JPH01167438A - Throttle valve controller - Google Patents

Abstract

PURPOSE:To prevent the instable operation by setting the throttle valve opening degree unconditionally by an accelerating pedal up to the starting-up of the engine revolution speed to a stationary revolution speed on start or when the engine is instable and the revolution speed lowers. CONSTITUTION:Up to the starting-up of the engine revolution speed to a stationary value on the engine start, or when the engine operation state is made instable by a certain reason or the revolution speed lowers, the engine revolution speed detected by a revolution speed detecting means 3 lowers below the standard value less than the idle revolution speed, and an adjusting means 4 detects said revolution. A control means 10 temporarily determines the throttle valve opening degree which is set according to the stepping-on quantity detected by an accelerating pedal stepping-on quantity detecting means 2, stepping-on variation speed, and the car operation state detected by a detecting means 5 in the past, in correspondence with only the stepping-on quantity, and a throttle valve 12 is opened and closed through an opening/closing means 11. Thus, the throttle valve can be properly controlled even on the start of the engine or in the operation anomaly.

Description

[Detailed description of the invention] (Industrial application field) The present invention relates to a throttle control device for a vehicle.

(Prior art and its problems) The accelerator pedal and the throttle valve of a vehicle are not mechanically connected, and the amount of depression of the accelerator pedal and the rate of change of the amount of depression thereof, the engine of the vehicle, and the power transmission mechanism.

Alternatively, there is provided a throttle valve control device that electrically controls a throttle valve according to the operating state of the vehicle such as a traveling device, and as a result of the control, realizes acceleration traveling of the vehicle corresponding to the above-mentioned depression amount and the above-mentioned speed change. In vehicles with this type of engine, the engine rotation is unstable until the engine speed rises to a steady speed when the engine is started, making it difficult to control the throttle valve according to the above-mentioned vehicle operating conditions. Moreover, the rotation of the engine becomes even more unstable due to the above-mentioned control, which may cause abnormal operation of the engine. Furthermore, even when the engine is not starting, if the operating state of the engine becomes unstable for some reason and the engine speed decreases, the above control becomes similarly difficult, and the engine speed decreases even further due to the above control. It may become unstable and the abnormal operation of the machine/ji/ may continue or increase.

The present invention has been made in view of the above circumstances, and it is an object of the present invention to provide a throttle valve control device that can accurately control the throttle valve when the engine speed decreases such as when starting the engine or when the engine is operating abnormally. purpose.

(Means for solving problems) In order to solve the above-mentioned problems, the present invention aims to solve the above-mentioned problems.

Provided in a vehicle in which an accelerator pedal and a throttle valve are not mechanically coupled, the throttle valve is electrically controlled according to the amount of depression of the accelerator pedal, the rate of change in the amount of depression, and the operating state of the vehicle. In the throttle/torque valve control device that realizes acceleration traveling of the vehicle corresponding to the depression amount and the change speed as a result of the same control, a depression amount detection means for detecting the depression amount of the accelerator pedal, and a depression amount detection means installed in the vehicle. a rotation speed detection means for detecting the rotation speed of the engine, and determining whether the engine rotation speed detected by the rotation speed detection means is smaller than the engine idle rotation speed and smaller than a preset reference value. an identification means; a control means for uniquely setting a throttle valve opening corresponding only to the depression amount when the engine rotation speed is identified as being smaller than the reference value by the judgment means; and an opening/closing means for opening and closing the throttle valve to a position where the throttle valve opening is set to the desired throttle valve opening degree.

(Function) When the engine speed reaches a steady speed when the engine is started, or if the engine operating condition becomes unstable for some reason and the engine speed drops, the engine speed is detected by the speed detection means. The determination means determines that the engine rotation speed is smaller than a preset reference value, which is smaller than the engine idle rotation speed. When the determination means makes the above determination, the throttle valve opening degree, which had been set according to the accelerator pedal depression amount, the rate of change in the accelerator pedal depression amount, and the driving state of the vehicle, is changed by the control means to only the above depression amount. is uniquely set corresponding to. The opening/closing means opens and closes the throttle valve to a position where the throttle valve opening is set by the control means, and the determination means does not make the determination regarding the movement of the accelerator pedal. , the throttle valve operates in the same manner as when the accelerator pedal and the throttle valve are mechanically directly connected.

(Example) An example of the present invention will be described in detail with reference to FIGS. 1 to 17.

FIG. 1 is a system diagram showing the configuration of a throttle valve control device according to an embodiment of the present invention, in which reference numeral 1 denotes an accelerator pedal provided in the vehicle interior for artificially controlling the engine of the vehicle; Alternatively, it is a depression amount detection means for detecting the depression amount of the accelerator pedal 1. As shown in FIG. 2, the depression amount detection means 2 includes a potentiometer 13 that is linked to the accelerator pedal 1 and outputs a voltage proportional to the depression amount of the accelerator pedal 1, and a potentiometer 13 that detects the output voltage value of the potentiometer 13. A- to convert into digital accelerator pedal depression amount APS
It is constituted by a D conversion section 14.

Next, in FIG. 1, 3 is a rotation speed detection means provided on the camshaft of the engine (not shown) to detect the engine rotation speed, and 4 is preset as the rotation speed NE detected by the rotation speed detection means 3. determining means for comparing the rotational speed NE with a reference value Nk and identifying whether or not the rotational speed NE is smaller than the reference value Nk;
is a driving state detection means for detecting the driving state of the vehicle.

As shown in FIG. 4, the operating state detection manual 5 includes an intake air amount detection section 18 that detects the intake air amount AE of the engine.

An engine rotation speed detection section 19 which is shared by the rotation speed detection means 3 and detects the engine rotation speed NE, and an intake air amount AE detected by the intake air amount detection section 18 and detected by the engine rotation speed detection section 19. Actual torque TE that is actually output from the engine based on the rotation speed NF
An actual torque calculation section 20 that calculates M, a right rear wheel speed detection section 21 that detects the wheel speed VARR of the right rear wheel of the vehicle, and a left rear wheel speed detection section 22 that detects the wheel speed VARL of the left rear wheel. , a vehicle speed/acceleration calculation unit 23 that calculates the actual vehicle speed VA and actual acceleration DVA of the vehicle based on the wheel speeds VARR and VARL, and a vehicle weight W that calculates the relative position between the wheels and the vehicle body;
That is, a vehicle weight detection unit 24 detects a change in vehicle height, and a gear position detects a gear position of an automatic transmission (not shown) in use from a gear change command signal output from a gear change command part (not shown). It is constituted by a detection section 25 and an output shaft rotation speed detection section 26 that is provided on the output shaft of a torque converter (not shown) of an automatic transmission (not shown) and detects the rotation speed N1 of the same shaft.

Further, in FIG. 1, 6 indicates that the shift selector (not shown) of the automatic transmission (not shown) is in the N range.

A shift selector switch that indicates which range is in the P range, D range, L range, or R range;
7 is an accelerator switch having a contact that is in the ON state when the accelerator pedal 1 is not depressed and is in the OFF state at other times, and 8 is in the ON state when the brake pedal (not shown) is depressed, and is in the OFF state at other times. The brake switch 9, which has a contact point, is used to change the setting of the target vehicle speed vS, which indicates the vehicle speed that is kept constant during control when the vehicle is running at a constant speed, and is used to increase the target vehicle speed vS. This target vehicle speed change switch is composed of a side switch (not shown) and m switches for decreasing the target vehicle speed.

Further, in FIG. 1, reference numeral 10 denotes a dividing means provided in the intake passage and configured to set the opening degree of the throttle valve 12, which changes the amount of intake air to the engine by rotating to open and close. In the control means 10, when the determination means 4 determines that the engine speed NE is smaller than the preset reference value Nk, direct throttle control is performed so that the engine speed NE is lower than the reference value Nk. If it is determined that it is not small, non-direct throttle control is performed.

The above throttle direct drive control is based on the accelerator pedal depression amount AP
The accelerator pedal depression amount AP detected by the depression detection means 2 out of the throttle valve opening θTHD which is preset in proportion to S as shown in FIG.
The throttle valve opening degree θTHD corresponding to S is set, and the throttle valve opening degree θTHD corresponding to 12 is activated.

Further, the throttle non-direct drive control is performed based on the detection result by the operating state detection means 5, the contact information of the switches 6 to 9, the accelerator pedal depression amount APS, and the rate of change DAPS of the accelerator pedal. degree θTH
This control controls the constant speed of the vehicle or the acceleration of the vehicle when the accelerator pedal 1 is depressed. The throttle valve 12 operates differently from the state in which the throttle valves 12 and 12 are mechanically directly connected.

Furthermore, in FIG. 1, reference numeral 11 indicates the throttle valve 1 until it reaches the throttle valve opening set by the control means 10.
It is an opening/closing means that rotates 2 to open and close.

The opening/closing means 11 includes a throttle valve 1 as shown in FIG.
a throttle valve actuator 15 consisting of an electric motor such as a stepper motor that rotates the control means 1;
an actuator drive unit 16 that sends a drive signal necessary to rotate the throttle valve 12 to the throttle valve actuator 15 to a position where the throttle valve opening is set by zero; , and a throttle valve opening detection section 17 that feeds back the detection result to the actuator drive section 16.

The fuel system of the engine includes a fuel control device (fuel control device) that determines the amount of fuel to be supplied to the engine based on the detection result of the intake air amount detection unit 18 that detects the amount of air taken into the engine and the operating state of the engine. (not shown) and a fuel injection device (not shown) that injects the amount of fuel determined by the fuel control device (not shown) and supplies it to the engine, and rotates the throttle valve 12 to open and close it. By changing the amount of air, the amount of fuel supplied to the engine together with the intake air changes, and as a result, the engine output changes.

5 to 11 are flowcharts showing the details of the control performed in the throttle valve control device according to the embodiment of the present invention, and are flowcharts showing steps A101 to A in FIG. 5(a).
115 is a main flow showing the main contents of the above control. Further, steps A116 to A118 in FIG. 5(b) are interrupt controls that interrupt the control every 50 milliseconds and are performed preferentially when the control by steps A101 to A115 is being performed. Steps A119 to Al2O in FIG. 6(c), a flowchart showing the contents of the control performed on the counter CAPCNG, similarly interrupt the control by steps A101 to A115 with priority every 10 milliseconds. FIG. 5 is a flowchart showing the contents of the interrupt control carried out in which the control means 10 determines the rate of change DAP S of the accelerator pedal depression amount APS detected by the depression amount detection means 2. Steps A121 to A12 of d)
6 similarly performs steps A101 to A every 65 milliseconds.
115, the actual vehicle speed VA and the actual acceleration DVA are expressed as vehicle speed and
3 is a flowchart showing the details of control determined by the acceleration calculation unit 23. FIG.

FIG. 16 is a flowchart showing details of the throttle direct drive control performed in step A115 in FIG.
The accelerator pedal 1 and the throttle valve 12
The engine is controlled by controlling the throttle valve 12 so that it operates in the same manner as when the two are mechanically directly connected.

FIG. 7 is a flowchart showing details of the throttle non-linear control performed in step A114 of FIG. Throttle valve 12
The throttle valve 12 is actuated to control the engine, which is not necessarily equivalent to a state in which the two are mechanically directly connected.

FIG. 8 is a flowchart showing details of the accelerator mode control performed in step 0136 of FIG. The target acceleration of the vehicle is determined based on the rate of change DAPS of the APS obtained by the control means 10 and the value of the counter CAPCNG, and the throttle valve 12 is controlled based on the target acceleration to control the engine.

FIG. 9 is a flowchart showing details of the auto cruise mode control performed in step C143 of FIG. The engine is controlled by operating the throttle valve 12 so that the target vehicle speed vS approaches the target vehicle speed and becomes substantially equal to it, and then remains constant.

FIG. 10 is a flowchart showing details of the target vehicle speed control performed in step E108 of FIG. After the vehicle speed approaches the target vehicle speed vS and becomes almost equal to the target vehicle speed vS, a target acceleration is set to maintain the vehicle speed constant.

FIG. 11 is a flowchart showing details of the control for determining the target acceleration DVS4 performed in step F115 of FIG. 10 above.

12 to 17 are graphs showing the correspondence between the parameters that can be read in the map used for control performed by the throttle valve control device according to the embodiment of the present invention and the variables that are successively generated in response to the parameters. .

The operation of the throttle valve control device according to the embodiment of the present invention having the above configuration will be explained based on FIGS. 1 to 17.

First, to start the engine, when the vehicle's ignition switch (not shown) is turned on, the starter motor (not shown) starts rotating the engine's engine shaft (not shown), and the fuel control device (not shown) starts rotating. ) is supplied to the engine in an amount necessary for starting the engine, and the fuel is ignited by an ignition device (not shown) at a timing determined by an ignition timing control device (not shown). As a result, the engine starts operating on its own.

At this time, the power supply is simultaneously connected to the throttle valve control device, and control is started according to the flowcharts shown in FIGS. 5 to 11.

After starting the control, first, in step A101 of FIG.

and all counters are reset and the value is set to 9
atr to next step AlO2.

Furthermore, priority is given to the main flow control in steps A101 to A115 in FIG. 5(a), and interrupt control is performed every 50 milliseconds according to the flowchart in steps A116 to A118 in FIG. 5(b). Interrupt control is performed every 10 milliseconds according to the flowchart from steps A119 to Al2O in FIG. 5(c), and interrupt control is performed every 65 milliseconds according to the flowchart from steps A121 to A126 in FIG. 5(d). It is done.

Of the above-mentioned interrupt control, the control by steps A116 to A118 is an interrupt control related to the counter CAPCNG as described above, and immediately after the start of control by the throttle valve control device, the counter C
Since APCNG is reset and the value of CAPCNG is set to 0, in step A116, CAPCNG is
The value obtained by adding 1 to is assigned to CAPCNG and CAPC
NG=1. Therefore, in the fifth step A117, C
When the condition of APCNG=1 is satisfied, the process proceeds to step A118, where the value obtained by subtracting 1 from CAPCNG is assigned to CAPCNG, and CAPCNG=0. The value of CAPCNG when the interrupt control starts again after 50 milliseconds has elapsed is the same as the previous time.

The contents of the above interrupt control are exactly the same as the previous time, and the value of CAPCNG becomes O again after the above interrupt control ends. Therefore, unless the value of CAPCNG is set to a value other than 0 in controlling the main flow, the above interrupt control is repeated every 50 milliseconds with exactly the same contents, and the resulting CAPCN
The value of G is always 0.

The control from steps A119 to Al2O is an interrupt control performed by the control means 10 in order to obtain the APS from the above-described method, and the APS is the potentiometer 13 of the depression amount detection means 2 which is linked with the accelerator pedal 1. A voltage proportional to the amount of depression of the accelerator pedal 1 is output, and the output voltage is applied to A of the depression amount detection means 2.
It is obtained by being converted into a digital value by the -D converter 14. In the above interrupt control, step A1
After the above APS is input in step 19, the next step Al2
At O, set the above AP in the same way as S, and calculate the difference APS-A from the accelerator pedal depression amount APS' that was input and stored 100 milliseconds ago.
PS' is calculated as the above DAPS. Since the above interrupt control is repeated every 10 milliseconds, the above APS.

APS' and DAPS are updated every 10 milliseconds.

The control in steps A121 to A126 is interrupt control performed in the vehicle speed/acceleration calculating section 23 to calculate the actual vehicle speed and actual acceleration as described above. When the interrupt control is started, the wheel speed of the right rear wheel detected by the right rear wheel speed detection section 21 in step A121 is input as VARR, and the wheel speed of the right rear wheel detected by the right rear wheel speed detection section 21 is inputted as VARR in step A122. The detected wheel speed of the left rear wheel is input as VARL. Next, in step A123, the average value of VARR and VARL is calculated and stored as the actual vehicle speed VA of the vehicle. Also, the second step A
In step A124, the amount of change VA-VA between the actual vehicle speed VA calculated in step A123 and the actual vehicle speed VA' which was similarly calculated and stored in the interrupt control 390 milliseconds before the current interrupt control is calculated. ' is calculated as the actual acceleration DVA%5, and in step A125, the average value VAA of the above VA and VA' is calculated, and the same is done in the interrupt control further 390 milliseconds before the interrupt control in which the above VA' was calculated. The amount of change VAA-VAA" between the calculated and stored actual vehicle speed VAl+ and the average value VAA" of the above VA' is the actual acceleration 1DVA.
130 and stored. Further step A12
In step A125, the DV calculated in step A125 is
A130 and the latest four DVA130 among the VA130 calculated in the same manner by the previous interrupt control]) is calculated as the actual acceleration DVA850. VA and VA' are calculated as described above.

VA", VAA, VAA', DVA65.DVA130
．． Since interrupt control for the DVA 850 is performed every 65 milliseconds, the value is updated every 65 milliseconds.

Among the above actual accelerations, DVA65 is calculated based on two actual vehicle speeds as described above, so it has the highest ability to follow changes in actual acceleration, but on the other hand, the error in one actual vehicle speed increases due to disturbances etc. The effect is large and the stability is low. On the other hand, DVA850 is calculated using five actual accelerations DVA130 calculated based on three actual vehicle speeds as described above, so contrary to DVA65, it is less affected by external disturbances and has high stability, but the followability is low. . Also,
DVA130 has stability and followability between those of DVA65 and DVA850.

On the other hand, in the main flow of steps A101 to A115 in FIG. 5(a), the timer TMB for determining the timing to open and close the throttle valve 12 starts counting time in step A102 following step A101. Then, proceed to the next step AlO3.

In step AlO3, the actual vehicle speed VA and actual acceleration D calculated by the above interrupt control by steps A121 to A126 are
VA65. DVA130. and DVA850. Accelerator pedal depression amount AP detected by depression amount detection means 2
S, the change rate DAPS of the APS calculated by the interrupt control from step A119 to Al2O, the intake air amount AE detected by the intake air amount detection section 18, and the engine rotation speed detected by the engine rotation speed detection section 19. NE, the vehicle weight W detected by the vehicle weight detection section 14, and the rotation speed NS of the torque converter output shaft (not shown) detected by the output shaft rotation speed detection section 26 are input, respectively.
Contact information of the accelerator switch 7, the brake switch 8, the foot selector switch 6, and the target vehicle speed change switch 9, as well as the information on the used gear of the automatic transmission (not shown) detected by the gear detecting section 25 are captured. .

In the next step AlO4, step C143 in FIG.
It is determined whether the value of the flag I8 is 0, which indicates that the vehicle is traveling at a substantially constant speed by performing the auto-cruise mode control. If it is determined that l8=1 in the above step AlO4, the process proceeds to step A106, and the throttle valve 12 (7) Period tk of timing for opening and closing the throttle valve 12
2 is determined by the product of the reciprocal of the engine speed NE input in step AlO3 and a preset constant value coefficient α. Further, if it is determined that l8=1 is not satisfied, the process proceeds to step AlO3, and the above-mentioned tk2 is specified as a preset constant value Tk. Therefore, when the vehicle is running at a substantially constant speed due to auto cruise mode control, the cycle of the opening/closing timing is constant, and in other cases, the cycle of the opening/closing timing of the throttle valve 12 changes in inverse proportion to the engine speed.

After the control in step AlO3 or A106, the process proceeds to step A107, where tk2 is set by timer TMB.
If it is determined that it is the timing to open and close the throttle valve 12, the timer TMB is reset to tTMB=0 in step AlO3, and the timer TMB is reset to tTMB=0 in step A1.
At 09, time counting by the timer TMB is restarted to prepare for determining the next opening/closing timing. Furthermore, in the next step A110, a flag Ill indicating that the opening/closing timing of the throttle valve 12 is reached when the value is 1 is set.
The value of is set to 1 and the process proceeds to the secondary step A112. If it is determined in step A107 that tTMB>tk2 is not satisfied, it is determined that it is not the timing to open or close the throttle valve 12, and the process proceeds to step A112 after setting the value of flag Ill to O in step A111.

In step A112, it is determined whether the shift selector (not shown) is in the D range based on the contact information of the shift selector switch 6 inputted in step AIO3, and if it is determined that it is in the D range, the process advances to step A113. If it is determined that the engine is not in the D range, it is assumed that complicated control based on the driving state of the vehicle is not necessary in a range other than the D range, and the process proceeds to step A115, where direct throttle control is performed. Step A112 to Step A113
If the process proceeds to step AlO3, the engine speed NE input in step AlO3 is set to a reference value Nk that is preset to a value slightly lower than the idling speed after engine warm-up is completed.
On the other hand, the determination means 4 determines whether NE<Nk, and the determination result is sent to the control means 10. N.E.
If it is determined that NE<Nk, it is determined that the engine operation is unstable, and the process proceeds to step A115, where direct throttle control is performed. If it is determined that NE is not <Nk, it is determined that the engine operation is stable. Step A11
The process advances to step 4, where non-linear throttle control is performed.

After one control cycle is completed by performing the throttle direct motion control in step A115 or the throttle non-direct motion control in step A114, the process returns to step AlO3.
Since the control described above is repeated, whenever the shift selector (not shown) is in a position other than the D range, or when the engine speed NE is smaller than the reference value Nk, the throttle direct drive control is performed. At times other than the above, non-direct throttle control is always performed. Therefore, direct throttle control is always performed immediately after the engine is started until the engine speed rises to the steady state speed, or when the operating state of the engine is unstable for some reason and the engine speed decreases.

The throttle direct drive control is performed according to the flowchart shown in FIG. First, step B101 in the same figure.
, the throttle valve opening θT is determined by the relationship shown in FIG. 12 using the accelerator pedal depression amount APS as a parameter.
Figure 5 (a)
) The throttle valve opening degree θTHD corresponding to the accelerator pedal depression amount APS input in step AlO2 is read out and set, and the process proceeds to step B102. Step B
In step 102, it is determined whether or not the value of the flag Ill described above is 1, and if it is determined that l1l=1, it is determined that it is the opening/closing timing of the throttle valve 12, and step B1 is executed.
If it is determined that 111 is not 1, it is determined that the opening/closing timing of the throttle valve 12 is not reached and the throttle direct drive control is terminated. In step B103, the control means 10 sends a signal instructing the throttle valve opening θTHD set in step B101 to the opening/closing means 11, and in the opening/closing means 11, the actuator drive section 16 receives the signal. A drive signal is sent to the throttle valve actuator 15 so as to rotate the throttle valve 12 to the position where the throttle valve opening degree θTHD described above is achieved. The motor 15 rotates the throttle valve 12. At this time, the opening of the throttle valve 12 is detected by the throttle valve opening detecting section 17, and the detection result is fed back to the actuator drive section 16, so that the throttle valve is moved to the position where the opening is θTHD based on the detection result. throttle valve 12
When the actuator drive section 16 continues to send the drive signal necessary for the rotation of the throttle valve 12 to the above position, the actuator drive section 16 no longer sends out the drive signal, and the throttle valve 12 moves to the above position. The engine stops at that position and direct throttle control ends.

As mentioned above, in direct throttle control, the opening degree of the throttle valve 12 is uniquely set to the amount of depression of the accelerator pedal 1, and the amount of depression and the opening degree are proportional to the button as shown in FIG. Therefore, with respect to the movement of the accelerator pedal 1, the throttle valve 12 is controlled in the same manner as if it were mechanically directly connected to the accelerator pedal 1.

Note that by rotating the throttle valve 12 under the above control to open and close the intake passage (not shown), the amount of air taken into the engine changes, and the intake air amount detection unit 18 that detects the air intake changes. The amount of fuel determined by the fuel control device (not shown), which determines the amount of fuel to be supplied to the engine based on the detection result and the operating state of the engine, changes, and the fuel injection device (not shown) determines the amount of fuel to be supplied to the engine based on the determination. ) injects fuel into the intake passage (not shown), so the engine
output changes.

Further, the throttle non-direct motion control is performed according to the flowchart shown in FIG. First, step C in the same figure.
101, the step of FIG. 5(,).

It is determined whether or not the contact of the brake switch 8 is in the ON state from the contact information input in step Al 03, and if the brake pedal (not shown) is depressed, the contact of the brake switch 8 is in the ON state. Step Cl above
Proceeding from step CIO'2 from 0I, if the brake pedal (not shown) is depressed, the contact of the brake switch 8 is turned OFF, and the process proceeds to step C1 described above.
The process advances from step C113 to step C113.

The brake pedal (not shown) is depressed and step Cl
When proceeding to O2, in the same step ClO2,
If the value is 0, the brake pedal (not shown)
The value of flag I7 indicating that the button is depressed is set to O. Next, in step ClO3, it is determined whether the value of flag I2 is 1 or not. As described later, the flag I2 indicates that the state in which the deceleration during deceleration that is performed by depressing the brake pedal (not shown) continues to be greater than a preset reference value for longer than a preset reference time. This is indicated by a value of 1. If it is determined in step 0103 that l2=1, the process proceeds to step C112, which will be described later; if it is determined that l2=1, the process proceeds to step C104.

When proceeding from Stella 7'C103 to step c1o4, it is determined whether the actual acceleration DVA 130 input in step AlO3 of FIG. will be judged. Since the actual acceleration DVA 130 has a positive value when the vehicle is accelerating, it becomes a negative value when the vehicle is decelerating, and the actual acceleration DVA 130 has a negative value when the vehicle is decelerating.
<K2 is the same as determining whether the deceleration of the vehicle is greater than a preset reference value. Sudden braking with large deceleration is performed by the brake (not shown), and in step ClO4, DVAI30<K2.
If it is determined that the DV
A 130 (If it is determined that it is not K2, step C
Proceed to lO3.

If the process proceeds to step C107, the value of flag 1 is 1, which indicates that the timer TMA, which measures the duration of the state in which the deceleration is greater than the reference value, is counting time by having a value of 1. If it is determined that the timer TMA is already counting time and 1=1, the process proceeds to step C110, and the timer TMA is not counting time and 11=1. If it is determined that the value is not 1, the process proceeds to step ClO3, where the value of the flag (1) is set to 1, and in step C109, time counting by the timer TMA is started, and the process proceeds to step C110.

In step C110, the time tTMA counted by the timer TMA is changed to a preset reference time tK1.
It is determined whether or not tTMA>tKl, and if it is determined that tTMA>tKl, the process proceeds to step C111, where the value of flag 2 is set to 1, and then the process proceeds to step c112.

If it is determined that tTMA>tKl is not satisfied, it is determined that it is necessary to proceed directly to step ClO3.

Since the deceleration caused by the brake (not shown) is less than the reference value and the timer TMA does not need to count the time, the value of the flag 11 is set to 0 in step ClO3, and then the timer TMA is reset in step C106. Counting of time is stopped and counting time tT
MA is set to 0 and the process advances to step C112.

Through the control in steps ClO3 to c111, if the state in which the deceleration due to the brake (not shown) is greater than the reference value continues for longer than the reference value time, the value of the flag I2 is set to 1.
Once the same value reaches 1, it will not change even if the deceleration becomes less than the reference value.

It remains 1 unless it is set to O in any step.

In step C112, the control means 1o sends a signal instructing the opening/closing means 11 to the minimum opening degree of the throttle valve that corresponds to the engine idle position. In response, a drive signal is sent to the throttle valve actuator 15 so as to rotate the throttle valve 12 to the position where the throttle valve opening is reached, and the throttle valve actuator 15 rotates the throttle valve 12. At this time, the opening degree of the throttle valve 12 is determined by the throttle valve opening degree detection unit 1.
7, and the opening degree as a result of the detection is fed back to the actuator drive section 16. Based on the detection result, the drive signal necessary for rotating the throttle valve 12 to the position corresponding to the throttle valve opening degree is generated. Subsequently, it is sent out from the actuator drive section 16, and the throttle valve 1
2 is rotated to the above position, the drive signal from the actuator drive unit 16 is no longer sent out, the throttle valve 12 is stopped at the above position, and a braking force is generated by the engine brake.

As mentioned above, when the brake pedal (not shown) is depressed, the purpose is to decelerate, so by always keeping the throttle valve 12 at the minimum opening that corresponds to the engine idle position, the vehicle is braked by the engine brake. It is done.

The brake pedal (not shown) is not depressed and step C
When the process advances from l0I to step C113, it is determined whether the value of flag I7 is 1 or not. The flag F indicates that the brake lever (not shown) is depressed as described above.

Brake pedal (not shown) during the previous control cycle
If the brake pedal (not shown) was depressed, the value of the flag ■7 is 0, and if the brake pedal (not shown) was depressed during the previous control cycle, the value of the flag I7 is 1. In step C113, it is determined whether this is the first control after the brake pedal is not depressed. In step C113 above, l7=1. In other words, if it is determined that this is not the first control after the brake pedal (not shown) is not depressed, step C13 is performed.
Proceed to 2, l7=1 is not true.

That is, if it is determined that this is the first control after the brake pedal (not shown) is not depressed, the process advances to step C114. 'Step C113
When the process advances to Step C114, the brake pedal (not shown) has not been depressed, and there is no need to count the time using the timer TMA as described above, and the flag 1 is used in preparation for the next control. The value of is set to 0.

In the next step C115, since the brake pedal (not shown) is not depressed, the value of the flag I7 is set to 1, and in step C116, the time counting by the timer TMA is stopped for the same reason as in step C114, and the timer TMA is It is reset to tTMA=o.

Furthermore, in the next step C117, since the value is 1, the value of the flag 112 indicating that the throttle valve 12 has been opened and closed at the first opening and closing timing in the auto cruise mode control in step C143 is set to O. , proceed to step 0118.

In step C118, step A1O3 in FIG. 5(a)
It is determined whether or not the contact point of the accelerator switch 7 is in the ON state from the contact information input in , and if the accelerator pedal 1 is depressed and the contact point of the accelerator switch 7 is in the OFF state, the process advances to step C134. The value of flag I3 is then set to 0, and in step C135, the value of flag I3 is set to 1, which indicates that the throttle valve 12 should be held at the minimum opening that corresponds to the engine idle position. After that, proceed to step C136.

Therefore, when the value of the flag I2 is set to 1 in step C111, the same value remains 1 unless the control in step C134 is performed. That is, when the accelerator pedal 1 is depressed.

The value of the flag I2 is set to 0.

In step 0136, as described above, the accelerator pedal depression amount AP detected by the depression amount detection means 2 is
S, and the rate of change DAPS of the APS obtained by the control means 10 from the APS.

Accelerator mode control is performed to control the engine by controlling the throttle valve 12 based on the target acceleration determined by the value of the counter CAPCNG, and the throttle non-direct drive control in the current control cycle is ended.

Since the accelerator pedal 1 is not depressed, the contact of the accelerator switch 7 is in the ON state, and step C118 is performed.
Proceeding to step C119, the value of DAPMXO indicating the maximum value is set to 0, and the value of DAPMXO indicating the maximum value is set to 0, and in the fifth step Cl2O, the change rate of the accelerator pedal depression amount APS when the depression amount of the accelerator pedal 1 increases is set to 0. DAPM indicating the minimum value of the above rate of change DAPS
Let the value of XS be O.

Further, in step C121, the latest actual vehicle speed vAt calculated by the interrupt control in steps A121 to A126 in FIG. 5(d) is input, and in step C122, the actual vehicle speed after the brake pedal (not shown) is released is input. The above value of VAS is substituted into VOFF indicating .

Next, in step C123, it is determined whether or not VOFF<K1, with respect to the reference value Kl set in advance, and if it is determined that VOFF<Kl, the process proceeds to step C124, If it is determined that this is not the case, the process advances to step C126. Step C12
4, it is determined whether the value of the flag I2 is 1, and if it is determined that 1.2=1, the process advances to step C125, where the value of the flag I3 is set to 0. Proceed to step C112 and play the slot as described above.

The torque valve 12 is held at the minimum opening degree that corresponds to the engine idle position. Further, if it is determined in step C124 that l2=1 is not established, the process proceeds to step C126.

Therefore, when the brake pedal (not shown) is depressed and the vehicle is braked, the state in which the deceleration is greater than the preset reference value continues for longer than the preset reference time, and the above braking is stopped. If the vehicle speed is lower than a preset value and the accelerator pedal l is not depressed, priority is given to braking the vehicle, and the throttle valve 12 continues to be opened to the minimum value even after the brake pedal (not shown) is released. The engine brake is activated.

In other words, when decelerating by braking to stop at an intersection, etc., the brake pedal (not shown) is released immediately before the stop in order to reduce the impact of the stop. By holding the throttle valve 12 at the above-mentioned minimum opening degree, braking is performed by the engine brake.

If proceeding to step C126, step C126
After the value of the flag 3 is set to 1 in step C127, the value of the flag I8 is set to 1 in step C127.

In step C128, the value of VAI is substituted into the target vehicle speed vS when the vehicle is traveling at a constant speed. Next, in step C129.

The target torque TOMI required to maintain the vehicle speed at the target vehicle speed vS is calculated using the following formula (11).

TOM 1-(' (3L:-shi・・kstenki)・
(D S3 Note that in the above equation (1), W is detected by the vehicle weight detection section 13, and the step AlO
This is a coefficient for converting into a larger state by 3, and a value is set corresponding to the gear position detected by the gear position detecting section 25. Further, ki is a correction amount related to the inertia of the engine and automatic transmission (not shown) around the drive shaft of the vehicle, and TQ is the torque ratio of the automatic transmission (not shown), which is detected by the output shaft rotation speed detection unit 26. The output shaft rotation speed ND input in step AlO3 is detected by the engine rotation speed detection section 19 and
Map #MTR is preset based on the characteristics of the automatic transmission (not shown) using the speed ratio e obtained by dividing by the engine speed NE inputted at O3 as a parameter.
This is determined by ATQ (not shown).

Furthermore, DVS3 is determined by map #MDvS3 set according to the correspondence shown in FIG. 16 using the difference between the target vehicle speed S and the actual vehicle speed VA as a parameter, and the DVS3 is determined by the map #MDvS3 set according to the correspondence shown in FIG. As mentioned above, is the actual vehicle speed immediately after the brake pedal (not shown) is released, so the above formula (1
1, the difference between the target vehicle speed vS and the actual vehicle speed VA is O.
From the correspondence shown in Fig. 16, D
The value of VS3 is also O. Still, the DVA 65 receives the actual acceleration calculated in steps A121 to A126 of FIG. 5(d) and inputted in step AlO3 as described above;
TEM converts the intake air amount AFi detected by the single person air amount detection section 18 and input in step AlO3 into the actual torque calculation section 20 into the engine rotation detected by the engine rotation speed detection section 19 and inputted in step AlO3 above. AFi/NE divided by the number Ng is the actual torque currently being output by the engine, which is determined by a map #TEMAP (not shown) that is preset based on engine characteristics using the above NE as a parameter.

Proceeding from step C129 to step C130,
The target torque TOM and the engine rotational speed NE are preset as parameters based on the characteristics of the engine, and the purpose is to determine the throttle valve opening θTH necessary for the torque output from the engine to be equal to the target torque. The target torque TOM calculated in step C129 above from the used map #MTH (not shown)
The throttle valve opening degree θTHI corresponding to I and the engine speed NE detected by the engine speed detection unit 19 and input in step AlO3 is read out, and step C131
Proceed to.

In step C131, a signal instructing the throttle valve opening degree θTHI read out in step C130 is sent from the control means 10 to the opening/closing means 11.

In the opening/closing means 11, the actuator drive unit 16 receives the signal and sends a drive signal to the throttle valve actuator 15 so as to rotate the throttle valve 12 to a position where the throttle valve opening degree θTHI is obtained. Actuator 15 is the throttle valve 1
Rotate 2. At this time, the opening degree of the throttle valve 12 is detected by the throttle valve opening detection section 17, and the detection result is fed back to the actuator drive section 16, so that the throttle valve opening degree θ is based on the detection result.
The drive signal necessary for rotating the throttle valve 12 to the THI position is continuously sent from the actuator drive unit 16, and when the throttle valve 12 is rotated to the above position, the drive signal is sent by the actuator drive unit 16. The throttle valve 12 stops at the above position.

As the throttle valve 12 opens and closes the intake passage (not shown) through the above operation, the amount of air taken into the engine changes, and the detection result of the intake air amount detection unit 18 that detects the same amount of air changes and the engine operation is performed. The amount of fuel determined by a fuel control device (not shown) that determines the amount of fuel to be supplied to the engine based on the state changes, and as a result, the engine output changes, and a torque equal to the target torque TOMI is applied to the engine. is output from.

In the step C113, the value of the flag F is 1.
If it is determined that this is the case and the process proceeds to step C132,
Based on the contact information input in step AIO3, it is determined whether or not the contact of the accelerator switch 7 is in the ON state, and if it is determined that the accelerator pedal 1 is depressed and the contact is not in the ON state, step C133 After proceeding to step C13 and setting the value of the flag 112 to 0, the process proceeds to step C13.
4, the value of flag 2 is set to 0, and step c135
Then, the value of the flag (3) is set to 1.

Therefore, similarly to the case where the process proceeds from step C118 to step c134, if the value of 7 lag 2 is set to 1 in step C111, the process proceeds from step C132 to step C134 via step C133. Since the above value is 0, the step 011
In addition to the case where the process proceeds from step C134 from step C134, the flag I2 whose value was set to 1 in step C111 often changes its value until the accelerator pedal 1 is depressed.

Further, when proceeding from step C135 to step C136, accelerator mode control is performed, so step C136 is executed.
Combined with the case where step C134-% progresses from 118,
If accelerator pedal 1 is depressed, step C13
6 accelerator mode control is performed.

If the accelerator pedal 1 is not depressed and it is determined in step C132 that the contact point of the accelerator switch 7 is in the ON state, the change rate DAP is changed in step C137.
The maximum value of S, the value of DAPMXO, is O, and step C13
After setting the minimum value DAPMXS of the rate of change DAPS to 0 in step C139, it is determined whether the value of the flag 3 is 1 or not. The value of the above flag I3 is 0
If this is the case, as described above, this indicates that the throttle valve 12 should be held at the minimum throttle valve opening position that corresponds to the engine idle position, and the process advances to step C112 where the aforementioned control is performed. As a result, the throttle valve 12 is held at the above position.

Further, if the value of the flag I3 is 1, step C14
0, and it is determined whether the value of the flag 112 is 1 or not. If the value of the flag 112 is 0, it means that the throttle valve 12 has not been opened or closed at the first opening/closing timing since the auto-cruise mode control in step C143, which will be described later, is started in each control cycle. Since there is a possibility that the conventional throttle valve opening may be changed drastically, in order to more accurately open and close the throttle valve 12 and quickly and accurately shift to constant speed driving using the auto cruise mode control. Since this requires data that best follows the change in the actual value up to just before the opening/closing and has the closest value to the same value, the process proceeds to step C141.

Actual acceleration DV used in the above auto cruise mode control
As the AO value, as mentioned above, the DV that best follows changes in the acceleration of the actual vehicle and has the closest value to the same acceleration.
A65 will be adopted.

If the value of the flag 112 is still 1, the opening/closing operation has been performed at least once, so there is no large fluctuation in the throttle valve opening, and even if the followability deteriorates somewhat, the actual value remains unchanged. Since the difference between the data and the measured data is small, the process proceeds to step C142 with emphasis on control stability, and as described above, the DV is selected which has lower followability than the DVA65 but has higher stability.
A130 is adopted as the value of the actual acceleration DVA.

After setting the value of the actual acceleration DVA in step C141 or step C142, the second step C143
The process proceeds to auto cruise mode control, which will be described later, and ends the throttle non-direct control in the current control cycle.

As described above, steps C101 to C143 in FIG.
When the brake pedal (not shown) is depressed and control is being performed, the throttle valve 12 is held at the minimum opening that corresponds to the engine idle position, and the throttle valve 12 is maintained at the minimum opening that corresponds to the engine idle position. Braking is performed in parallel, and when the brake pedal is released and the accelerator pedal 1 is depressed, accelerator mode control is performed. In addition, a state is preset in which the brake pedal (not shown) is released and the accelerator pedal 1 is not depressed, and the deceleration due to braking when the brake pedal (not shown) is depressed is greater than the standard. Immediately after the brake pedal (not shown) is released, the throttle valve 12 is held at the minimum opening that is the engine idle position, which is smaller than the vehicle speed Z+ \do- or a preset reference value. Braking continues. In the above case, if the deceleration is less than the standard, the time is less than the preset time, or the vehicle speed after the brake pedal (not shown) is released is equal to or more than the standard value, then the speed immediately after the brake pedal (not shown) is released is Constant speed driving is performed with the actual vehicle speed as the target vehicle speed, but the brake pedal [Co., Ltd.]
The release timing (not shown) and the opening/closing timing of the throttle valve 12 are completely unrelated;
Since the above opening/closing timing does not necessarily occur when the brake pedal (not shown) is released, immediately after the brake pedal (not shown) is released, the throttle valve 12 is moved to the position of the throttle valve opening that is estimated to maintain the actual vehicle speed immediately after the brake pedal (not shown) is released. After the rotation, a secondary control cycle is performed, and after the accelerator pedal 1 is depressed and accelerator mode control, which will be described later, is performed, if the accelerator pedal 1 is not released, the auto-cruise mode control is performed.

Step C in Fig. 7 in the above throttle non-direction control
The accelerator mode control of 136 is performed in step D shown in FIG.
This is carried out according to the flowcharts 101 to D126.

First, in step D101, it is determined whether map #MDVS6S was used to obtain target acceleration DVS6 in the previous control cycle of accelerator mode control. The above map #MDVS is a map for determining the target acceleration DVS6 using the amount of depression APS as a parameter, and is used when the amount of depression of the accelerator pedal decreases.
It has the correspondence shown by 6S. In the step D101 above, map #MD was set in the previous control cycle.
If it is determined that VS6S has been used, A) assumes that the control at the time of decreasing the amount of pedal stroke was performed last time, and proceeds to step D112, where map #M is used in the previous control cycle.
If it is determined that the DVS 6 S was not used, it is determined that the control for reducing the amount of depression was not performed last time, and the process proceeds to step D102.

When the process proceeds to step D102, the fifth
It is determined whether or not the rate of change DAPS of the accelerator pedal depression amount APS input in step AlO3 in FIG. In step D102 above, DAPS<K6
If it is determined that the amount of depression of the accelerator pedal 1 is decreasing, the process proceeds to step D103 and the DAPS
If it is determined that <K6 is not the case, it is determined that the amount of depression of the brake pedal 1 is increasing, and the process proceeds to step D105.

If you proceed to step D103, the previous control was for increasing the amount of depression described above, and this time, conversely, the amount of depression is decreasing, so the control is performed when the amount of depression of accelerator pedal 1 is increasing. The value of the maximum value DAPMXO of the above-mentioned change speed DAPS is set to 0, and the value of the minimum value DAPMXS of the above-mentioned change speed DAPS when the depression amount of the accelerator pedal 1 in the 9th step n1o4 is decreasing is set to 0. After that, step D115
Proceed to.

Note that DAPMXS is set when the amount of depression of the accelerator pedal 1 is decreasing, so a value of 0 or less is always set.

When the process proceeds from step D101 to step D112, it is determined whether the rate of change DAPS is equal to a preset reference value (DAPS)K7. In step D112 above.

If it is determined that DAPS>K7, it is determined that the amount of depression of the accelerator pedal 1 is increasing, and the process proceeds to step D113; if it is determined that DAPS>K7 is not, the amount of depression of the accelerator pedal 1 is decreasing. as step D
Proceed to 115.

If the process advances to step D113, the previous control was for decreasing the amount of depression, and this time, on the contrary, the amount of depression is increasing, so the DAPMXO.

The value is set to 0, and in the second step D114, the above DAPMX
After the value of S is set to O, the process advances to step D115.

Therefore, when the amount of depression of the accelerator pedal 1 is increasing, the control of steps D105 to Dll is performed, and then the control of steps D122 to D126 is performed, and when the amount of depression of the accelerator pedal 1 is decreasing, the control of steps D115 to Dll is performed. D
After the control of step 121 is performed, steps D122 to D1
26 controls are performed.

If the process proceeds to step D105, the depression amount detection means 2
The target acceleration DVS6 corresponding to the accelerator pedal depression amount Aps detected by and input in step AlO3 of FIG. 5(a) is read from the map #MDvS60. The map #MDvS60 is for determining the target acceleration DVS6 when the amount of depression of the accelerator pedal 1 is increasing, using the accelerator pedal depression amount APS as a parameter, and the above APS and the DVS 6 are #MDVS in Figure 13
60.

In the next step D106, the DAPS stored in the previous control cycle is compared with the DAPS in the current control cycle, and the DAPS
If it is determined that XO<DAPS, the above DAP
The value of S is new, and it is set as the value of APMXO in step D1.
07, is assigned to DAPMXO, and step D10
Proceed to step 8. Mata.

If it is determined that DAPMXO<DAPS, the DAPMXO stored in the previous control cycle
is stored and remains as is, and the process advances to step D108.

In step D108, the D determined as described above is
Target acceleration DVS7 corresponding to APMXO is map #M
Read from DVS70. Above map #MDVS 7
0 is used to find the target acceleration DVS 7 when the amount of depression of the accelerator pedal 1 is increasing using the DAPMXO as a parameter, and the DAPMXO and D
VS 7 has a correspondence relationship shown by #MDVS 70 in FIG.

Through the control in steps D106 to D108, the faster the amount of depression of the accelerator pedal 1 is increased, the more rapid acceleration is performed. However, #MDV S in Figure 14
As shown at 70, when the value of DAPMXO is exceeded, the value of the target acceleration DVS7 becomes constant, and extreme sudden acceleration is not performed.

In the next step D109, the rate of change DAPS of the accelerator pedal depression amount APS changes to a preset reference value by 8.
, it is determined whether DAPS>K, 8,
If it is determined that DAPS>K8, the change when the amount of depression of the accelerator pedal 1 increases is large, and step DII is executed.
If it is determined that DAPS>K8 is not established, the process proceeds to step D1, assuming that the change when the amount of depression increases is not large.
Proceed to step 11.

When the process advances from step D109 to step D110, the value of the counter CAPCNG is set to 1.

Proceed to step D111.

In step D111, the target acceleration DVS 8 corresponding to the value of the counter CAPCNG is set to map #MDVS.
80. This is to obtain the target acceleration DVS8 during the map #MD, and the value of the counter CAPCNG and 1) VS8 have a correspondence relationship shown by O-It-MDVS80 in FIG.

Counter CAPCN used in step D111 above
The value of G is determined in step A11 of FIG. 5(b) as described above.
The value of the counter CAPCNG is always 0 unless a value other than 0 is assigned, and as a result, the target acceleration DVS 8 is read from the map #MDVS80 in step D111.
is also O, as is clear from #MDVS80 in FIG. Further, if the rate of change DAPS is 8 higher than the reference value, the value of the counter CAPCNG is set to l in step D110 as described above, so that the rate of change DAPS is 8 higher than the reference value. During a certain period, the value of the counter CAPCNG is always 1, and at this time, the target acceleration DVS8 read from the map #MDVS80 in step D111 is the maximum value in the map #MDVS80, as is clear from #MDVS80 in FIG. becomes. After the value of the counter CAPCNG is set to 1 in step D110, the control takes over and goes through step D102 again to step D109, where the increase in the amount of depression of the accelerator pedal 1 is eased or stopped.
If the process proceeds to step D111 by determining that DAPS>K8 is not satisfied, the value of the counter CAPCNG is changed to the value shown in FIG.
The value is determined by the interrupt control in steps A116 to A118 of b). In the above interrupt control, step A
In step 116, the value obtained by adding 1 to the previous value of counter CAPCNG is set as the value of CAPCNG, and in step A117 it is determined whether the value of CAPCNG is 1, but as described above, step D110 If the value of the counter CAPCNG is set to 1 in step A116, the new value of CAPCNG becomes 2, and based on the above judgment in step A117, CAPCNG is set to 1.
The value of NG remains 2. Furthermore, step D in FIG.
When the control that proceeds from step D101 to step D105 via step D102 is repeated, in step D109, D
Unless APS>K8.

The value of the counter CAPCNG is incremented by 1 as described above by the interrupt control. At this time, step D11
As is clear from the relationship shown in #MDVS80 in FIG. 15, the target acceleration DVS 8 read from the map #MDVS80 in FIG. The above DVS 8 becomes 0.

The control in steps D109 to D111 as described above is performed after determining that the rate of change when the amount of depression of the accelerator pedal 1 increases is large and setting the target acceleration, and then determining whether the increase in the amount of depression is eased or stopped. By gradually reducing the target acceleration when it is determined that the rate of change is not large, the change in acceleration at the time of transition from rapid acceleration to slow acceleration is made gradual.

When proceeding from step D104 or step D112 to step D115, the target acceleration corresponding to the accelerator pedal depression amount A P S detected by the depression amount detection means 2 and inputted in the non-step AlO3 of FIG. 5(a). DVS 6 is read from map #MDVS6S. The map #MDVS6S is used to determine the target acceleration DVS6 when the amount of depression of the accelerator pedal 1 is decreasing, using the accelerator pedal depression amount APS as a parameter.
The correspondence relationship is shown by #=MDVS 6 S in Figure 3.

In the next step D116, the DAPMXS stored in the previous control cycle and the DAPS in the current control cycle are compared, and DAPMXS>
If it is determined that it is DAPS, the value of DAPS is substituted into DAPMXS as a new value of APMXS in step D117, and the process proceeds to step D118. Also.

If it is determined that DAPMXS>DAPS is not the case, the DAPMXS stored in the previous control cycle
is stored as is, and the process proceeds to step D118.

In step D118, D
The target acceleration DVS7 corresponding to A PMX S is read from the map #MDVS7S. Above map #MD
Vs7S is the target acceleration D when the amount of depression of the accelerator pedal l is decreasing using the above DAPMXS as a parameter.
This is for finding VS7, and the above DAPMXS
and the above DVS 7 is one #MDVS 7 in Fig. 14.
It has a correspondence relationship indicated by S. In addition, the above DA
Since PMXS is the rate of change in the amount of depression of the accelerator pedal 1 when it is decreasing, it is 0 or a negative value as described above, but the target acceleration DVS 7 is also #MDVS in FIG. As shown in 7S, it is a negative value, so the absolute value of DVS7 is the deceleration.

Through the control in steps D116 to D118, the faster the amount of depression of the accelerator pedal 1 is reduced, the more rapidly the acceleration is reduced.

In the next step D119, it is determined whether the rate of change DAPS of the accelerator pedal depression amount APS is 9 to a preset negative reference value, and whether or not DAPS<K9 is satisfied. If it is determined that the change when the amount of depression of the accelerator pedal 1 decreases is large, proceed to step D.
Proceed to 120.

If it is determined that DAPS<K9 does not hold, the process proceeds to step D121, assuming that the change when the amount of depression is reduced is not large.

When the process proceeds from step D119 to step D120, the value of the counter CAPCNG is set to 1, and the process proceeds to step D121.

In step D121, the target acceleration DVS8 corresponding to the value of the counter CAPCNG is determined from the map #MDVS8S.
Read from. The above map #MDvsss♂1 is used to find the target acceleration DVS8 when the amount of depression of the pedal 1 is decreasing using the value of the counter CAPCNG as a parameter, and the value of the counter CAPCNG and the above DVS8 are The correspondence relationship is shown by #MDVS 8S in FIG. 15. Note that the target acceleration DVS 8 is 0 or a negative value as shown by 17) #MDV 38 S in FIG. 15.

The absolute value of the above DVS 8 is the deceleration.

Counter CAPCN used in step D121 above
The value of G is determined in step A1 of FIG. 15(b) as described above.
The target acceleration DVS8 is set by the interrupt control of steps 16 to A118 and is always 0 unless a value other than 0 is substituted, and at this time, the target acceleration DVS8 read from the map #MDV S8S in step D121 is also set to # in FIG. MDVS8
As is clear from S, it becomes 0. In addition, the above-mentioned rate of change D
If APS is less than the reference value 9, the counter CAPCNG is set in step D120 as described above.
Since the value of is set to 1, the counter CAPCNG is always
The value of is 1, and at this time, the map # is set in step D121.
As is clear from $MDVS88 in FIG. 15, the target acceleration DVS8 read from MDvS8S is the minimum negative value in the map+MDVS8S, that is, the absolute value of the DVS8 is the maximum deceleration. After the value of the counter CAPCNG is set to 1 in the above step D120, the control goes through the cycle again and reaches step D119 via step D112, where the decrease in the amount of depression of the accelerator pedal l is eased or stopped, and DAPS If the process proceeds to step D121 by determining that it is not <K9, the value of the counter CAPCNG is changed by the interrupt control in steps A116 to A118 in FIG. 5(b) without going through step D120. The value will be determined. In the above interrupt control, in step A116, the counter C
The value obtained by adding 1 to the previous value of APCNG is the same CAPC.
The value of CAP is determined to be NG, and in step A117 the above CAP
It is determined whether the value of CNG is 1 or not, but as described above, in step D120, the value of counter CAPCNG is 1.
If so, in step A116 above, CAP
The new value of CNG will be 0, and the value of CAPCNG will remain at 1 due to the above determination in step A117.

Furthermore, steps D101 to D11 in FIG.
When the control that proceeds to step D115 via step 2 is repeated,
As long as DAPS<K9 does not hold in step D119, the value of the counter CAPCNG is increased by 1 as described above by the interrupt control. At this time, Step, PuD
The target acceleration DVS 8 read from the map #MDVS 8S at step 121 is #”MDVS 8 in FIG.
As is clear from the relationship shown in 8S, the above counter CAP
It increases as the value of CNG increases, and when the value of CAPCNG exceeds the value, the DVS 8 becomes 0.

The control in steps D119 to D121 as described above is performed after determining that the rate of change at which the accelerator pedal 1 becomes a negative value when the amount of depression is decreased is small, and setting a target acceleration that becomes a negative value. When it is determined that the rate of change is not small because the decrease in the amount of depression has eased or stopped, the target acceleration is gradually increased, thereby reducing the acceleration when the amount of depression changes from a rapid decrease to a slow decrease. This is to slow down the changes in

The target acceleration DVS 6 obtained in steps D105 to D111 when proceeding from step A116 or step D121 to step D122.

DVS? ? and the sum of DVS8 or step D11
Target acceleration DVS6 obtained from 5 to D121
．． DVS7. and DVS8 is calculated as the total target acceleration DVS in accelerator mode control.

Next, in step D123, the target acceleration DVS
The target torque TO required to obtain a vehicle acceleration equal to
MA is calculated by the following formula (2).

In addition, in the above formula (2), y W+ r t g v
ks and kitT1 are the same as those used in equation (1) when explaining the throttle non-linear control described above. Further, in the above equation (2), R1 is the running resistance when the vehicle is running, which is calculated by the following equation (3).

R1-μr-W+μair”A・VA ・・・・・・
・・・・・・・・・・・・・・・・・・・・・・・・
...(3) In the above equation (3), μr is the resistance coefficient of the vehicle.

W is the same as that used in equation (2) above, and is detected by the vehicle weight detection section 24 and is detected in step A of FIG. 5(,).
The vehicle weight input in lO3, μair is the air resistance coefficient of the vehicle, A is the frontal projected area of the vehicle, and VA is calculated by the interrupt control in steps A121 to A126 in FIG. 5(a).
This is the actual vehicle speed input in step AlO3 in Figure (a).

When proceeding from step D123 to step D124,
Target torque TOMA calculated in step D123 above
is detected by the engine rotation speed detection unit 19 and is shown in FIG.
The throttle valve opening θTHA corresponding to the engine rotational speed NE input in step AlO3 of , ) is mapped:
ll: Read from MTH. The above map #MTH is
70 in FIG. 7 showing the details of the aforementioned throttle non-direct motion control.
- The chart is the same as that used in step C130.

In the next step D125, a flag III indicating the timing for opening and closing the throttle valve 12 is selected.
It is determined whether the value of is 1 or not. If it is determined that 111=1, it is the timing to open and close the throttle valve 12, so the process advances to step D126, and 111=1.
If it is determined that this is not the case, it is not the timing to open or close the throttle valve 12, so the throttle valve 12 is not opened or closed, and the accelerator mode control in the current control cycle ends.

In step D126, a signal instructing the throttle valve opening degree θTHA read out in step D124 is sent from the control means 10 to the opening/closing means 11.

In the opening/closing means 11, the actuator drive unit 16 receives the signal and sends a drive signal to the throttle valve actuator 15 to rotate the throttle valve 12 to a position where the throttle valve opening degree θTHA is achieved. Actuator 15 rotates throttle valve 12 . At this time.

The opening degree of the throttle valve 12 is detected by the throttle valve opening detection section 1f, and the detection result is fed back to the actuator drive section 16, so that the throttle valve opening degree θTHA is reached based on the detection result. The drive signal necessary for rotating the throttle valve 12 continues to be sent from the actuator drive unit 16, and when the throttle valve 12 is rotated to the above position, the drive signal by the actuator drive unit 16 is no longer sent, and the throttle valve 12 stops at the above position and ends the accelerator mode control in the current control cycle.

When the throttle valve 12 opens and closes the intake passage (not shown) through the above operation, the amount of air taken into the engine changes, and the detection result of the intake air amount detection unit 18 that detects the same amount of air changes and the engine operation is performed. The amount of fuel determined by a fuel control device (not shown) that determines the amount of fuel to be supplied to the engine based on the state changes, and as a result, the engine output changes, and a torque equal to the target torque TOMA is applied to the engine. is output from.

As described above, the accelerator mode control determines the target acceleration based on the amount of depression of the accelerator pedal 1, the speed of change in the amount of depression, and the direction of change in the amount of depression, and adjusts the throttle in response to the target acceleration. It controls the engine by opening and closing the valve 12.

Step C in FIG. 7 in the throttle non-direction control
The auto cruise mode control in step 143 is performed according to the flowchart of steps E101 to E113 shown in FIG.

First, in step E1,01, it is determined whether or not the contact point of the accelerator switch 7 was in the ON state in the previous control cycle. If it is the first control cycle after the accelerator pedal 1 is released and the contact of the accelerator switch 7 is in the ON state, it is determined that the contact of the accelerator switch 7 was not in the ON state in the previous control cycle in the step EIOI described above. Proceed to step E102. Also,
If the accelerator pedal 1 has already been released in the previous control cycle, it is determined in step E101 that the contact point of the accelerator switch 7 was in the ON state in the previous control cycle, and the process proceeds to step EIO8.

If the process advances to step E102, the accelerator pedal 1 was depressed in the previous control cycle and the aforementioned accelerator mode control was performed, but the auto cruise mode control was not performed, so the value is 0, so the auto The value of flag 8 is set to 1, which indicates that the vehicle speed is kept substantially constant by cruise mode control.

In the next step E103, step A in FIG. 5(d)
The latest actual vehicle speed VAf calculated by the interrupt control from 121 to A126 is input as the actual vehicle speed immediately after the release of the accelerator pedal 1, and the above VAI is added to the target vehicle speed vs in step E104.
is assigned. Further, in step E105, the target torque T required to maintain the vehicle speed at the target vehicle speed vS is determined.
OM3 is calculated by the following formula (4).

/TQ ・・・・・・・・・・・・・・・・・・(4)
Note that the above equation (4) is exactly the same as the equation (1) used in step C129 in FIG. 7 showing the aforementioned throttle non-direct motion control.

Proceeding from step E105 to step E106,
Target torque TOM3 calculated in step E105 above
The throttle valve opening θTH3 corresponding to the engine speed NE detected by the engine speed detection unit 19 and inputted in step AlO3 in FIG.
Read from H and proceed to step E107.

In step E107, a signal instructing the throttle valve opening degree θTH3 read out in step E106 is sent from the control means 10 to the opening/closing means 11.

In the opening/closing means 11, the actuator drive unit 16 receives the signal and sends a drive signal to the throttle valve actuator 15 to rotate the throttle valve 12 to the position where the throttle valve opening degree θTH3 is achieved. 15 rotates the throttle valve 12. At this time, the opening degree of the throttle valve 12 is detected by the throttle valve opening detection section 17, and the detection result is fed back to the actuator drive section 16.

Based on the detection result, the drive signal necessary for rotating the throttle valve 16 to the position where the throttle valve opening degree θTH3 is obtained is continuously sent from the actuator drive unit 16, and when the throttle valve 12 is rotated to the above position. The drive signal from the actuator drive unit 16 is no longer sent, the throttle valve 12 stops at the above position, and the auto cruise mode control in the current control cycle is ended.

As the throttle valve 12 opens and closes the intake passage (not shown) through the above operation, the amount of air taken into the engine changes, and the detection result of the intake air amount detection section 18 that detects the same air amount and the engine A fuel control device (which determines the amount of fuel to be supplied to the engine based on the operating conditions)
(not shown) changes, the engine output changes as a result, and a torque equal to the target torque TOM3 is output from the engine.

When the process proceeds from step E101 to step E108, target vehicle speed control is performed in step E108 to bring the vehicle speed closer to the target vehicle speed.

After determining the target acceleration DVS necessary for driving at a constant speed as a constant value, the target torque TOM2 necessary to make the acceleration of the vehicle equal to the target acceleration DVS is determined by the following formula ( 5).

/TQ ・・・・・・・・・・・・・・・・・・(5)
Note that the above equation (5) is the same as the above equation (1) or equation (4), but DVA in the above equation (5) is the actual acceleration whose value was specified in steps C140 to C142 in FIG. becomes.

Next, when the process proceeds to step E110, the above step E10
From the map #MTH, the throttle valve opening θTH2 corresponding to the target torque TOM2 calculated in step 9 and the engine speed NE detected by the engine speed detection unit 19 and inputted in step AlO3 in FIG. The process advances to read step E111.

In step E111, it is determined whether the value of the flag 111 is 1, and if it is determined to be 1, it is determined that it is time to open or close the throttle valve 12, and the process proceeds to step E112.

If it is determined that 111 is not 1, the throttle valve 12
Since it is not the timing to open and close the throttle valve 12, the auto cruise mode control in the current control cycle is ended when the throttle valve 12 is opened and closed.

When the process proceeds from step E111 to step E112, the throttle valve 12 is opened and closed at the opening and closing timing of the throttle valve 12.
After setting the value to 1, the process proceeds to step E113, where the throttle valve 12 is rotated in the same manner as step E107 to the position where the throttle valve opening degree θTH2 read out in step E110 is reached. Due to the operation of the throttle valve 12 described above, a torque equal to the target torque TOM2 is outputted from the engine in the same manner as in step E107.

As described above, in auto cruise mode control, the timing of releasing the accelerator pedal 1 and the opening/closing timing of the throttle valve 12 are completely unrelated, and the timing of releasing the accelerator pedal 1 does not necessarily coincide with the above opening/closing timing. Immediately after pedal 1 is released, throttle valve opening θT is estimated to maintain the actual vehicle speed immediately after pedal 1 is released.
H3 is provisionally determined and the throttle valve 12 is rotated to a position where the throttle valve opening degree θTH8 is obtained. From the second control cycle, the throttle valve 12 is rotated at each of the above opening and closing timings.
The engine is controlled so that the vehicle speed approaches the target vehicle speed and the vehicle travels at a constant speed by opening and closing the vehicle.

The target vehicle speed control in step E108 is performed according to the flowchart from Flol to F116 shown in FIG.

First, in step F101, the flag I8 and half II are set.
It is determined whether the value of 'l/ is 1 or not, and if it is determined that l8 = 1, the actual vehicle speed is determined not to be an approximately constant value, and the process proceeds to step F102, where it is determined that l8 = 1. If it is determined that the actual vehicle speed is a substantially constant value, the process proceeds to step F109.

As mentioned above, target vehicle speed control is performed when both the brake pedal (not shown) and the accelerator pedal 1 are released. When this occurs, the value of step 8 is set to 1 in step C127 of FIG. 7, and after the brake pedal (not shown) is released, the accelerator pedal 1 is once depressed and accelerator mode control is performed in step 0136 of FIG. When the above state occurs after the initialization, the value of I8 is set to 1 in step E102 of FIG.
Control proceeds to step 2.

When proceeding from step FIOI to step F102, it is determined whether the flag l1lO value is 1, and if it is determined that 111=l, the throttle valve 1
2 is the timing to open and close step F1.
The process proceeds to step 03, and if it is determined that the timing is not tt=l, the target vehicle speed control in the current control cycle is terminated, assuming that the above-mentioned timing is not reached. When proceeding to step F103, step A1 in FIG. 5(d) is set as a temporary value to target/target vehicle speed vS.
The actual vehicle speed VA calculated in the interrupt control from 21 to A126 and input in step AlO3 in FIG. 5(,) is substituted. In preparation for control when the vehicle speed becomes approximately constant, the target vehicle speed vS is set in advance to a value from when the vehicle speed is not approximately constant, and is updated every control cycle until the vehicle speed becomes approximately constant.

Next, in step F104, step C in FIG.
140 to C142 value to DVA65 or DVA13
It is determined whether or not IDVAI<Kα, where the absolute value of the actual acceleration DVA, which is set to 0, is a preset reference value α. At the time when the step sounds 102 to E107 in FIG. 9 are controlled, the vehicle speed has already become almost constant or the first
0, the vehicle speed becomes almost constant and the acceleration of the vehicle is reduced by the control in steps F102 to F107 in FIG.
After setting the value to 1, proceed to step F109.

In addition, the vehicle speed is not almost constant and the acceleration of the vehicle is not reduced, so that the l DVA is
l <Kα, a,! : In case of judgment.

The process advances to step F105.

In Step F105, it is determined whether or not the actual acceleration DVA is a positive value. move on. STEP F10
If the process proceeds to step F107, the above actual acceleration DVA is a negative value, so the value obtained by adding the preset correction amount &DV2 to the above actual acceleration DVA△ is set as the target acceleration DVS, and if the process proceeds to step F107, the above Since the actual acceleration DVA is a positive value.

A value obtained by subtracting the correction amount ΔDV2 from the actual acceleration DVA is set as the target acceleration DVS. Therefore, if the vehicle speed is not approximately constant and the control in steps F105 to F107 is repeated at each opening/closing timing of the throttle valve 12, the throttle valve 12 will adjust the throttle to obtain the target acceleration DVS in step E11 in FIG. Since the valve opening is rotated to the position, the target acceleration DVSO value gradually approaches O in step F106 or step F107, and the actual acceleration DVA also gradually approaches 0.
The vehicle speed gradually becomes constant. And, step F10 above.
If it is determined in step 4 that IDVAI<Kα, the process proceeds to step F109 via step F108 as described above, and in the control cycle at this time, vS set in step F103 becomes the target vehicle speed for constant speed driving.

It is determined from step A121 or step F108 whether or not the switch is on, and if it is determined that it is in the ON state, the process proceeds to step F110, and the correction amount VT3 set in advance is added to the target vehicle speed vS whose value was set at step F103. After the value added is set as the new target vehicle speed vS, the process advances to step F113.

If it is determined that it is not in the ON state, step F1
Proceed to 11.

In Step F111, it is determined whether the one side contact (not shown) of the target vehicle speed change switch 9 is in the ON state, and if it is determined that it is in the ON state, the process proceeds to Step F111.
The process proceeds to step 112, where the value obtained by subtracting the correction value VT3 from the target vehicle speed vS whose value was set in step F103 is set as the new target vehicle speed ■S.The process then proceeds to step F113, where it is determined that the ON state is not established. If so, the process directly advances to step F113.

is changed, and the + side contact (not shown) of the target vehicle speed change switch 9 continues to be in the ON state.

Looking at step F110 above for each control cycle,
The target vehicle speed VS is decreased in step F112 in each control cycle.

In addition, when the target vehicle speed vs.
This is performed only when it is determined that the value of 7 lag I8 is O in step F108 and it is determined that l8 = 1 is not equal to 1 in step FIOI after the 9th control cycle based on the above determination. Only when the target vehicle speed vS becomes constant can the target vehicle speed vS be changed by the target vehicle speed change switch 9. In step F113, the difference V5-VA between the target vehicle speed vS and the actual vehicle speed VA input in step AlO3 of FIG. 5(,) is calculated.

In the next step F114, since the vehicle speed is almost constant, control with higher stability than control that emphasizes responsiveness is required, and the value of the actual acceleration DVA is set to 5.
The actual acceleration D V A 850 calculated by the interrupt control in steps A121 to A126 in FIG. 5(d) and inputted in step AlO3 in FIG. 5(a) is specified.

Next, in step F115, the above step F113
Target acceleration DVS4 corresponding to VS-YAK calculated in
is determined, and in step F116, DVS4 is set as the value of the target acceleration DVS used in step E109 of FIG. 9, and then steps E109 to E113 of FIG. 9 are controlled as described above. Then, constant speed driving is performed at the target vehicle speed vS.

Control of setting the target acceleration DVS4 in step F115 is performed according to the flowchart shown by steps GIOI to GIO6 in FIG. 11.

First, in step G101, the target acceleration DVS3 corresponding to the VS-VA calculated in step F113 of FIG. 10 is read from the map #MDVS3. The above mapp-#MDVS3 is the above VS-VA as described above.
This is for determining the target acceleration DVS3 using as a parameter.

The above-mentioned VS-VA and the above-mentioned target acceleration DVS3 have a correspondence relationship shown in FIG. 16.

Next, in step G102, the acceleration tolerance 1) VMAX corresponding to the above VS-VA is mapped to #MDVMAX.
Read from. The above Matsubu #-MDVMAX is the acceleration tolerance DVM using the above VS-VA as a parameter.
This is for determining AX, and the above-mentioned VS-VA and the above-mentioned acceleration tolerance DVMAX have a correspondence relationship shown in FIG. 17.

When proceeding from step G102 to step G103,
From the target acceleration DVS3 to step F11 in FIG.
Acceleration difference D by subtracting the actual acceleration DVA whose value was set in 4
VX is calculated and in the second step G104, the above D
VX is the above acceleration tolerance I) DVX< with respect to VMAX
It is determined whether DVMAXf exists or not.

If it is determined in step G104 that DvX - DvMAX, the process advances to step G105, where the value of the target acceleration DVS3 is substituted for the target acceleration DVS4. Also, in step G104 above, DVX<D
If it is determined that the acceleration is not VMAX, the process proceeds to step G106, where the sum of the actual acceleration DVA and the acceleration tolerance DVMAX is substituted for the target acceleration DV84.

By performing the control in steps G101 to G106 as described above, the target acceleration DVS for realizing constant vehicle speed driving at the target vehicle speed after the vehicle speed becomes approximately constant is determined.
Regarding the change in target acceleration DVS 4, the amount of change in the target acceleration DVS 4 is regulated to be less than or equal to the acceleration tolerance DVMAX.

By controlling the throttle valve 12 with the throttle valve control device according to the present invention as described above, the following effects can be obtained.

Immediately after the engine starts, until the engine speed reaches the steady state speed, or when the engine operating condition becomes unstable for some reason and the engine speed decreases, the accelerator pedal The throttle valve 12 operates in the same manner as when the throttle valve 1 and the throttle valve 12 are directly connected mechanically, and control based on factors that change depending on the operating state is not performed, so the control of the throttle valve 12 is stable. This prevents the operating state of the engine from becoming even more unstable.

When the brake pedal is depressed and control is performed using the vehicle's brakes (not shown), the throttle valve 12 is held at the minimum opening that corresponds to the engine idle position. ) in addition to the braking effect of engine braking. Also,
After the brake pedal (not shown) is released, braking is performed at a deceleration higher than the standard while the brake pedal (not shown) was depressed, and the duration of the braking is greater than the standard value. If the vehicle speed is lower than the reference value when the brake pedal (not shown) is released, the accelerator pedal 1
Since the throttle valve 12 is held at the above position until the throttle valve 12 is depressed, if the brake pedal is used to decelerate the vehicle to stop at an intersection, etc., the brake pedal (not shown) can be released once just before stopping. Engine braking provides gentle braking to prevent unpleasant shocks when stopping. In addition, even if sudden braking is performed using the brakes to avoid danger, etc., if the vehicle speed decreases sufficiently and the above conditions apply, braking by engine braking will continue even if the brake pedal (not shown) is released. Therefore, the above-mentioned danger avoidance etc. can be carried out safely and reliably.

If the brake pedal (not shown) is depressed and the brake pedal (not shown) causes the above state to occur, but the brake pedal (not shown) is released and the accelerator pedal is not depressed, the condition immediately after the above release occurs. Since the vehicle speed is maintained constant with the vehicle speed set as the target vehicle speed, there is no need to press the accelerator pedal 1 after releasing the brake pedal (not shown), unlike conventional constant vehicle speed driving systems.
This eliminates the need to reset the target vehicle speed, which is reset every time the brake pedal (not shown) is pressed, and allows the vehicle to drive at a constant speed even on relatively congested roads. There is no need to keep pressing the pedal 1 or the brake pedal (not shown), and the burden on the driver is reduced. Furthermore, from immediately after the release to the first opening/closing timing of the throttle valve 12 after the release, the throttle valve 12 is temporarily rotated with the actual vehicle speed immediately after the release as the target vehicle speed. - The transition to the constant vehicle speed control after the Kibedal (not shown) is released is performed quickly and smoothly, and the driving feeling is improved.

When accelerator pedal 1 is depressed.

When the amount of depression of the accelerator pedal 1 is increasing, the acceleration corresponds to the amount of pedal movement mentioned above, the acceleration corresponds to the rate of change of the amount of depression mentioned above, and the elapsed time after the transition from rapid depression to slow depression. When running is performed with an acceleration that is the sum of the acceleration that decreases by the amount of depression, and the amount of depression is decreasing, the acceleration corresponding to the amount of depression, the negative acceleration corresponding to the rate of change of the amount of depression, and the sudden depression. Since the vehicle travels with an acceleration equal to the sum of the negative acceleration that increases with the elapsed time after the transition from the step to the slow depression, increasing the above-mentioned depression amount results in a steeper acceleration, and when the accelerator pedal 1 is depressed. The faster you operate, the more steeply the acceleration will be adjusted.

It is possible to accurately reflect the driver's intention and perform acceleration with good responsiveness to the operation of the accelerator pedal 1, and also to prevent sudden changes in acceleration when a sudden change in the amount of pedal depression is alleviated or stopped. This prevents shock from occurring and improves driving feeling.

Accelerator pedal 1 is released from the depressed state,
When the brake pedal (not shown) is depressed, the vehicle speed is maintained constant with the actual vehicle speed immediately after the accelerator pedal 1 being released as the target vehicle speed, so each time the vehicle speed is changed by the accelerator pedal 1, the target vehicle speed is There is no need to reset the vehicle speed, making it easier to drive at a constant vehicle speed even on relatively congested roads, and there is no need to keep pressing the accelerator pedal 1. ) This becomes even more noticeable when combined with control to maintain a constant vehicle speed during release. In addition, from immediately after the accelerator pedal 1 is released to the first opening/closing timing of the throttle valve 12 after the accelerator pedal 1 is released, the throttle valve 12 is provisionally rotated with the actual vehicle speed immediately after the accelerator peg being released as the target vehicle speed. Therefore, after the accelerator pedal 1 is released, the shift to constant vehicle speed running under the above-mentioned control is performed quickly and smoothly, and the driving feel is improved.

When auto-freeze mode control is performed to maintain a constant vehicle speed, the actual acceleration value used in the control is DVA, which has a high ability to follow actual changes in vehicle acceleration and is suitable for highly responsive control. 65 and DVA8, which is less affected by momentary disturbances and is suitable for stable control.
50, and DVA13.0, which is in the middle of both of the above values.
ζ7 using V A 65 makes it possible to quickly and accurately shift to the automatic loose mode control, and after the vehicle speed has become almost constant and rapid rotation of the throttle valve 12 is no longer performed. In the control of the above DVA8
By using 50, stable control without occurrence of malfunction due to disturbance becomes possible.

When the vehicle speed approaches the target vehicle speed in the automatic loose mode control described above, the target acceleration is set so that the vehicle acceleration gradually approaches O, so the change in vehicle speed becomes gradual and the transition to constant speed driving occurs. This prevents the occurrence of lockouts caused by sudden changes in vehicle speed. Also, the vehicle speed is auto! If the vehicle speed changes due to a slope etc. after the vehicle speed becomes almost constant due to the Lez mode control, the difference between the target acceleration and the actual vehicle acceleration when returning the vehicle speed to the original value is set to a preset value. Since the acceleration is controlled so as not to exceed this value, sudden changes in acceleration are eliminated, the occurrence of shock is prevented, and the driving feeling is improved.

Although the throttle valve control device of the above embodiment was used in a vehicle having an automatic transmission (not shown), the same effect can be obtained even if it is used in a vehicle having a manual transmission (not shown). Can be done.

In this case, the fourth part showing the configuration of the throttle valve control device is
The output shaft rotation speed detection section 26 in the figure is no longer present.

ON when the shift lever (not shown) for operating the manual transmission (not shown) inside the vehicle is in the 2-tral or reverse position and when the clutch pedal (not shown) is depressed. A shift position switch (not shown) having a contact point for changing the state is provided in place of the shift selector switch 6 in FIG. In addition, in the flowchart of steps A101 to A115 in FIG. 5(,), the control performed in step A112 is based on the equation (2) used in step D123 in FIG. 2), Equation (4) used in step E105 of FIG. 9, and Equation (5) used in step E109 of FIG. 9, the value of the speed ratio e for determining the torque ratio TQ is 1. Become.

In the throttle valve control device described above, the operation is different only in step A1120 in FIG. It is determined whether the condition exists or not. When the shift lever (not shown) is in the neutral or reverse position or the clutch pedal (not shown) is depressed, it is determined in step A112 that the contact is in the ON state, and the process proceeds to step A1155, where the above implementation is performed. Direct throttle control is performed as in the example. Further, if the shift lever (not shown) is in a position other than the above and the shift lever (not shown) is not depressed, it is determined in step A112 that the contact is not in the ON state, and the process proceeds to step A113. , control is performed in the same manner as in the previous embodiment.

Therefore, even when the above throttle valve control device is used in a vehicle having a 9-way manual transmission (not shown), the same effects as in the above embodiment can be obtained.

(Effects of the Invention) As detailed above, the throttle valve control device according to the present invention is provided in a vehicle in which the accelerator pedal and the throttle valve are not mechanically coupled, and the amount of depression of the accelerator pedal and the change in the amount of depression thereof are provided. A throttle valve control device that electrically controls the throttle valve according to the speed and driving state of the vehicle, and achieves acceleration of the vehicle corresponding to the depression amount and the changing speed as a result of the control, A depression amount detection means for detecting a depression amount of the accelerator pedal.

A rotation speed detection means for detecting the rotation speed of the engine mounted on the vehicle, and whether the engine rotation speed detected by the rotation speed detection means is smaller than the engine idle rotation speed and smaller than a preset reference value. a determining means for determining whether the engine speed is lower than the reference value; and a control means for uniquely setting the throttle valve opening in response to only the amount of depression when the engine speed is determined to be smaller than the reference value. and opening/closing means for opening and closing the throttle valve until the throttle valve opening degree is set by the control means, and the opening/closing means opens and closes the throttle valve until the throttle valve opening reaches a position set by the control means. If the operating condition of the engine becomes unstable for some reason and the engine speed decreases, the throttle valve opening is uniquely set based only on the amount of depression of the accelerator pedal, and the accelerator pedal and throttle valve Since the throttle valve operates in the same way as if it were mechanically directly connected to the engine, it is not affected by factors based on the vehicle's operating condition, and the engine's operating condition becomes even more unstable due to unstable control of the throttle valve. This has the effect of preventing this from happening.

[Brief explanation of the drawing]

1 to 4 are system diagrams showing the configuration of a throttle valve control device according to an embodiment of the present invention, FIGS. 5 to 11 are flowcharts showing details of control performed by the throttle valve control device, and FIG. 12 FIGS. 17 to 17 are diagrams showing the correspondence between parameters in each map used in the throttle valve control device and variables corresponding to the parameters. 1,...Accelerator pedal 2...
...Depression amount detection means 3, ...Rotation speed detection means ton...
...determination means 10, ...control means 11, ...opening/closing means 12, ...throttle valve applicant Mitsubishi Jidosha Kogyo Co., Ltd. 20th 4th to I21 Hair t2 Ward Tsumugi! 3rd eye/corner '4-retsu
A5 Nol [Ref Easy 16th sense l7I2:l

Claims (1)

[Claims] Provided in a vehicle in which an accelerator pedal and a throttle valve are not mechanically coupled, the throttle valve is electrically controlled according to the amount of depression of the accelerator pedal, the rate of change in the amount of depression, and the operating state of the vehicle. As a result of the same control, the throttle valve control device realizes acceleration traveling of the vehicle corresponding to the above-mentioned depression amount and the above-mentioned change rate. A rotation speed detection means for detecting the rotation speed of the engine; and a determination means for determining whether the engine rotation speed detected by the rotation speed detection means is smaller than the engine idle rotation speed and smaller than a preset basic value. and a control means for uniquely setting a throttle valve opening corresponding only to the amount of depression when the engine speed is determined to be smaller than the reference value by the determination means; A throttle valve control device comprising an opening/closing means for opening and closing the throttle valve to a position where the throttle valve is opened.