JP3257332B2 - Moving object automatic speed controller - Google Patents

Abstract

PURPOSE: To reduce frequent releasing of automatic speed control by decreasing the moving speed of a moving body through an acceleration/deceleration means when the moving speed to be detected by a speed detecting means exceeds the speed indicated by the target speed information. CONSTITUTION: An information generating means on a moving body generates the geographic information of a moving body's course, and a target speed setting means 101 forms the target speed information indicating the lower speed as the displacement is larger in relation to the geographic displacement the moving body forward course on the basis of the speed information stored in the information and memory means 101. When the moving speed to be detected by a speed detecting means exceeds the speed indicated by the target speed information, the speed control means 101 decreases the moving speed of the moving body through acceleration/deceleration means (11, 12, 50), on the other hand, when the speed indicated by the target speed information exceeds the moving speed, the speed control means increases the speed.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to automatic control of the moving speed of a moving object, 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 cruise control device sets a vehicle speed stored in a memory by a driver's operation as a target speed, compares a vehicle speed detected by a vehicle speed detector (hereinafter referred to as an actual vehicle speed) with the target vehicle speed, and compares the actual vehicle speed with the target vehicle speed. Open the throttle valve via the throttle valve driver so that the speed matches the target vehicle speed.
Drive closed. This is convenient because the driver can drive the vehicle without depressing the accelerator pedal. However, conventionally, in a vehicle having a constant speed running function, the storage of the vehicle speed value in the memory and the increase and decrease of the vehicle speed value are performed by operating the driver's seat switch by the driver. When the brake is depressed, the constant-speed running 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. On the other hand, for example, when the vehicle is approaching a curve or a sloping hill while the vehicle is traveling at a constant speed, and it is uneasy to travel at the vehicle speed value in the memory, it is necessary to depress the brake pedal to release the constant speed traveling. If the driver steps on the brake pedal,
The constant speed driving is canceled, so if the driver continues the constant speed driving, it is necessary to operate the constant speed driving switch again in the driver's seat, and when driving at a constant speed on a curve or a road with many hills For example, the operation becomes complicated, and the burden on the driver increases.

[0004] 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 (Japanese Patent Laid-Open No. 58-6 / 1983).
No. 5944). 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.

[0005]

However, since the target speed is changed according to the steering angle, that is, during the turning of the vehicle, the target speed is changed and the corresponding deceleration is performed.
The deceleration actually starts after the driver starts turning the steering, that is, after the vehicle enters a curve, and no deceleration occurs before entering the curve.
As usual, it is highly probable that the driver operates the brake pedal before entering the curve, and it is presumed that the effectiveness at the actually required deceleration timing is low.

[0006] Further, on a road surface that changes from an uphill to a downhill, a road surface where the inclination becomes steep even on the same uphill road, and a road surface where the inclination becomes steep even on the same downhill road, it is difficult to see ahead in front. Therefore, the driver becomes anxious and releases the constant speed operation by operating the brake pedal. Then, in order to start the constant speed running again, it must be set again.

SUMMARY OF THE INVENTION It is a first object of the present invention to reduce frequent release of automatic speed control by a speed control device.
A second object is to reduce a delay in deceleration with respect to the vehicle speed, and a third object is to perform automatic deceleration on a road where the inclination changes and there is no visibility.

[0008]

The first aspect of the present invention (FIG. 1)
Means for increasing and decelerating the moving speed (Vs) mounted on the moving body, decelerating means (11, 12, 50); speed detecting means (Mag, LSW, 110, 109) for detecting the moving speed (Vs); Memory means (101) for storing speed information (RVm); geographic information (R1, R
2, ρ1, ρ2) information generating means for generating (120); target speed based the on speed information memory means (101) is stored (RVm)
It generates degrees information (RVO), the information generating means (120) geographic information is generated (R1, R2, ρ1, ρ2 ) geographical displacement of the movable body forward path based on (RR2, ρ1-ρ2) is rather large Lower target speed when
Degree information (RVo) and reduce the geographic displacement (RR2, ρ1-ρ2)
When returning, the speed information stored in the memory means (101) is returned.
Target speed setting means (101 ) for changing the target speed information (RVo) higher in the direction returning to the information (RVm) ; and the moving speed (Vs) detected by the speed detecting means represents the speed represented by the target speed information (RVo). If it exceeds, increase the moving speed of the moving object via the deceleration means (11, 12, 50), and increase if the speed indicated by the target speed information (RVo) exceeds the moving speed (Vs). Speed control means (101);

A second aspect of the present invention (FIG. 1) is a means for increasing / decreasing means (11,
Speed detecting means (Mag, L) for detecting the moving speed (Vs).
SW, 110, 109); memory means (101) for storing speed information (RVm) and geographic information (RRm); geographic information of a mobile route
(R1, R2, ρ1, ρ2 ) information generating means for generating (120); th based on the main <br/> speed information memory means (101) is stored (RVm)
Generating target velocity information (RVo), the geographic information of the memory means
Geographic information said information generating means with respect to (RRm) (120) is generated (R1, R2, ρ1, ρ2 ) displacement represented by (RR1-RRm) size Kunar
When changing the target speed information (RVo) low and returning to a small value
Return to the speed information (RVm) stored in the memory means (101).
Target speed setting means (101 ) for changing the target speed information (RVo) higher in the direction of movement; and when the moving speed (Vs) detected by the speed detecting means exceeds the speed indicated by the target speed information (RVo). Speed control means that decelerates the moving speed of the moving object via the speed increasing and decelerating means (11, 12, 50) and increases when the speed indicated by the target speed information (RVo) exceeds the moving speed (Vs) (Ten
1);

[0010] In order to facilitate understanding, in the parentheses, reference numerals or corresponding items of corresponding elements of the embodiment shown in the drawings and described later are added for reference.

[0011]

According to the first aspect, the information generating means (120), geographic information of a mobile path (R1, R2, .rho.1, [rho] 2) generating a target speed setting means (101) comprises memory means ( 101) generates target speed information (RVo) based on the stored speed information (RVm),
Said information generating means (120) geographical information (R1 which occurs, R2, ρ1,
ρ2), the geographic displacement of the forward path of the moving object (RR2, ρ1-ρ
2) the size and change the target speed information (RVO) low when Kunar,
When the geographic displacement (RR2, ρ1-ρ2) returns small, the memory
High in the direction returning to the speed information (RVm) stored in the means (101).
Change the target speed information (RVo) . And speed control means
If (101) indicates that the moving speed (Vs) detected by the speed detecting means exceeds the speed indicated by the target speed information (RVo), the moving object moves through the increasing and decelerating means (11, 12, 50). Slow down the speed,
When the speed represented by the target speed information (RVo) exceeds the moving speed (Vs), the speed is increased.

Therefore, according to the first aspect, when the geographical displacement (RR2, ρ1-ρ2) of the forward path of the moving body is large, the moving speed is greatly reduced, and the brake pedal is depressed.
The frequency at which the driver cancels the automatic speed control by the speed control device is reduced. Since the geographic displacement (RR2, ρ1-ρ2) referred to in order to change the target speed information is the one in front of the moving body, the target speed information is changed before the large geographic displacement and deceleration starts. The possibility that the driver performs an operation of canceling the automatic speed control immediately before the vehicle stops or immediately before a hill where the line of sight cannot be seen is reduced.

[0013] Since the target speed information (RVo) changes and increases as the vehicle passes the large geographic displacement (RR2, ρ1-ρ2), it is possible to return to the original vehicle speed without depressing the accelerator pedal. it can. Since the geographic displacement (R, ρ1-ρ2) to refer to to change the target speed information is that of the front of the moving object, the target speed information is changed before returning to the small geographic displacement and the speed increase starts, The probability that the driver performs an operation to cancel the automatic speed control immediately after the curve or immediately after a sloping road where the line of sight cannot be seen is reduced.

According to the second aspect, the information generating means (120)
Generates the geographic information (R1, R2, ρ1, ρ2) of the mobile route,
The memory means (101) stores speed information (RVm) and geographic information (RRm)
Is stored. Target speed target speed setting means (101) is based the on speed information memory means (101) is stored (RVm)
Information to generate a (RVO), the geographical information in the memory means (RRm) geographical information by the information generating means (120) has occurred with respect to (R1, R
2, ρ1, ρ2) when represents displacement (RR1-RRm) size Kunar low
When the target speed information (RVo) is
Direction to return to speed information (RVm) stored by memory means (101)
To change the target speed information (RVo) . When the moving speed (Vs) detected by the speed detecting means exceeds the speed represented by the target speed information (RVo), the speed controlling means (101) increases / decreases the speed via the increasing / decreasing means (11, 12, 50). Decrease the moving speed of the moving object, and the speed indicated by the target speed information (RVo) is the moving speed (Vs)
If it exceeds, increase the speed.

Therefore, according to the second aspect, the geographic information (RRm) of the memory means is compared with the geographic information by the information generating means.
When the geographic displacement (RR1-RRm) represented by (R1, R2, ρ1, ρ2) is large, that is, the displacement (RR1-RRm) of the current position with respect to the reference (RRm)
RRm) is large, and when the geographical conditions (e.g., curve, slope) of the traveling path change significantly, the traveling speed is greatly reduced and the driver can automatically decelerate the vehicle by using the speed controller, such as depressing the brake pedal. The frequency of releasing the control is reduced.

In a place where the geographical condition of the traveling road is severe (a steep curve or steep slope), the target speed information (RVo) is automatically updated to a low value, so that the driver cancels the automatic speed control. The probability of doing so is reduced. Since the target speed information (RVo) changes and the speed increases following severe geographical conditions, it is possible to return to the original vehicle speed without depressing the accelerator pedal.

In the first and second embodiments of the present invention to be described later, the geographic information (R1, R2, ρ1, ρ2) includes curve information (R2) indicating the curve of the forward course of the moving object, and sets the target speed. Means (10
1) corresponds to the speed information (Vs) of the memory means (101) and the curve information (R2) from the information generating means.
Target speed information (RVo) lower than the speed information (RVm) of the memory means
Generate As a result, as the curve is higher in front of the moving body and the curvature is higher (the turn is steeper), the target speed information (R
Vo) is changed to a low value, and the moving speed (Vs) decreases accordingly. When there is a curve ahead of the moving body, the frequency at which the driver depresses the brake pedal to cancel the automatic speed control immediately before the curve is reduced. As the curve in front of the moving body becomes gentler, the target speed information (RVo) increases and the speed increases.
It is possible to return to the original vehicle speed without depressing the accelerator pedal when the driver leaves the curve.

In the first and second embodiments of the present invention described later, the geographic information (R1, R2, ρ1, ρ2) includes the inclination information (ρ2) of the forward path of the moving object, and the target speed setting means (101) ) Corresponds to the speed information (RVm) of the memory means (101) and the slope change (ρ1-ρ2) of the forward path of the moving object, and the lower the slope change (ρ1-ρ2), the lower the speed of the memory means (101). The target speed information (RVm) lower than the information (RVm) is generated. As a result, the target speed information (RVo) becomes larger as the current position of the moving object and the front of the moving object become larger, such as a flat road / uphill road, a flat road / downhill road, or an uphill / downhill road, where the inclination change that cannot be seen is large. Moved speed changed to lower (V
s) decreases accordingly. On a road where the line of sight is hard to see, the frequency at which the driver depresses the brake pedal to cancel the automatic speed control immediately before that is reduced. Since the target speed information (RVo) increases and the speed increases as the change in the inclination of the front of the moving body with respect to the current position becomes gentle, it is possible to return to the original vehicle speed without the driver depressing the accelerator pedal. it can.

Further, in the first and second embodiments of the present invention described later, the geographic information (R1, R2, ρ1, ρ2) includes curve information (R1) representing the curve of the mobile route, and the memory means. (101), when the reference vehicle speed (RVm) is written therein, the curve information (R1) from the information generating means is written as the reference information (RRm).
The target speed setting means (101) is provided with speed information of the memory means (101).
(RVm) and curve information (RRm) and the
Speed information (RVm) of the memory means (101), the lower the bend represented by the curve information (R1) corresponding to the curve information (R1), the stronger the bend represented by the former curve information (RRm). Generate lower target speed information (RVo). According to this, the reference vehicle speed (RV
curve (R1) which is stronger than the curve (RRm) when writing (m)
Accordingly, the target speed information (RVo) is updated to be low correspondingly, and the moving speed (Vs) is accordingly reduced. This is because, as described above, there is a curve in front of the moving body,
When the target speed information (RVo) is changed to a low value from before the curve, a function of maintaining a low speed during curve traveling even when the front of the moving body is on a straight road is provided.

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 a first embodiment of the present invention, and FIG.
The appearance of the on-board engine throttle valve drive mechanism
FIG. 3 shows a cross section of the mechanism. Referring to FIGS. 1 and 2,
In the intake passage, which is an air flow path of the throttle body 1 of the internal combustion mechanism, a throttle valve 11
2 so as to be freely rotatable. 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.
The cover 3 is provided with a throttle valve driver. 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 running at a constant speed, the clutch solenoid 45 is energized, the drive plate 41 is frictionally coupled to the yoke 43, and when the drive plate 41 is rotated counterclockwise by the forward rotation of the electric motor 50, the throttle valve is opened. 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. The potentiometer 13 connected to the throttle shaft 12
An analog signal indicating the throttle valve opening is generated.
The opening of the throttle valve 11 is a mechanical maximum value (at this time, the throttle plate 21 hits a mechanical stopper)
Immediately before the limit switch 60 is changed from closed to open by the throttle plate 21, the clutch solenoid 4
5 and the power supply loop of the electric motor 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 to the closing direction by the force of the return spring 22. When the return returns to the closed state of the limit switch 60, the clutch 40
The energization of the clutch solenoid 45 is resumed, and the clutch 40 returns to the engaged state, whereupon 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.

Thus, when the mode is not the constant speed mode,
Alternatively, even in the constant speed mode, when the accelerator depression amount is in a range larger than the rotation amount of the throttle plate 21, the opening degree of the throttle valve is determined by the accelerator depression amount.

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 also requires the main switch MSW to be turned on. The element to which the voltage Vcc2 is supplied is given to the MPU 101, the alarm lamp ALP, and the like as shown in FIG.

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 data D and the clock pulse are supplied from the MPU 101 to the PWM counter 102. This PWM
The data is given by positive and negative values, the sign indicates the biasing direction of the motor 50, and the magnitude indicates the on-duty. That is, P
When the PWM data D other than zero is given, the WM counter 102 changes the PWM pulse to the high level H (energization instruction) and sets the energizing direction control signal to the H level if the sign is positive, and to the H level if the sign is negative. When the energizing direction control signal is set to low level L
, The counting of the clock pulse is started. After that, when the count value becomes equal to the absolute value of the PWM data D, the PWM pulse is turned to a 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 (drive device) of the above-described electric throttle valve opening / closing drive mechanism. 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 circuits 116 and 117 are input interfaces for the MPU 101 to read ON / OFF of the switches BSW1 and SSW, respectively.

The switch BSW1 is interlocked with the depression of a brake pedal (not shown), like the brake switch BSW2 described above, but is a normally open brake switch to which a brake lamp BLP is connected in series. I have. Since the voltage at both ends of the brake switch BSW1 is input to the input circuit 116, the on / off of the brake switch BSW1 is detected even if there is a break in the brake lamp BLP or a fuse inserted in series with the brake lamp BLP. can do.

A communication circuit 119 is connected to the MPU 1, and a GPS unit 120 is connected to the communication circuit 119. The GPS unit is connected to a GPS antenna on the vehicle, calculates and holds the current position (latitude, longitude, altitude) of the vehicle, the traveling direction of the vehicle, and the traveling speed of the vehicle based on the information received by the antenna, and stores the map on the map. A database is provided, and map information indicating the current position of the vehicle and its surroundings is displayed on a two-dimensional display. The map data includes data representing road intersections, slopes of slopes, and curves of curvatures, in correspondence with signs on the map and terrain. G
The PS unit 120 is connected to the MPU via the communication circuit 119.
1, when there is a data transfer instruction, the curve curvature R of the road at the position closest to the current position (hereinafter referred to as the current position).
1 (reciprocal of curve radius) and road slope ρ1 (height change per horizontal unit distance;
The communication circuit 1 is searched by searching the map database for "downbound".
19 to the MPU 1. Search distance Ds is M
When designated by the PU1, the car marker of the road closest to the position corresponding to the distance Ds of the road on the map (hereinafter referred to as Ds forward position) from the current position and the traveling direction of the vehicle and the distance Ds. The curve curvature R2 and the road slope ρ2 are retrieved from the map database and transferred to the MPU 101 via the communication circuit 119 together with the curve curvature R1 and the road slope ρ1 of the current position. When the current position or the like is unknown due to the inability to receive radio waves, or when data retrieval or calculation fails, an error message is transmitted to the MPU 101.

FIGS. 4 and 5 show the MPU 10 shown in FIG.
1 shows a constant speed traveling control operation. MPU 101 has Vcc
When 2 is turned on, that is, when the main switch MSW is closed and the constant voltage Vcc2 is applied to the MPU 1, initial settings, that is, port state setting, register (one area of memory) 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.

After completing the initial setting (1), the MPU 1 starts a timer Ts with a time limit Ts = 50 msec (2),
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 (one area of the internal memory), read the signal level Ss of the input port PS (H when the automatic speed control instruction switch SSW is ON and L / OFF) and write it to the register RSs, and the A / D converter A / D conversion is instructed to 108 and A
Digital data Sa generated by the / D converter 108
(The opening of the throttle valve 11; data obtained by digitally converting the analog signal of the potentiometer 13 as a throttle opening sensor) and read into the register RSa;
A / D conversion is instructed to the A / D converter 111 to perform A / D conversion.
The digital data Aa generated by the converter 111 (the amount of depression of the accelerator pedal 34; the data obtained by digitally converting the analog electric signal of the potentiometer 37 as an accelerator angle sensor) is read and written into the register RAa. The A / D converter 109 is instructed to perform A / D conversion, and A / D conversion is performed.
Digital data Vs generated by the / D converter 109
(Data obtained by digitally converting an analog voltage having a level substantially proportional to the vehicle speed) is written into the register RVs (3).
In the following, the data of the above register and other registers may be represented by register symbols as they are. For example, the data of the register RBs may be represented as RBs.

Next, the MPU 1 sets the data RVs (hereinafter also referred to as the actual vehicle speed) of the register RVs to the lower limit value (fixed value).
It is checked whether it is equal to or higher than VL (4). If it is not less than VL, the search distance Ds corresponding to the actual vehicle speed RVs is calculated (6). FIG. 7 shows an outline of the correlation between the vehicle speed and the search distance Ds. In this embodiment, as shown in FIG. 7, the search distance Ds is a linear function of the vehicle speed, and the search distance Ds corresponding to the vehicle speed is calculated according to the set linear function. Here, the vehicle speed data used for calculating the search distance Ds uses the vehicle speed data RVm written in a register RVm to be described later, but the actual vehicle speed RVs (step 3).
May be used as the value read into the register RVs.

Next, the MPU 101 transmits the search distance Ds to the GPS unit 120 via the communication circuit 119 to obtain the local point and the curve curvature R1 ahead of the local point by Ds.
(7), requesting transfer of (local point), R2 (point ahead of Ds), slope ρ1 (local point) and slope ρ2 (point ahead of Ds). When the GPS unit 120 has transferred the data, it receives it (8), and determines whether or not the data exists, whether or not there is an error.
The presence or absence of the curve curvature R1 is checked (9). If the curve curvature R1 is received correctly, it is written into the register RR1, and if the curve curvature R2 is received correctly, it is written into the register RR2, and the slope ρ1 is set. If it has been received correctly, it is written to the register Rρ1, and if it has received the slope ρ2, it is written to the register Rρ2 (10). If the data is missing or an error, information (E) indicating the error is written to the corresponding register (5). When the actual vehicle speed RVs is lower than the lower limit value VL, the vehicle speed is extremely low or the vehicle is stopped, and it is not necessary to change the target vehicle speed corresponding to the geographical condition (turn, inclination) of the road to low. , GPS unit 1
No data request is made to the address information 20 and the above-mentioned geographical condition registers RR1, RR2, Rρ1 and Rρ2 contain information (E) indicating an error to indicate that there is no data (data error). ) Is written (4,5).

Next, in the MPU 1, the automatic speed control 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 YES (YES), “1” indicating the need for constant-speed traveling control is set to the flag register Fc.
(14), and if either is not (NO), "0" indicating constant speed traveling control is unnecessary is written to the flag register Fc (15).

When the constant speed traveling control is unnecessary (Fc = 0), the stored vehicle speed RVm and the stored turn rate RRm are updated to the latest ones (current ones). , Registers RVs and R
The data of R1 is written (16A, 16B).

Referring to FIG. 5, next, the MPU 101
The target vehicle speed Vo is calculated (17). Calculated target vehicle speed V
o is written to the register RVo. This content will be described later with reference to FIGS.

When the target vehicle speed Vo is calculated, the MPU 101
Checks whether the constant speed traveling control is necessary or not by referring to the data of the flag register Fc (18). When constant-speed running control is required (Fc = 1), the MPU 101 calculates vehicle speed deviation = target vehicle speed RVo−actual vehicle speed RVs, and calculates PID.
The throttle valve opening and closing speeds (throttle valve driving speeds that are substantially proportional to the calculated PID values of the deviations) for reducing the vehicle speed deviation to zero are calculated by the (proportional, integral, and differential) calculations, and this is used as the PWM of the motor 50. It is converted into a drive pulse energization duty (19). Then, the data of the register Fc becomes 0.
Smoothing processing at the time of switching to smoothly correct the throttle valve drive with a high discontinuity (extreme) immediately after switching from 1 to 1, or the immediately preceding After the steady-state smoothing process for smoothing the discontinuity with the output is performed (19), the energization duty is output to the PWM counter 102 (2).
1). At the start of this output, the clutch solenoid 45 is energized to bring the clutch 40 into engagement.

When the constant-speed running control is unnecessary (Fc = 0), a throttle valve drive release output which has been subjected to a process corresponding to the switching cause when Fc = 1 is switched to 0 is generated (20), Output (21). In the release calculation (20), when the constant speed travel release is caused by the opening of the automatic speed control instruction switch SSW (RSs = H) (11, 15 in FIG. 4), the accelerator pedal is depressed. In order to avoid a sudden deceleration in the case where the vehicle is not stopped, an 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 valve opening RSa becomes equal to or less than the accelerator opening RAs. At this time, a throttle valve drive release output (clutch 40 disconnected) is generated. When the constant speed running release is caused by depression of the accelerator pedal 34 (12, 15 in FIG. 4),
In order to avoid sudden deceleration due to the remaining depression of the accelerator pedal, an 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 valve opening RSa is set to the accelerator opening RAs. When the following occurs, a throttle valve drive release output (clutch 40 disconnected) is generated. When the release at constant speed is caused by the depression of the brake pedal (13, 15 in FIG. 4), a throttle valve drive release output (clutch 40 is disconnected) is immediately generated to speed up deceleration. In addition,
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 "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 to perform the above-described one-step control operation (3 to 21) in the same manner. . 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 control is unnecessary (Fc = 0), the data in the registers RVm and RRm is updated to the latest data in the cycle Ts by executing step 16B. When the constant-speed cruise control is required (Fc = 1), Step 16B is not executed during that time. Therefore, the data in the registers RVm and RRm are changed from the constant-speed cruise control unnecessary (Fc = 0) to the constant-speed cruise control required (Fc).
= 1), these data are reference data for determining the target vehicle speed value Vo for constant-speed running control, and are referred to as "target vehicle speed Vo calculation". (17)
Thus, the target vehicle speed value Vo is calculated.

Incidentally, in summary, for the MPU 101, a switch MS having the same meaning as the power switch is provided.
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 automatic speed control instruction switch SSW is open, 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). As long as at least one of them is satisfied, the constant speed traveling control is unnecessary (Fc = 0), and the MPU 101 drives the throttle valve driver (opens / closes the throttle valve 11: 5 are not executed, the vehicle speed register (memory) RVm and the curve curvature register (memory) RR are not executed.
The data of m and the inclination register (memory) Rρ1 are updated to the latest actual vehicle speed value RVs, the latest curve curvature value RR1 and the latest inclination value Rρ1 (3 to 16A, 16 in FIG. 4).
B). 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 automatic speed control instruction switch S
When the switch is closed and then the accelerator pedal 34 is released, the constant speed traveling control start condition is satisfied when the accelerator pedal 34 returns to the idling opening position. That is, the switch SSW is closed, the brake switch BSW1 is opened (the brake pedal is not depressed), and the accelerator opening =
The three conditions of the idling opening degree (release of the accelerator pedal 34) are simultaneously established. As a result, constant speed traveling control is required (Fc =
1). In this state, since the step 16B of FIG. 4 is not executed, the registers RVm, RRm and Rρ1
Are not updated, but remain just before the constant speed traveling control start condition is satisfied. That is, the immediately preceding data is stored and held. The target vehicle speed value Vo is calculated as “target vehicle speed Vo calculation”.
The target vehicle speed value Vo (RV to be described later) is generated in (17) and generated in the “constant speed PWM calculation” (19) and the “output” (21).
The throttle valve 11 is opened and closed at a speed corresponding to the deviation of the actual vehicle speed RVs from o), and the vehicle speed substantially becomes the target vehicle speed value Vo.

When the constant speed traveling control start condition is not satisfied,
That is, the switch SSW is opened and the brake switch BS
W1 closed (depressing brake pedal) or accelerator opening =
When the idling opening is exceeded (the accelerator pedal 34 is depressed), the constant speed traveling control becomes unnecessary (Fc = 0), and the clutch 40 is disengaged immediately or after a certain time in steps 20 and 21 in FIG. The mechanical connection between the motor 50 and the throttle shaft 12 is released, and the throttle valve 11 opens and closes in response to the operation of the accelerator pedal 34.

Next, the contents of the "target vehicle speed Vo calculation" (17) will be described with reference to FIG. Here, MPU101
First, the speed data RVm of the register RVm is written into the target vehicle speed register RVo (31).

Next, the MPU 101 detects a road car ahead of the vehicle.
The target vehicle speed Vor defined by the curvature of the wheel (reciprocal of the radius of the arc) is calculated (32 to 35). In this case, first, the data RR2 of the register RR2 is stored in a car ahead of the road.
Check that the curve represents the curvature of the curve (3
2). As described above, when this data is not obtained and when the actual vehicle speed is lower than the lower limit value VL,
The data of the register RR2 indicates an error (E) (4 to 9 in FIG. 4). In this case, without changing the data of the target vehicle speed register RVo, the process proceeds to the calculation of the next target vehicle speed Voρ (36 to 39). Data R of register RR2
If R2 indicates the curvature of the road curve ahead of the vehicle, the target vehicle speed Vor corresponding to the data of the registers RVm and RR2 is read from the table 1 (one area of the internal memory) (33). . Table 1 is a table in which a target vehicle speed Vor is written in correspondence with (using these as an address) RVm (memory vehicle speed) and road curve curvature RR2 ahead of the vehicle.
That is, a correlation as shown in FIG.
A Vor value corresponding to RVm and RR2 is written. Thereby, the higher the memory vehicle speed RVm is,
The higher the curve RR2 of the road curve ahead of the vehicle, the lower the curve (the steeper the curve ahead), the lower the memory vehicle speed RVm.
Is set as the upper limit value (saturation value), and the target vehicle speed Vor is read. The MPU 101 compares the read target vehicle speed Vor with the contents RVo of the target vehicle speed register RVo, and updates the smaller one into the target vehicle speed register RVo (34, 34).
35). As a result, the road curve curvature RR2 ahead of the vehicle is obtained.
Is larger, the content RVo of the target vehicle speed register RVo is updated to a value indicating a smaller value. As described above, the higher the actual vehicle speed, the longer the distance Ds is determined, and the road car at a position ahead by the distance Ds on the road is determined.
The GPS unit 120 requests the GPS unit 120 for the curvature, and receives the transfer from the GPS unit 120 (6-1 of FIG. 4).
0), since the data is the road curve curvature RR2 ahead of the vehicle here, forward of the vehicle here means approximately Ds ahead of the current position.

Next, the MPU 101 calculates a target vehicle speed Voρ defined by the deviation of the road inclination Rρ2 in front of the vehicle with respect to the road inclination (+ for uphill and − for downhill) Rρ1 at the current position (36 to 39). First, it is checked whether the data Rρ1 and Rρ2 of the registers Rρ1 and Rρ2 indicate the road inclination (36). As described above, when this data is not obtained, and when the actual vehicle speed is lower than the lower limit value VL, the register Rρ
The data of 1, Rρ2 indicates an error (E) (4 to 9 in FIG. 4). If at least one of Rρ1 and Rρ2 is an error, the next target vehicle speed VoRi is calculated (40 to 4) without changing the data of the target vehicle speed register RVo.
Proceed to 3). If the data Rρ1 and Rρ2 of the registers Rρ1 and Rρ2 indicate the current position and the road inclination in front of the vehicle, respectively, the target vehicle speed Voρ corresponding to the memory vehicle speed RVm and the inclination deviation (= Rρ1−Rρ2).
From table 2 (one area of the internal memory) (3
7). Table 2 stores the target vehicle speed Voρ corresponding to the memory vehicle speed RVm and the inclination deviation (using these as addresses).
8, that is, Voρ corresponding to RVm and the slope deviation having a correlation as shown in FIG.
The value is written. Thereby, the memory vehicle speed RV
m is higher, and is lower as the road inclination in front of the vehicle is smaller than the road inclination at the current position.
The target vehicle speed Voρ with m being the upper limit (saturation value) is read. The MPU 101 converts the read target vehicle speed Voρ into
The smaller one of the contents is compared with the content RVo of the target vehicle speed register RVo and is updated and written into the target vehicle speed register RVo (3).
8, 39). Accordingly, when the inclination deviation in front of the vehicle current position is large, the content RVo of the target vehicle speed register RVo is updated to a value indicating a small value. As described above, the higher the actual vehicle speed, the longer the distance Ds
And requests the GPS unit 120 to incline the road at the current position on the road and the position ahead by this distance Ds from the GPS unit 120.
The transfer is received from the unit 120 (6 to 6 in FIG. 4).
10) Since the deviation of the data Rρ1, Rρ2 is the inclination deviation here, the front of the vehicle here means approximately Ds ahead of the current position.

Next, the MPU 101 determines the memory vehicle speed RVm.
And the memory position (the constant speed traveling control required Fc = 1 at 14 in FIG. 4).
The current position of the road curve curvature RR relative to the road curve curvature (reciprocal of the curve radius) RRm of
A target vehicle speed VoRi defined by the deviation of 1 (= RR1-RRm) is calculated (40-43). In this case, first, the data RRm, RR of the registers RRm, RR1 are read.
It is checked whether 1 represents curve curvature (40). As described above, when this data is not obtained, and when the actual vehicle speed is lower than the lower limit value VL, the data in the registers RRm and RR1 indicate an error (E). 4 4-9). If at least one of RRm and RR1 is an error, the target vehicle speed register RV
The data of o is not changed. If the data RRm and RR1 of the registers RRm and RR1 represent the curve curvature at the memory position and the current position, respectively, the target vehicle speed corresponding to the memory vehicle speed RVm and the curve deviation (= RR1-RRm). VoRi is read from table 3 (one area of the internal memory) (41). Table 3 is the memory vehicle speed R
The target vehicle speed VoRi written in correspondence with Vm and curve deviation (using these as addresses), that is, RVm and curve deviation corresponding to the correlation shown in FIG. 8C. Is written.
As a result, the target vehicle speed VoRi is higher when the memory vehicle speed RVm is higher, lower when the current position curve RR1 is stronger than the memory position curve RRm, and when the memory vehicle speed RVm is the upper limit (saturation value). Is read. MPU
101 compares the read target vehicle speed VoRi with the content RVo of the target vehicle speed register RVo, and updates and writes the smaller one into the target vehicle speed register RVo (42, 43). As a result, if the curve at the current position of the vehicle is steeper than the curve at the memory position, the contents R of the target vehicle speed register RVo are set.
Vo is updated to a value indicating a small value.

By the above-described calculation of the target vehicle speed Vo (update of data of the target vehicle speed register RVo) (17), the target vehicle speed RVo corresponds to the memory vehicle speed RVm and the curve curvature RR2 ahead of the vehicle. Vor, the target vehicle speed Voρ corresponding to the deviation of the road inclination Rρ2 ahead of the vehicle with respect to the current position road inclination Rρ1, and the target vehicle speed VoRi corresponding to the deviation of the current position curve curvature RR1 with respect to the memory position curve curvature RRm. Is determined to indicate the lowest value.

Therefore, when there is a curve or a slope with no line of sight ahead of the vehicle, the vehicle speed becomes equal to the memory vehicle speed R.
Vm, the frequency at which the driver cancels the automatic speed control by the speed control device, such as depressing the brake pedal, is reduced. Since the target vehicle speed RVo increases and increases as the vehicle passes over a tight curve or a hill with no clear view, the vehicle speed can be returned to the original vehicle speed without depressing the accelerator pedal. That is, the curve curvature RR2 and the road inclination R referred to for changing the target vehicle speed RVo.
Since ρ2 is in front of the vehicle (distance Ds), the possibility that the driver steps on the brake pedal (cancels the automatic speed control) in front of the curve or the sloping road is reduced. The need for the driver to step on the accelerator pedal (cancel automatic speed control) before exiting a hump or hill.

The current position curve R which is stronger than the curve RRm when the reference vehicle speed RVm is written in the register (memory).
In R1, the target vehicle speed RVo is correspondingly updated to a low value, and accordingly, the vehicle speed RVs decreases. This is because, when the target vehicle speed RVo is changed from the front of the curve to a low level in front of the curve corresponding to the curvature of the curve in front of the vehicle, the curve changes even if the front of the vehicle changes to a straight path. The low speed is maintained during running, and the frequency of the driver canceling the automatic speed control by the speed control device, such as depressing the brake pedal in the curve, is reduced.

Second Embodiment FIG. 9 shows a second embodiment of the present invention. This embodiment is effective when the beacon 140 is installed in the vicinity of the road at every predetermined length of the road or at a key point in road running management. Each of the beacons 140 includes location information, beacon No. i, and road information (beacon No. i to beacon No.
The curvature of the curve and the road inclination in front of the predetermined distance range on the i + 1 side and the curvature of the curve and the road inclination from beacon No. i to beacon No. i-1) are transmitted by radio waves. Numbers (No.) are assigned to the beacons in the order in which they are arranged along the road, and the vehicles are beacon No. i-1, No. i, No.
Advancing in the ascending direction of i + 1 and the beacon number is defined as the forward direction, and the reverse direction is defined as the backward direction. Is defined as-. Therefore, when the vehicle travels in the descending direction, it is necessary to invert the sign of the road inclination received from the beacon and process the road inclination information as seen from the own vehicle. In order to prevent interference, different frequencies are assigned to a plurality of beacons within the maximum area where the transmitted radio wave of one beacon is received by the vehicle, but the total number m of these frequencies is fixed. is there.

An antenna for receiving all the frequencies and a radio receiver 130 connected to the antenna are mounted on the vehicle, and the radio receiver 130 is connected to a communication circuit 119. The radio receiver 130 reads the reception level of each of the m frequencies at a predetermined cycle, and tracks a level displacement of a frequency higher than the predetermined level (a change in the reception level due to a change in the distance between the vehicle and the beacon due to the traveling of the vehicle). Then, when the reception level of the highest frequency Fm among the receiving frequencies changes from rising to falling,
That is, when passing the beacon j transmitting the frequency Fm, the point information and the beacon transmitted at the frequency Fm are transmitted.
Conceal No. j and road information are read, and traveling direction information (beacon No. j read last time is j−1, forward direction, j +
Then, the location information, beacon No. j and road information received are saved in the register.

Then, by referring to the traveling direction information, if it is the forward direction, the beacon No. i in the road information is
The curve curvature and the road inclination up to the control No. i + 1 are written in the tracking table (one area of the memory), and counting of the vehicle travel length by the travel length counter is started. When the traveling direction information indicates the backward direction, the road inclination data represents the curve curvature and the road inclination from beacon No. i to beacon No. i-1 in the road information. The sign is inverted,
The data is written into the tracking table, and the running length counter starts counting the vehicle running length (counting up the vehicle speed synchronizing pulse generated by the lead switch LSW).

The radio wave receiver 130 performs the above-described radio wave reception, tracking of the fluctuation of the reception level, and counting up of the vehicle speed synchronizing pulse, and when the reception level of the maximum reception level frequency has passed the peak point. The above-mentioned beacon transmission information is read, the data of the tracking table is updated, and the counting of the vehicle running length is started (the count value is cleared and the count is restarted).

When the MPU 101 transmits the search distance Ds and requests for road information, the radio wave receiver 130 further transmits the vehicle traveling length (count value) of the tracking table.
The curve curvature R1 and the road inclination ρ1 at the current position (vehicle current position) are read, and the vehicle travel length (count value) + D
The curve curvature R2 and the road inclination ρ2 at the position of s (Ds forward) are read and transferred to the MPU 101. If the data is not ready, the data error is sent to the MPU 10.
Notify 1

The other structure and operation of the second embodiment shown in FIG. 9 are the same as those of the first embodiment shown in FIG.
The MPU 101 of the embodiment performs the control operations shown in FIGS. However, “GP” in steps 7 and 8 in FIG.
“S120” is replaced with “radio wave receiver 130”.

The contents and effects of the automatic speed control of the second embodiment are the same as those of the above-described first embodiment, so that the description will be omitted.

[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 the rest of the automatic speed control operation of the MPU 101 shown in FIG.

FIG. 6 is a flowchart showing the content of “calculation of target vehicle speed Vo” (17) shown in FIG. 5;

FIG. 7 is a search distance Ds calculated in step 6 of FIG. 4;
5 is a graph showing the relationship between (vertical axis) and data (horizontal axis) of a register RVm shown in step 17 of FIG.

8A is a graph showing a target vehicle speed Vor corresponding to a memory vehicle speed Vm and a curve curvature R ahead of the vehicle, calculated in steps 33 to 35 of FIG. 6; (B)
Memory vehicle speed Vm calculated in steps 37 to 39 in FIG.
And the target vehicle speed V corresponding to the forward inclination change amount ρ1-ρ2.
6 is a graph showing oρ. (C) corresponds to step 4 in FIG.
It is a graph which shows target vehicle speed VoRi corresponding to memory vehicle speed Vm and curve change amount RR1-RRm calculated by 1-43.

FIG. 9 is a block diagram showing a configuration of a second exemplary embodiment of the present invention.

[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 119: communication circuit 120: GPS: unit 130: radio wave receiver 140: beacon 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

──────────────────────────────────────────────────続 き Continuing on the front page (51) Int.Cl. ⁷ Identification symbol FI G05D 13/62 G05D 13/62 G (72) Inventor Satoshi Terakawa 2-1-1 Asahicho, Kariya-shi, Aichi Aisin Seiki Co., Ltd. Company (72) Inventor Nobuyuki Kobayashi 1 Toyota Town, Toyota City, Aichi Prefecture Inside Toyota Motor Corporation (72) Inventor Hiroshi Ito 1 Toyota Town, Toyota City, Aichi Prefecture Inside Toyota Motor Corporation (72) Inventor Mitsuru Takada 1 Toyota Town, Toyota City, Aichi Prefecture Inside Toyota Motor Corporation (72) Inventor Shigeo Mika 1 Toyota Town, Toyota City, Aichi Prefecture Inside Toyota Motor Corporation (56) References JP-A-Hei 4 -236699 (JP, A) JP-A-4-15799 (JP, A) (58) Fields investigated (Int. Cl. ⁷ , DB name) B60K 28/10-28/16 B60K 31/00

Claims (6)

(57) [Claims] 1. Increasing and decelerating means mounted on a moving body to increase and decrease the moving speed; speed detecting means for detecting the moving speed; memory means for storing speed information; information generating means for generating; target speed based on the speed information which the memory means stores
It generates degree information, when geographical displacement magnitude Kunar mobile forward path based on the geographical information by the information generating means is generated
Change the target speed information to low and return to small memory
The target speed is higher in the direction returning to the speed information stored by the means.
Target speed setting means for changing information ; and when the moving speed detected by the speed detecting means exceeds the speed indicated by the target speed information, the moving speed of the moving body is reduced via the increasing / decreasing means, and the target speed is reduced. A speed control means for increasing the speed when the speed represented by the information exceeds the moving speed; 2. A geographic information Ka represents the bending of the mobile front path - comprises a blanking information, target speed setting means, mosquito than the speed information and the information generation means of said memory means - corresponds to the blanking information, strong 3. The moving body automatic speed control device according to claim 1, wherein target speed information lower than the speed information of the memory means is generated as the vehicle turns. 3. A geographic information includes slope information of the movable body forward path, the target speed setting means, the rate information memory means and corresponding to the inclination change of the moving body forward path, lower the greater the inclination changes, the 3. The automatic moving body speed controller according to claim 1, wherein target speed information lower than the speed information of the memory means is generated. 4. Increasing and decelerating means mounted on a moving body to increase or decrease the moving speed; speed detecting means for detecting the moving speed; memory means for storing speed information and geographical information; target speed based on the speed information which the memory means stores; information generating means for generating a geographic information
Generates degree information, previously for geographic information of said memory means
The displacement represented by the geographic information generated by the information generation means is large
When the target speed information is changed to a lower value when it becomes
High in the direction returning to the speed information stored in the memory means.
Target speed setting means for changing the target speed information ; and when the moving speed detected by the speed detecting means exceeds the speed indicated by the target speed information, the moving speed of the moving body is reduced through the increasing / decreasing means. Speed control means for increasing the speed when the speed represented by the target speed information exceeds the moving speed. 5. The geographic information is a key representing a curve of a mobile route.
Includes Bed information, target speed setting means, said speed information and mosquito memory means - mosquito than blanking information and information generating means - corresponds to the blanking information, the latter force - bend former mosquitoes blanking information represents - 5. The moving object automatic speed control device according to claim 4, wherein target speed information lower than the speed information of said memory means is generated, the target speed information being lower as the bend represented by the drive information is lower. 6. The geographic information includes inclination information of a moving body route,
Target speed setting means generates said corresponding speed information and inclination information from the gradient information and the information generating means of the memory means, lower the greater the deviation of the two tilt information, lower target speed information from the speed information of said memory means The moving object automatic speed control device according to claim 4 or 5, wherein