the vehicle speed deviation is added to the target driving force initial value Fori to calculate the total target driving force, and the throttle opening is fed back based on this. Since the control is performed, a more accurate vehicle speed response performance can be obtained as compared with the previous embodiment.

In the above description, an example is shown in which the model matching method and the approximate zeroing method are used together during feedback control. However, only the model matching method may be used, or another control method may be used. Furthermore, the throttle opening actuator is not limited to the negative pressure type actuator,
For example, an actuator using a DC motor or another type of actuator may be used.

[0034]

According to the first aspect of the present invention, at the start of the constant-speed running control, the actual throttle opening is set to the initial target throttle opening calculated from the target driving force initial value corresponding to the running resistance at that time. After that, the total target driving force is calculated by adding the target driving force correction value corresponding to the change in the running resistance to the target driving force initial value, and the total target driving force is calculated. Since the actual throttle opening is controlled so as to reach the target throttle opening, undershoot of the vehicle speed at the start of constant speed traveling control can be suppressed, and the subsequent feedback control is based on the use of engine non-linear data. The nonlinear compensation effect can be fully utilized, and highly accurate vehicle speed control performance can be obtained. According to the invention of claim 2, the constant speed run
Since the feedback control is prohibited until the initial throttle opening control at the start of the line control is completed,
Undershoot of the vehicle speed at the start of the constant-speed running control can be further suppressed. According to the third aspect of the present invention, as a correction value calculation method at the time of feedback control, model matching for calculating a target driving force correction value so that the actual vehicle speed of the vehicle approaches the target vehicle speed in accordance with a response characteristic of a predetermined reference model. Since the method is used, more accurate vehicle speed control characteristics can be obtained. According to the fourth aspect of the present invention, the target driving force initial value corresponding to the running resistance during flat running is calculated based on the actual vehicle speed at the start of the constant speed running control. An undershoot at the start can be prevented. According to the invention of claim 5, the target driving force initial value corresponding to the total running resistance including the slope resistance is calculated based on the actual acceleration and the actual driving force of the vehicle. Undershoot of the vehicle speed immediately after the start of the constant speed traveling can be suppressed to the minimum, and more accurate vehicle speed response performance can be obtained even during the feedback control.

[Brief description of the drawings]

FIG. 1 is a block diagram showing an overall configuration of a constant speed traveling control device for a vehicle according to one embodiment of the present invention.

FIG. 2 is a flowchart illustrating the operation of the embodiment.

FIG. 3 is a view showing an engine non-linear characteristic data map for obtaining a throttle opening;

FIG. 4 is a configuration diagram of a vehicle speed feedback compensator.

FIG. 5 is an explanatory diagram illustrating linearization compensation of an actual driving force with respect to a target driving force.

6A and 6B are diagrams showing a change in vehicle speed during constant-speed running control by computer simulation, wherein FIG. 6A shows data according to a conventional control method, and FIG. 6B shows data according to a control method according to an embodiment.

[Explanation of symbols]

 Reference Signs List 10 Constant speed traveling control unit 11 Microcomputer 12 Throttle actuator drive circuit 21 Main switch 22 Set switch 25 Cancel switch 26 Brake switch 31 Vehicle speed sensor 32 Throttle sensor 33 Crank angle sensor 34 Negative pressure type throttle actuator

──────────────────────────────────────────────────続 き Continued on the front page (58) Field surveyed (Int. Cl. ⁷ , DB name) B60K 31/00 F02D 29/02 301 F02D 41/00-41/40 F02D 45/00

Claims (5)

(57) [Claims] 1. A target driving force initial value calculating means for calculating a target driving force initial value corresponding to a running resistance at the start of a constant speed driving control, and a target vehicle speed based on the actual vehicle speed and the target vehicle speed. Correction value calculating means for calculating a target driving force correction value corresponding to a change in running resistance to match the vehicle speed; and adding the target driving force correction value to the calculated target driving force initial value to obtain a total target. A total target driving force calculating means for obtaining a driving force; calculating an initial target throttle opening for obtaining the target driving force initial value based on the calculated target driving force initial value; a target throttle opening calculating means for calculating a feedback control target throttle opening for obtaining said total target driving force, when the constant speed running control start, and the computed initial target throttle opening After the initial throttle opening degree control for controlling the actual throttle opening degree so that the correction value calculating means,
A throttle opening control means for repeatedly operating the total target driving force calculating means and the target throttle opening calculating means and performing feedback control of the actual throttle opening so as to become the target throttle opening for feedback control. Speed control device for vehicles. 2. The vehicle constant speed according to claim 1, further comprising a prohibition unit that prohibits the feedback control until the initial throttle opening control at the start of the constant speed traveling control is completed. Travel control device. 3. The correction value calculation means is a model matching calculation means for calculating the target driving force correction value such that the actual vehicle speed of the vehicle approaches the target vehicle speed in accordance with a response characteristic of a predetermined reference model. The constant-speed traveling control device for a vehicle according to claim 1 or 2, wherein: 4. The target driving force initial value calculating means calculates a target driving force initial value corresponding to a running resistance during flat running based on an actual vehicle speed at the start of constant speed running control. Item 4. The constant speed traveling control device for a vehicle according to any one of Items 1 to 3. 5. The target driving force initial value calculating means calculates a target driving force initial value corresponding to a total running resistance including a slope resistance based on the actual acceleration and the actual driving force of the vehicle. The constant-speed traveling control device for a vehicle according to claim 1.