JPH01145238A - Constant speed traveling device - Google Patents

Abstract

PURPOSE:To prevent the sharp rise of accelerating speed by duty-ratio- controlling an actuator means for the constant speed traveling control in the direction for reducing the car speed difference when the difference between a memorized car speed and an traveling car speed is less than a prescribed value and executing the constant accelerating speed control when the difference is over a prescribed value. CONSTITUTION:In the constant speed traveling control, a CPU compares the car speed (traveling part speed) at present and a car speed (memorized car speed) memorized as a set car speed which is detected by a car speed sensor (lead switch SW2) during the turning-ON operation of a set switch SW4. When it is judged that the car speed difference is less than a prescribed value, a control valve V1 and a vent valve V2 are duty-ratio-controlled in the direction for reducing the car speed difference, and the opening degree of throttle valve SV is controlled by a negative pressure actuator AC. When the car speed difference is over the prescribed value, the constant accelerating speed control is executed by duty-ratio-controlling each valve V1, V2.

Description

DETAILED DESCRIPTION OF THE INVENTION "Field of Industrial Application" The present invention relates to a constant speed traveling device that memorizes the speed of a vehicle and automatically maintains the vehicle at the memorized speed. This relates to an improved constant speed traveling device.

[Prior art] Generally, this type of constant speed traveling device is disclosed in Japanese Patent Application Laid-open No. 58-39.
There is a technique published in Publication No. 311.

The technology includes an actuation mechanism that displaces the speed adjustment element of the vehicle, an actuation switch that commands the start and return of constant-speed running, an increase in the running speed, and cancellation of the constant-speed running state, and a system that detects the running speed of the vehicle. It is equipped with a control circuit that sets the traveling speed to a specified memorized vehicle speed, and an acceleration control means that performs acceleration control when the vehicle speed increases corresponding to the operation of the activation switch and when returning to traveling at the memorized vehicle speed. The control means stores the specified target acceleration, compares the actual acceleration with the target acceleration, performs acceleration operation of the vehicle speed at the target acceleration and accelerates the return to the stored speed, and controls the throttle. Constant acceleration control is performed by determining the control amount of the opening degree as a function of acceleration.

[Problems to be Solved by the Invention] However, when the vehicle speed is increased to a predetermined memorized vehicle speed with a predetermined constant acceleration, an overshoot occurs at the memorized vehicle speed, and the smooth change in vehicle speed prevents the vehicle from entering constant speed driving. It was difficult to drive, and the problem of poor drive feeling was common.

In addition, in a constant speed driving system that controls constant speed driving only based on the vehicle speed deviation between the vehicle speed and the stored vehicle speed, when returning to resume mode, if the vehicle speed deviation is large when the vehicle speed is resumed, the acceleration will suddenly increase and the drive I often had the problem of not feeling good. To illustrate this, the 14th
The speed increase control characteristic diagram shown in the figure is as shown in the figure.

Therefore, the present invention was made to solve the above problems, and there is no sudden increase in acceleration when the resume is resumed.
Another object of the present invention is to provide a constant speed traveling device that can enter a predetermined constant speed traveling by smoothly changing the vehicle speed.

[Means for solving the problem] The constant speed traveling device according to the present invention calculates a vehicle speed deviation by comparing and subtracting the stored vehicle speed for constant speed traveling stored in the storage means and the vehicle speed detected by the vehicle speed detecting means. calculating means for determining whether the vehicle speed deviation is greater than or equal to a predetermined value; and increasing speed determining means for determining whether the vehicle speed deviation is greater than or equal to a predetermined value; constant speed traveling control means for controlling the duty ratio of the actuator means for controlling the opening and closing of the valve; and the output of the increased speed determining means, when the vehicle speed deviation is equal to or greater than a predetermined value, the duty ratio of the actuator means is controlled to produce a constant acceleration. It consists of constant acceleration control means.

[Operation] In the present invention, the calculating means compares and subtracts the stored vehicle speed and the vehicle speed to calculate the vehicle speed deviation, and when the increasing speed determining means determines that the vehicle speed deviation is equal to or higher than a predetermined value, The acceleration control means controls the duty ratio of the actuator means that controls opening and closing of the throttle valve so that the vehicle travels at a predetermined constant acceleration.

Further, when the vehicle speed deviation is determined to be less than a predetermined value by the increasing speed determining means, the actuator means for controlling the opening and closing of the throttle valve is activated so that the vehicle travels at a predetermined constant speed by the constant speed traveling control means. Control the ratio.

Therefore, when the vehicle speed deviation becomes larger than a predetermined value, it is determined that it is time to resume, and the vehicle speed is increased by constant acceleration control with a predetermined acceleration until the vehicle speed deviation reaches a predetermined value. When the trend of
It is possible to enter constant speed driving control from constant acceleration control and perform acceleration control according to the vehicle speed deviation, and it is possible to enter constant speed driving control state around the memorized vehicle speed when driving at a constant speed.
It is possible to enter constant speed driving by smoothly changing the vehicle speed without overshoot. In addition, when the vehicle is resumed, the vehicle speed is increased by constant acceleration control of a predetermined acceleration, so especially when the vehicle speed deviation is large, a sudden change in acceleration is experienced by the occupants, which may worsen the driving feeling. There is no.

[Example] Hereinafter, an example illustrating an example of the above technical means will be described.

FIG. 1 shows an overall configuration diagram of a constant speed traveling device according to an embodiment of the present invention.

In this configuration, the electronic control circuit CPLJ is composed of a single-chip microcomputer, and includes a reed switch SW2 that detects a vehicle speed signal, a clutch switch SW3 that detects depression of a clutch (not shown), and a brake switch (not shown).
Brake switch SW detects depression of the brake switch (not shown)
6. Set switch SW4, resume switch SW5
The output of is input. Further, a vacuum pump BP generates negative pressure to operate a negative pressure actuator AC that controls the opening degree of the throttle valve SV, and the output of a vacuum switch SW7 disposed in a surge tank ST that stores the negative pressure is input.

Here, the resume switch SW5 restarts the -H canceled constant speed driving control at the updated and stored controlled vehicle speed, and the clutch switch SW3 and the brake switch SW6 are constant speed driving control cancel switch means. be.

A permanent magnet PM connected to a speedometer cable (not shown) is arranged near the reed switch SW2, and when the permanent magnet PM rotates as the vehicle moves,
The contacts of the reed switch SW2 open and close, and a pulse (vehicle speed signal) with a frequency proportional to the vehicle speed is sent to the electronic control circuit CPU. Note that the reed switch SW2 and the permanent magnet PM connected to the speedometer cable constitute vehicle speed detection means for detecting the current vehicle speed.

The clutch switch SW3 opens and closes in conjunction with the vehicle's clutch pedal, and the brake switch SW6 opens and closes in conjunction with the vehicle's brake pedal. Brake switch SW6
A stop lamp L is connected to the brake switch SW6, and the stop lamp L lights up when the brake switch SW6 is turned on (closed).

The set switch SW4 and the resume switch SW5 are push button switches, and are arranged at positions that are easy for the driver to operate. By pressing the set switch SW4, the vehicle speed is memorized and constant speed driving control is started.
Although constant speed driving is canceled by pressing the brake switch SW6, the memorized vehicle speed remains. When the resume switch SW5 is pressed, constant speed driving control is started at the memorized vehicle speed before constant speed driving was canceled.

Note that power is supplied to the brake switch SW6 via the fuse F, and power is supplied to the electronic control circuit CPU via the power switch SW1.

The output of the electronic control circuit CPU includes a solenoid for a control valve V1 that controls a negative pressure actuator AC (described later) via a drive circuit D1, a solenoid for a vent valve 2 via a drive circuit D2, and a solenoid for a release valve 3 via a drive circuit D2. are connected to each other via a drive circuit D3.

It is connected to the motor of the vacuum pump BP and the like via a drive circuit D4.

The negative pressure actuator AC is configured as follows.
Operate.

The negative pressure actuator AC constitutes a negative pressure chamber A1 sealed by a diaphragm A4 disposed within the housing A5, and the opposite side of the diaphragm A4 is an atmospheric side A2. The diaphragm A4 is energized by a compression coil spring A3 disposed on the side of the negative pressure chamber A1. The diaphragm A4 is connected to a throttle rod B1 that opens and closes the valve B2 of the throttle valve S2.

Further, in the negative pressure chamber A1 of the negative pressure actuator AC,
Negative pressure from the surge tank ST is introduced through the control pulp v1, vent valve V2, and release valve (3).

The control pulp (1) sends the negative pressure of the surge tank ST to the negative pressure actuator AC side when the solenoid is in an energized state, and shuts it off when it is in a non-energized state. In addition, when the solenoid is in an energized state, the vent valve 2 sends the negative pressure sent from the control valve 1 side to the negative pressure actuator AC side, and when the solenoid is in a de-energized state, the negative pressure is sent to the negative pressure actuator AC side. Exhaust pressure to atmosphere. When an abnormality occurs in the control system and proper control is no longer possible, the release valve ■3 discharges the negative pressure in the negative pressure chamber A1 of the negative pressure actuator AC to the atmosphere. It is based on atmospheric pressure. At this time, the throttle valve SV is connected to the throttle rod B1.
is pushed back to close valve B2. Normally, the solenoid of the release valve (2) is in an excited state, and the vent valve (2) and the negative pressure chamber A1 of the negative pressure actuator AC are in communication.

The control valve (1) and the vent valve (2) are controlled in duty ratio by an electronic control circuit CPtJ. That is, during constant speed driving control, the electronic control circuit CPU
The stored vehicle speed is compared with the vehicle speed at that time, and the duty ratio of the signal that excites the solenoids of the control valve V1 and vent valve V2 is controlled so that the difference is equal. For example, when deceleration is required, the control valve v1 is turned off, the duty ratio of the vent valve ■2 is controlled, the proportion of time for communicating atmospheric air to the negative pressure actuator AC is controlled, and the throttle valve Sv is controlled by the diaphragm A4. close. Conversely, when acceleration is required, the throttle valve SV is activated by turning on the vent valve ■2, controlling the duty ratio of the control valve ■1, and controlling the proportion of time for sending negative pressure to the negative pressure actuator AC. Open.

Next, the operation of the microcomputer of the electronic control circuit CPU will be explained using flowcharts shown in FIGS. 2 to 12.

Power switch SW1 of electronic control circuit CPLJ of this embodiment
When turned on and this program starts, the memory is initialized in step 1. At this time, "standby state control flow" of control state branch program control state BS = 0
Set. In step 2, the states of each switch SW2 to SW7 are read.

Step 3 is a branching step in which the control status @S is determined and a processing function is selected accordingly.

That is, this program branches according to each control state,
Since it is programmed to function according to the branched program, the control state S is specified for each function and the flow processing of each control state is started.

Since the control state S=0 is set in step 1, the "standby state control flow" of S-0 is entered in step 3.

Control state S=O; I wait state control flow" In this flow, the operating state of the resume switch SW5 is detected and the control system is placed in a cancel state.

When entering this flow, first, in step 01, all valves are
That is, the control valve V1 and the vent valve V2,
The release valve (3) is turned off, the control of the negative pressure actuator AC is stopped, and the constant speed running control is stopped.

Then, in step 02, the operating state of the resume switch SW5 is detected. Step 0 when turned on
Check the memorized vehicle speed in step 3, and if the memorized vehicle speed is not 0KI11/h (clear state), in step 04, the control state S=1 "
Further, in step 05, a vacuum pump flag is set to activate the vacuum pump BP (set to "H").

That is, preparations are made to enter the "full-on control 70-" in the control state S=1.

Also, when the resume switch SW5 is not turned on, or the memorized vehicle speed is 0KI11/h (clear state).
In this case, it can be determined by denying the resume function,
Control state S is not changed.

Control state S=1; If'Full-on control flow'' This flow performs prospective control in order to quickly drive the negative pressure actuator AC to a predetermined position. That is, in the "deceleration control flow" of control state S=4, the control valve ■1 is turned off, the pressure in the negative pressure chamber A1 of the negative pressure actuator AC is decreasing, and in the "standby control flow" When the main constant speed driving control is entered, or
Since it is after the "cancellation control flow", the negative pressure in the negative pressure chamber A1 of the negative pressure actuator AC and the set speed do not match, so the constant speed traveling control is restarted and the control valve V1 is set to the duty. This is because even with ratio control, the predetermined throttle opening cannot be reached immediately. Therefore, in step 11, it is determined whether this flow is entered for the first time, and when it is entered for the first time, step 12
Turn on all valves ■1, ■2, and ■3 in step 1.
In step 3, the full-on control time is set in advance so as to be longer in proportion to the vehicle speed. After entering this flow in step 11 and setting the full-on control time, the progress of the full-on control time set in step 14 is checked. When the full-on control time has elapsed, first, in step 15, the control valve V1 is turned off, and in step 16, the control state S=2 is set, and the "constant speed control flow" is entered.

Control state S=2: lr constant speed control flow" This flow is
This is a flow for performing constant speed driving at a stored vehicle speed.

In step 201, it is determined whether the vehicle speed measurement timing has arrived, and when it is the vehicle speed measurement timing, the vehicle speed is measured in step 202. Then, in step 203, the rise timing of the duty ratio for controlling the duty ratio of the negative pressure actuator is determined.

Once the start-up timing of the duty ratio control is determined, the vehicle speed is calculated in step 206. The vehicle speed calculation is based on the value of the vehicle speed measured in step 202, that is, the vehicle speed value V calculated based on reading the value of the vehicle speed detection means that detects the current vehicle speed. Further, in step 207, the acceleration a is reduced. In step 208, a virtual vehicle speed Vi is calculated based on the vehicle speed calculation in step 206 and the acceleration measurement in step 207. The virtual vehicle speed Vi calculation is expressed as follows.

y; = y+a-Kt however, vl is virtual vehicle speed, ■ is the vehicle speed calculated by vehicle speed calculation, a is the acceleration calculated by acceleration calculation, Kt is compensation time, It is.

The compensation time Kt is set based on the time delay between the vehicle speed measurement timing and the output for controlling the duty ratio of the negative pressure actuator.

In step 209, the vehicle speed deviation Vd is obtained by subtracting the virtual vehicle speed vi from the stored vehicle speed MV, and it is determined whether it is greater than or equal to a predetermined value VTH. When the vehicle speed deviation Vd is greater than or equal to the predetermined value VdH, the constant acceleration control valve control time division subroutine J is called in step 210, and the valve control time VCT is calculated.
Find L. The valve control time VCTL is a time period for switching the state of the valve from on to off or from off to on when controlling the duty ratio of the valve.

Further, when it is determined in step 209 that the vehicle speed deviation d is less than the predetermined value VTt1, in step 211 the virtual vehicle speed v
The valve control time VCTL of the control valve V1 and the vent valve V2 is calculated by H and l from i, the stored vehicle speed MV to be controlled at constant speed, and the deviation gain G. That is, the duty ratio for opening and closing the control valve (1) and the vent valve (v2) is determined. At this time, the valve control time V CT
L is obtained by subtracting the virtual vehicle speed V1 from the stored vehicle speed My to obtain the vehicle speed deviation ■d, and then multiplying the vehicle speed deviation Vd by the deviation gain G. The deviation gain G is energized based on the relationship between the vehicle speed deviation Vd and the amount of acceleration/deceleration caused by opening and closing of the throttle valve Sv controlled by the negative pressure actuator AC. Next, in step 212, it is determined whether the valve control time (2) CTL for controlling the duty ratio of the valve is positive. If positive, the control valve V1 and the vent valve (2) are turned on in step 213. Then, when the value is negative or zero, in step 214, the control valve V
1 and vent valve V2 are turned off.

Further, when it is not the rise timing of the duty ratio for controlling the duty ratio of the negative pressure actuator AC in step 203, check whether the valve control time VCTL for controlling the duty ratio has ended in step 204, that is, the valve control time from the rise time of the duty ratio control. It is determined whether the time VCTL has elapsed, and when the valve control time VCTL has ended, the control valve v is activated in step 205.
1 and turn on vent valve v2. Also, in step 204, the valve control time V for controlling the duty ratio is
If CTL is not completed, the current valve state is continued.

When the resume switch SW5 is turned on for a predetermined time (here, 0.5 seconds) or more in step 215, step 2
In step 16, the "acceleration control flow" with control state S=3 is set.

Then, when the set switch SW4 is turned on in step 217, the "deceleration control flow" of control state S=4 is set in step 218. When the clutch switch SW3 is turned on in step 219, the control state S is turned on in step 220.
It is determined whether S=1 or S=2. In other words, since the clutch switch SW3 has a resume function,
It is determined whether this flow is entered from either the "acceleration control flow" or the "deceleration control flow", and if this flow is entered from either of the two flows, the "clutch resume" control state of control state S=6 is determined in step 221. If not, in step 222, the "cancellation control flow" of the control state S=5 of the cancel function is set as the clutch switch SW3 is turned on.

When the brake switch SW6 is turned on in step 223, a "cancellation control flow" with control state S=5 is set in step 224. In steps 225 and 226, the low speed limit is determined, and if the virtual vehicle speed V1 is less than or equal to a predetermined control vehicle speed, the control state S=7 is set;
Prohibits constant speed driving control.

Then, in step 227, a "vacuum pump control subroutine" process is entered.

Control State S=3: Ir Acceleration Control Flow This flow is for constant acceleration control of the vehicle at a target acceleration.

In step 301, it is determined whether the timing to measure the vehicle speed has arrived, and when it is the timing to measure the vehicle speed, step 302
Measure the vehicle speed. Then, in step 303, the rise timing of the duty ratio for controlling the duty ratio of the negative pressure actuator is determined. Once the rise timing of the duty ratio control is determined, the vehicle speed is calculated in step 306. The vehicle speed is calculated using the value obtained by measuring the vehicle speed in step 302, that is, the speed value (2) calculated based on reading the value of the vehicle speed detection means that detects the current vehicle speed. Next, in step 307, the acceleration a is reduced. And step 308
calls the "constant acceleration control valve control time calculation subroutine" and calculates the valve control time VC-F.

In step 309, it is determined whether or not the valve control time (C) for controlling the duty ratio of the valve is positive.

If positive, control valve (1) and vent valve (V2) are turned on in step 310. Note that when the value is zero or negative, the control valve V1 and the vent valve (2) are turned off in step 311.

In addition, when it is not the rise timing of the duty ratio for controlling the duty ratio of the negative pressure actuator AC in step 303, it is determined in step 304 whether the valve control time VCTL for controlling the duty ratio has ended, and the valve control time VC has ended. At this time, in step 305, control valve (1) is turned off and vent valve (v2) is turned on. Further, when the valve control time vcn for controlling the duty ratio has not ended in step 304, the current valve state is continued.

If the resume switch SW5 is turned off in step 312, a "constant speed control flow" with control state S=2 is set in step 313, and the vehicle speed at that time is stored in the memory in step 314.

Control state S=4: Ir deceleration control 70-" This flow is a flow for decelerating the controlled vehicle speed during constant speed driving control and restarting constant speed driving control. When turned on, the control state=S=4 and this "deceleration control flow" is entered. In step 41, it is determined whether either the clutch switch SW3 or the brake switch SW6, which has a canceling function, is on, and if either one is on, in step 42, all valves VLV2 and ■3 are turned off. The constant speed running control is stopped after entering the "deceleration control flow". When neither the clutch switch SW3 nor the brake switch SW6 is turned on in step 41, in step 43 the control valve V1 and vent valve (2) are turned off, and the release valve (2) is turned on.

In this way, when the negative pressure supply from the negative pressure actuator AC is cut off, the throttle valve SV gradually closes, and the vehicle speed gradually decreases. In step 44, it is detected that the set switch SW4 is turned off, and in step 45, the vehicle speed at the time when the set switch SW4 was turned off is stored. Then, in step 46, unless either the clutch switch SW3 or the brake switch SW6, which has a canceling function, is turned off and exits from the constant speed driving control,
At step 48, the control state S=1 is set and a "full-on control flow" is entered. In other words, the deceleration control is performed using the set switch S.
Continues while W4 is turned on, and sets switch SW4
The vehicle resumes constant speed driving at the speed it was at the time it was turned off. When either clutch switch SW3 or brake switch SW6 is turned on in step 46, step 47
Set the control state S=5 with "Cancel control flow"
to go into. Then, in step 44, the set switch SW4 is
is on, a vacuum pump flag is set (set to "Hu") in step 49.

Control state S-5: r cancel control flow" This flow cancels constant speed driving control when clutch switch SW3 or brake switch SW6 is turned on during the processing of "constant speed control flow" in control state S=2. It is. When the clutch switch SW3 or the brake switch SW6 having a cancel function is turned on in step 51, the "standby state control flow" with control state S=0 is selected in step 52, and in step 53 all valves V1, ■2
, ■3 is turned off.

Control state S = 6; It "Crudge resume control flow" This flow shows that during the processing of "Constant speed control flow" in control state S = 2, clutch switch SW3 is turned on, and then constant speed driving control is started. This is a flow for canceling and entering constant speed driving control again.

First, in step 61, all valves ■1, V2, and ■3 are turned off, and when it is determined in step 62 that clutch switch SW3 is turned off, in step 63, the "full-on control flow" in the control state S=1 is "to go into.

Control state S=7: It "low speed limit control flow" This flow is for canceling and clearing the stored speed when the vehicle speed is lower than a predetermined speed in steps 225 and 226. In step 71, the stored vehicle speed MV is cleared, in step 72 all valves V1, V2, and v3 are turned off, and in step 73, the "standby state control flow" with control state S=0 is entered.

"Constant acceleration control valve control time h1 calculation subroutine" When called at step 210 or step 30B,
The process begins in the "constant acceleration control valve control time calculation subroutine" shown in FIG.

First, in step 81, a differential value α of acceleration is obtained, and in step 82, a virtual acceleration ai is obtained from the following equation.

ai = a + (X - kta however, ai is virtual acceleration, ■ is the acceleration calculated by calculating acceleration 4, α1 droplet acceleration differential value, Kta is acceleration compensation time, It is.

Next, in step 83, the valve control time VCTL is calculated by subtracting the virtual acceleration ai from the target acceleration Ma to calculate the acceleration deviation ad.
is obtained by multiplying the acceleration deviation ad by the acceleration deviation gain GA. Incidentally, the acceleration deviation gain GA is obtained by activating the relationship between the acceleration deviation ad and the acceleration/decreasing excursion caused by opening/closing of the throttle valve S<b>2 controlled by the negative pressure actuator AC.

The above is an explanation of each control state flow.

In addition, by driving the vacuum pump BP, the surge tank S
The "vacuum pump control subroutine" for accumulating and maintaining a predetermined negative pressure in T is not directly related to the gist of the present invention, and therefore its description will be omitted.

As described above, in the constant speed driving device of the present invention, during constant speed driving control, the virtual vehicle speed Vi is subtracted from the stored vehicle speed MV to obtain the vehicle speed deviation V(l), and it is determined whether the deviation V(l) is greater than or equal to the predetermined value VTR. , when the predetermined value VTH is higher than the predetermined value VTH, it is determined that the control has entered resume return, and first, the speed is increased by constant acceleration control of the target acceleration aO so that the current vehicle speed is within the predetermined value VTH of the vehicle speed deviation, When the vehicle speed increases and the vehicle speed deviation Vd becomes less than the predetermined value VTH, constant speed driving control is entered to control the vehicle speed deviation Vd obtained by subtracting the virtual vehicle speed V1 from the stored vehicle speed MV to zero. 14. Therefore, even if the target acceleration aO is set to the driver's preference, constant speed driving control can be entered at a predetermined memorized vehicle speed by smooth acceleration control.

Therefore, when the vehicle is resumed, the vehicle speed is increased by constant acceleration control of a predetermined acceleration.
In particular, when the vehicle speed deviation ■d is large, a sudden change in acceleration is not applied to the occupant and the driving feeling is not deteriorated. Further, when the vehicle speed deviation Vd becomes larger than the predetermined value VTR, it is determined that it is time to resume, and the vehicle speed is increased by constant acceleration control of the target acceleration aO until the vehicle speed deviation Vd becomes less than the predetermined value VTH. When the deviation Vd falls within the predetermined value VTH, constant acceleration control enters constant speed driving control, and control can be performed that changes the acceleration according to the vehicle speed deviation Vd.
Since it is possible to enter the constant speed driving control state in the vicinity, constant speed driving can be started with smooth vehicle speed changes without overshoot.

Furthermore, since the constant acceleration control controls the target acceleration aO to be constant, even if a kickdown occurs during the constant acceleration control, the shift shock can be alleviated.

By the way, the constant speed traveling device of the above embodiment includes a calculating means for calculating a vehicle speed deviation by comparing and subtracting the stored vehicle speed and the virtual vehicle speed, an increasing speed determining means for determining whether the vehicle speed deviation is greater than or equal to a predetermined value, and When the output of the increasing speed determining means determines that the vehicle speed deviation is less than a predetermined value, the constant speed traveling control means controls the duty ratio of the actuator means in a direction to eliminate the vehicle speed deviation, and the output of the increasing speed determining means Although the constant acceleration control means for controlling the duty ratio of the actuator means to constant acceleration control when it is determined that the vehicle speed deviation is equal to or higher than a predetermined value is constituted by an electronic control circuit CPtJ such as a single-chip microcomputer, the present invention When implementing this, it is not limited to the single-chip microcomputer described above.

In addition, in the constant speed traveling device of the above embodiment, in order to calculate the vehicle speed deviation, the stored vehicle speed in which the traveling speed of the constant speed traveling is set is compared and subtracted from the virtual vehicle speed. Since it is practically difficult to detect the current vehicle speed due to the delay in signal processing time, a value calculated by taking into account the delay in signal processing is used. However, when carrying out the present invention, it is sufficient to use the vehicle speed and acceleration at the time of detection, so it is not limited to the specific above-mentioned formula.

In the constant speed traveling device of the above embodiment, the predetermined value for determining the vehicle speed deviation of the increasing speed determining means and the target acceleration for constant acceleration control are assumed to be predetermined values. A plurality of values may be set so that an arbitrary selection can be made according to the vehicle type or the user's preference.

Further, when the output of the increased speed determining means of the above embodiment determines that the vehicle speed deviation is equal to or greater than a predetermined value, the constant acceleration control means for controlling the actuator means to constant acceleration by controlling the duty ratio of the actuator means determines the - target acceleration. It is controlled by.

However, when carrying out the present invention, a plurality of switching may be performed in accordance with the vehicle speed deviation to lead to constant speed driving control.

[Effects of the Invention] As described above, the constant speed traveling device of the present invention includes a calculating means that calculates a vehicle speed deviation by comparing and subtracting a stored vehicle speed and a vehicle speed that stores the speed of a traveling vehicle traveling at a constant speed, and increasing speed determining means for determining whether the vehicle speed deviation is greater than or equal to a predetermined value; and when the output of the increasing speed determining means determines that the vehicle speed deviation is less than the predetermined value, the opening/closing of the throttle valve is controlled in a direction to eliminate the vehicle speed deviation. constant speed driving control means for controlling the duty ratio of the actuator means to perform constant acceleration control; It consists of acceleration control means.

Therefore, when the vehicle speed deviation becomes larger than a predetermined value during constant speed driving control, it is determined that it is time to resume, and the vehicle speed is increased by constant acceleration control with a predetermined target acceleration until the vehicle speed deviation reaches the predetermined value. Then, when the vehicle speed deviation enters a predetermined trend, it is possible to switch from constant acceleration control to constant speed driving 1III control and perform acceleration control according to the vehicle speed deviation. Since the vehicle speed deviation can be controlled to be eliminated in the travel control state, constant speed travel can be started with smooth vehicle speed changes without overshoot.

Furthermore, when the vehicle is resumed, the vehicle speed is increased by constant acceleration control of a predetermined acceleration.
In particular, when the vehicle speed deviation is large, sudden changes in acceleration will not be applied to the occupants and worsen the driving feeling.

For example, even if kickdown occurs during constant acceleration control, the shift shock can be alleviated.

[BRIEF DESCRIPTION OF THE DRAWINGS] FIG. 1 is an overall configuration diagram of a constant speed traveling device according to an embodiment of the present invention, FIGS. 2 to 12 are flowcharts of constant speed traveling control operation of the electronic control circuit, and FIG. 13 14 is a flowchart of the "constant acceleration control valve control time calculation subroutine" used in constant speed driving control operation, and FIG. 14 is a characteristic diagram for entering constant speed driving control with speed increase control by operating a resume switch or the like. In the figure, BP... Vacuum pump, Sv... Throttle valve, AC... Negative pressure actuator, ST... Zurge tank, CPU... Electronic control circuit, ■1... Control valve, V2...・Vent valve, ■3...Release valve. In addition, in the figures, the same reference numerals and the same symbols indicate the same or equivalent parts. Patent applicant Aisin Seiki Co., Ltd.

Claims (1)

[Scope of Claims] (1) Vehicle speed detection means for detecting the current vehicle speed, storage means for storing the speed of a traveling vehicle traveling at a constant speed, actuator means for controlling opening and closing of a throttle valve, and the stored vehicle speed and vehicle speed. calculation means for calculating a vehicle speed deviation by comparing and subtracting the vehicle speed deviation; an increasing speed determining means for determining whether the vehicle speed deviation is greater than or equal to a predetermined value; constant speed traveling control means for controlling the duty ratio of the actuator means in a direction to eliminate the vehicle speed deviation when the determination is made; and when the output of the increasing speed determination means determines that the vehicle speed deviation is greater than a predetermined value, the actuator means A constant speed traveling device comprising: a constant acceleration control means for controlling a constant acceleration by controlling a duty ratio of the constant acceleration; (2) The constant speed traveling device according to claim 1, wherein the vehicle speed is calculated from the vehicle speed and acceleration at the time of measurement. (3) The constant speed traveling device according to claim 1, wherein the constant acceleration control means has a plurality of accelerations for performing constant acceleration traveling.