JP3119426B2 - Vehicle speed control device - Google Patents

Abstract

PURPOSE: To reduce a feeling of physical disorder in curve running, by decelerating a moving speed of a vehicle when a detection speed is higher than a target speed, accelerating the moving speed when lower than the target speed, and releasing car speed feedback control when a steering angle exceeds a limit angle. CONSTITUTION: A moving speed of a vehicle is accelerated/decelerated by a throttle valve 11 and a motor 50, further to detect the moving speed of the vehicle by an A/D converter 109, F/V converter 110, rotary permanent magnet Mag and a reed switch SW, also to detect a steering angle by a steering controller 201. On the other hand, a target speed is set by an MPU 101, also to indicate acceleration/deceleration by a potentiometer 37 and a brake switch BSW1. In the MPU 101, the moving speed of the vehicle is decelerated, when a detection speed is higher than the target speed, further accelerated when lower than the target speed, also to release car speed feedback control when a steering angle exceeds a limit angle.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to the control of a traveling speed of a vehicle, and more particularly, but not exclusively, to a constant speed traveling control device for a ground traveling vehicle driven by, for example, an internal combustion engine or an electric motor.

[0002]

2. Description of the Related Art For example, an internal combustion engine (hereinafter referred to as an engine)
(Hereinafter referred to as "vehicle") is equipped with an accelerator pedal connected to a throttle valve of an engine and a brake pedal connected to a master cylinder for applying a brake pressure to wheel brakes. May be adjusted). Generally, the driver adjusts the acceleration and deceleration while frequently stepping on the accelerator pedal and the brake pedal, and always operates one of the pedals, which is a burden on the driver. Therefore, in recent years, a control device for driving a vehicle at a constant speed has been developed, and many vehicles have the control device.

[0003] The constant-speed running control device sets the vehicle speed stored in the memory by a driver's operation as a target speed, compares the vehicle speed detected by a vehicle speed detector with the target vehicle speed, and adjusts the vehicle speed to the target vehicle speed. Then, the throttle valve is opened and closed via a throttle valve driver. This is convenient because the driver can drive the vehicle without depressing the accelerator pedal. However, conventionally, in a vehicle having a constant speed traveling function, the driver operates a set switch, an increase / decrease switch, etc. in a driver seat to store the vehicle speed value in a memory and increase / decrease the vehicle speed value (target speed). (JP-A-56-101040, JP-A-61-15).
No. 49). However, when the brakes are depressed,
The cruise function is canceled. Therefore, once the brake is depressed, the switch for constant-speed traveling in the driver's seat must be operated again. Thus, the operability is not always sufficient.

[0004] Therefore, there has been proposed a device in which the constant-speed running is interrupted while the brake is depressed, but when the brake is released, the constant-speed running with the target vehicle speed immediately before the release is resumed. (JP-A-58-50013 and JP-A-Hei-1
-306334).

On the other hand, for example, when the vehicle is traveling at a constant speed,
When the vehicle is approaching a curve or downhill and it is uneasy to run at the vehicle speed value in the memory, it is necessary to depress the brake pedal to cancel the constant speed running. When the driver depresses the brake pedal, or when the vehicle approaches an uphill and the driver depresses the accelerator pedal, the cruise is released.If the driver continues the cruise, It is necessary to operate the constant speed switch in the driver's seat again,
When the vehicle travels at a constant speed on a road with many curves or hills, the operation becomes complicated, and the burden on the driver increases. In order to solve the problem, for example, there is a method of reducing the target set speed for constant speed traveling in proportion to the magnitude of the steering angle operated by the driver (JP-A-50-41227, JP-A-58-1983). -65944, and Japanese Utility Model Application Laid-Open No. 60-62331. As a result, speed control according to the curvature of the curve is performed, and it is expected that the need for the driver to operate the brake pedal is reduced. That is, it is inferred that the driver's operation of the brake pedal every time the vehicle approaches a curve is reduced, and the burden on the driver is reduced.

[0006]

When the vehicle travels straight ahead during curve driving, the steering wheel is returned before the vehicle completely exits the curve. Following the return of the steering, the target speed increases to the target set speed before the steering, and immediately before leaving the curve, the steering returns to the neutral position, so that the target speed returns to the target speed before the curve enters. That is, the traveling speed returns to the same traveling speed as at the time of constant speed traveling before steering. If the curve is steeper, the steering angle is large, so the decrease in target speed after turning the steering wheel is large, but the decrease in vehicle speed is delayed. At the same time as the rudder returns, strong acceleration (uncomfortable feeling) may be caused by constant speed running that matches the vehicle speed to the target speed before entering the curve. If braking is applied before the steering returns, the target speed is updated to the vehicle speed value (generally a low value) at the time when the braking is released, so the feeling of acceleration (discomfort) is low, but the braking is applied. If not, the target speed returns to the one before turning, so that strong acceleration may occur.

A first object of the present invention is to reduce such a feeling of running discomfort in curve running, and a second object of the invention is to suppress a constant speed running having a low practical significance with respect to curve running. The third object is to perform smooth speed control from the start to the end of the curve running.

[0008]

Means for Solving the Problems (1) First embodiment of the present invention
The vehicle speed control device is mounted on a vehicle and its traveling speed (R
Vs) and deceleration means (11, 12, 50) for increasing and decelerating; speed detecting means (Mag, LSW, 110,
109); angle detecting means (201) for detecting a steering angle (RST); target speed setting means (101); increasing / decreasing instructing means (37, BSW1); corresponding to the moving speed (RVs) of the vehicle ; Is high and small
If it is low, the steering angle (RST) will be larger than the large value (RSH).
Deceleration operation (RBC) of increase / deceleration instruction means while is greater than or equal to a specified value
When the amount is large, the value is obtained by subtracting the small decrement (ΔSH)
Value (RSH-ΔSH) corresponding to the limit angle (RSH)
Field angle setting means (101: 79, 80 in FIG. 9); and the moving speed (RVs) detected by the speed detecting means is equal to the target speed setting means (101).
If the vehicle speed is higher than the set target speed (RVm / RRVm), the vehicle speed is increased via the deceleration means (11, 12, 50) .If the vehicle speed is lower, the vehicle speed is increased, and the steering angle (RST) is limited. A vehicle speed control means (101) for canceling the vehicle speed feedback control when the vehicle exceeds the angle (RSH).

In the parentheses, for easy understanding, the symbols of the corresponding elements or the corresponding items of the embodiment shown in the drawings and described later are added for reference.

[0010]

When the steering angle (RST) exceeds the limit angle (RSH), the vehicle speed control means (101) cancels the vehicle speed feedback control. ), The moving speed (RVs) becomes the target speed (R RVm)
When the speed is higher, the feedback control, that is, when the speed is lower and the speed is lower, that is, the constant speed traveling control is released. As a result, a strong acceleration (uncomfortable feeling) does not automatically occur at the same time when the steering is returned.

[0011] Further, the to correspond to the moving speed of the vehicle (RVs)
If the steering angle (RST) is greater than or equal to the predetermined value (STs) and the deceleration operation (RBC) of the deceleration instruction means (37, BSW1) is larger than the large value (RSH) Big and few
The value (RSH−) corresponding to the value obtained by subtracting the extremely small decrement (ΔSH)
ΔSH) is defined as the limit angle (RSH). If there are many deceleration operations (RBC), there is a high possibility that the driving environment is not suitable for constant speed driving, but in this case, the probability of canceling constant speed driving increases, and the effect of suppressing constant speed driving which is not practical is low. is there.

[0012] (2) a 2-5 aspect of the present invention, tower vehicle
Increasing and decelerating means to increase and decrease the moving speed (RVs)
(11,12,50); Speed detecting means for detecting the moving speed (RVs)
(Mag, LSW, 110,109); Detect steering angle (RST)
Angle detecting means (201); Target speed setting means (101);
Speed indication means (37, BSW1); and speed detection means
The moving speed (RVs) is set by the target speed setting means (101).
If the target speed (RVm / RRVm) is higher than the target speed (RVm / RRVm),
(12,50) to slow down the vehicle speed,
If the steering angle (RST) exceeds the limit angle (RSH)
Vehicle speed control means for canceling the vehicle speed feedback control
(101); a vehicle speed control device comprising a first of the present invention
In two embodiments, the target speed setting means (101) is provided with a
While the steering angle (RST) is over the specified value, the steering
Corresponds to the corner (RST).
Increase or decrease the target speed decrement (RMS) by the deceleration instruction means.
When there is no operation, the reference value (δ = 1) is used.
The rate of reduction (δ + Δδ) greater than the reference value
Multiplied by (δ · RMS) is the value when the vehicle is not traveling on a curve
Value equivalent to the value subtracted from the target speed value (RVm) (RRVm)
Is set to the target speed.

It is presumed that the fact that the deceleration operation is performed during the turning tends to cause the vehicle speed to be relatively high with respect to the driving environment. If there is a deceleration operation during turning, the amount of change ( δ · RMS) of the target speed (RRVm) to a low value is increased, so that a vehicle speed that is inconsistent with the driving environment is suppressed.

[0014] (3) Third aspect of the present invention, the target speed setting means (101) is between a steering angle (RST) is equal to or greater than a predetermined value (STs), corresponding to the steering angle, and it is large large
When the target speed decrement (RMS) is small , the reference value is used when there is no speed increase / deceleration instruction means (37, BSW1).
(Δ = 1) is smaller than the reference value when the speed increasing operation is performed.
The value (δ · RM) multiplied by the reduction rate (δ) of the threshold value (δ−Δδ)
S) is calculated from the target speed value (RVm) when not driving on a curve.
Set the value (RRVm) corresponding to the subtracted value to the target speed.
It is characterized by that.

The fact that the speed increasing operation has been performed during the turning means that the driver has intended to accelerate, and the need for deceleration is considered to be low. In this case, since the amount of change of the target speed (RRVm) to a low value is reduced, the deceleration is relatively small, and the probability of meeting the driver's intention is high.

(4) According to a fourth aspect of the present invention , while the steering angle (RST) is equal to or greater than a predetermined value (STs), the speed detecting means detects the speed.
High vehicle speed control means movement speed than the target speed and the (101)
The target speed is less than the deceleration control gain (Gc) when decelerating.
Small to correct the speed increase control gain (Go) when lower vehicle speed control means (101) performs a speed increasing vehicle speed Fi - Dobakku control gain correction unit (101); characterized in that it comprises (FIG.
9 of 89) .

According to this, during turning, the deceleration by the constant speed running control acts strongly, and the speed increase acts weakly, the vehicle speed almost drops, and the steering performance during the constant speed running is improved.

[0018] (5) A fifth aspect of the present invention, the target speed setting means (101) during a steering angle (RST) is equal to or greater than a predetermined value (STs), corresponding to the steering angle, and it is large large
When the steering angle is increasing, the reduction rate (δ / 1.2δ) is a small value (δ), and when the steering angle is decreasing, the value is large ( 1.2δ).
Multiplied by (δ · RMS / 1.2 δ · RMS) while driving on a curve
Value is subtracted from the target speed value (RVm) when not
Value (RRVm) is set to the target speed.
(85-87 in FIG. 9).

According to this, the target speed reduction amount is larger when the steering wheel is returned (the steering wheel angle is changed smaller) than when the steering wheel angle is larger during steering (the steering wheel angle is smaller). When the steering angle (RST) is changing to a large direction, the target speed is high and the steering speed is switched to a low value corresponding to the steering angle (RST). When RST) is in the small direction (return of the steering wheel), it is slow and switches to a value corresponding to the steering angle (RST) (a high-speed value because the angle is small). Therefore, the possibility of automatic acceleration (discomfort) at the same time as turning is reduced further.

Other objects and features of the present invention will become apparent from the following description of embodiments with reference to the drawings.

[0021]

FIG. 1 shows a system configuration of an embodiment of the present invention, FIG. 2 shows an appearance of a throttle valve driving mechanism of an onboard engine, and FIG. 3 shows a cross section of the mechanism. Referring to FIGS. 1 and 2, a throttle valve 11 is rotatably supported by a throttle shaft 12 in an intake passage which is an air flow path of a throttle body 1 of the internal combustion mechanism. A case 2 is integrally formed on a side surface of the throttle body 1 on which one end of the throttle shaft 12 is supported. A throttle valve driver is mounted on the case 2 and the cover 3. Further, a potentiometer 13 which is a part of the throttle valve driver is mounted on the side of the throttle body 1 opposite to the case 2 and on which the other end of the throttle shaft 12 is supported.

The potentiometer 13 is a throttle opening sensor for generating an analog electric signal indicating the opening of the throttle valve 11, and its slider is connected to the throttle shaft 12.

A movable yoke 43 is fixed to the other end of the throttle shaft 12, and the throttle valve 11
Is configured to rotate integrally with the movable yoke 43. The movable yoke 43 is provided for the throttle shaft 12.
Is a circular dish-shaped magnetic material having a shaft fixed to the shaft, and each opening end faces the fixed yoke 44 of the magnetic material having substantially the same shape, and each side wall and the shaft portion overlap in the axial direction. In this state, they are fitted with a predetermined gap. This fixed yoke 4
Numeral 4 is fixed to the throttle body 1, and a clutch solenoid 45 wound around a non-magnetic bobbin 46 is accommodated in a space formed between the shaft portion and the side wall.
A nonmagnetic friction member 43a is embedded on the bottom surface of the movable yoke 43 around the throttle shaft 12, and the drive plate 4 is connected to the drive plate 4 via a disk-shaped clutch plate 42.
1 are arranged opposite to each other.

The drive plate 41 is a circular dish having a shaft at the center, and the shaft is rotatably supported around the throttle shaft 12. An external gear is integrally formed on the shaft of the drive plate 41 so as to mesh with external teeth formed on a small diameter portion of the gear 52 described later. The above-described clutch plate 42 is connected to the bottom surface of the drive plate 41 via a leaf spring 41a. The clutch plate 42 is biased in the direction of the drive plate 41 by the leaf spring 41a, and is separated from the movable yoke 43 when the clutch solenoid 45 is not energized.

The gear 52 that meshes with the drive plate 41
It has a stepped cylindrical shape having a small-diameter portion and a large-diameter portion, each having external teeth formed thereon, and rotatably supported around a shaft 52 a fixed to the cover 3. The cover 3 has a motor 5
0 is fixed, and its rotation axis is supported in parallel and rotatable with respect to the shaft 52a. A gear 51 is fixed to the end of the rotating shaft of the motor 50, and meshes with the external teeth of the large diameter portion of the gear 52. The motor 50 is a step motor.

When the motor 50 rotates and the gear 51 rotates, the gear 52 rotates, and the drive plate 41 meshing with the gear 52 rotates around the throttle shaft 12 together with the clutch plate 42. At this time, if the clutch solenoid 45 is not energized, the clutch plate 42
The movable yoke 43 is separated from the movable yoke 43 by the urging force a.
That is, in this case, the movable yoke 43, the throttle shaft 12 and the throttle valve 11 are in a state where they can freely rotate independently of the drive plate 41. When the clutch yoke 45 is energized to excite the movable yoke 43 and the fixed yoke 44, the clutch plate 4
2 is attracted in the direction of the movable yoke 43 against the urging force of the leaf spring 41 a and contacts the movable yoke 43. Thereby, the clutch plate 42 and the movable yoke 43 frictionally engage with each other,
Together with the action of the friction member 43a, the two rotate in a joined state. That is, in this case, the drive plate 41, the clutch plate 42, the movable yoke 43, the throttle shaft 1
2 and the throttle valve 11 are integrated,
The motor 50 is driven to rotate via the motors 1 and 52.

An accelerator shaft 32 is rotatably supported by the cover 3 in parallel with the throttle shaft 12 and protrudes out of the cover 3. An accelerator link 31 constituting a rotary lever is fixed to a protruding end of the accelerator shaft 32, and a pin 33 a fixed to one end of an accelerator cable 33 is locked to a tip of the accelerator link 31. A return spring 35 is connected to the accelerator link 31, and the accelerator link 31 and the accelerator shaft 32
Are biased in the closing direction of the throttle valve 11. The other end of the accelerator cable 33 is connected to an accelerator pedal 34, and the accelerator link 31 and the accelerator shaft 32 are connected to the accelerator shaft 32 according to the operation of the accelerator pedal 34.
An accelerator operation mechanism that rotates about the axis of the accelerator is configured.

A plate-shaped accelerator plate 36 is fixed to the left end of the accelerator shaft 32. On the left end,
A round hole for rotatably supporting the right end of the additional intermediate shaft 24 is formed, and the right end of the intermediate shaft 24 enters this round hole. The left end of the intermediate shaft 24 is rotatably supported by the throttle body 1. The intermediate shaft 24 has a plate-shaped throttle plate 21 facing the accelerator plate 36.
Are rotatably mounted.

The throttle plate 21 has a small diameter portion and a large diameter portion fixed to the intermediate shaft 24, and has external teeth formed on the outer surface of the large diameter portion. The external teeth of the throttle plate 21 mesh with the external teeth formed on the movable yoke 43, and the movable yoke 43 rotates in accordance with the rotational drive of the throttle plate 21. 12 and the throttle valve 11 are configured to rotate.

In the throttle plate 21, a step is formed at a connecting portion between the small diameter portion and the large diameter portion, and an end cam is formed on the outer peripheral side surface. One side of the large diameter part in the radial direction
The throttle plate 2 is disposed so as to face a stopper (not shown) provided on the case 2.
1 is restricted. A pin 23 is fixed to a large diameter portion of the throttle plate 21.

One end of a return spring 22 is locked to the shaft of the throttle plate 21, and the other end is locked to a pin planted in the case 2. Therefore, the throttle plate 21 is urged by the urging force of the return spring 22 in the direction in which the side surface of the large diameter portion comes into contact with the case 2. That is, the throttle plate 21 is urged in the closing direction of the throttle valve 11 by the return spring 22.

The accelerator plate 36 is composed of a disk having a central portion fixed to the accelerator shaft 32 and an arm extending radially. The disc portion has a small diameter at a portion continuous to the arm portion, a concave portion is formed, and an end face cam is formed on the outer peripheral side surface. The arm portion is disposed such that one side surface in the rotation direction faces a stopper (not shown) provided on the case 2 and the other side surface faces the pin 23 of the throttle plate 21. That is, the accelerator plate 36 rotates counterclockwise, and the arm portion
, The accelerator plate 36 and the throttle plate 21 are integrally rotated. Normally, when rotation is not urged to the throttle plate 21 by the electric motor 50 and the accelerator is not depressed at all, the arm of the plate 36 is
3 is in contact. 2 and 3 show this state.

The accelerator plate 36 is urged clockwise B (FIG. 2) by the urging force of the return spring 35. The accelerator plate 36 includes an accelerator shaft 32.
A pin 36c extending in the axial direction is implanted.

Accel shaft 3 formed on cover 3
A potentiometer 37 is fixed to the outer periphery of the bearing portion 2. The potentiometer 37 is an accelerator opening sensor, and a pin 36c is engaged with the slider. Thus, the potentiometer 37 is connected to the accelerator shaft 3
An analog electric signal indicating the rotation angle of 2 is generated. The potentiometer 37 is electrically connected to a printed wiring board 70 interposed between the case 2 and the cover 3,
Leads 71 are connected to the printed wiring board 70.

A limit switch 60 interlocking with the throttle plate 21 and the accelerator plate 36 is fixed to the case 3 via a stay and a printed wiring board 70.
Is electrically connected to The limit switch 60
A normally-closed switch that switches the cam portion of the throttle plate 21 from closed to open when the opening of the throttle valve 11 reaches the upper limit, and is used for detecting the arrival of the upper limit of opening and closing of the throttle valve 11. The limit switch 60 is interposed between the power supply lines of the clutch solenoid 45 of the clutch 40 and the electric motor 50. When the limit switch 60 is opened, the energization of the clutch solenoid 45 and the electric motor 50 is cut off.

In the throttle valve driver described above, the yoke 43 is fixed to the throttle shaft 12,
The external teeth of the throttle plate 21 mesh with the external teeth of the yoke 43. The throttle plate 21 is rotatably mounted on an intermediate shaft 24 that can freely rotate with respect to the accelerator shaft 32, and is rotated clockwise B by a return spring 22.
(FIG. 2) is always forced to rotate. With the above combination, the throttle valve 11 / throttle shaft 12
When the clutch solenoid 45 of the clutch 40 is de-energized (disengaged clutch) while the accelerator pedal 34 is not depressed, the throttle valve 11 is actuated by the return spring 22. This is the minimum opening (idling opening).

When performing automatic speed control, the clutch solenoid 45 is energized and the drive plate 4
When the drive plate 41 is rotated counterclockwise by the forward rotation of the electric motor 50, the opening of the throttle valve 11 increases. When the drive plate 41 is rotated clockwise by the reverse rotation of the electric motor 50, the opening of the throttle valve 11 is reduced. Potentiometer 13 coupled to throttle shaft 12
Generates an analog signal indicating the throttle valve opening. Immediately before the opening of the throttle valve 11 reaches the mechanical maximum value (at this time, the throttle plate 21 hits a mechanical stopper), the limit switch 60 is changed from closed to open by the throttle plate 21, and the clutch solenoid 45 and the electric motor The power supply loop 50 is opened, the forward rotation of the electric motor 50 is stopped, and the energization of the electromagnetic clutch 50 is stopped. When the energization of the clutch 40 is stopped, the clutch 40 is disconnected, and the throttle valve 11 is returned in the closing direction by the force of the return spring 22. When the limit switch 60 returns to the closed state by this return, the clutch solenoid of the clutch 40 is thereby released. The energization of the valve 45 is resumed, and the clutch 40 returns to the connected state, and the rotation of the throttle valve 11 in the closing direction by the spring 22 is stopped. With this operation, when the throttle valve 11 is to be driven to or beyond the mechanical maximum opening, the opening of the throttle valve 11 is held at the opening immediately before the mechanical maximum opening. Will be.

When the electric motor 50 sets the opening of the throttle valve 11 to a certain opening while the clutch 40 is energized, the accelerator plate 36 is connected to the pin 22 of the throttle plate 21 even if the accelerator pedal 34 is depressed. The throttle valve 11 is not operated by depressing the accelerator pedal 34 within a range where the throttle plate 11 is not engaged (a range where the rotation amount of the accelerator plate 36 is smaller than the rotation amount of the throttle plate 21).

When the accelerator pedal 34 is depressed, the rotation amount of the accelerator plate 36 increases, and the accelerator plate 3
6 contacts the pin 22, the throttle plate 21 interlocks with the accelerator plate 36, and the throttle valve 11
Is an opening degree with respect to the accelerator depression amount. As the amount of accelerator depression further increases, the throttle valve 1
1 is larger. When the accelerator pedal is slightly released, the opening of the throttle valve 11 is slightly reduced by the force of the return spring 22.

As described above, when the vehicle is not in the constant speed traveling mode, or in the constant speed traveling mode, when the accelerator pedal depression amount is larger than the rotation amount of the throttle plate 21, the throttle valve is depressed by the accelerator pedal depression amount. The opening is determined.

The above-described electric throttle valve opening / closing drive mechanism is controlled by the electric control circuit shown in FIG. This electric control circuit includes a microcomputer (hereinafter referred to as MPU) 101 and various drivers,
It is composed of a converter, an input circuit, a switch and the like. Each component has a voltage V from the battery BTT.
B, constant voltage Vcc1 via first voltage power supply CPS1 and / or constant voltage Vcc via second constant voltage power supply CPS2
cc2 is supplied. Although a detailed power supply line is not shown in FIG. 1, the supply of the voltages VB and Vcc1 requires only the connection of the battery BTT, and is always supplied as long as the battery BTT is connected. The supply of the voltage Vcc2 further requires that the main switch MSW be turned on.
It is given to U101 and the alarm lamp ALP and the like.

In the MPU 101, the second constant voltage power supply CPS
2 is used for setting the standby mode and returning to the normal mode. In this standby mode, all input / output ports are set to high impedance,
This is a power saving mode in which only the state of the immediately preceding register and the contents of the RAM are held and the software operation is stopped.
The MPU 101 sets the standby mode when the application of the constant voltage Vcc2 is stopped. However, if this mode is set, the software operation is stopped.
Returning to the normal mode requires hardware control. The port for performing this is the control port Iss. When the constant voltage Vcc2 from the second constant voltage power supply CPS2 is applied to the control port Iss, the mode returns from the standby mode to the normal mode. Hereinafter, the functional operation of each unit will be described.

The PWM counter 102 has an MPU 101
Receive PWM data D and a clock pulse. The PWM data is given as a positive or negative value, and the sign indicates the energizing direction of the motor 50 and the magnitude indicates the on-duty. That is, the PWM counter 102 has a non-zero PWM value.
When the data D is given, the PWM pulse is set to the high level H.
When the sign is positive, the energizing direction control signal is set to H level, and when the sign is negative, the energizing direction control signal is set to low level L to start counting clock pulses. When the count value becomes equal to the absolute value of the PWM data D, the PWM pulse is turned to the low level L (non-energizing instruction).

The PWM pulse of the PWM counter 102 and the energizing direction control signal are applied to the motor driver 103. The motor driver 103 is connected to the motor 50 of the above-described electric throttle valve opening / closing drive mechanism (drive device). If the direction control signal is at the H level, the motor driver 103 controls the motor 50 while the PWM pulse is at the H level. When the direction control signal is at the L level, the motor 50 is rotated in the reverse direction while the PWM pulse is at the L level. The operation of the motor driver 103 is monitored by the monitoring circuit 104.

The above-described limit switch 60 is inserted in series with the energizing line of the motor 50. These switches regulate the forward rotation beyond the limit of the throttle valve 12. That is, as described above, the forward rotation of the motor 50 is transmitted to the throttle shaft 12 via the electromagnetic clutch, and the throttle shaft 12 is connected to the wire 4.
When the rotation exceeds the angle corresponding to the throttle opening upper limit, the limit switch 60 is opened to prevent the forward rotation of the motor 50, the clutch is released, and the return shaft 22 causes the throttle shaft 12 to rotate. When the limit switch 60 is closed by reverse rotation, the clutch is brought into contact and the motor 5
A forward rotation of 0 is performed. When the rotation of the throttle shaft 12 falls below the lower limit angle corresponding to the throttle opening, the reverse rotation is prevented by a mechanical stopper (not shown).

The solenoid driver 105 is connected to the clutch solenoid 45 of the electric throttle valve opening / closing drive mechanism described above. The solenoid driver 105
When an electromagnetic clutch energizing instruction is received from the MPU 101, the clutch solenoid 45 is energized, and when an electromagnetic clutch deactivating instruction is received, it is deenergized.

A normally closed brake switch BSW2 and a limit switch 60 interlocked with the depression of a brake pedal (not shown) are interposed in the biasing line of the clutch solenoid 45. Brake switch BS
W2 opens the contact when the brake pedal is depressed,
The energizing line of the clutch solenoid 45 is shut off. The limit switch 60 regulates the limit of the rotation of the output throttle shaft 12 as described above. Therefore, when the brake pedal is depressed or when the throttle valve 1
When the first rotation reaches the upper limit, the clutch solenoid 45 is immediately deenergized. The operation of the solenoid driver 105 and the operation of the brake switch BSW2 are monitored by the monitoring circuit 106.

Upon receiving the lamp activation instruction from the MPU 101, the lamp driver 107 activates the alarm lamp ALP (provided that the constant voltage Vcc2 is supplied). This alarm lamp AL
P is provided on the instrument panel (not shown) of the car,
The message "Please check the auto drive" is backlit.

When the A / D converter 108 is chip-selected by the MPU 101, the voltage detected by the potentiometer 13 is converted into a digital signal and returned to the MPU 101.
When the chip is selected by the MPU 101, the converter 109 converts the output voltage of the F / V converter 1110 into a digital signal and returns it to the MPU 101.
When the MPU 101 selects the chip, the detection voltage of the potentiometer 37 is converted into a digital signal,
Return to 01.

The F / V converter 110 is a converter for converting a frequency to a voltage. Here, a reed switch LSW is responsive to the magnetism of a rotating permanent magnet Mag coupled to an output shaft (not shown) of the transmission. The frequency of a signal generated by turning on / off the signal is converted into a voltage. That is, the F / V converter 1
10 outputs a voltage signal proportional to the vehicle speed Vs.

The input circuit 116 is an input interface for the MPU 101 to read ON / OFF of the switch BSW1, and the input circuit 117 is an input interface for the MPU 101 to read ON / OFF of the switches SSW, USW, DSW. . Here switch S
SW, USW and DSW are mounted on the inner panel in front of the driver's seat (not shown), and the driver can control the cruise speed (switch SSW ON), accelerate (switch USW ON), decelerate (switch DSW ON). Is to indicate.

The switch BSW1 is interlocked with the depression of a brake pedal (not shown), like the brake switch BSW2 described above. This is a normally open brake switch, in which a brake lamp BLP is connected in series via a diode. It is connected to the. When the brake pedal is depressed, the switch BSW1 is closed, and the brake lamp BLP is turned on. The diode has an anode connected to the brake lamp BLP and a switch BSW.
The constant voltage power supply Vcc2 is applied to the cathode connected to the 1 side via a resistor, and the same voltage is applied to the ground connection end of SSW, USW, DSW via the resistor in the input circuit 116. . The anode side of the diode is connected in parallel with the brake lamp BLP,
The transistor 150 is a switching element that is connected to the collector side of the transistor 150 and is turned on / off by the retrigger monomulti 151.

A retrigger monomulti (retriggerable monomultivibrator) 151 is an output interface for the MPU 101 to instruct ON / OFF of the transistor 150. The retrigger monomulti 151 outputs an H level signal. When the transistor 150 is turned on, the brake lamp BLP is turned on. When the retrigger monomulti 151 outputs an L-level signal to turn off the transistor 150, the brake lamp BLP is turned off. The retrigger mono-multi 151 supplies H (BLP lighting) to the transistor 150 while the input terminal is at H, and when the input terminal falls from H to L, after a predetermined time (time value Tm), the output is output. To L (BLP
Off), and if the input terminal returns to H again during this predetermined time, the output is set to H (BLP lighting) again. This is a retrigger type. When applied to 151, the retrigger monomulti 151 applies H (BLP lit) to the transistor 150 for T1 + Tm. Therefore, the MPU 101
When outputting H (BLP lighting) in a pulse shape less than the Tm cycle, the retrigger mono-multi 151 continuously supplies H (BLP lighting) to the transistor 150 during that time, and causes the blur to occur.
No flickering (flashing) occurs in the lamp BLP. MPU
When 101 gives H for only one pulse for a very short time, lamp BLP is continuously lit for a relatively long Tm. This is done to ensure the recognition of the driver of the following vehicle.

The communication port Tsu of the MPU 101 is connected to the communication port of the steering controller 201. The steering controller 201 is connected to a steering wheel on the vehicle, detects a steering angle by a driver's operation of the steering wheel, and controls rear wheel steering. Upon receiving a data transfer request from the MPU 101, the controller 201 transfers data representing a steering angle (steering angle) to the MPU 101. MPU101
Writes this data in the register RST.

FIGS. 4 to 6 show the MPU 101 shown in FIG.
3 shows an automatic speed control operation. The MPU 101 has Vcc2
Is turned on, that is, when the main switch MSW is closed and the constant voltage Vcc2 is applied to the MPU 101, the initial setting, that is, the port state setting and the register (one area of the memory) are performed.
Clear, parameter initial setting, etc. are performed (step 1). In the following, the word “step” is omitted in parentheses, and step No. Fill in the numbers.

When the initial setting (1) is completed, the MPU 101
Starts a timer Ts with a time limit Ts = 50 msec (2). First, the digital data RVs written in the registers RVs and RST (one area of the internal memory)
(Previous value of detected vehicle speed) and RST (previous read value of steering angle) are stored in registers RBVs and RBS.
Write to T (one area of the internal memory) (3). And
Signal level Bs of input port PB (Brake switch B
SW1 is ON and L / OFF and H) are read and the register RB is read.
s, and reads the signal level Ss of the input port PS (the automatic speed control instruction switch SSW is ON and L / OFF and H) and writes it in the register RSs, and the signal level Su of the input port PUS (acceleration switch USW). Is ON and L / OFF and H) are read and written to the register RSu, and the input port P
DS signal level Sd (L when deceleration switch DSW is on
/ Off, read H) and write to register RSd.
Digital data Sa (opening of throttle valve 11; analog of potentiometer 13 as throttle opening sensor) generated by A / D converter 108 by instructing A / D conversion to D converter 108 The digital data Aa (accelerator) is read by reading the digitally converted signal) and written into the register RSa, instructing the A / D converter 111 to perform A / D conversion, and generating the A / D converter 111. Depressed amount of pedal 34; data obtained by digitally converting an analog electric signal of potentiometer 37 as an accelerator angle sensor
) Is written to the register RAa, and A /
A / D conversion is instructed to the D converter 109, and digital data Vs (data obtained by digitally converting an analog voltage having a level substantially proportional to the vehicle speed) generated by the A / D converter 109 is registered. Write to RVs. Further, the steering controller 201 requests the steering controller 201 to transfer the steering angle data St, and writes the steering angle data St transferred by the steering controller 201 into the register RST (4).

In the following, the data of the above-mentioned register and other registers may be directly represented by register symbols. For example, if the data of the register RBs is
It may be expressed as s.

Next, the MPU 101 determines whether the constant speed traveling instruction switch SSW is closed (RSs = L), the accelerator angle is the idling angle (RAa = idling opening), and the brake switch BSW1 is open (RBs = H). Is checked (11-13). If both are true (YES), "1" indicating the need for constant-speed traveling (constant-speed traveling instruction) is written into the flag register Fc (14), and one of them is not (NO).
In this case, "0" indicating constant speed traveling unnecessary (release instruction) is written into the flag register Fc (15). Then, the “turning process” CCC is executed. This content will be described later with reference to FIGS.

Next, referring to FIG. 5, the MPU 101
It is checked whether constant speed traveling is required (Fc = 1) or unnecessary (Fc = 0) (16A).

If constant speed traveling is unnecessary (Fc = 0), the MPU
101 is the vehicle speed RVs, the actual vehicle speed RVs is the target vehicle speed RV
It is checked whether the vehicle speed is within the range of constant speed running with the vehicle speed feedback for opening and closing the throttle valve 11 so as to match o, ie, whether UVS ≧ RVs ≧ LVS (16B, 16C in FIG. 5). . UVS is the upper limit speed (for example, 120 km / h), and LVS is the lower limit speed (for example, 40 km / h). When the vehicle speed RVs exceeds the upper limit speed UVS, the UVS is written into the register RVm (16G). If UVS ≧ RVs ≧ LVS, the vehicle speed RVs (data of the register RVs) at that time is written to the register RVm (16D). Vehicle speed RVs is lower limit speed LV
If it is less than S, data representing the vehicle speed of zero is written into the register RVm (16E).

When it is necessary to drive at a constant speed (Fc = 1), first, the speed increase instruction switch USW is turned on (RSu =
(L)) is checked (16H), and if it is on, it is checked whether it was also on immediately before (Ts) (RUF = 1) (16I). It was off immediately before (RU
When F = 0), "1" indicating that the speed increase instruction switch USW is turned on is written in the register RUF, and the vehicle speed RVs at that time is written in the register RUVs (16J).

Then, the switch USW is immediately before (before Ts).
Irrespective of whether the switch was turned on or turned on for the first time this time, the data RUVs (the switch U
The vehicle speed when the SW is switched from off to on) is equal to the vehicle speed upper limit U for executing the constant speed traveling by the vehicle speed feedback.
VS or less (16K), and if so, is the memory vehicle speed RVm less than the set low / low value LLL?
It is checked whether it is less than LLL or less than the set low value LLV or more than LLV (16L, 16N). Memory vehicle speed R
When Vm is less than the set low / low value LLL, the sum of the data RVm and 4α added to the register RVm is updated and written (16M). Memory vehicle speed RVm is LLL
When the value is smaller than the set low value LLV, the register RVm
Then, the sum of the data RVm and 2α is updated and written (160). When the memory vehicle speed RVm is equal to or higher than LLV, the sum of the data RVm and α is updated and written into the register RVm (16P), and the register RVm is written.
If the data of the register R becomes equal to or higher than the vehicle speed upper limit UVS for executing the constant speed traveling by the vehicle speed feedback, the register R
The data of Vm is updated to UVS (16Q, 16R).

In step 16K, RUVs> UV
If the answer is S, the data in the register RVm is not updated (proceeding from step 16K to 17A). That is,
When the vehicle speed RUVs when the switch USW is switched from off to on exceeds the vehicle speed upper limit value UVS for executing the constant speed running by the vehicle speed feedback, the memory vehicle speed RVm is not updated.

If it is determined in step 16H that the speed increase instruction switch USW is off (RSu = “H”), the MPU 101 writes “0” (speed increase instruction switch USW off) in the register RUF ( 16S), it is checked whether the deceleration instruction switch DSW is on (RSd = “L”) (16T). If the switch DSW is on, the data in the register RVm is updated to a value smaller by α than the value at that time (16U). When the updated value is less than 0, it is updated to 0 (16V, 16W).

Referring now to FIG. 6, step 17A
Then, the MPU 101 refers to the data of the flag register Fc and checks whether the constant speed traveling is necessary or not (17).
A). When constant speed traveling is required (Fc = 1), it is checked whether curve traveling is in progress (RCF = 1) or not (RCF = 0) (17B).

No curve running (RCF = 0)
And the target vehicle speed RVm of the register RVm is equal to the lower limit LVS.
It is checked whether it is 40 km / h or less in this embodiment (17D), and if it is less than the lower limit LVS, the register Fc is cleared to cancel the constant speed running (17E). Proceeds to the target vehicle speed RVm
If VS is exceeded, the MPU 101 calculates vehicle speed deviation = target vehicle speed RVm−actual vehicle speed RVs, and throttle valve opening and closing speeds (deviation) for zeroing the vehicle speed deviation by PID (proportional, integral, differential) calculation. (The throttle valve driving speed which is substantially proportional to the PID calculation value of the motor 50) is calculated and converted into the energization duty of the PWM driving pulse of the motor 50 (18B). Then, through the brake lamp control (19), the energization duty is output to the PWM counter 102 (21). At the start of this output, the clutch solenoid 4
5 and the clutch 40 is brought into contact. The details of the brake lamp control (19) will be described later with reference to FIG.

If the vehicle is traveling in a curve (RCF = 1), it is checked whether the target vehicle speed RRVm of the register RRVm is lower than the lower limit LVS (17C). If the target vehicle speed RRVm is lower than the lower limit LVS, the constant speed running is canceled. The register Fc is cleared (17E) to proceed to "cancel calculation" (20), but if the target vehicle speed RRVm exceeds the lower limit LVS, the MPU 101
Calculates the vehicle speed deviation = target vehicle speed RRVm-actual vehicle speed RVs, and when the vehicle speed deviation is negative (requires a decrease in throttle opening), multiplies by a feedback adjustment gain Gc (shown in FIG. 9 and described later), and In the case of (the throttle opening needs to be increased), the gain Go is multiplied, and the PID (proportional,
The throttle valve opening and closing speeds (throttle valve driving speed substantially proportional to the PID calculation value of the deviation) for reducing the vehicle speed deviation to zero are calculated by integration (derivation) and integral (derivative) calculations.
It is converted into the duty of the PWM drive pulse of the motor 50 (18A). Then, through the brake lamp control (19), the energization duty is output to the PWM counter 102 (21). At the start of this output, the clutch solenoid 4
5 and the clutch 40 is brought into contact.

If it is determined in step 17A that the traveling at a constant speed is unnecessary (Fc = 0), the MPU 101
When c = 1 is switched to 0, a throttle valve drive release output which has been subjected to processing for the cause of the switching is generated (20) and output (21). Note that the cancellation operation (2
0), the release of the constant-speed traveling is caused by the opening of the constant-speed traveling instruction switch SSW (RSs = H) (FIG. 4).
In the case of (11, 15), in order to avoid sudden deceleration when the accelerator pedal is not depressed, the energization duty for closing the throttle valve at a speed corresponding to the actual vehicle speed RVs at that time is calculated, and the throttle duty is calculated. Valve opening RS
When a becomes equal to or less than the accelerator opening RAs, a throttle valve drive release output (clutch 40 is disconnected) is generated.
When the release of the constant speed traveling is caused by the depression of the accelerator pedal 34 (12 and 15 in FIG. 4), the actual vehicle speed RVs at that time is used to avoid sudden deceleration due to the remaining depression of the accelerator pedal. When the throttle valve opening RSa becomes equal to or less than the accelerator opening RAs, the throttle valve driving release output (clutch 4) is calculated.
0) is generated. When the release of the constant speed running is caused by the depression of the brake pedal (13, 15 in FIG. 4), the throttle valve drive release output (clutch 40 is disconnected) is immediately generated to speed up the deceleration. Since the brake switch BSW2 is in series with the clutch solenoid 45, when the brake pedal is depressed,
The clutch 40 is automatically disconnected.

After performing the "output" (21), the MPU 101 checks whether or not the timer Ts has timed out. If not, the MPU 101 waits for a time over. The monitor output is read, and the abnormality of the throttle valve driver and the controller 100 is checked by referring to the monitor output and the output information held by itself. When there is an abnormality, the throttle valve drive release is output, the lamp ALP is turned on, and the progress of the control operation is stopped there.

When the timer Ts has timed out without detecting an abnormality, the flow returns to step 2 in FIG. 4, and the timer Ts is started again, and the above-described one-step control operation (3 to 21) is similarly performed. . If no abnormality is detected, this is repeated, so that the above-described control operation is substantially performed by the time limit value Ts of the timer Ts.
Is repeated in the cycle of In this repetition, while the constant speed traveling is unnecessary (Fc = 0), steps 16B to 16G are executed, so that the data of the register RVm is kept as long as the vehicle speed Vs is within the constant speed traveling range by the vehicle speed feedback.
Is updated to the latest one in the cycle Ts. When it becomes necessary to drive at a constant speed (Fc = 1), during that time, steps 16B-1
Since 6G is not executed, the data in the register RVm is:
Constant speed running unnecessary (Fc = 0) to constant speed running required (Fc = 1)
Remains at the data immediately before the switch to
This is the target vehicle speed RVm for constant speed traveling by the vehicle speed feedback when the vehicle is not traveling in the curve (RCF = 0). During curve driving (RCF = 1), the target vehicle speed is set in the register RRVm.
RRVm. The target vehicle speed RRVm is generated or updated in a later-described “turning process” CCC (86 to 88 in FIG. 9).

In summary, a switch MS having the same meaning as the power switch is provided for the MPU 101.
While W is open, Vcc2 is not applied to the MPU 101, so the MPU 101 is in a standby state, and the data in the internal memory is
Data only. When the switch MSW is closed and Vcc2 is applied to the MPU 101, the MPU 101
Processing for constant speed traveling control (2 to 22 in FIGS. 4 and 5)
Is repeatedly executed substantially in a cycle of Ts. During this repetition, the constant speed traveling instruction switch SSW is opened, the brake switch BSW1 is closed (the brake pedal is depressed), and the accelerator opening indicated by the potentiometer 37 exceeds the idling opening (accelerator pedal). 34 is pressed), the constant speed traveling is unnecessary (Fc = 0), and the MPU 101 drives the throttle valve driver (opens / closes the throttle valve 11:
Steps 18 to 21 in FIG. 5 are not executed, and the data of the vehicle speed register (memory) RVm is updated to the latest actual vehicle speed value RVs (3 to 15-RDE in FIG. 4-16A to 16 in FIG. 5).
G). The vehicle is a driver's accelerator pedal 34 and a brake.
Drive at a speed corresponding to the operation of the key pedal (not shown),
Or stop.

The driver starts the vehicle with the switch MSW closed, depresses the accelerator pedal 34, travels at a desired vehicle speed, and before or after the constant speed traveling instruction switch SSW.
Is closed, and then the accelerator pedal 34 is released. When the accelerator pedal 34 returns to the idling opening position, the constant speed traveling start condition is satisfied. That is, the switch SSW is closed, the brake switch BSW1 is opened (the brake pedal is not depressed), and the accelerator opening is equal to the idling opening (the accelerator pedal 34 is released). Thus, it becomes necessary to drive at a constant speed (Fc = 1). In this state, since the steps 16B to 16G of FIG. 5 are not executed, the data in the register RVm is not updated, but remains at the value immediately before the constant speed traveling start condition is satisfied. That is, the immediately preceding data is stored and held.

When the constant-speed running start condition is not satisfied, that is, when the switch SSW is opened, the brake switch BSW1 is closed (depressing the brake pedal), or the accelerator opening is greater than the idling opening (depressing the accelerator pedal 34). The constant speed running is unnecessary (Fc = 0), and the clutch 40 is disengaged immediately or after a certain time in steps 20 and 21 in FIG. When the connection is released, the throttle valve 11 opens and closes in response to the operation of the accelerator pedal 34.

Next, the contents of "brake lamp control" (19) will be described with reference to FIG. Here, MPU101
First, the digital data (current vehicle speed data) RVs of the register RVs is subtracted from the digital data (previous vehicle speed data) RBVs of the register RBVs to calculate a deceleration (51). If so, it is determined that rapid deceleration has occurred, and an H level is written to the register RPL (52, 53). If the deceleration is less than the threshold value LAN, an L level is written to the register RPL (52, 53).
54). Brake lamp lighting data R of register RPL
PL is output from the output port PL in step 21 described above, and triggers the retrigger mono-multi 151.
As a result, the brake lamp BLP is turned on.

When the deceleration (RBVs-RVs) exceeds the set value (LAN), the brake lamp BLP is applied regardless of the depression of the brake pedal (independent of the driver's consciousness).
Lights to signal a following vehicle. The following vehicle can quickly recognize the deceleration of the vehicle by lighting the brake lamp of the preceding vehicle, and the safety at the time of deceleration at the time of constant speed traveling is improved.

In the above example, the deceleration of the vehicle is calculated based on the vehicle speed (RVs), and the brake lamp BLP is turned on when the deceleration is large (FIG. 7). During high-speed running, the MPU 101 opens and closes the throttle valve 11 so that the vehicle speed (RVs) matches the target speed (RVm / RRVm). Therefore, based on the deceleration of the target speed (RVm / RRVm), When large, the brake lamp BLP may be turned on.

Next, the contents of the "turning process" CCC will be described with reference to FIGS. First, refer to FIG. The MPU 101 checks whether the steering angle of the register RST is equal to or larger than the set value STs (during turning) (6).
1) If this is the case, it is checked whether the vehicle is now turning or turning from before (62). If the steering is now being turned, 1 indicating that the vehicle is being turned is written into the register RCF, and the target value reduction gain δ that determines the target vehicle speed RRVm during turning is initialized. That is, δ = 1 is set (63). I was turning from before (RCF =
In 1), the content of the register R6 for counting the turning duration is incremented by 1 (64). If the steering angle RST is less than the set value STs, the registers RCF, RCC and RBC (register for counting the integrated time of the brake pedal depression) are cleared (65).

Next, the MPU 101 checks whether the accelerator angle is the idling angle (RAa = idling opening) and whether the brake switch BSW1 is open (RBs = H) (66, 70). When the RBs are switched from H to L by depressing the brake pedal, the steering (RC
If F = 1), the target value reduction gain δ is increased by Δδ (71B), and 1 (during depression of the brake pedal) is written into the register RBO to increment the data of the register RBC by 1 (71A). 74) Since the register RBO is 1 while the brake pedal continues to be depressed,
Register RBC data is not incremented,
When the key pedal is released and RBs switches from L to H, the register RBO is cleared (75), so that the data of the register RBC is incremented by one for each depression of the brake pedal. . Target value reduction gain δ
During the turning (RCF = 1) and while the brake pedal is being depressed, is greatly updated by Δδ in the Ts cycle.

Further, the accelerator depression amount (which may be referred to as an accelerator opening in the following description because it is a value corresponding to the throttle valve opening) is set to a value larger than the idling opening corresponding value (0). If there is, that is, while the vehicle is being turned (RCF = 1) and the accelerator pedal is depressed, the target value reduction gain δ is reduced by Δδ at a time (6).
6, 67, 68A). In addition, the maximum accelerator opening during that time is written to the register RBAa (68B, 68C). If the vehicle is not turning (RCF = 0), the register RBAa is cleared (69). By these processes, the register RBAa
When an accelerator operation (stepping on the pedal 34) is performed during one turning (RCF = 1), the maximum accelerator opening value resulting therefrom is stored and held until the next turning.

The succession time (Ts unit) when the brake switch BSW1 is ON (RBs = L) is determined by the register R
It is measured using BC (71C). As described above, since the register RBC is cleared when the vehicle is not turning, (6
1, 65), the data in the register RBC represents the integrated time of the brake pedal depression from the start of turning during one turning (RCF = 1).

Next, reference is made to FIG. Next, the MPU 101 checks whether or not the vehicle is turning (RCF = 1) (7).
6). When the vehicle is turning, the limit angle S corresponding to the vehicle speed RVs is obtained.
H is calculated and written into the register RSH (78). Vehicle speed R
As shown in FIG. 10A, the limit angle SH corresponding to Vs is set to be small when the vehicle speed RVs is high, and is set to be large when the vehicle speed RVs is low. Then, the limit angle SH corresponding to the vehicle speed RVs is calculated and written into the register RSH (78).

Next, the MPU 101 determines the turning duration time RCC.
Ratio RBC / RC of integrated brake depression value RBC with respect to
Calculate C. RCC is the time data of the register RCC (64 in FIG. 8), and RBC is the total time of depressing the brake pedal (may be multiple times) during one turning operation (71C in FIG. 8). It is. Then, the limit value decrement ΔSH corresponding to the ratio is calculated (79). Ratio RBC / RCC
10B, the limit angle decrement ΔSH is set to a larger value as the ratio RBC / RCC is larger (the RBC is larger and / or the RCC is shorter), as shown in FIG. Calculates the limit angle decrement .DELTA.SH corresponding to the ratio RBC / RCC based on the arithmetic expression that defines the characteristics as described above (79). Then, the data of the register RSH, that is, the limit angle RSH is updated to a value obtained by subtracting the limit angle decrement ΔSH (80). As a result, the limit angle RSH of the register RSH becomes smaller as the brake pedal depressing time is longer (the RBC is larger), and becomes larger as the turning duration is longer.

Next, the MPU 101 checks whether the steering angle (steering wheel rotation angle) RST is equal to or larger than the limit angle RSH (81). If the angle is equal to or larger than the limit angle, the register Fc is cleared to cancel the constant speed traveling (82).
As a result, the "release operation" 20 and the "output" 2 in FIG.
In step 1, the drive of the throttle valve is released and the throttle valve returns to the closed state, and the constant speed traveling is not performed. That is, the constant speed traveling is canceled.

If it is determined in step 81 that the steering angle RST is smaller than the limit angle RSH, the MPU 1
01 calculates the target speed decrement RMS corresponding to the vehicle speed RVs and the steering angle RST, and writes it in the register RMS (117). Vehicle speed RVs and steering angle R
The target speed decrement MS corresponding to SH is calculated as shown in FIG.
As shown in FIG. 5, when the vehicle speed RVs is high, the value is set to a small value when the steering angle is large, and when the steering angle is large, the value is set to a small value when the vehicle speed RVs is large. The target speed decrement RMS corresponding to the vehicle speed RVs and the steering angle RST is calculated and written into the register RMS (117).

Next, the data RBAa of the register RBAa
(Steps 68B and 68C in FIG. 8 indicate that the accelerator opening during steering is the highest value) is equal to or higher than the set value Aas for high / low opening determination (high opening) (84). . If the opening is high, there is a possibility that the driver intends to increase the speed. Therefore, a value obtained by multiplying 1/2 of the target speed decrement RMS by the reduction gain δ is written in the register RVm as the value RVm of the register RVm (88). . The vehicle speed value RRVm of this register RRVm is
This is the target vehicle speed during turning (RCF = 1).
M calculation ”(18A) is used as the vehicle speed target value.

When the data RBAa of the register RBAa is low, it is checked whether the steering angle RST is increasing or decreasing. That is, RST-RBS
It is checked whether T is positive or negative (85). RST is the latest steering angle, and RBST is the steering angle Ts before that (3, 4 in FIG. 4). Steering angle RST
Is increasing, the target speed RRVm is reduced by δ × RMS as the steering angle increases (86).
However, when the steering angle RST tends to decrease,
The target speed RRVm is reduced by 2 × δ × RMS (87). When the steering angle RST decreases,
As the RST decreases, the RMS decreases, and the target speed RRVm
Rise, but in order to slow down this climbing speed, 1.2
× δ × RMS is reduced. As a result, the speed at which the target speed decreases when the steering angle RST increases is fast, but the speed at which the target speed returns when the steering angle RST decreases (returns the steering wheel) is low.
This avoids sudden acceleration after returning the steering wheel.

When the brake pedal is depressed during steering, δ is updated to be larger as the integrated time is longer, and when the accelerator pedal is depressed, δ is updated to be smaller as the integrated time is longer (71B in FIG. 8). , 68A), the target speed RRVm decreases rapidly when the brake pedal is depressed frequently during turning, and the target speed RRVm decreases slowly when the accelerator pedal is depressed frequently.

Next, the MPU 101 sets the control gain Gc for generating the output for closing the throttle valve to γ (1 in this embodiment) and the control gain Go for generating the output to open the throttle valve to be smaller than γ. β (0.8 in this embodiment) is set (89). It should be noted that when the vehicle is not being steered, and when the constant speed traveling is being canceled even during the steering, both the control gains Gc and Go are returned to γ. These control gains Gc and Go are gains for calculating an output corresponding to a deviation between the target speed (RRVm, RVm) and the vehicle speed RVs in the “constant speed PWM calculation” (18A, 18B) in FIG. When the vehicle is turning and driving at a constant speed, the closed drive gain Gc = γ (1 in this embodiment),
Since the open drive gain Go = β (0.8 in this embodiment), deceleration is fast and acceleration is slow. That is, the vehicle speed is almost decelerated, and the operability of curve traveling is improved.

When the steering angle RST exceeds the limit angle RSH according to the "turning process" CCC described above, the vehicle speed feedback control (constant speed running control) is released, so that the steering is automatically returned at the same time as the steering is returned. The acceleration (discomfort) will not be extremely strong.

Further, if the moving speed RVs is high corresponding to the moving speed RVs, a small limit angle RSH is determined (78 in FIG. 9).
When the vehicle speed RVs is high, the turning due to the steering is strong and the necessity of deceleration is high. However, at this time, the deceleration is automatically realized because the constant speed traveling control is released, and the disadvantage of the constant speed traveling is automatically reduced. The probability of being avoided increases.

Further, when the steering angle RST is a predetermined value S
The brake pedal depressed accumulated time, ie, the deceleration operation amount RBC during Ts or longer is detected, and when it is large, the limit angle RSH is set to a small value (79 in FIG. 9). Is highly unsuitable for constant-speed traveling, but in this case, the probability of canceling the constant-speed traveling increases, and there is an effect of suppressing constant-speed traveling, which is not practical.

Further, when the steering angle RST is a predetermined value S
During the period equal to or longer than Ts, the target speed RRVm is changed to the steering angle R.
If it is large corresponding to ST, it is updated low (8 in FIG. 9).
3-88). If the steering angle RST is large, the turning due to steering is strong and the necessity of deceleration is high. At this time, the target speed RRVm is reduced, so that the deceleration is automatically realized.

Further, when the steering angle RST is a predetermined value S
During the period Ts or more, the target speed RRVm is updated to be low when the target speed RRVm is high corresponding to the moving speed RVs (83 to 8 in FIG. 9).
8). If the vehicle speed RVs is high, the turning due to turning is strong and the necessity of deceleration is high. At this time, the target speed RRVm is reduced, so that the deceleration is automatically realized.

Further, when the steering angle RST is a predetermined value S
The accelerator pedal depression amount RBAa during Ts or more is detected, and if it is large, the amount of change of the target speed RRVm to a low value is determined to be small (88 in FIG. 9). The fact that the speed increasing operation was performed during the turning means that the driver had intended to accelerate, and the need for deceleration is considered to be low. In this case, since the amount of change of the target speed RRVm to a low value is reduced, the deceleration is relatively small, and the probability of meeting the driver's intention is high.

Further, the steering angle RST is set to a predetermined value S
During the period Ts or more, the reduction rate δ of the target speed RRVm is largely updated in accordance with the deceleration operation (71B in FIG. 8, 85 in FIG. 9).
~ 87). It is inferred that the fact that the deceleration operation is performed during the steering tends to cause the vehicle speed to be relatively high with respect to the driving environment. Since the amount of change of the target speed RRVm to a low value is increased, a vehicle speed that is inconsistent with the driving environment is suppressed.

Further, when the steering angle RST is a predetermined value S
During the period of time Ts or more, the reduction rate δ of the target speed RRVm is updated to be small corresponding to the speed increasing operation (68 in FIG. 8 and 8 in FIG. 9).
8). The fact that the speed increasing operation was performed during the turning means that the driver had intended to accelerate, and the need for deceleration is considered to be low. In this case, since the amount of change of the target speed RRVm) to a low value is reduced, the deceleration is relatively small, and the probability of meeting the driver's intention is high.

Further, when the steering angle RST is a predetermined value S
During the period Ts or more, the speed-up control gain Go is corrected to be smaller than the speed-down control gain Gc (89 in FIG. 9). The vehicle speed almost drops, and the steering performance during constant speed running is improved.

Further, if the steering angle RST is large corresponding to the steering angle RST, the target speed RRVm is updated to be low, and the change amount when the steering angle RST is decreasing is made larger than that when the steering angle RST is increasing. (85 to 8 in FIG. 9)
7). As a result, the target speed reduction amount is larger when the steering wheel is returned (the steering wheel angle is changed to a smaller value) than when the steering wheel angle is larger during steering (the target speed reduction amount is larger than the steering wheel angle when the steering wheel is returned). When the steering angle RST is changing to a large direction, the target speed is high and the steering speed is switched to a low value corresponding to the steering angle RST.
Slow when ST is small (return of steering wheel),
The value is switched to a value corresponding to the steering angle RST (a high-speed value because the angle is small). Therefore, the possibility of automatic acceleration (discomfort) at the same time as turning is reduced further.

[Brief description of the drawings]

FIG. 1 is a block diagram showing a configuration of a first exemplary embodiment of the present invention.

FIG. 2 is a perspective view showing an external appearance of a main part of a throttle valve driver including a motor 50 shown in FIG.

FIG. 3 is a cross-sectional view showing a main part of the throttle valve driver shown in FIG.

FIG. 4 is a flowchart showing a part of an automatic speed control operation of the MPU 101 shown in FIG.

FIG. 5 is a flowchart showing a part of an automatic speed control operation of the MPU 101 shown in FIG.

FIG. 6 is a flowchart showing the rest of the automatic speed control operation of the MPU 101 shown in FIG.

FIG. 7 “Brake lamp control” shown in FIG. 6 (19)
Is a flowchart showing the contents of the above.

FIG. 8 is a flowchart showing a part of the contents of a “turning process” (CCC) shown in FIG. 4;

FIG. 9 is a flowchart showing the rest of the contents of the “turning process” (CCC) shown in FIG. 4;

FIG. 10 (a) is a graph showing a relationship between a vehicle speed value and a steering angle limit amount for canceling constant-speed running.
(B) is a graph showing the variation of the steering duration RCC in the meantime.
It is a graph which shows the relationship between the ratio of the integrated pedal depression time RBC and the steering angle limit amount decrease amount ΔSH. (C)
Is the vehicle speed and steering angle and the target speed reduction RMS
6 is a graph showing a relationship with the graph.

[Explanation of symbols]

1: throttle body 2: case 3: cover 11: throttle valve 12: throttle shaft 13: potentiometer 21: throttle plate 22, 35: return spring 23, 33a, 36c: pin 24: intermediate shaft 31: accelerator link 32: accelerator shaft 33: accelerator cable 34: accelerator pedal 36: accelerator plate 37: potentiometer 40: clutch 41: drive plate 41a: leaf spring 42: clutch plate 43: movable yoke 43a: friction member 44: fixed yoke 45: clutch solenoid 46: bobbin 50 : Motor 51, 52: Gear 52a: Shaft 60: Limit switch 70: Printed wiring board 71: Lead 100: Controller 101: MPU (microcomputer) 107: Driver 108, 109, 111: A /
D converter 110: F / V converter 116, 117: Input circuit 150: Transistor 151: Re-trigger mono-multi ALP: Alarm lamp BLP: Brake lamp BSW1, BSW2: Brake switch BTT: Battery CPS1: First voltage power supply CPS2: Second Voltage power supply LSW: Reed switch Mag: Rotating permanent magnet MSW: Main switch SSW: Automatic speed control instruction switch USW: Acceleration switch DSW: Deceleration switch

──────────────────────────────────────────────────続 き Continuation of the front page (56) References JP-A-4-176735 (JP, A) JP-A-7-112627 (JP, A) JP-A-58-65944 (JP, A) JP-A-63-1988 140834 (JP, A) JP-A-63-151533 (JP, A) JP-A-60-193829 (JP, U) JP-A-62-137133 (JP, U) (58) Fields investigated (Int. ⁷ , DB name) B60K 31/00 B60K 41/00 B62D 6/00 F02D 29/02 301 F02D 41/14 320 G05D 13/62

Claims (5)

(57) [Claims] 1. Increasing and decelerating means mounted on a vehicle to increase and decrease its moving speed; speed detecting means for detecting the moving speed; angle detecting means for detecting a steering angle; target speed setting means; Means corresponding to the traveling speed of the vehicle, the higher and the lower the lower
When the steering angle is greater than the predetermined value
Increase, the deceleration instruction means means a lot of deceleration
Set the value corresponding to the value obtained by subtracting the small decrement as the limit angle.
Limiting angle setting means; and increasing when the moving speed detected by the speed detecting means is higher than the target speed set by the target speed setting means, decreasing the moving speed of the vehicle via the decelerating means, and increasing when the moving speed is low. Hayashi, the vehicle speed Fi when the steering angle exceeds the limit angle - to release to feedback control, vehicle speed control means; vehicle speed control device comprising a. 2. The vehicle is mounted on a vehicle to increase or decrease its moving speed.
Speed increasing and decelerating means; speed detecting means for detecting the moving speed;
Angle detecting means for detecting steering angle; target speed setting
Setting means; increase and deceleration instruction means; and speed detection means
The moving speed is the target speed set by the target speed setting means.
If it is higher than the speed, increase the speed of the vehicle via the deceleration means
Decelerates, increases speed when low, steering angle is limited
When the vehicle crosses the corner, the vehicle speed feedback control is released.
Vehicle speed control means; in the vehicle speed control device comprising, the target speed setting means, the steering angle is a predetermined value or less
During the up, corresponding to the steering angle, it is large and large
If it is too small, increase or decrease the speed
When there is no step deceleration operation, the reference value is used.
The value multiplied by the reduction rate greater than the reference value,
Value that is subtracted from the target speed value when the vehicle is not traveling on a curve.
A vehicle speed control device , wherein a corresponding value is set to the target speed . 3. A vehicle mounted on a vehicle to increase or decrease its moving speed.
Speed increasing and decelerating means; speed detecting means for detecting the moving speed;
Angle detecting means for detecting steering angle; target speed setting
Setting means; increase and deceleration instruction means; and speed detection means
The moving speed is the target speed set by the target speed setting means.
If it is higher than the speed, increase the speed of the vehicle via the deceleration means
Decelerates, increases speed when low, steering angle is limited
When the vehicle crosses the corner, the vehicle speed feedback control is released.
A vehicle speed control device including a vehicle speed control means; wherein the target speed setting means has a steering angle equal to or less than a predetermined value.
During the up, corresponding to the steering angle, it is large and large
If it is too small, increase or decrease the speed
When there is no speed increase operation, the reference value is used.
If the value is smaller than the reference value,
Equivalent to the value subtracted from the target speed value when not driving on a curve
A vehicle speed control device , wherein a value to be set is set to the target speed . 4. A vehicle mounted on a vehicle for increasing and decreasing its moving speed.
Speed increasing and decelerating means; speed detecting means for detecting the moving speed;
Angle detecting means for detecting steering angle; target speed setting
Setting means; increase and deceleration instruction means; and speed detection means
The moving speed is the target speed set by the target speed setting means.
If it is higher than the speed, increase the speed of the vehicle via the deceleration means
Decelerates, increases speed when low, steering angle is limited
When the vehicle crosses the corner, the vehicle speed feedback control is released.
In the vehicle speed control device having the vehicle speed control means, while the steering angle is equal to or more than a predetermined value, the speed detection means detects the speed.
The traveling speed is higher than the target speed and the vehicle speed control means decelerates.
Lower than the target speed than the deceleration control gain when performing
Vehicle speed feedback control gain correction means for correcting the speed increase control gain when the vehicle speed control means performs speed increase;
Characterized in that it comprises a vehicle speed control device. 5. A vehicle mounted on a vehicle for increasing or decreasing its moving speed.
Speed increasing and decelerating means; speed detecting means for detecting the moving speed;
Angle detecting means for detecting steering angle; target speed setting
Setting means; increase and deceleration instruction means; and speed detection means
The moving speed is the target speed set by the target speed setting means.
If it is higher than the speed, increase the speed of the vehicle via the deceleration means
Decelerates, increases speed when low, steering angle is limited
When the vehicle crosses the corner, the vehicle speed feedback control is released.
A vehicle speed control device including a vehicle speed control means; wherein the target speed setting means has a steering angle equal to or less than a predetermined value.
During the up, corresponding to the steering angle, it is large and large
Small when a small target speed decrease amount hear, small value when the steering angle is increased, while decreasing
When the vehicle is not traveling on a curve, the value multiplied by the large reduction rate
The value corresponding to the value subtracted from the target speed value of
A vehicle speed control device , which determines a speed.