JPH01317836A - Engine control device - Google Patents

Abstract

PURPOSE:To enable to perform the accelerated running of a vehicle and the constant running after the termination of acceleration simply and speedily by providing means to change over the command of the running state from the acceleration command to the constant command, etc. when the speed of the vehicle reaches the target speed. CONSTITUTION:In an engine control device 1, each command of constant speed or acceleration is outputted by means of a means 3 in response to the manual operating state of a means 2. The target acceleration rate and the ultimate target speed are set by means of means 4, 5 respectively on the basis of the acceleration command. The engine output is adjusted by means of a means 6 on the basis of the varible control value. The controlled variable is set in order to maintain the constant speed by means of a means 7 in response to the constant speed command as well as by means of a means 8 in response to the target acceleration rate. On the other hand, a means 9 detects the attainment of the running speed of a vehicle to the ultimate speed, and according to the result of this detection, the output signal of the means 3 is changed over from the acceleration command to the constant speed command.

Description

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

(Prior Art and Problems) Conventionally, the acceleration of a vehicle running at a constant speed using a constant speed running device is achieved by artificially adjusting the engine output by depressing the accelerator pedal, or by adjusting the target vehicle speed for the above-mentioned constant speed running. This is done by artificially increasing the set value and causing the constant vehicle speed system to automatically adjust the engine output. When accelerating by depressing the accelerator pedal, you must continue to depress the accelerator pedal until the vehicle speed increases to the desired value.
In order to run at a constant speed after the traveling speed has increased to the desired value, the target vehicle speed must be reset. In addition, if acceleration is performed by increasing the set value of the target vehicle speed, the running speed of the vehicle will gradually increase as the set value increases, so rapid acceleration will not be performed, and The operation for increasing the value had to be continued until the traveling speed reached the desired value.

The present invention has been made in view of the above circumstances, and allows the vehicle to be accelerated quickly with a simple operation, and the traveling speed after acceleration is automatically set to the target vehicle speed, so that the vehicle can be driven at a constant speed. The present invention provides an engine control device that performs the following steps.

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

A manual operating means provided in a vehicle interior and manually operated; when the manual operating means is in a first state, it sends out a constant vehicle speed running command signal; when the manual operating means is in a second state, it sends out an accelerated running command signal. a target acceleration setting means for setting a target acceleration during accelerated driving upon receiving the accelerated driving command signal; and a target acceleration setting means for setting a target acceleration during accelerated driving upon receiving the accelerated driving command signal; target vehicle speed setting means for setting a target vehicle speed indicating the travel speed after completion of acceleration; engine output adjustment means for adjusting the output of the engine of the vehicle based on a variable control amount; constant vehicle speed control means for setting the control amount so as to maintain the traveling speed of the vehicle at the time when the signal is started to be transmitted when the signal is received; acceleration control means for setting the control amount in accordance with the target acceleration; The engine control device is characterized in that the engine control device comprises a running state switching means for switching the output signal of the running state specifying means from an accelerated running command signal to a constant vehicle speed running command signal.

(Function) When the manual operating means is manually operated to enter the first state, the running state designation means sends out a constant vehicle speed running command signal. The constant vehicle speed control means receives the signal and sets the control amount of the engine output adjustment means so as to maintain the traveling speed of the vehicle at the time when the signal transmission starts, and the engine output adjustment means sets the control amount of the engine output adjustment means based on the control amount. Adjust the power of the vehicle's engine. As a result, the vehicle maintains the traveling speed at the time when the signal transmission was started, that is, when the manual operating means was in the first state, and runs at a constant speed.

Next, when the manual operating means is manually operated to enter the second state, the running state designating means sends out an acceleration running command signal. The target acceleration setting means receives the acceleration travel command signal and sets a target acceleration during acceleration travel, and the target vehicle speed setting means receives the acceleration travel command signal and sets the target acceleration when the vehicle is traveling at the time when the transmission of the acceleration travel command signal starts. Based on the speed, a target vehicle speed that indicates the traveling speed after acceleration is completed is set. Then, the acceleration control means receives the acceleration traveling command signal and sets a control amount of the engine output adjustment means so that the vehicle obtains an acceleration equal to the target acceleration, and the engine output adjustment means sets a control amount of the engine output adjustment means based on the control amount. to adjust the output of the engine of the vehicle. As a result, the vehicle accelerates at an acceleration equal to the target acceleration.

When the traveling speed of the vehicle increases due to the accelerated traveling and reaches the target vehicle speed, the arrival detection means detects the arrival and sends a signal indicating the arrival. When the running state switching means receives the arrival signal.

The output signal of the driving state specifying means is switched from an accelerated driving command signal to a constant vehicle speed driving command signal. The constant vehicle speed control means receives the constant vehicle speed traveling command signal, sets a control amount of the engine output adjusting means so as to maintain the traveling speed of the vehicle at the time when the transmission of the constant vehicle speed traveling command signal starts, and adjusts the engine output. Means adjusts the output of the engine of the vehicle based on the control amount. As a result, the vehicle travels at a constant speed while maintaining the traveling speed at the time when the transmission of the constant vehicle speed command signal is started, that is, the traveling speed equal to the target vehicle speed.

In addition, when the manual operation means has a plurality of second states as described in claim 2, when the manual operation means is manually operated and becomes the second state, the target acceleration setting means The target acceleration set by the above becomes a predetermined value corresponding to each of the second states.

Further, as described in claim 3, when a part of each of the target accelerations has a negative value and the first manual operation means is manually operated to enter the second state, the target acceleration setting means When the target acceleration is set to a negative value, the control amount of the engine output adjustment means is set such that when the acceleration control means receives the acceleration traveling command means, the vehicle obtains a negative acceleration, that is, a deceleration equal to the target acceleration. is set, and the engine output adjustment means adjusts the output of the engine of the vehicle based on the control amount. As a result, the vehicle decelerates with a negative acceleration equal to the target acceleration.

Next, when the running state switching means is constituted by a switching operation section and a switching control section as described in claim 4, when the above-mentioned reaching detection means sends out a detection signal of arrival, The switching control section switches the output signal of the state specifying means. Further, when the switching operation section is manually operated, the switching control section switches the output signal from one to the other.

Furthermore, in the case of the engine control device according to claim 5, when the switching operation section enters the manual operation state and the output of the driving state designation means is switched to the acceleration driving command signal, the switching control section switches to the manual operation state. The target vehicle speed is changed as the duration of the operating state increases.

The value obtained when the manual operation is stopped and the switching operation section is released is the target vehicle speed during acceleration.

When the target vehicle speed setting means is constituted by a setting section, a change operation section, and a change control section as described in claim 6, the setting of the target vehicle speed at the time of sending out the acceleration driving command signal is performed as described above. When the setting section performs a manual operation on the change operation section.

The change control section changes the target vehicle speed.

Further, in the case of the engine control device according to claim 7, when the change operation section enters the manual operation state, the change control section adjusts the target vehicle speed as the duration of the manual operation state increases. change.

When the target vehicle speed setting means is as set forth in claim 8, upon receiving the acceleration driving command signal, it detects a difference of a preset amount from the vehicle driving speed at the time when the signal is started to be sent. By setting the target vehicle speed, the target vehicle speed is set.

(Embodiment) The first embodiment of the present invention is shown in FIGS.
Examples will be described in detail with reference to FIGS. 28 to 30, respectively.

FIG. 1 is a system diagram showing the configuration of the first embodiment of the present invention in accordance with the claims. Manual operating means provided and manually operated.

Reference numeral 3 denotes a driving state specifying means for transmitting a constant vehicle speed driving command signal when the manual operating means 2 is in a first state, and transmitting an accelerated driving command signal when the manual operating means 2 is in a second state;
5 is a target acceleration setting means for setting a target acceleration during acceleration when receiving the acceleration command signal, and 5 is a target acceleration setting means for setting a target acceleration during acceleration when the acceleration command signal is received. Target vehicle speed setting means 6 sets the target vehicle speed indicating the vehicle speed, engine output adjusting means 6 adjusts the output of the engine 13 of the vehicle based on a variable control amount, and 7 receives the constant vehicle speed command signal. constant vehicle speed control means for setting the control amount so as to maintain the running speed of the vehicle at the time when the signal transmission starts; reference numeral 8 denotes acceleration control means for setting the control amount according to the target acceleration;
Reference numeral 9 denotes an arrival detection means for detecting that the traveling speed of the vehicle has reached the target vehicle speed, and 10, upon receiving the detection signal from the arrival detection means 9, issues an output signal from the traveling state specifying means 3 to an acceleration traveling command. This is a driving state switching means for switching from a signal to a constant vehicle speed driving command signal.

2 to 5 are system diagrams showing the detailed configuration of the first embodiment, and 14 is an engine 13 mounted on the vehicle.
This is a depression amount detection section that detects the depression amount of the accelerator pedal 27 provided in the vehicle interior in order to artificially adjust the output of the accelerator pedal 27. As shown in FIG. 3, the depression amount detection section 14 includes a potentiometer 37 that is linked to the accelerator pedal 27 and outputs a voltage proportional to the depression amount of the accelerator pedal 27, and an output of the potentiometer 37. A-D that converts the voltage value into a digital accelerator pedal depression amount APS
It is configured by a converting section 38.

Next, 15 is an accelerator switch having a contact that is linked to the accelerator pedal 27 and turns on when the accelerator pedal 27 is not depressed, and turns off when it is depressed, and 16 is a brake that brakes the vehicle. (
In order to artificially operate the brake pedal (not shown), a contact is provided that is connected to a brake pedal 28 installed in the vehicle interior, and is turned on when the brake pedal 28 is depressed, and turned off when it is not depressed. A brake switch 17 has a brake switch 17 which is designated by a shift selector 29 provided in the vehicle interior for artificially specifying the operating state of the automatic transmission 32. This is a shift selector switch that uses a dental signal to indicate whether it is in the P range, the D range when driving with an automatic transmission, the L range when the automatic transmission 32 is held at the first gear, or the R range when traveling in reverse. .

Further, 18 is an auto-cruise switch provided in the vehicle interior for artificially specifying the running state of the vehicle.

The same auto cruise switch 18 is.

As shown in Fig. 6, contacts are installed near the steering column 49 and switch to four positions shown in the figure: country, (t)t[i]s, and group, and are turned on individually in each of the above positions. an acceleration switch 45 having a A changeover switch 46 that automatically returns to its original position when you release your hand after pulling it toward you, and a sixth
Throttle switches 47 and 9 have contacts shown in the figure that switch to the three positions of tit, [11, and mouth and are individually KON at each position. The (G) side contact which turns ON when rotated upward from the surface, i.e., in the (G) direction in FIG. The target vehicle speed change switch 48 and K have a ←) side contact which turns ON when the switch is rotated in the → direction, and automatically returns to the above position when the hand is released after the upper or lower rotation. configured.

Information on each contact point of the auto cruise switch 18 is taken in by a control section 25, and the engine control section [1] has a driving state designating section (not shown) that operates. According to the state of the acceleration switch 45, the running state specifying section (not shown) sends out a signal instructing the running state of the vehicle.

That is, in the first embodiment of the present invention, when the acceleration switch 45 is in the position shown in FIG. There is. Therefore, it is preferable that the acceleration switch 45 be in the position l in FIG.
This corresponds to the state shown in FIG. 6, and being in the old or grouped position in FIG.

The control section 25 includes a target acceleration setting section (not shown) which operates as the target acceleration setting means 4 in FIG. 1, in addition to the driving state specifying section (not shown).

A target vehicle speed setting section (not shown) which is a part of the target vehicle speed setting means 5 in the figure and operates as a setting section described in the claims, and also a part of the target vehicle speed setting means 5. an attained target vehicle speed change control section (not shown) which operates as a change control section as set forth in the claims;
A constant vehicle speed control section (not shown) that operates as constant vehicle speed control means 7 in the figure, an acceleration control section (not shown) that operates as acceleration control means 8 in the figure, and an arrival detection means 9 in the figure
and a reach detection section (not shown) that operates as a.

It has a running state switching control section (not shown) which is a part of the running state switching means 10 in the figure and operates as a switching control section described in the claims.

The target acceleration is set when the acceleration switch 45 is in one of the positions ``■'' to ``group'' in FIG. The target value of acceleration set by the section (not shown) is greater when the acceleration switch 45 is at the mouth position in Figure 6 than when it is at the circle position in Figure 6; It is larger when it is at the group position in the figure than when it is at the mouth position. That is, when the acceleration switch 45 is in the position l, the acceleration running is a slow acceleration running;
The acceleration run when the vehicle is at the mouth position is medium acceleration travel, and the acceleration travel when it is at the group position is rapid acceleration travel.

The changeover switch 46 is a part of the driving state changeover means 10 shown in FIG. position and when the command from the driving state designating part (not shown) of the control part 250 indicates constant speed driving, pull the operating part 18a of the auto cruise switch 18 toward you to turn the contact of the changeover switch 46 into the ON state. If so.

In the first embodiment of the present invention, the above designation is switched to deceleration running,
When the acceleration switch 45 is in any of the positions (5) to (5) in FIG. 6 and the designation is constant speed driving,
When the operating portion 18a is pulled toward the user to turn the contact point ON, the designation is switched to accelerated travel. Also,
When the designation is acceleration or deceleration, pulling the operating portion 18a toward you to turn on the contact point switches the designation to constant speed travel.

Furthermore, when the above-mentioned specification is set to acceleration driving by turning on the above-mentioned contact point, the target vehicle speed set by the target vehicle speed setting section (not shown) of the control section 25 is determined by pulling the operation section 18a toward you. When the contact is left in the ON state, the target vehicle speed change control unit (not shown) of the control unit 25 changes the contact to a value that increases by an amount that increases as the duration of the ON state increases. It has become so. Further, when the above-mentioned specification is set to deceleration driving by turning the above-mentioned contact in the ON state, the target vehicle speed set by the above-mentioned target vehicle speed setting section (not shown) can be changed by similarly leaving the above-mentioned contact in the ON state. The target vehicle speed is changed by the target vehicle speed change control section (not shown) to a value that is decreased by an amount that increases as the duration of the ON state increases.

B) Throttle Skip f47h is for changing the content of the control performed on the throttle valve 31 according to the state of the accelerator pedal 27 or the brake pedal 28, and is indicated by 3 from mouth to mouth in FIG. The above contents are changed corresponding to the two positions.

That is, when the throttle switch 47 is in the opening position shown in FIG. The control is performed so that the valve 31 operates, and when the valve 31 is in the position ~ in Fig. 6, the accelerator pedal 27 and the throttle valve 31 are mechanically directly connected to the movement of the accelerator pedal 27. The throttle valve 31 operates unlike the state, and the brake pedal 28
When the brake pedal 28 is released after decelerating by depressing the engine, control is performed so that the throttle valve 31 is always held at the minimum opening degree that corresponds to the engine idle position until the accelerator pedal 27 is pressed. Furthermore, when the throttle switch 47 is at the mouth position in FIG.
Regarding the movement of the accelerator pedal 27, the throttle valve 31 operates in the same manner as when it is in the above-recommended position, and after decelerating the brake pedal 28, the brake pedal 28 is released.

Except when stopping a running vehicle, the vehicle speed at the time the brake pedal 28 is released is maintained until the accelerator pedal 27 is depressed or acceleration or deceleration is specified by operating the acceleration switch 45 or changeover switch 46. Control is performed to maintain constant vehicle speed.

As shown in FIG. 2, the throttle valve 31 is provided in the intake passage 30 and rotates to open and close the intake passage 30, thereby adjusting the amount of air taken into the engine 13. be.

The target vehicle speed change switch 48 is for changing the set value of the target vehicle speed indicating the vehicle speed that is maintained constant when driving at a constant speed. (
When it rotates in the direction of

As the duration of the rotation increases, the target vehicle speed gradually increases, moving downward along the outer circumferential surface, that is, (→
When the vehicle rotates in the direction, the target vehicle speed gradually decreases as the duration of the rotation increases. Therefore, after the rotation, the target vehicle speed change switch 48 is released.

The value when the switch 48 returns to its original state becomes the new target vehicle speed when traveling at a constant speed.

Next, in FIGS. 2 to 7, reference numeral 19 denotes a vehicle weight detection unit that outputs the weight of the vehicle as a detected weight value based on changes in the relative position of the wheels and the vehicle body, that is, the vehicle height.

20 is an intake air amount detection unit that detects the amount of air taken into the engine 13 through the intake passage 30 and outputs it as a digital value; 21 is provided on the camshaft (not shown) of the engine 13 and detects the engine/engine rotation speed; This is an engine rotation speed detection section that outputs a digital value.

22 is a torque converter of the automatic transmission 32 (not shown)
The same output shaft (not shown) is installed on the output shaft (not shown) of
An output shaft rotation speed detection unit 23 detects the rotation speed of the automatic transmission 32 and outputs it as a digital value; Vehicle speed that detects the stage and outputs it as a digital value.
This is an acceleration detection section.

As shown in FIG. 5, the vehicle speed/acceleration detection section 24 includes a right rear wheel speed detection section 42 that detects the wheel speed of the right rear wheel 36 and outputs it as a digital value, and a right rear wheel speed detection section 42 that detects the wheel speed of the left rear wheel 35. a left rear wheel speed detection section 43 that outputs a digital value, a digital value indicating the wheel speed of the right rear wheel 36 and the left rear wheel 35;
The vehicle speed/acceleration calculation unit 44 calculates the actual vehicle speed and actual acceleration of the vehicle from the digital values indicating the wheel speeds of the vehicle.

Further, 25 is a control section, and as mentioned above, the control section 25 includes a driving state specifying section, a target acceleration setting section, an attained target vehicle speed setting section, and an attained target vehicle speed setting section, which are not shown below. Vehicle speed change control section.

The vehicle has a constant vehicle speed control section, an acceleration control section, an arrival detection section, and a running state switching section, and when the designation by the command of the running state designation means is constant vehicle speed running, the constant vehicle speed control section The opening degree of the throttle valve 31 necessary for the above-mentioned constant speed running is set, and if the above specification is acceleration running, the acceleration control section sets the opening degree of the throttle valve 31 necessary for the above acceleration running, and the above specification is deceleration. When the vehicle is traveling, the acceleration control section sets the opening degree of the throttle valve 31 necessary for the deceleration traveling.

Next, reference numeral 26 denotes a throttle valve rotating section that rotates the throttle valve 31 to a position where the opening degree is set by the control section 25, and the throttle valve rotating section 26 is a fourth
As shown in the figure, move the throttle valve 3 to the position where the opening degree is as above.
an actuator drive unit 39 that outputs a drive signal for rotating the actuator 1;

The throttle valve actuator 40 receives the drive signal output from the actuator drive unit 39 and rotates the throttle valve 31 by the throttle valve actuator 40, which is made up of an electric motor such as a stepper motor, and the throttle valve actuator 40 receives the drive signal output from the actuator drive unit 39. and a throttle valve opening detecting section 41 that detects the opening of the throttle valve 31 and feeds it back to the actuator drive section 39 as a digital value.

The throttle valve 31 is as described above.

It is provided in the intake passage 30 and rotates to open and close the intake passage 30 to adjust the amount of air taken into the engine 13. By controlling and changing the amount of air above,
The fuel control device (
The amount of fuel supplied to the engine 13, which is determined by the amount of fuel supplied to the engine 13, changes. Based on the above determination, the amount of fuel that the fuel injection device (not shown) injects into the intake passage 30 changes, and as a result, the output of the engine 13 changes.

Therefore, the throttle valve rotating portion 26 and the throttle valve 31 correspond to the engine output adjusting means 6 shown in FIG.
The throttle valve opening degree set by the control section 25 corresponds to the control amount of the engine output adjusting means 60.

Further, 33 is a left front wheel of the vehicle, and 34 is a right front wheel. The left front wheel 33 and the right front wheel 34 operate as driving wheels when the vehicle is running by receiving engine output through the automatic transmission 30. It is something.

Next, FIG. 7 shows the auto cruise switch 18 and the control section 2.
5 is a circuit diagram showing a connection part with 5.

In the figure, BUI to BUIO are buffers provided for inputting signals to the control unit 25, and R1 to RIO are pull-up resistors provided on each input side of the buffers BUI to BUIO.

It constitutes an auto cruise switch 18. Acceleration switch, f
45. Changeover switch 46. Throttle switch 47. And the contact configuration of each target vehicle speed change switch 48 is as follows:
As shown in FIG. 7, the symbols attached near each contact point of the acceleration switch 45 correspond to the position diagram or group in FIG.

The symbol (ON) written near the contact of the changeover switch 46 indicates a contact that is in the KON state when the operating portion 18a of the auto-cruise switch 18 is pulled toward you. Furthermore, the symbols ``same'' and ``open'' placed near the contacts of the throttle switch 47 match the positions ``open'' and ``iK'' in FIG. The target vehicle speed change switch 48 is set to (-1-) in FIG.
) or ←) indicates a contact that turns ON when rotated in the direction.

The input side of the buffer is connected to the contact in the ON state among the contacts of each of the above-mentioned switches.

The pull-up resistor connected to the doujinshi side is the buffer BUI
It is connected in parallel with the power supply 48 of BUIO.

Current flows through the pull-up resistor, providing a low-level digital signal.

Therefore, in the case of the contact state shown in FIG.

A low level digital signal is applied to the input sides of the buffers BUI and BU7 of the control section 25, and the buffers BU2 to BU6 . A high level digital signal is applied to the input sides of BU8 to BUIO.

8 to 18 are flowcharts showing the contents of control performed in the engine control device 1 according to the first embodiment of the present invention, and are flowcharts showing steps A101 to A in FIG. 8(i).
117 is a main flow showing the main contents of the above control.

In addition, from step A118 in FIG. 8 (11) to Al2O
This is an interrupt control that interrupts the control every 50 milliseconds and is performed preferentially when the control in steps Al0I to A117 is being performed.

Step A12 in FIG. 8 (in), a flowchart showing the details of the control performed on the counter CAPCNG
1 to A122 are interrupt controls that are performed preferentially by interrupting the control in steps A101 to A117 every 10,417 seconds, based on the accelerator pedal depression amount APS detected by the depression amount detection unit 11. AP
This is a flowchart w-) showing the content of control for determining the rate of change DAPS of S.

Furthermore, steps A123 to A128 in FIG. 8(1v).

Similarly, the above steps Al0I to A11 are executed every 65 milliseconds.
This is an interrupt control that is performed preferentially by interrupting the control by the right rear wheel speed detecting section 4 of the vehicle speed/acceleration detecting section 24.
2, and the left rear wheel speed VARL detected by the left rear wheel speed detection unit 43, the vehicle speed/acceleration calculation unit 44 calculates the actual vehicle speed VA and the actual acceleration DVA of the vehicle. FIG.

FIG. 9 is a flowchart showing details of the throttle direct drive control performed in step A117 of FIG.
The accelerator pedal 27 and the throttle valve 31
The throttle valve 31
The engine 13 is controlled by operating the engine.

FIG. 10 is a flowchart showing details of the throttle non-linear control performed in step A116 of FIG. The state in which the throttle valve 31 is mechanically directly connected is not necessarily equivalent to the state in which the throttle valve 31 is operated and the engine 13
It controls the

FIG. 11 is a flowchart showing details of the accelerator mode control performed in step C137 of FIG. 10, which is the accelerator mode control.

The accelerator pedal depression amount APS detected by the depression amount detection unit 14, the rate of change of the accelerator pedal APS obtained from the APS in the control unit 25, and the counter CAPCNG.
The target acceleration of the vehicle is determined based on the value of
The engine 13 is controlled by rotating the engine.

FIG. 12 is a flowchart showing details of the auto 1 loose mode control performed in step C144 in FIG. At a certain time.

Based on information from each of the detection sections 14 to 24 and each switch in FIG. 2, an acceleration control section (not shown) of the control section 25
, or the constant vehicle speed control section (not shown) is the throttle valve 31
The engine 13 is controlled by setting the opening degree of the throttle valve 31 by the throttle valve rotating section 26 to rotate the throttle valve 31, and the running state of the vehicle is set to acceleration running, deceleration running, or constant speed running. be.

FIG. 13 is a 7o-chart showing details of the changeover switch control performed in step E128 in FIG. Switching of designation of vehicle running state by the changeover switch 46 and the running state switching control unit (not shown) of the control unit 250, and setting and control of the target vehicle speed by the target vehicle speed setting unit (not shown) of the control unit 25 Target vehicle speed change control unit of section 25 (not shown)
This is done in relation to changes in the target vehicle speed.

FIG. 14 is a flowchart showing details of the acceleration switch control performed in step E121 in FIG. This is control for setting the target acceleration Dv corresponding to each of the above positions, which is sometimes performed in a target acceleration setting section (not shown) of the control section 25.

The target acceleration DVS is an acceleration that becomes constant after the vehicle starts accelerating, which is specified by a command from the driving state specifying section (not shown) of the control section 25 by operating the acceleration switch 45 or the changeover switch 46. This indicates the target value of

FIG. 15 is a flowchart showing details of the deceleration control performed in step E131 of FIG. ) is designated as deceleration traveling, in order to perform deceleration traveling at a negative target acceleration set by the target acceleration setting section (not shown) of the control section 25, that is, at a deceleration that is closest to the target deceleration and is achievable. This is mainly performed in an acceleration control section (not shown) and a target acceleration setting section (not shown) of the control section 25.

FIG. 16 is a flowchart showing details of the target vehicle speed control performed in step E133 of FIG. 12 above,
The target vehicle speed control is such that when the command from the driving state designating section (not shown) of the control section 25 becomes constant speed driving due to the operation of the acceleration switch 45 or the changeover switch 46, the driving speed of the vehicle is determined by the above designation. The target vehicle speed is changed by the target vehicle speed change switch 48 in order to perform constant vehicle speed travel that is maintained at the same speed as when the vehicle is traveling at the same speed, and to indicate the target value of the travel speed that is maintained constant during the constant vehicle speed travel. This is mainly performed in the constant vehicle speed control section (not shown) of the control section 25.

FIG. 17 is a flowchart showing details of the acceleration control performed at step El 22 in FIG. ) is designated as accelerated driving, the acceleration of the vehicle is smoothly increased to the target acceleration set by the target acceleration setting means (not shown) of the control unit 25 in accordance with the position of the acceleration switch 45, Smooth the change in acceleration when the traveling speed of the vehicle reaches the target vehicle speed set by the target vehicle speed setting unit (not shown) and the target vehicle speed change control unit (not shown) of the control unit 25 due to the accelerated traveling. This is mainly carried out in the acceleration control section (not shown) of the control section 25 in order to carry out this process.

FIG. 18 is a flowchart showing details of the control for determining the target acceleration D VS, which is performed in step J115 of FIG.
is when the designation by the command from the driving state designation unit (not shown) of the control unit 250 is constant speed driving.

This is the target value of the acceleration of the vehicle to maintain the vehicle running speed at a constant level by increasing the target vehicle speed.

19 to 26 are graphs showing the correspondence between parameters in the map used for control performed by the engine control device 1 of the first embodiment of the present invention and variables read out corresponding to the parameters. be.

FIG. 27 shows the values of the target acceleration and running speed corresponding to the passage of time after the switching when the acceleration switch 45 is switched and the command from the running state specifying unit (not shown) of the control unit 250 specifies accelerated running. This figure shows the change in speed as an example of accelerated driving.

The operation of the engine control device 10 according to the first embodiment of the present invention having the above configuration will be explained based on FIGS. 1 to 27.

First, when the seven ignition switches (not shown) of the vehicle are turned on to start the engine 13, the starter motor (not shown) turns on the crankshaft of the engine 13 (
(not shown) begins to rotate.

The amount of fuel required to start the engine determined by the fuel control device (not shown) is supplied to the Esogin 13 by the fuel injection device (not shown), and at the same time at the timing determined by the ignition timing control device (not shown). When the fuel is ignited by an ignition device (not shown), the engine 13 starts operating on its own.

At this time, the power source is simultaneously connected to the engine control device 1, and control is started according to the flowcharts shown in FIGS. 8 to 18.

After starting the control, first step AI O1 in FIG. 8 (1)
Variables, flags, and timers used in control.

And reset all the counters and set the values to OK level.

Proceed to the next step AlO2.

In addition, priority is given to the control of the main flow by steps Al0I to Al17 in FIG. 8(i), and 5
Interrupt control is performed every 0 milliJ seconds, and
) Interrupt control is performed every 10 milliseconds according to the 70-chart in steps A121 and A122, and as shown in FIG.
) Interrupt control is performed every 65 milliseconds according to the flowcharts A123 to A128O.

Among the above interrupt controls, the control from step A118 to Al2O is performed by the control unit 25,
As mentioned above, this is interrupt control regarding the counter CAPCNG. Immediately after the control by the engine control device IK is started, the counter CAP is set in step A101.
Note that CNG is reset and the value of CAPCNG is set to 0, in step AlI3 CAPCNGKI
By assigning the added value to CAPCNG, C
The value of APCNG is set to 1. Therefore, the 9th step A1
In step 19, the condition of CAPCNG=1 is satisfied and step A
Proceed to l2O, and the value obtained by subtracting 1 from CAPCNG is CA
It is assigned to PCNG and the value of CAPCNG becomes 0. 5
CAP when the above interrupt control starts again after 0 milliseconds have elapsed
Since the value of CNG is the same as at the start of the previous interrupt control as described above, the contents of the above interrupt control will be exactly the same as the previous interrupt control, and the value of CAPCNG after the above interrupt control will be the same again. It becomes 0. Therefore, unless the value of CAPCNG is set to a value other than O in any step of the control of the main flow, the above interrupt control is repeated with exactly the same content, and the resulting value of CAPCNG is always O.

The control in steps A121 and A122 is based on the accelerator pedal depression amount APS detected by the depression amount detection unit 14 as described above, and the rate of change of the accelerator pedal depression amount DAPS.
This is an interrupt control performed in the control section 25 in order to obtain . The above APS is.

A voltage proportional to the amount of depression of the accelerator pedal 27 is output by the pressure spring meter 37 of the depression amount detection section 14 that is linked with the accelerator pedal 27, and the output voltage is outputted by the A-D conversion section 38 of the depression amount detection section 14. Obtained by converting to a digital value. In the above interrupt control, after the above APS is input in step A121, in the first step A122, the difference between the above APS and the accelerator pedal depression amount APS-, which was input 100 milliseconds ago and stored, is determined. It 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 A123 to A128 is interrupt control performed in the vehicle speed number acceleration detection section 24 to calculate the actual vehicle speed VA and actual acceleration DVA, as described above. When the interrupt control is started, first step A123
In step A124, the wheel speed of the right rear wheel 36 detected by the right rear wheel speed detection section 42 is input as VARR, and the wheel speed of the left rear wheel 35 detected by the left rear wheel speed detection section 43 in step A124 is input as VARL. is input.

Next, in step A125, the above VARR and VAR
The average value of L is calculated and stored as the actual vehicle speed VA of the vehicle. Also, the amount of change VA from the actual vehicle speed VA' which was similarly calculated and stored in the ninth step A126 interrupt control.
-VAA' is calculated as the actual acceleration DVA65', and in step A127, the upper -VAA' is calculated as the actual acceleration Dv
A130 is calculated and stored. Further step Al
In step A128, D calculated in step A127 above is
The average value of the VA 13G and the latest four DVA 130 among the DVA 13G calculated in the same manner by the previous interrupt control is calculated as the actual acceleration D VA 85Q.

vA, vAl, VAll I O V A A ? calculated as above? VAA'HD VAas, D V
A 13G g and D V A aso are subjected to two-interrupt control every 65 milliseconds, so their values are updated every 65 milliseconds.

Among the above actual accelerations, DVA6S is calculated based on the two actual vehicle speeds as described above, so it has the highest ability to follow changes in actual vehicle acceleration.

When an error in one actual vehicle speed increases due to disturbances, etc., the influence is large and stability is low. On the other hand, DVAgs.

Since the hand is calculated using five actual acceleration DVA130 calculated based on one actual vehicle speed as described above, the above D
Contrary to VAas, it is less affected by disturbances and has high stability, but the followability is low. Also.

DVA 130 has stability and followability between those of DVAss and DvA85o.

On the other hand, in the main flow of steps AIO1 to A117 in FIG. 8(1), in step AIO2 following step A101, the timer TMB, which determines the timing to open and close the throttle valve 31, counts the time. , and proceed to the next step, AlO3.

In step AlO3, steps A123 to A128
The actual vehicle speed VA and actual acceleration DVAss* DVAt calculated by the vehicle speed/acceleration detection unit 24 through the above-mentioned interrupt control.
30 and the accelerator pedal depression 11APs detected by the DVAasot depression amount detection unit 14, step A1
The control unit 25
The rate of change of the APS calculated by DAPS, the intake air amount AE detected by the intake air amount detection section 20, the engine rotation speed NE detected by the engine rotation speed detection section 21, and the speed detected by the vehicle weight detection section 19. Vehicle weight W, automatic transmission 3 detected by output shaft rotation speed detection unit 22
Rotation speed ND of the torque converter output shaft (not shown) in No. 2
are respectively input, and the accelerator switch 15
．． Brake switch 16. Shift selector switch 17
．． and acceleration switch 45 of auto cruise switch 18
° Selector switch 46. Throttle switch 47. The contact information of each switch of the target vehicle speed change switch 48 and the information of the used gear of the automatic transmission 32 detected by the first gear detecting section 23 are taken in.

In the next step AlO4, it is determined whether or not the value of the flag I4 is 1, which indicates that constant speed driving should be specified by the driving state designation unit (not shown) of the control unit 250, when the value is 0. It is.

If it is determined that the constant speed running state is specified and I 4 = 1, the process proceeds to step A103, and if it is determined that the constant speed driving state is not specified and I 4 = 1, the process proceeds to step A107.

If the process proceeds to step A107, a value of 0 indicates that in the target vehicle speed control performed in step E133 of FIG. Flag 1 indicated by something
It is determined whether the value of 8 is 1 or not. Step A above
If it is determined in step 107 that l8=1, the process proceeds to step A107; if it is determined that l8=1 is not the case, the process proceeds to step A106.

In step A106, the cycle tK2 of timing for opening and closing the throttle valve 31 is set to a preset constant value Tk.
In step A107, the period tk2 is specified as
is the engine rotation speed N input in step AlO3 above.
It is specified by the product of the reciprocal of g and a preset constant value coefficient α.

Therefore, when constant speed driving is specified by the driving state designation unit (not shown) of the control unit 250 and control is performed after the vehicle speed almost matches the target vehicle speed during the target vehicle speed control, the throttle valve 31 is The throttle valve 31 is opened and closed at a constant cycle, and in cases other than the above, the throttle valve 31 is opened and closed at a cycle that decreases as the rotational speed of the engine 13 increases.

When the process proceeds from step A106 or step A107 to step AlO3, the time tTMB counted by the timer TMB is t T with respect to the above tK2.
It is determined whether M B > t K 2 or not*
If it is determined that t T M B > t K 2, proceed to step A109 and determine that t T M B > t
If it is determined that it is not K2, the process advances to step A112.

If tTMB>tKz, the current control cycle corresponds to the timing for opening/closing the throttle valve 31, and in step A109, the timer TMB is reset to obtain the next timing for opening/closing the throttle valve 31, and the timer TMB is reset to tTMB. Let the value of be 0.

After the timer TMB starts counting the time again in step Al10, the value of the flag Ill, which indicates that the control cycle is for opening and closing the throttle valve 31 by having a value of 1, is set to 1. Also t T
If M B > t K 2.

Since the current control cycle does not correspond to the timing for opening and closing the throttle valve 31, the value of the flag Ilt is set to O in step A112.

When the process proceeds from step A11l or step A112 to step A113, it is determined whether the shift selector 29 is in the D range position based on the contact information of the shift selector switch 17 input in step A1O3, and the D range is selected. If it is determined that the vehicle is in the D range position, the process proceeds to step A114, and if it is determined that the vehicle is not in the D range position, the process proceeds to step A117, since complex control based on the driving state of the vehicle, etc. is not required in any position other than the D range. Direct throttle control is performed.

When the process proceeds from Step A113 to Step Al14, it is determined whether or not the throttle switch 47 of the auto cruise switch 18 is in the position ■ in FIG. , the throttle valve 31 operates in response to the movement of the accelerator pedal 27 in the same manner as when the accelerator pedal 27 and the throttle valve 31 are mechanically directly connected, so the throttle switch 47 If it is determined that the position is the old position, the process advances to step A117 and direct throttle control is performed.

In step A114 above, the throttle valves A and J 47
When it is determined that the position is not the mouth and the process proceeds to step A115, the engine rotation speed NE input in step AlO3 is set to a preset standard slightly lower than the idle rotation speed after the warm-up operation of the engine 13 is completed. N for the value NkK
It is determined whether or not E<Nk, and if it is determined that NE<Nk, the process proceeds to step A117 and direct throttle control is performed; if it is determined that NE<Nk is not the case, the process proceeds to step A116. Non-linear throttle control is performed. Therefore, when the engine is started, the throttle valve 31 is activated until the engine 1130 rpm rises to the steady-state rpm from the engine stop state, or when the operating state of the engine 13 becomes unstable for some reason and the engine rpm decreases. The engine 13 is operated and controlled only in response to the movement of the pedal 27.

When the non-linear throttle control in step A116 or the direct throttle control in step A117 is completed, one control cycle is completed, and the process returns to step AlO3 to repeat the above-described control. Therefore, each detected value and each contact point information are updated and inputted in step AlO3 every control cycle, and the above-mentioned control is performed based on the detected value and contact point information.

The throttle direct drive control in step A117 is performed according to the flowchart shown in FIG.

First, in step B101 in the same figure, the throttle valve opening *THD is preset from the map #MAPS in which the accelerator pedal depression amount APS is set as a parameter according to the relationship shown in FIG. 19θ. Accelerator pedal depression amount APS input in Step 1, AlO3
The throttle valve opening degree θTHD corresponding to IF is read out and set, and the process proceeds to step B102. Step B102
Then, it is determined whether the flag l1lO value is 1 or not, and if it is determined that 11t==1, the current control cycle corresponds to the timing for opening and closing the throttle valve 31, so the process proceeds to step B103. After opening and closing the throttle valve 31, the direct throttle control in the current control cycle is ended. If it is determined that 111 is not 1, the current control cycle does not correspond to the timing for opening and closing the throttle valve 31, so the throttle direct drive control in the current control cycle is ended without doing anything.

In step B103, the controller 25 instructs the throttle valve port moving part 26 to perform the step described above.

A signal instructing the throttle valve opening θTHD set in the program BIOI is sent, and in the throttle valve opening movement section 26, the actuator drive section 39 receives the signal and directs the throttle valve actuator 40 to the throttle valve opening θTHD.
The throttle valve actuator 40 rotates the throttle valve 31 by sending out a drive signal to rotate the throttle valve 31 to the THD position. At this time, the opening degree of the throttle valve 31 is detected by the throttle valve opening detection section 41, and the detection result is fed back to the actuator drive section 39, so that the throttle valve opening degree becomes 0 HD based on the detection result. The actuator drive unit 39 subsequently sends out the drive signal necessary for rotating the throttle valve 31 to the position. When the throttle valve opening detection unit 41 detects that the throttle valve 31 has been rotated to the above position, the actuator drive unit 39 stops sending out a drive signal in response to the detection result, and the throttle valve Valve 31 stops at the above position.

As described above, in the direct throttle control, the throttle valve opening θTHD is determined based only on the amount of depression of the accelerator pedal 27, and the throttle valve opening θTH
D and accelerator pedal depression amount APS,! : is in a proportional relationship as shown in FIG.
The throttle valve 31
is activated.

Note that the throttle valve 31 performs the above operation.

By opening and closing the intake passage 30, the engine 13
The amount of fuel supplied to the engine 13 is determined by a fuel control device (not shown) based on the air amount detected by the intake air amount detection section 20 and the operating state of the engine 13. changes. Based on the above determination, the amount of fuel that the fuel injection device (not shown) injects into the intake passage 30 changes, and as a result, the output of the engine 13 changes.

Further, the throttle non-direct motion control in step A116 of FIG. 8(i) is performed according to the flowchart shown in FIG. 10. First, in step C101 in the figure, it is determined whether or not the contact of the brake switch 16 is in the ON state based on the contact information input in step AlO3 in FIG. 8 (+).

If the brake pedal 28 is being depressed to brake the vehicle, it is determined in step C101 that the contact point of the brake switch 16 is in the ON state, and the process proceeds to step ClO2; if the brake pedal 28 is not being depressed, the process proceeds to step ClO2. In this case, it is assumed that the above-mentioned contact point is not in the ONN state, and the process proceeds to step C113. Therefore, when the brake pedal 28 is depressed and when it is not depressed.

Control with different content is performed □ If the brake pedal 28 is depressed and the process advances to the extraction step ClO2, the same step is performed.

Since the value of flag ClO2 is 0, the value of flag 7, which indicates that the brake pedal 28 was depressed in the previous control cycle, is set to O.

Next, in step ClO3, it is determined whether the value of flag I2 is 1 or not. The above 7 lag I2 is.

As will be described later, depress the brake pedal 28 to apply the brake (
A value of 1 indicates that a sudden braking state in which the deceleration is greater than a preset reference value has continued for longer than a preset reference time when the vehicle is decelerated by a method (not shown) that is 1. It is something. In the above step ClO3
If it is determined that 2=1, step C112 described below
If it is determined that I2≠1 is not satisfied, the process proceeds directly to step ClO4.

) Proceeding from step ClO3 to step ClO4,
The actual acceleration D V A 13G input in step Al 03 of FIG. 8 (1) is 2 to the preset negative reference value.
In contrast, it is determined whether DVA130<K2. Since the actual acceleration D V A 130 has a positive value when the vehicle is accelerating, it becomes a negative value when the vehicle is decelerating, and the actual acceleration D V A 130 has a negative value when the vehicle is decelerating.
Determining whether VA13G<K2 holds 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 a brake (not shown), and in step CI 04, the DVA 130
If it is determined that DVA13G<K2, the process proceeds to step C107, and if the sudden braking is not performed, and if it is determined that DVA13G<K2 does not hold in step ClO4, the process proceeds to step C103.

If the process advances to step C107, the actual acceleration DVA
A state in which tao is smaller than the above reference value by 2.

In other words, the value 1 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.
It is determined whether the value of the flag If is 1 or not, and if it is determined that the timer TMA has already counted time and 11=1, step C
Proceed to 110.

The above timer TMA is not counting time and is 1
If it is determined that 1 is not 1, the process proceeds to step ClO3, where the value of the 7 lag 11 is set to 1, and in step C109, the timer TMA starts counting the time, and then the process proceeds to step C110.

In step Cll0, the time i counted by the timer TMA is a preset reference time t.
It is determined whether or not tTMA)j Kl for K1. If it is determined that tTMA)t Kl, the process proceeds to step C11l, and after setting the value of the flag I2 to 1, the process proceeds to step C112.

tTMA) If it is determined that it is not tKl, direct ST.
The process advances to step C112, and the value of the flag I2 remains 0.

On the other hand, in the above step ClO4, DVA130<K
If it is determined that the time is not 2 and the process proceeds to step ClO3, the deceleration due to the brake (not shown) is less than the reference value and there is no need to count the time by the timer TMA, so the timer TMA is In case it becomes necessary to count by

In step ClO3, the value of the flag 11 is set to O.

In step C106, the timer TMA is reset to stop counting time and the count time tTMA is reset.
After setting the value to O, the process proceeds to step C112.

Through the control in steps C103 to C111 above, if the duration of the state in which the deceleration due to the brake (not shown) is greater than the reference value is longer than the reference time, the value of the flag I2 is set to 1, and the same value is set to 1 once. And, the above step, Cl.
Unless the value is set to 0 in any step other than O3 to C111, there will be no change even if the deceleration becomes less than the reference value.

In step C112, the control unit 25 sends a signal to the throttle valve rotation unit 26 to designate the minimum throttle valve opening that corresponds to the engine idle position. In the throttle valve rotation section 26, the actuator drive section 39 receives the signal and sends a drive signal to the throttle valve actuator 40 to rotate the throttle valve 31 to the throttle valve opening degree. Actuator 40 rotates throttle valve 31. At this time, the opening degree of the throttle valve 31 is detected by the throttle valve opening degree detection section 41.

Since the detection result is fed back to the actuator drive section 39, the actuator drive section 39 continues to send out the drive signal necessary for rotating the throttle valve 31 to the position corresponding to the throttle valve opening based on the detection result. When the throttle valve opening detecting section 41 detects that the throttle valve 31 has been rotated to the above position.

The drive signal from the actuator drive section 39 is no longer sent, the throttle valve 31 stops at the above position,
Braking force is generated by the engine brake.

As mentioned above, when the brake pedal 28 is depressed, the purpose is to decelerate the vehicle, so the steps and steps mentioned above are performed.
After passing through the control of O3 to C111.

By always maintaining the throttle valve 31 at the minimum opening that corresponds to the engine idle position, braking of the vehicle by the engine brake is performed together with braking by the brake (not shown).

If the brake pedal 28 is not depressed and the process advances from step C101 to step C113.

It is determined whether the value of flag 7 is 1 or not.

As described above, the flag I7 indicates whether or not the brake pedal 28 was depressed in the previous control cycle.If the brake pedal 28 was not depressed in the previous control cycle, the value of the flag I7 is l. If the brake pedal 28 was depressed during the previous control cycle, the value of the flag I7 will be 0, so in step C113, it is determined that the brake pedal 28 is not depressed. After that, it is determined whether or not it is the first control cycle.

In step C113 above, tI7=1. That is, if it is determined that this is not the first control cycle after the brake pedal 28 is not depressed, the step
If it is determined that 11 is not 1, that is, this is the first control cycle after the brake pedal 28 has not been depressed, the program advances to Step C114.

When the process advances from step C113 to step C114, the brake pedal 28 has not been depressed and there is no need to count the time using the timer TMA as described above, so the above-mentioned counting is performed again in the 9th and subsequent control cycles. In preparation for this, the value of the flag 11 is set to 0.

Further, in the ninth step C115, the brake pedal 28
is not pressed, so the value of the above flag I7 is set to 1,
In step C116, the above steps are performed.

For the same reason as step C114, timer TMA is reset to stop counting time, and the value of count time j TMA is set to O. Further, in step C117, the throttle valve 31 that is first visited after the auto cruise mode control in step Cl44 is started in each control cycle.
The throttle valve 31 may not have been opened or closed in the control cycle corresponding to the opening/closing timing, or the throttle valve 31 may have already been opened or closed, but the vehicle may not be running due to the operation of the acceleration switch 45 or changeover switch 46 in the auto cruise mode control. A flag i1 whose value is 0 indicates that the throttle valve 31 has not yet been opened or closed in the control cycle corresponding to the first opening/closing timing of the throttle valve 31 after the state designation is changed.
Let the value of 2 be O.

The process advances to step C118.

In step 0118, the step of FIG.
Based on the contact information input in step 3, it is determined whether the contact of the accelerator switch 15 is in the ON state.

When the accelerator pedal 27 is depressed and the contact point of the accelerator switch 15 is in the OFF state, step C13
Proceed to Step 5, set the value of the flag I2 to O, and proceed to Step 01.
After setting the value of the flag I3 to 1, which indicates that the throttle valve 31 should be held at the minimum opening that corresponds to the engine idle position by setting the value to 0, in step C137.
Proceed to.

Therefore, the value of the flag (2) is set at step C as described above.
If 11l is set to 1, step C13 above is performed.
The above value remains at l until control No. 5 is performed. That is, when the accelerator pedal 27 is depressed, the value of the flag (2) becomes O.

In step C137, as described above.

The accelerator pedal depression amount APS detected by the depression amount detection section 14 and the rate of change DAPS of the accelerator pedal depression determined by the control section 25 from the accelerator pedal depression amount APS.

The target acceleration is determined based on the value of the counter CAPCNG, and the throttle valve 31 is rotated to control the engine 13 so that the engine output obtains the vehicle acceleration equal to the target acceleration. Ends the throttle non-direct motion control in the control cycle.

Since the accelerator pedal 27 is not depressed, the contact point of the accelerator switch 15 is in the ON state, and step C1 is performed.
18 to step C119, the accelerator pedal 2
Accelerator pedal depression amount APS when the depression amount increases in 7
The value of DAPMXO, which indicates the maximum value of the rate of change DAPS, is set to 0, and in the ninth step Cl2O, DA, which indicates the minimum value of the rate of change DAPS when the depression amount decreases, is set to 0.
Let the value of PMXS be 0.

Further, in step C121, the latest actual vehicle speed vAI calculated by the interrupt control in steps A123 to A128 in FIG.
PK The above actual vehicle speed VAI is substituted.

Next, in step C123, the position of the throttle switch 47 of the o-) cruise switch 18 is determined from the contact information input in step AlO3 of FIG. 8(i).
It is determined whether the position is l in the figure, and as mentioned above, if the throttle switch 47 is in the l position, the brake pedal 8 is depressed to decelerate the vehicle, and then the brake pedal 28 is released. Since it is specified that the throttle valve 31 is held at the minimum opening degree that corresponds to the engine idle position when the accelerator pedal 27 is not depressed, if it is determined that the throttle switch 47 is in the position ■, step C126 is executed. After setting the value of the flag 3 to 0, in step C112, the throttle valve 3 is changed as described above.
1 to the position where the opening degree is the minimum.

In step C123 above, the throttle switch 4
If it is determined that the position of 7 is not ■.

Proceeding to step C124, in step C124, the V OFF is compared to the preset reference value Kl, and the Qo
It is determined whether rr<Kt.

In step C124, if it is determined that VOFF<Kl, the process proceeds to step C125, where it is determined whether the value of the flag ■2 is 1, and if l2=1, the process proceeds to step C126. After proceeding and setting the value of the flag I3 to 0.

In step C112, the throttle valve 31 is rotated to the position where the minimum opening is achieved as described above. Further, if it is determined in step C124 that V OFF (Kl is not true), or if it is determined in step C125 that l2 is not 1, the process advances to step C145.

Therefore, when the brake pedal 28 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 braking is stopped. When the vehicle speed is lower than a preset reference value and the accelerator pedal 27 is not depressed, priority is given to braking the vehicle, and the throttle valve 31 is maintained at the minimum opening degree even after the brake pedal 28 is released.

Braking is performed by engine braking.

That is, when decelerating by braking to stop at an intersection or the like, the brake pedal 28 is temporarily released just before the stop in order to alleviate the impact of stopping, but as described in this special article, the throttle valve 31 Braking by engine braking is performed by maintaining the above-mentioned minimum opening degree.

When the process proceeds from step C124 or step C125 to step C145, the flag I4 whose value is 0 indicates that constant speed driving should be specified by the driving state designating section (not shown) of the control section 25. After setting the value to 0, the process advances to step C127.

In step C127, since it is not necessary to maintain the throttle valve 31 at the minimum opening degree, the value of the flag I3 is set to 1.
Then, in the next step C128, the value of the 7 lag I8 is set to 1.
After that, in step C129, the actual vehicle speed VAI input in step C121 is substituted for the target vehicle speed vS when traveling at a constant speed.

Next, in step C130, the target torque TOMl required to maintain the vehicle speed equal to the target vehicle speed vS is calculated using the following equation (11).

IIr TOM 1-((y-・ks+1)”(DVS3
DVS65) 10 TQ'TEM)/TQ...
...(1) In the above equation (1), W is the weight of the vehicle detected by the vehicle weight detection section 19 and inputted in step AlO3 in FIG. 8 (+), and r is the weight that is stored in advance. Left front wheel 33
Alternatively, the tire effective radius of the right front wheel 34, II is the gravitational acceleration, and kg is a coefficient set in advance to convert the gear position used in the automatic transmission 32 to the first gear, which is the gear position detection unit 23. The value is set corresponding to the gear position of the automatic transmission 32 currently in use, detected by and input in step AIO3. Also.

ki is the correction amount tTQ regarding the inertia of the engine 13 and the automatic transmission 32 around the drive shaft of the vehicle;
2, and the torque ratio TQ is the output shaft rotation speed ND of the torque converter (not shown) in the automatic transmission 32 detected by the output shaft rotation speed detection unit 22 and input in step AlO3 above. The engine rotation speed detection section 21
Determined by maps $M and TRATQ (not shown) preset based on the characteristics of the automatic transmission 32 using the speed ratio e obtained by dividing the speed ratio detected by the engine speed NE input in step AlO3 as a parameter. It is something that will be done. Furthermore, in the above formula (1), D
VS3 is the difference between the target vehicle speed vS and the actual vehicle speed VA - VS-V
A is a parameter, and the target acceleration is determined by map #MDVS3 set in advance according to the correspondence shown in FIG. However, in step C130, the target vehicle speed vS is set to the brake pedal 28 as described above.
Since this is the actual vehicle speed immediately after release, the target acceleration DVSa is calculated by setting the value of the difference VS-VA to 0 in the above equation (1).
As a result, the value of the target acceleration DVS3 also becomes 0 from the correspondence shown in FIG. Also, DV
Aas is step A1 of FIG. 8(iv) as described above.
2. The actual acceleration 1EM calculated by the interrupt control from 3 to A128 and input in step AlO3 is detected by the intake air amount detection section 20, and the intake air amount AE input in step AlO3 is converted to the engine rotation speed. AE divided by NE/
The actual torque being output by the engine 13 is determined by a map #TEMAP (not shown) that is preset based on the characteristics of the engine 13 using NE and the above-mentioned NE as parameters.

In the next step C131, the target torque TOM,! : Engine 1 using the rotation speed NB of engine 13 as a parameter
From the map #MTH (not shown), which is preset based on the characteristics of No. 3 and is used for the purpose of determining the necessary throttle valve opening θTH to make the torque output from the engine 13 equal to the target torque TOM, The throttle valve opening degree θT old corresponding to the target torque TOM1 calculated in the step C130 and the engine speed NE detected by the engine speed detecting section 21 and input in the step AlO3 is read, and the process proceeds to step C132.

In step C132, a signal instructing the throttle valve opening degree OTHI read in step C131 is sent from the control section 25 to the throttle valve rotation section 26, and the throttle valve rotation section 26 sends a signal instructing the throttle valve opening degree OTHI read in step C131 to the throttle valve rotation section 26. receives the signal and sends a drive signal to the throttle valve actuator 40 to rotate the throttle valve 31 to the position where the throttle valve opening degree θTHI is reached, and the throttle valve actuator 40 rotates the throttle valve 31. Do the following. At this time, the opening degree of the throttle valve 31 is detected by the throttle valve opening degree detection section 41.

Since the detection result is fed back to the actuator drive section 39, based on the detection result, the drive signal necessary for rotating the throttle valve 31 to the position where the throttle valve opening is 0TIIl is continuously sent to the actuator drive section. 39 sends out, throttle valve 3! When is rotated to the above position, the actuator driving section 39 stops sending out the drive signal, and the throttle valve 31 stops at the above position.

As the throttle valve 31 opens and closes the intake passage 30 through the above-described operation, the amount of air taken into the engine 13 changes as described above, and the amount of air is detected and supplied to the engine 13 based on the detection result. The fuel amount determined by a fuel control device (not shown) that determines the fuel amount changes.

As a result, the engine output changes, and the target torque TOM
A torque approximately equal to 1 is output from the engine 13.

As described above, the torque output from the engine 13 is approximately equal to the torque required to maintain the vehicle speed constant by setting the actual vehicle speed immediately after the release of the brake pedal 28 as the target vehicle speed, and is determined by the control in steps C129 to C132 described above. , immediately after the brake pedal 28 is released, the reference time t
Even if the control cycle does not correspond to the opening/closing timing of the throttle valve 31 determined by KZ, the throttle valve 31 is provisionally rotated to a position where the throttle valve opening degree is estimated to maintain the vehicle speed immediately after the release of the brake pedal 28. Then, extensive preparations are made for transition to constant speed driving using the target vehicle speed.

Step C113 to Step C in the previous control cycle
If the control as described above is performed in step 114 and the brake pedal 28 remains released in the current control cycle, step C1 is executed in the previous control cycle.
Since the value of flag I7 is set to 1 in step C15, it is determined that l7=1 in step C113, and step C13
3, it is determined whether or not the contact of the accelerator switch 15 is in the ON state based on the contact information input in step AIO3.

When the accelerator pedal 27 is depressed, step C13 is performed.
If it is determined in step 3 that the contact point of the accelerator switch 15 is not in the ON state, the process proceeds to step C134, where the value of the 7 lag I12 is set to 0, and then the process proceeds to step C135, where the value of the flag I2 is set to 0, In step C136, the value of the flag I3 is set to 1 and the process advances to step C137.

Said flag I 2 u *As mentioned above, step C
When the value is set to 1 in 11l, the value does not change until the control in step C135 is performed.

Step C135 can be proceeded from step C118, or step C133 to step C13.
4, but in either case, the contact point of the accelerator switch 15 is in the OFF state, so by depressing the accelerator pedal 27 and accelerating the vehicle again, the value of the flag 2 can be changed. It becomes O.

Further, in step C137, the accelerator mode control is performed, and as in step C135, the accelerator mode control is always performed when the accelerator pedal 27 is depressed.

The accelerator pedal 27 is not depressed and the above step C133
If it is determined that the contact point of the accelerator switch 15 is in the ON state, that is, after decelerating with the brake (not shown) and releasing the brake pedal 28 to complete the deceleration, the previous control is performed without depressing the accelerator pedal 27. When the control from steps C113 to C132 described above is performed in the cycle, the value of the maximum value DAPMXO is set to O in step 0138, the value of the minimum value DAPMXS is set to O in step C139, and then step C140 is performed.
It is determined whether the value of the 7-lag I3 is 1 or not. As described above, the value of the flag I3 is 0, which indicates that the throttle valve 31 should be held at the minimum opening position that corresponds to the engine idle position, and in step C140, l3=1. If it is determined that Ia=1, the process proceeds to step C141, and if it is determined that Ia is not 1, the process proceeds to step 0112, where the opening degree of the throttle valve 31 is set to the minimum opening degree that makes the engine idle position, as described above. As mentioned above, the value of the flag I3 becomes 0 when the process proceeds to step C126, so when the throttle switch 47 is in the position ■ in FIG. 6 and when the brake (not shown) If the duration of the state in which the deceleration during deceleration is greater than the reference value is longer than the reference time, and the vehicle speed at the end of the deceleration is lower than the reference value, both the accelerator pedal 27 and the brake pedal 28 are released. During this time, the throttle valve 31 is always maintained at the above-mentioned minimum opening degree, and braking is performed by the engine brake.

When proceeding from step C140 to step C141, it is determined whether the value of the flag 112 is 1,
When it is determined that l1z=1, the process proceeds to step C143, and when it is determined that l1z=1 is not, the process proceeds to step C14.
Proceed to step 2.

As described above, the flag 11z controls the opening/closing of the throttle valve 31 in the control cycle corresponding to the first opening/closing timing of the throttle valve 31 after the auto-cruise mode control in step C144 is reached in each control cycle. What has not been done yet, or has already been done, is opening/closing of the throttle valve 31 that occurs first after the designation of the vehicle running state is changed by operating the acceleration switch 45 or changeover switch 46 in the auto cruise mode control. A value of 0 indicates that the throttle valve 31 has not yet been opened or closed in the control cycle corresponding to the timing of .

Therefore, when the value of the flag 112 is 0, the vehicle running state is shifted to the vehicle running state by the auto cruise mode control, or the vehicle running state is changed by operating the acceleration switch 45 or the changeover switch 46 after the shift. When changing, the opening degree of the throttle valve 31 may change significantly, so in order to more accurately open and close the throttle valve 31 to the required opening degree and implement the above transition or change quickly. Since we need data that best follows the change in the actual value up to just before the above opening/closing and has the closest value to the same value, we proceed to step C142 to determine the actual value used in the auto cruise mode control. As mentioned above, as the value of acceleration DVA, DVA has the value closest to the actual acceleration of the vehicle and has the highest ability to follow changes in the same acceleration.
Adopt ss.

In addition, if the value of the flag 112 is 1, the opening/closing operation has already been performed at the time of the transition or change, and the change in the opening degree of the throttle valve 31 will not become large, so the followability will decrease somewhat. However, the difference between the actual value and the measured data is small, and the stability of the control should be emphasized rather. Therefore, the process proceeds to step C143, and as the value of the actual acceleration DVA, the following value is set as the value of the actual acceleration DVA, which is higher than the DVA as described above. DVA130, which has lower properties but is highly stable, is used.

After setting the value of the acceleration DMA in step C142 or step C143, the process proceeds to the ninth step C144, where auto-cruise mode control, which will be described later, is performed and the throttle non-linear control in the current control cycle is ended.

As described above, steps C101 to C14 in FIG.
By performing the throttle non-direct motion control indicated by 4, when the brake pedal 28 is depressed and braking is performed by a brake (not shown), the throttle valve 31 is held at the minimum opening that corresponds to the engine idle position. Braking by engine braking is performed in parallel with the above braking.

When the brake pedal 28 is released and the accelerator pedal 27 is depressed, accelerator mode control, which will be described later, is performed.

Also, if the duration of the state in which the deceleration is greater than the reference value when the brake pedal 28 is depressed to decelerate the vehicle is longer than the reference time, and the vehicle speed immediately after the brake pedal 28 is released is smaller than the reference value. Even if the brake pedal 28 is released.

The throttle valve 31 is held at the minimum opening degree until the accelerator pedal 27 is depressed, and braking by the engine brake continues.

If the deceleration is less than the reference value, the duration time is less than the reference time, or the vehicle speed is more than the reference value, unless the accelerator pedal 27 is depressed, the brake pedal 2
8. After the throttle valve 31 has been provisionally rotated to a position where the throttle valve opening corresponds to constant speed driving that maintains the vehicle speed immediately after release.

Auto cruise mode control is performed. In the auto cruise mode control described above, if there is no change in the contact information of the auto cruise switch 18 after the brake pedal 28 is released, the vehicle runs at a constant speed as described later. 31
It has nothing to do with the opening and closing timing of the brake pedal 28.
Since the time when the brake pedal is released does not coincide with the opening/closing timing described above, immediately after the brake pedal 28 is released, the throttle valve 31 is temporarily rotated to the position where the throttle valve opening is as described above, and the ninth control is performed. By performing auto-cruise mode control after the cycle, and rotating the throttle valve 31 by the auto-cruise mode control in the control cycle at the opening/closing timing of the throttle valve 31.

The transition to constant vehicle speed running occurs immediately after the brake pedal 28 is released, with almost no variation in vehicle speed.

Also, the brake pedal 28 is released and the accelerator pedal 2
After depressing the accelerator pedal 27 to perform accelerator mode control, which will be described later, the auto-cruise mode control is also performed when the -accelerator pedal 27 is released.

In the throttle non-linear control, the accelerator mode control in step C137 in FIG. 10 is performed by the control section 25 according to the 70-chart in steps D101 to D126 shown in FIG.

First, in step DIOI, map #-MD is used to obtain the target acceleration DVSs in the previous control cycle.
It is determined whether VS6S was used. The above map #MDVSaS is the target acceleration D using the accelerator pedal depression amount APS detected by the depression amount detection unit 14 and inputted in step AlO3 of FIG. 8(i) as a parameter.
This is to find VS s, and the accelerator pedal 2
The APS and the DVSa have a corresponding relationship as shown in FIG. 20 O#MDVS6S. In step DIOI, if it is determined that map #MD VS6S was used in the previous control cycle, it is assumed that the control for decreasing the amount of depression was performed last time, and the process proceeds to step D112, where map #MDVS6 is used in the previous control cycle. If it is determined that S was not used, it is determined that the control for decreasing the amount of depression was not performed last time, that is, the control for increasing the amount of depression was performed last time, and the process proceeds to step D102.

When proceeding to step DIQ2, as shown in Fig. 8 (iii)
When the rate of change DAPS of the accelerator pedal depression amount APS calculated by the interrupt control of steps A121 and A122 and inputted in step A1O3 of FIG. 8(1) reaches a preset negative reference value of 6, DAPS It is determined whether or not <Ks. In step D102 above, DAP
If it is determined that S<Kg, press the accelerator pedal 27.
Since the amount of depression is currently decreasing, the process advances to step D103.

If it is determined that D A P S < Ks, it is assumed that the amount of depression of the accelerator pedal 27 is increasing, and the process proceeds to step D105.

If the process advances to step D103, the control in the previous control cycle was for increasing the amount of depression, and this time, conversely, the amount of depression is decreasing, so the speed of change DAPS when increasing the amount of depression is If the value of the maximum value DAPMXO is O, 9
In the next step D104, the minimum value DAPMXS of the speed of change when the amount of depression is decreased is set to 0, and then the process proceeds to step D115. Note that DAPMXO is the value when the amount of depression of the accelerator pedal 27 increases, so it is always a value of 0 or more, and DAPMXS is the value when the amount of depression of the accelerator pedal 27 is decreased, so it is always a value of less than 0.

When the process proceeds from step DIOI to step D112, it is determined whether or not the rate of change DAPS is greater than K7 with respect to a preset positive reference value KyK. If it is determined in step D112 that DAPS>K7.

If it is determined that the amount of depression of the accelerator pedal 27 is increasing, the process proceeds to step D113, and if it is determined that tDAPS>K7 is not satisfied, the process proceeds to step D115, assuming that the amount of depression of the accelerator pedal 27 is decreasing.

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

The above DAPMXO value is set to 0 and the 9th step D114
After setting the value of DAPMXS to O, step D11
Proceed to step 5.

Therefore, when it is determined that the amount of depression of the accelerator pedal 27 is increasing, the control of steps D122 to D126 is performed after passing through the control of steps DIO5 to D111, and the amount of depression of the accelerator pedal 27 is decreasing. When it is determined that there is, the control in steps D115 to D121 is performed, and then the control in steps D122 to D126 is performed.

Step D105
The target acceleration DVSs corresponding to the accelerator pedal depression amount APS detected by and input in step AIO3 of FIG. 8(1) is read from map #MDVS60.

The map #MDVS60 is for determining the target acceleration DVSs when the accelerator pedal 27 is being depressed using the accelerator pedal depression APS as a parameter, and the APS and DVSs are shown in FIG. It has a correspondence relationship indicated by #MDVS60 in the middle.

In the next step, step D106, the DAPMXO stored in the previous control cycle is compared with the DAPS in the current control cycle.

If it is determined that DAPMXO<DAPS, the above DAPS is newly set as the value of APMXO in step C.
In step 107, the value is substituted into the D A P MX O and stored, and the process proceeds to step D108. Also.

If it is determined that DAPMXO<DAPS,
The DAPMXO stored in the previous control cycle is stored as is, leaving 9. Ste.

Proceed to step D108.

In step D108, D
Target acceleration DVS7 corresponding to APMXO is map #M
Read from DVS70. The above map #MDVS70
is for determining the target acceleration DVS 7 when the amount of depression of the accelerator pedal 27 is increasing using the DAPMXO as a parameter, and the DAPMXO and the D
It has a correspondence relationship with VS7 as shown by #MDvS70 in FIG.

As is clear from the correspondence shown in FIG. 21, by controlling steps D106 to D108,
The faster the amount of depression of the accelerator pedal 27 is increased, the more the value of the target acceleration DVS7 increases. However, as shown in #MDvS70 in FIG. 21 above, the above D A
When P MXO exceeds the value, the above target acceleration DVS
Since the value of y is constant, extreme sudden acceleration that would lead to a decrease in safety is not performed.

In the next step, step D109, the rate of change DAPS of the accelerator pedal depression amount APS is set to a preset reference value of 8.
It is determined whether DAPS>Kg for +D
If it is determined that A P S > Kg, it is determined that the change when the amount of depression of the accelerator pedal 27 increases is large, and the process proceeds to step Di 10. If it is determined that DAPS > Kg, it is determined that the change is not large and the process proceeds to step D11.
Go to 1. Also.

When proceeding from step D109 to step DIIO, the value of the counter CAPCNN is set to 1.

Proceed to step D111.

In step D111, the target acceleration DVSs corresponding to the value of the counter CAPCNG is mapped to #MDVS80.
Read from. The map #MDVS 80 is the target acceleration DVS when the amount of depression of the accelerator pedal 27 is increasing, using the value of the counter CAPCNG as a parameter.
The counter CAPC is for calculating a.
The value of NG and the above DVSs are O#:MDVS in Figure 22.
80.

Counter CAPCN used in step Dll above
As mentioned above, the value of G is determined by step A in Fig. 8 (11).
The target acceleration DVSs is set by the interrupt control of 118 to Al2O, and is always O unless a value other than O is substituted. If the same value is O, the target acceleration DVSs read from the map #MDVS80 in step D111 is also 7) #MD
As is clear from VS80, it is 0. Further, if the rate of change DAPS is greater than the reference value 8, the counter CAPC is set in step D11O as described above.
Since the value of NG is set to 1, the counter CAPCNG is always
The value of becomes 1, and at this time, in step D111, map #M
As is clear from 77) #MDVS80 in FIG. 22, the target acceleration DVS s read from the DVS80 is the maximum in the map #MDVS80.

After the value of the counter CAPCNG is set to 1 in step D110, step D110 is set again in the ninth control cycle.
Step 102 leads to step D109, where the increase in the amount of depression of the accelerator pedal 27 is alleviated.

Alternatively, if it is determined that DAPS>Kg is not satisfied due to the cancellation and the process proceeds to step D11, the above-mentioned step D110 is not passed, so the counter CAPC is
The NG value is shown in step (ii) of FIG.

The values are determined by the interrupt control of A118 to A12O. In the above interrupt control, in step A118, a value obtained by adding 1 to the previous value of the counter CAPCNG is specified as a new value of the counter CAPCNG. In the next step A119, the counter CAPCN
It is determined whether or not the value of G is 1. If the value of the counter CAPCNG is set to 1 in step Di10 as described above, the value of the counter CAPCNG is set to 1 in step A118.
The new value of PCNG is 2, so step.

Based on the above judgment in step Al 19, step Al2
The process does not proceed to O, and the value of the counter CAPCNG becomes 2 at the end of the current interrupt control. Furthermore.

After the next control cycle, if control is performed by step D109 and the state where DAPS>Kg continues,
By the above interrupt control, the counter CAPCN is
The value of G increases by 1.

When the process proceeds to step D109 from step D102 to step D105, the rate of change DAPS is set to the reference value of 6, and D
Since APS<Ks does not hold, that is, DAPS≧6, the reason for directly proceeding from step D109 to step D111 is that the change speed DAP S is Ks≦DAPS≦
When t has a value of 8, and as mentioned above, the reference value 6 has a negative value and 8 has a positive value, so the amount of depression of the accelerator pedal 27 is When held constant, the value of the counter CAPCNG increases by 1 as described above.

At this time, map #MDVS8 in step Dllll.
The target acceleration DVS a read from 0 is.

As is clear from #MDVS80 in FIG.

As the value of the counter CA PCNG increases, it decreases and finally becomes 0. Therefore, if the amount of depression of the accelerator pedal 27 is increased and then held almost constant, the target acceleration DVSs, which has a positive value, will gradually approach 0 as time passes after the amount of depression of the accelerator pedal 27 is increased. do.

On the other hand, if the process proceeds from step D104 or step D112 to step D115.

Accelerator pedal depression amount AP detected by the depression amount detection unit 14 and input in step AlO3 of FIG. 8(1)
Target acceleration DVSs corresponding to SK is map #MDVS6
Read from S.

The map #MDvS6S is used to find the target acceleration DvS6 when the amount of depression of the accelerator pedal 27 is decreasing, using the amount of depression of the accelerator pedal APS as a parameter, and the APS and DVSs are shown in FIG. It has the correspondence shown by medium O#MDVS6S.

In the next step D116, the DAPMXS stored in the previous control cycle and the DAPS in the current control cycle are compared.

If it is determined that DAPMXS>DAPS, the value of DAPS is substituted and stored in DAPMXS as the new value of APMXS in step D117, and the process proceeds to step D118. Also, DAPMXS>
If it is determined that it is not DAPS, the DAPMXS stored in the previous control cycle is stored as is, and the process proceeds to step D118.

In step D118, the D determined as described above is
Target acceleration DVS7 corresponding to APMXS is map #M
Read from DVS7S.

The map #MDVS7S is used to calculate the target acceleration DVSy when the amount of depression of the accelerator pedal 27 is decreasing using the DAPMXS as a parameter,
The above DAPMXS and the above DvS7 are #M in Fig. 21.
It has the correspondence shown by DVS7SK. In addition,
DAPMXS is the rate of change in the amount of depression of the accelerator pedal 27 when it is decreasing, so it is O or a negative value as described above, but #MDVS in FIG.
As shown in 7S, the target acceleration DVS7 also takes a negative value, so the absolute value of the target acceleration DVS7 becomes the deceleration.

As is clear from the correspondence shown in FIG. 21, the faster the amount of depression of the accelerator pedal 27 is reduced by the control in steps D116 to DI18, the smaller the negative value of the target acceleration DVS7 becomes. The value is .

In the next step 0119, 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 DAPS<KO, and +DAPS<Ks. If it is determined that there is, it is assumed that the change when the amount of depression of the accelerator pedal 27 is decreased is large, and the process proceeds to step D120.
If it is determined that it is not a KO, it is determined that the change is not large and the process proceeds to step D121. Also, step D119
If the process advances to step D120, the counter CAP
After setting the value of CNG to 1, the process advances to step D121.

In step D121, the target acceleration DVSs corresponding to the value of the counter CAPCNG is mapped to #MDVS8S.
Read from. The mag #MDVS8S is the target acceleration DVS when the amount of depression of the accelerator pedal 27 is decreasing, using the counter cAPcNGO value as a parameter.
It is for calculating s, and the counter CAPC
The value of NG and the above DVS s are O$MD in Figure 2.2.
It has the correspondence shown by VS8S. Note that since the target acceleration DVSs is 0 or a negative value as shown by #MDVS88 in FIG. 22, the absolute value of the DVSs is the deceleration.

Counter CAPCN used in Step D121 above
As mentioned above, the value of G
Set by interrupt control of l18 to Al2O, 0
It is always O unless a value other than
Then, the target acceleration DVS s read from the map #MDVS8S in step D121 is also O#MD in FIG.
As is clear from VS8S, it will be a KO. Furthermore, if the rate of change DAPS is less than 9 of the reference value,
As described above, in step D120, the counter CAP
Since the value of CNG is set to 0, as long as the rate of change DAPS is less than 9 to the reference value, the counter CAPC
The value of NG is l, and at this time, ST.

The target acceleration DVSs read from the map #MDvS8S in the map D121 is #MDvssS in FIG.
As is clear from <, MA, P#MDvS8S has the smallest negative value, and the absolute value of DVSs becomes the largest deceleration.

In step D1201C above, counter CAPCNG
After the value of is set to 1, in the ninth control cycle, the process goes through step D112 again and reaches step Di19, where the decrease in the amount of depression of the accelerator pedal 27 is alleviated.

Alternatively, if the process proceeds to step D121 by determining that DAPS<KO is not the case due to the cancellation, the value of the counter CAPCNG is changed to step A11 in FIG. 8 (11) since the process does not go through step D120.
The value is determined by interrupt control of 8 to Al2O. In the above interrupt control.

In step A118, a value obtained by adding 1 to the previous value of the counter CAPCNG is specified as a new value of the counter CAPCNG. In the next step A119, it is determined whether the value of the counter CAPCNG is 1 or not, but as described above, in step D120, the counter C
If the value of APCNG is 1, the new value of the counter CAPCNG in step A118 will be 2, so
Based on the above judgment in step A119, step A
The process does not proceed to l2O, and the value of the above-mentioned color/reCAPCNG becomes 2 at the end of the current interrupt control. Furthermore, after the second control cycle, if the control in step D11'9 is performed and the state where +D A P S < K9 continues, the value of the counter CAPCNG is incremented by 1 as described above by the above interrupt control. It will increase.

When proceeding to step D119 from step D112 to step D115, the rate of change DAPS is set to the reference value of 7 according to the judgment at step DI12.
Since DAPS>K7 does not hold, that is, DAPS≦7, the step D119 directly proceeds to step D121 when the rate of change DAPS has a Z value such that 9≦DAPSiKy, As mentioned above, the reference value 7 has a positive value, and the reference value 9 has a negative value, so if the amount of depression of the accelerator pedal 27 is held constant, the value of the counter CAPCNG will change as described above. increases by 1.

At this time, in step DI21, map #MDVS8
The target acceleration DVSs read from S is.

As is clear from #MDVS 8S in FIG.

increases as the value of the counter CAPCNG increases,
Eventually it becomes 0. Therefore, if the amount of depression of the accelerator pedal 27 is decreased and then held almost constant, the target acceleration DVSs, which has a negative value, will gradually approach OK as time passes after the amount of depression is maintained. .

When proceeding from step D111 or step D121 to step D122, the target acceleration DVS obtained by the control in steps D105 to D111 is
s, DVS y +, and DVSs, or the target acceleration DVSs obtained by the control in steps D115 to D121 above.

DVS7. and ]) VS s is calculated as the overall target acceleration DVS in the accelerator mode control.

Next, in step D123, the target acceleration DV
The target torque TOMA required to obtain S as the actual acceleration of the vehicle is calculated by the following equation (2).

TOMh=C(end-kg +kr)' DVS
+ R' ・r ) /TQ ・=・・(2) In addition, in the above formula (2), + w r, N+ ks+
ki and TQ are the same as those used in equation (1) shown in the explanation of the throttle non-direct motion control described above. Also,
In the above formula (2), R1 is the running resistance when the vehicle is running, which is calculated by the following formula (3).

R' == pr -W+μair φA m VA2
・=−−−−−=・・・・・・= (3) The above formula (
3), pr is the rolling resistance coefficient of the vehicle, W is the same vehicle weight as used in the above equation (2), μair is the air resistance coefficient of the vehicle, A is the frontal projected area of the vehicle, and VA is the 8th This is the actual vehicle speed calculated by the interrupt control in steps A123 to A128 in FIG. 8(1v) and inputted in step AIO3 in FIG. 8(1).

When proceeding from step D123 to step D124,
Target torque TOMA calculated in step D123 above
and the engine 130 detected by the engine rotation speed detection unit 21 and inputted in step AlO3 of FIG. 8(1).
The throttle valve opening degree θTHA corresponding to the rotational speed NE is read from the map #MTH. The above map #MTH is
This is the same as that used in step C131 in FIG. 10 during the aforementioned throttle non-direction control.

In the next step D125, if the control cycle for opening and closing the throttle valve 31 is 1 in the current control cycle, it is a control cycle for opening and closing the throttle valve 31, so the process advances to step D126, and the value of the flag In is set to 1. If not, the control cycle is not one in which the opening/closing described above is performed, so the process does not proceed to step D126, and the accelerator mode control in the current control cycle is ended.

In step D126, the control section 25 sends a signal instructing the throttle valve opening θTHA read out in step D124 to the throttle valve rotation section 26, and the actuator drive section 39 is activated in the throttle valve rotation section 26. Upon receiving the above signal, the throttle valve actuator 4
A drive signal is sent to rotate the throttle valve 31 to a position where the throttle valve opening degree θTHA is obtained with respect to 0.

The throttle valve actuator 40 is the throttle valve 3
Perform 10 rotations. At this time, the opening degree of the throttle valve 31 is detected by the throttle valve opening degree detection section 41, and the detection result is fed back to the actuator drive section 39, so that the position at which the throttle valve opening degree θTHA is obtained is based on the detection result. The actuator drive unit 39 continues to send the drive signal necessary for rotating the throttle valve 310 to the above position, and when the throttle valve 31 is rotated to the above position, the actuator drive unit 39 stops sending out the drive signal, and the throttle valve 310 is rotated to the above position. Stop the valve 31 at the above position,
The accelerator mode control in the current control cycle ends.

As the throttle valve 31 opens and closes the intake passage 30 through the above operation, the engine 13 opens and closes as described above.
The amount of air taken into the engine 13 changes and the amount of fuel to be supplied to the engine 13 is determined based on the amount of air detected by the intake air amount detection section 20. As a result, the engine output changes, and a torque approximately equal to the target torque TOMA is output from the engine 13, and the target acceleration D
The vehicle is accelerated with an acceleration approximately equal to VI.

As described above, the accelerator mode control determines the target acceleration based on the amount of depression of the accelerator pedal 27, 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. The edge 7 is opened and closed by opening and closing the valve 31.
13.

That is, when the amount of depression of the accelerator pedal 27 is increased, the DV S s g constituting the target acceleration DVS
D V S y * and D V S s f) 3
(Of the D target acceleration, DvS6 is the value corresponding to the above-mentioned depression amount in each control cycle is #MDvS in Fig. 20.
60, the value increases as the amount of depression increases, and the DV
The rate of increase in Sg increases as the depression amount increases faster, and the DVS7 corresponds to the maximum value of the rate of change of the depression amount recorded while the depression amount continues to increase. The value of DVS7 is determined based on the correspondence shown by +MDVS70 in FIG. The value while the increase is occurring at a speed exceeding the standard is the largest value, as shown in #MDVS80 in FIG. Let's do it.

Further, when the increase in the amount of depression is stopped and the amount of depression of the accelerator pedal 27 is held constant, the DVS 6 determines the value corresponding to the amount of depression based on the correspondence relationship shown by #MDvS60 in FIG. The DVSy corresponds to the maximum value of the rate of change in the amount of depression recorded during the increase in the amount of depression before the amount of depression was held constant. The value determined based on the correspondence shown by #MDVS70 in FIG. 21 is held constant, and furthermore, the DVSa corresponds to the time that has passed since the speed of increase in the amount of depression became below the standard. The value is determined based on the correspondence shown by #MDVS80 in FIG. The acceleration changes smoothly from a sudden acceleration state to a slow acceleration state.

On the other hand, when the amount of depression of the accelerator pedal 27 is decreased, the value of the DVS s corresponding to the amount of depression in each control cycle is determined based on the correspondence relationship shown by #MDVS63 in FIG. , the value decreases as the amount of depression continues, and the rate of decrease in the DVSa increases as the amount of depression continues to decrease. The minimum value of the recorded change speed of the amount of depression, that is, the value corresponding to the maximum value of the decrease speed is #MDVS in FIG.
Since it is determined based on the correspondence shown by 7S, the faster the depression amount is decreased, the more the DVS7
The value of is a small negative value.

Furthermore, the value of the DVS s while the depression amount is decreased at a speed exceeding the standard is #MDV in FIG. 22.
As shown in S8S, it is the smallest negative value, so the faster the amount of depression of the accelerator pedal 27 is reduced, the faster and slower the acceleration of the vehicle becomes.If the amount of depression is further accelerated, the vehicle is decelerated. . Note that the above DVSs
As shown in #MDVS 60 and: #MDVS 6S in Figure 0, the value corresponding to the same depression amount when the above-mentioned depression amount is increasing and decreasing is higher when the above-mentioned depression amount is increasing. Since it is set large, even if the above depression amount is the same,
When the amount of depression is increased, acceleration is more rapid than when the amount of depression is decreased. Furthermore, the above D
As shown in #MDVS6S in FIG. 20, VSs becomes a negative value if the above-mentioned depression amount continues to be decreased even after the above-mentioned depression amount is decreased and the value becomes O, so the above-mentioned DVSg, above-mentioned DVSy, and above-mentioned DVSs The target acceleration obtained by adding the above also becomes a negative value, and the vehicle is decelerated based on the target acceleration.

Further, when the reduction in the amount of depression is stopped and the amount of depression of the accelerator pedal 27 is kept constant, the value corresponding to the amount of depression of the accelerator pedal 27 is determined based on the correspondence relationship shown by #MDVS6S in FIG. 20. In addition, the DVS7 is the minimum value of the change speed of the depression amount recorded when the depression amount was decreased before the depression amount was held constant, that is, the decrease. The value corresponding to the maximum speed and determined based on the correspondence indicated by #MDV S 7 S in FIG. 21 is maintained and becomes constant;
Furthermore, the above-mentioned DVSa is determined based on the correspondence relationship shown by #MDVS8S in FIG. As the acceleration gradually increases over time and finally reaches 0, the acceleration smoothly changes from a state of decrease in acceleration or a state of deceleration when the amount of depression of the accelerator pedal 27 is reduced, and transitions to an acceleration state with a constant acceleration.

The auto-cruise mode control of step C144 in FIG. 10, which is performed in the throttle non-direction control, is performed according to the flowchart of steps EIOI to E133 shown in FIG. 12.

The auto cruise mode control is performed when both the accelerator pedal 27 and the brake pedal 28 are not depressed in the throttle non-direction control. First, in step E101, the accelerator pedal 27 is It is determined whether or not the contact point of the accelerator switch 15 is in the ON state without being depressed. If it is the first control cycle after the accelerator pedal 27 is released and the contact point of the accelerator switch 15 is turned on, the step is determined based on the above judgment.

Proceeding to step E102, the accelerator pedal 27 has already been released in the previous control cycle and the contact point of the accelerator switch 15 is OFF.
If it is in the N state, the process proceeds to step EIIO based on the above determination.

Therefore, after accelerating the vehicle by depressing the accelerator pedal 27, the first control cycle after releasing the accelerator pedal 27, the control cycle after the same control cycle, or the state in which the accelerator pedal 27 is not depressed. Different control is performed in each control cycle after the brake pedal 28 is released and auto cruise mode control is started.

When the accelerator pedal 27 is released and the process proceeds to step E102 because it is the first control cycle, the driving state designating part (not shown) of the control unit 250 determines that constant speed driving should be specified. The flag indicated by the fact that
In Step E10, the value of the flag ■6 is set to O, indicating that this is the first control cycle after the contact of the changeover switch 46 is turned on, by means of a value of 1.
Proceed to step 4.

In step E104, step A12 in FIG.
Latest actual vehicle speed V calculated by interrupt control from 3 to A128
At is input as the actual vehicle speed immediately after the accelerator pedal 27 is released, and in the ninth step E105, the actual vehicle speed VAw is substituted for the target vehicle speed vS.

Furthermore, in the next step E106, the value of flag 8 is set to 0, which indicates that the vehicle speed is kept almost constant by auto cruise mode control by having a value of 0, and then in step E107, the vehicle speed is set to the above target. The target torque TOMa of the engine 13 required to maintain the vehicle speed vS is calculated using the following equation (4), and the process proceeds to step E108.

TOM3=((-7” ka+ki) (DVS 3
-DVA65 )+TQ -TEM)/TQ...
(4) The above equation (4) is substantially the same as the equation used in step C130 in the flowchart of FIG. is exactly the same.

In step E108, the target torque TOMa calculated in step E107 and the engine rotation speed detection unit 1
The throttle valve opening θTH3 corresponding to the engine rotational speed Ng detected at step 8 and inputted at step AlO3 of FIG. 8(1) is read from the map #MTH.

Next, in step E109, a signal instructing the throttle valve opening degree θTH3 is sent from the control section 25 to the throttle valve rotation section 26, and the flow is repeated.

In the throttle valve rotation unit 26, the actuator drive unit 39 receives the above signal and sends out a drive signal to the throttle valve actuator 40 to rotate the throttle valve opening degree θTH3 to the position where the throttle valve opening is θTH3. valve acti,
The motor 40 rotates the throttle valve 31. At this time, the opening degree of the throttle valve 31 is determined by the throttle valve opening degree detection section 4.
1, and the detection result is fed back to the actuator drive unit 39. Based on the detection result, the drive signal necessary for rotating the throttle valve 31 to the position where the throttle valve opening is 0TH3 is sent to the actuator. The drive unit 39 continues to feed.

When the throttle valve 31 is rotated to the above position, the actuator drive section 39 stops sending out the drive signal, and '
The throttle valve 31 stops at the above position, and the auto cruise mode control in the current control cycle ends.

As the throttle valve 31 opens and closes the intake passage 30 through the above operation, the engine 13 opens and closes as described above.
The amount of air sucked into the engine 13 changes, and the fuel control device (not shown) determines the amount of fuel to be supplied to the engine 13 based on the amount of air detected by the intake air amount detection section 20. The amount changes, and as a result, the engine output changes, and a torque approximately equal to the target torque T OM s K is output from the engine 13.

As described above, the torque output from the engine 13 is approximately 11 times the torque required to maintain a constant vehicle speed with the actual vehicle speed immediately after the release of the accelerator pedal 27 as the target vehicle speed. Through control, immediately after the accelerator pedal 27 is released, even if the control cycle does not correspond to the timing of opening and closing the throttle valve 31, the throttle is assumed to correspond to the vehicle running state in which the vehicle speed is maintained immediately after the accelerator pedal 27 is released. The throttle valve 31 is temporarily rotated to the valve opening position to prepare for transition to a constant vehicle speed running state at the target vehicle speed.

The rotation of the throttle valve 31 is controlled by steps E104 to E109 described above, and step C121 and step C129 in FIG.
This is substantially the same as the rotation of the throttle valve 310 under the control of C132.

The only difference is the conditions for starting control.

In the first control cycle after the accelerator pedal 27 is released, the control cycle described above is performed, or the brake pedal 28 is released and the above-mentioned steps C121 and C129 to C132 are controlled. If the control cycle proceeds to the above step E101 when shifting to auto cruise mode control after
Since the contact No. 8 is in the ON state, the process advances to step E110, and it is determined whether the position of the acceleration switch 45 is different between the previous controlled cycle and the current controlled cycle.

To explain the content of the control when the acceleration switch 45 is not switched, since the position of the acceleration switch 45 has not been changed since the previous control cycle, the process proceeds from step E110 to step E128, and the control related to the changeover switch 46 is performed. Performs changeover switch control.

The changeover switch control in step E128 is as follows.

According to the flowchart shown by steps FIOI to F121 in FIG. (omitted), the switching of the vehicle running state corresponding to the operation of the changeover switch 44, and the changeover of the vehicle running state corresponding to the operation of the changeover switch 44.
This is to change the target vehicle speed when the vehicle running state designated as a result of the operation is acceleration or deceleration.

To explain the case where the changeover switch 46 is not operated, it is determined in step F101 of FIG. 13 whether or not the contact of the changeover switch 46 is in the ON state as shown in FIG.
It is determined based on the contact information input in step AlO3 of :), and if the changeover switch 46 is not operated, the contact of the changeover switch 46 is not in the ON state, so the process advances to step Fill.

In step F111, the value of flag 5, which indicates that the contact point of the changeover switch 46 was in the ON state in the previous control cycle by having a value of 1, is set to 0, and the process proceeds to step F112.

In step F112, the value of the seven lags I6 is set to zero.

When the selector switch 46 is not operated.

With this, the changeover switch control of the current control cycle is completed, and the process proceeds to step E129 in FIG. 12.

It is determined whether the value of the 7 lags 4 is 1 or not. The value of flag I4 is determined in step C145 in FIG.
It is set to 0 in step E102 of FIG. 2, and as described later, when control is performed when the contact of the changeover switch 46 is in the ON state in the changeover switch control of step E128, or when the acceleration switch is set to 0. When control is performed when the position of 45 has been changed from the previous control cycle, it becomes 1, so the selector switch 46, acceleration switch,
If the operation of step 45 is not performed at the same time, the value is 0, and based on the judgment in step E129, the driving state designation unit (not shown) of the control unit 250 specifies that the vehicle is traveling at a constant speed.
The process advances to step E132.

In the above step E132, depending on whether the value of the flag I6 is 1 or not, it is determined whether or not this is the first control cycle after the contact of the changeover switch 46 is turned on, and the changeover switch 46 is operated. If not, the above contact is not in the ON state, and the above flag I6 is
The value of is set to 0, and based on the above judgment, the process proceeds to step E133.

Performs target vehicle speed control.

As described above, the target vehicle speed control includes control to bring the vehicle speed closer to the target vehicle speed when constant speed travel is designated by the traveling state designation section (not shown), and setting of the target vehicle speed by the target vehicle speed change switch 46. It also controls value changes.

According to the flowchart of steps J101 to J116 in FIG. 16, this is mainly carried out by the control section 250 constant vehicle speed control section (not shown).

At the beginning (step JIOI), it is determined whether the value of the flag ■8 is 1 or not. If the vehicle has entered the running state, the step 0128 in FIG. 10 is set to 1, and if the vehicle has entered the running state by releasing the accelerator pedal 27, the step E in FIG.
Since it becomes 1 at 108, after the transition to the vehicle running state,
If the acceleration switch 45 and changeover switch 46 are operated and the process proceeds to step JIOI, the process proceeds to step J102 based on the above judgment.

In step J102, whether or not the current control cycle corresponds to the timing for opening and closing the throttle valve 31 is determined by using a trap to determine whether the value of the flag In is 1, and the value of the flag Iu is 1. If so, step J
The process proceeds to step 103, where necessary control is performed to open and close the throttle valve 31, and if the value of the flag 111 is not 1, the auto cruise mode control in the current control cycle is ended.

When the process proceeds to the next step J103 because the value of the flag Iu is 1, the actual vehicle speed VA input in step AlO3 of FIG. 8(1) is used as a temporary value for the target vehicle speed VS of constant speed driving substitute. The target vehicle speed vS is set in advance as described above before the vehicle speed becomes approximately constant in preparation for control after the vehicle speed becomes approximately constant, and is maintained at the above timing until the vehicle speed becomes approximately constant. The value is updated every applicable control cycle.

Next, in step J104, the 10th
The DV is controlled by steps C141 to C143 in the figure.
Actual acceleration D for which the value of A65 or DVAtao is specified
The absolute value of VA is I with respect to the preset reference value Kd.
It is determined whether DVAI<Kd. The target vehicle speed control makes the vehicle speed almost constant and the acceleration of the vehicle decreases.
If it is determined that D VA l < Kd "t', the value of the flag I8 is set to 0 in step 5108, and the process proceeds to step J109. Also, the vehicle speed is not approximately constant and the acceleration of the vehicle is If it is determined in step J104 that IDvAl<Kd does not hold, the process proceeds to step J105.

In step J105, it is determined whether the vehicle is currently in an acceleration state or in a deceleration state MK, depending on whether the actual acceleration DVA is a positive value. If the actual acceleration DVA is a positive value, since the vehicle is in an acceleration state, the process proceeds to step J107 and subtracts a preset correction amount ΔDV2 from the actual acceleration DVA in order to bring the vehicle into a constant speed running state. The value is set as the target acceleration DVS, and if the actual acceleration DVA is a negative value, the vehicle is in a deceleration state, so in order to make the vehicle run at a constant speed, the process advances to step J106 and the correction amount ΔDV2 is added to the actual acceleration DVA. The target vehicle speed control in the current control cycle is completed by setting the value obtained by adding the value DVS to the target acceleration DVS, and the process proceeds to step E123 in FIG.

In steps E123 to E127 in FIG.

As described later, the acceleration of the vehicle is calculated from the target acceleration DVS.
Therefore, control is performed to match the .

When the above-described control in steps JIOI to J107 in FIG. 16 is repeated while the vehicle speed is not at a substantially constant value, as the target acceleration DVS gradually approaches OK, the absolute value of the actual acceleration DVA changes. The vehicle speed gradually approaches a constant value.

Then, at step J104jC in FIG.

If it is determined that IDVAI<Kd, the process proceeds to step J109 via step J108 as described above, and in the control cycle at this time, the target vehicle speed vS whose value was set in step J103 is determined in the following steps J109 to J116. This is the target vehicle speed for control when driving at a constant speed. Also, after step J108, step J109
In the control cycle following the control cycle that proceeded to .

Since the auto cruise mode control continues and the value of flag I8 remains 0 unless the acceleration switch 45 and changeover switch 46 are operated, step J1 is executed.
Based on the above judgment of 01, the process directly advances to step J109 and control is performed.

In step J109, the target vehicle speed change switch 48 of the auto cruise switch 18 is rotated in the (+) direction in FIG.
If it is determined that the above-mentioned (G) side contact is in the ON state based on the contact information input in Step 3 of Figure (+1), the process proceeds to Step J110 and the target vehicle speed vS in the previous control cycle is determined. After setting the new target vehicle speed vS as the value obtained by adding the preset correction amount VT3 to
If it is determined that it is not in the N state, the process advances to step J111.

In step J111, the target vehicle speed change switch 48
is rotated in the → direction in FIG. 6, and it is determined whether or not the ← side contact is in the ON state. If it is determined that the above ←) side contact is in the ON state, the process advances to step J112. After setting the value obtained by subtracting the correction amount VT3 from the target vehicle speed vS in the previous control cycle as a new target vehicle speed vS, the process proceeds to step J113, and if it is determined that the above ←) side contact is not in the ON state, , proceed directly to step J113.

Through the control in steps J109 to J112, the target vehicle speed VS is changed by the target vehicle speed change switch 48, and the ←) side contact of the target vehicle speed change switch 48 continues to be in the ON state.

In each control cycle, the target vehicle speed vS is increased by the control in step JIIO, and the target vehicle speed change switch 48
If the ←) side contact remains ON.

The target vehicle speed vS is decreased by the control in step J112 in each control cycle. Further, after the target vehicle speed VS is changed as described above using the target vehicle speed change switch 48, the rotation in the (G) direction or (→ direction in FIG. 6 is stopped and the target vehicle speed is moved to an intermediate stop position). Vehicle speed change switch 4
8, the target vehicle speed vS that was changed and set in the immediately previous control cycle becomes the target vehicle speed in the next control cycle and thereafter, and after proceeding from step J104 to step J108 and proceeding to step J109, the target vehicle speed change switch 4
If the operation 8 is not performed at all, the target vehicle speed vS whose value was set in step J103 becomes the target vehicle speed in each control cycle from the next time onwards.

The above-mentioned change in the target vehicle speed vS by the control in steps J109 to J112 is achieved by changing the actual acceleration D as described above.
Since this is performed after the absolute value of VA decreases and the reference value Kd becomes smaller, the target vehicle speed vS can be changed by the target vehicle speed change switch 48 only when the vehicle speed is approximately constant and the vehicle is running at a constant speed. Become.

Next, in step J113, the target vehicle speed vS and the eighth
The difference VS-VA from the actual vehicle speed VA input in step AlO3 of FIG. 1 is calculated, and the process proceeds to step J114.

In step J114, since the vehicle speed is already almost constant, more stable control than highly responsive control is required, so step E12 in FIG.
8 (1v
) The three types of actual acceleration calculated by the interrupt control in steps Al23 to A128 and input in step AlO3 in FIG. Specify the actual acceleration D V A sso.

Next, in step J115, the step Jl
Difference VS between the target vehicle speed VS calculated in 13 and the actual vehicle speed VA
- The target acceleration DVS4 corresponding to VA is determined by control performed according to the flowchart of steps M101 to M106 in FIG.

In step J116, the target acceleration DVS is used in step E123 in FIG. 12, which will be described later.

The target acceleration DVS4 is substituted as the value, the current target vehicle speed control is completed, and the process proceeds to step E'123 in FIG. 12.

The target acceleration DVS4 in the step J115
is determined by the constant vehicle speed control section (not shown) of the control section 25 according to the flowchart shown in FIG. 18 as described above.
The target acceleration DVSs corresponding to the difference VS-VA calculated in step J113 of the figure is read from the map #MDVS3.

The above map #MDVS3 is, as mentioned above, the above difference VS
-VA is used as a parameter to obtain the target acceleration DVSs, and the difference VS-VA and the target acceleration DVS3 have a correspondence relationship as shown in FIG.

In the next busy step M102, the acceleration tolerance DVMAX corresponding to the above difference vS-VA is mapped to #MDVMAX.
Read from. The above map #:MDVMAX is the above difference V
The above acceleration tolerance DVMA using S-VA as a parameter
The difference VS-VA and the acceleration tolerance DVMAX have a correspondence relationship shown in FIG. 24.

Furthermore, in the ninth step M103, the target acceleration DVS
3 to DVS the value in step Jl 14 of Fig. 16.
The value obtained by subtracting the actual acceleration DVA designated as 8SO is calculated as the acceleration difference DVX, and in the first step M104, it is determined whether or not the acceleration difference DVX satisfies DVX<DVMAX with respect to the acceleration tolerance DVMAX. be done.

In step M104, if it is determined that DVX<DVMAX, the process proceeds to step M105 and the target acceleration DVS3 is specified as the target acceleration DVS4; if it is judged that DVX<DVMAX is not satisfied, the process proceeds to step M106 to set the target acceleration DVS4. As the acceleration DVS 4, the sum of the actual acceleration DVA and the acceleration tolerance DVMAX is specified.

By determining the target acceleration DVS+ through the control in steps MIOI to M106 as described above, the amount of variation in the target acceleration DVS4 is regulated to be less than or equal to the acceleration tolerance DVMAX. The change in vehicle acceleration that is performed to restore the suddenly changed vehicle speed to the original value becomes gradual.

The target acceleration DVS4 whose value was determined by the control in steps MIOI to M106 above is set to step J1 in FIG.
After substituting the target acceleration DVS in step 16 or after setting the value of the target acceleration DVS by the control in step J106 or step 107 in FIG.
Proceeding to Step El 23, the target torque TOMz of the engine 13 necessary to make the acceleration of the vehicle equal to the target acceleration DVS is calculated using the following equation (5).

70M2 = [(7 fists) (s ten ki)・(DVS-Dv
A)+TQIITEM]/TQ...-(5) The above formula (5) is substantially the same as the above formula (1) or the above formula (4), but in the above formula (5) If the step E123 is proceeded from step J106 or step J10'l in FIG. 16, the value specified by the control in steps C141 to C143 in FIG. If the process proceeds from step J116 to step E123, the D V Asso specified in step J114 in the same figure is reached.

Next, when the process advances to step E124, the above step is performed.

The throttle valve opening degree θTH2 corresponding to the target torque T OM 2 calculated in the map E123 and the engine rotation speed Ng detected by the engine rotation speed detection unit 21 and inputted in step AlO3 of FIG. 8(1) is shown in the map. #Read from MTH (not shown) and proceed to step E125.

The control of step E123 and step E124 is as follows:
A constant vehicle speed control section (not shown) of the control section 25.

Acceleration control section (not shown) and deceleration control section (not shown)
It is commonly carried out by each of the
As mentioned above, steps E133 to E
If you proceed to step 123, the above constant vehicle speed control section (not shown)
Control is performed according to steps E123 and E124, and the throttle valve opening degree θTH2 is set.

Next, in step E125, it is determined whether the flag IIIQ value is 1 or not. If it is determined that ln=1, the current control cycle corresponds to the timing for opening and closing the throttle valve 31. Proceeding to step E126, if it is determined that ln=1, the current control cycle does not correspond to the above timing, so the auto cruise mode control in the current control cycle is ended without opening/closing the throttle valve 31.

If you proceed to step E126 above, step E
The throttle valve 310 is rotated in the same manner as in step E109 to the position where the throttle valve opening θTH2 determined in step E124 is reached, and the target torque TOM2 is changed to #
A torque approximately equal to 1 is output from the engine 13. In addition, in this control cycle, the throttle valve 31 was opened and closed at the timing corresponding to the opening and closing timing, so the flag I12 was set in the first step E127.
The value of is set to 1, and the auto cruise mode control in the current control cycle is ended.

As described above, the accelerator pedal 27 is released with the brake pedal 28 released, or the brake pedal 28 is released with the accelerator pedal 27 released to enter the vehicle running state under auto cruise mode control, and the acceleration switch is 45 and the changeover switch 46, the throttle valve 31 is temporarily rotated immediately after the accelerator pedal 27 and the brake pedal 28 are released so as to maintain the vehicle speed immediately after the pedals are released. Set meal TL
- At each timing of opening and closing of the throttle valve 31 after the transition, the throttle valve 31 is opened based on the throttle valve opening set by the constant vehicle speed control section (not shown) of the control section 25 in order to continue to maintain the above vehicle speed.
Perform 0 rotation. In other words, even if the throttle valve 31 is temporarily rotated to maintain the vehicle speed immediately after the release without waiting for the control cycle corresponding to the opening/closing timing of the throttle valve 31 after the depression is released, the vehicle speed will be reduced to a certain degree. Since the speed changes, the throttle valve 31 is rotated every control cycle corresponding to the above-mentioned timing to reduce the above-mentioned fluctuation and finally maintain the vehicle speed #1 to be approximately constant.

Therefore, if the acceleration switch 45 and the changeover switch 46 are operated too much after the pedal is released, braking that is steeper than the standard by the brake (not shown) continues for a longer time than the standard time, and the vehicle speed at the end of the braking is lower than the standard value. Control unit 2 except when the
50 Driving state designation unit (not shown) designates constant speed driving, and opens the throttle valve to obtain the output from the engine 13 necessary to maintain the vehicle speed approximately equal to the vehicle speed when the designation indicates constant speed driving. The speed is set by a constant vehicle speed control section (not shown) of the control section 25. and.

The throttle valve 31 is rotated at each opening/closing timing based on the throttle valve opening degree, and as a result, the vehicle runs at the constant speed.

After the vehicle speed becomes almost constant by rotating the throttle valve 31 as described above, the target vehicle speed can be changed when the vehicle is running at a constant speed by operating the target vehicle speed change switch 48.
The amount of change in the target vehicle speed is obtained which is proportional to the duration of time in which the target vehicle speed change switch 48 is rotated in the (g) direction or (-) direction in FIG. 6.

The case where neither the acceleration switch 45 nor the changeover switch 46 K is operated after the vehicle enters the driving state by auto cruise mode control is as described above, but the case where the acceleration switch 45 or the changeover switch 4G is operated after the transition is described below. Explain.

After the vehicle is shifted to the driving state by auto cruise mode control and the vehicle speed becomes almost constant by the above-mentioned control, the acceleration switch 45 is operated.

When switching to any of the positions from old to ■ in Figure 6, step EIOI in Figure 12 is followed by step EII.
The process advances to O, and as described above, it is determined whether the position of the acceleration switch 45 has changed from the previous control cycle.

If the process proceeds to step E110 in the first control cycle after changing the position of the acceleration switch 45, the process proceeds to step E111 based on the above judgment and the flag I3 is set.
The value of the flag I5 is set to 1, and the flag I5 is set to 1 in the ninth step E112.
The value of is set to 0, and in the next step E113, the flag I9 is set to 0.
After setting the value to 0, the process advances to step E114. The flag 9 is configured to switch the acceleration switch 4 when the driving state specifying section (not shown) of the control section 25 indicates accelerated driving by operating the acceleration switch 45 or the changeover switch 46.
The value k indicates that the control for smoothly increasing the acceleration of the vehicle up to the target acceleration set corresponding to position 5 has already been performed in the previous control cycle.

In step E114, it is determined whether or not the position of the acceleration switch 45 is the opening in FIG. 6 based on the contact information input in step AlO3 in FIG. If it is determined that the position is a figure, the process advances to step E115, and if it is determined that the position is not l, the process advances to step E116.

When the process proceeds to step E116, the designation in the driving state designation section (not shown) of the control unit 25 is switched to accelerated driving,
The value of the flag (4) is set to 1. Then, in the first step E117, the value of the flag ■8 is set to O, and then step E
Proceed to 118.

The control cycle at this time is the first one after changing the position of the acceleration switch 45, and since the throttle valve 31 has not yet been opened or closed after the change, it is set to 0, and in the second step E119, the above-mentioned step For the same reason as E118, the DVAas input in step AlO3 of FIG. 8(1) is adopted as the value of the actual acceleration DVA used in the current control cycle, and the process proceeds to step E120.

In step E120, the target vehicle speed setting section (not shown) of the control section 25 sets the target vehicle speed vS, which is the target value of the vehicle speed after acceleration, as the vehicle speed in the current control cycle.
A value is calculated and set by adding a preset correction amount VKI to the actual vehicle speed VA detected by the acceleration detection unit 24 and input in step AlO3 of FIG. 8(1).

Next, when proceeding to step E121, the target acceleration setting section (not shown) of the control section 25 performs acceleration switch control according to the flowchart of steps GIOl to G105 shown in FIG. 14, and the acceleration switch 45 shown in FIG. n
, n, or the target acceleration DVS2 corresponding to each position of the group.
Set the value of .

The process advances to step E122.

In the above acceleration switch control, the step shown in FIG.

According to step G101 and step G103. Judgment as to whether the acceleration switch 45 is in position (5) 9th or 1 in FIG. 6, and target acceleration DV based on the same judgment.
The value of Sz is set.

That is, first, in step GIOI, it is determined whether or not the acceleration switch 45 is in the position (5) in FIG. 6, and if it is determined that the mouth position is busy,
Proceeding to step G102, the preset value DVS'& corresponding to the old position is substituted for the target acceleration DVS2. In addition, the above step G10
1, if it is determined that the position of the acceleration switch 45 is not at the above-mentioned opening position, the process proceeds to step G103, and it is determined whether or not the part of the acceleration switch 45 is at the same position as shown in FIG. Do the following.

If it is determined that the position of the acceleration switch 45 is at the above-mentioned opening position, the process proceeds to step G104, where a preset value DVSc corresponding to the above-mentioned position l is set as the target acceleration DVS.
Assign to 2. Further, if it is determined that the position of the acceleration switch 45 is not in the above-mentioned position, the position of the acceleration switch 45 is determined by the determination in step E114 in FIG. 12 before performing the acceleration switch control and the step G101 in the acceleration switch control. Since it is known that is neither the country nor the old country in Figure 6, the same position is the remaining group, and in step G105, the preset value DVSd corresponding to the mouth position is set as the target acceleration. Assign to DVS 2.

As described above, the value of the target acceleration DVS2 corresponding to the position of the acceleration switch 45 is set. Since this is the target value of the vehicle acceleration which becomes constant after the start, three types of vehicle acceleration states are selected corresponding to the positions of the above-mentioned U or mark. The above D V S b + D V S c and DV
The S do value is DVS % < DV Sc <
D V S d and Natteori, DVS b is slow acceleration, D
VSc has a value corresponding to medium acceleration, and DVSa has a value corresponding to rapid acceleration.

When the acceleration switch control is completed, the process first proceeds to step E122 in FIG. 12, where the acceleration control section (not shown) of the control section 25 mainly performs acceleration control.

As described above, when accelerated driving is designated by the driving state designation part (not shown) of the control part 250, the target acceleration setting part (not shown) of the control part 25 corresponds to the position of the acceleration switch 45. ) target acceleration DVS2 set in
The acceleration of the vehicle is smoothly increased until the vehicle speed reaches the target vehicle speed set by the target vehicle speed setting unit (not shown) and the target vehicle speed change control unit (not shown) of the control unit 25 through the accelerated driving. This is to smooth the change in acceleration during the process, and steps L101 to L1 in FIG.
This is carried out according to the flowchart indicated by 20.

In the first step LIOI, it is determined whether the actual vehicle speed VA input in step AlO3 in FIG. If it is determined that VA>K5, the process proceeds directly to step L104, and if it is determined that VA>Ks is not, the process proceeds to step L1 via step L102 and LiO2.
Proceed to 04.

When proceeding from step L101 to step L102, the actual vehicle speed VA and step Al in FIG. 8(i)
Map the target acceleration DVSAC corresponding to the position of the acceleration switch 45 according to the contact information input at O3 #MDV
Read from SAC.

The above map #MDVSAC calculates the target acceleration DVSA using the actual vehicle speed VA and the position of the acceleration switch 45 as parameters.
It is for finding C.

The actual vehicle speed VA, the position of the acceleration switch 45, and the target acceleration DVSAC have a correspondence relationship shown in FIG. 26. That is, while the actual vehicle speed VA is from 0 to the reference value 5, the target acceleration is increased in response to the increase in the actual vehicle speed VA for each position (5) to group 4 of the acceleration switch 45 shown in FIG. When DVSAC increases and the actual vehicle speed VA becomes 5 from the reference value, the value of the target acceleration DVSAC is determined by the acceleration switch control in step E121 of FIG. 12 for each position of the mouth to group. It becomes equal to the value of the target acceleration DVS2 set corresponding to the position of the acceleration switch 45.

Next, when the process advances to step L103, the target acceleration DVSz is set by the acceleration switch control.

The value is changed to the DVSAC read in step L102 above, and the process proceeds to step L104.

As a result of the control in steps LIOI to L103 as described above, when the vehicle speed is larger than the reference value by 5, the value of the target acceleration DVS2 remains the value set by the acceleration switch control, and the vehicle speed increases as immediately after starting at 9. When the reference value is less than 5, the target acceleration DVS2 increases in response to an increase in vehicle speed, and a value smaller than the value set by the switch control becomes the value of the target acceleration DVS2.

In step L104, it is determined whether the value of the flag Iu is 1 or not. Above flag I! As mentioned above, l is
Since the value of 1 indicates that the current control cycle corresponds to the timing for opening and closing the throttle valve 28, the flag I11 is set in step L104.
If it is determined that the value of is not 1, the current control cycle does not correspond to the above-mentioned tough timing, and the acceleration control in the current control cycle is immediately ended.

Further, in step L104, the value of the flag In is 1.
If it is determined that this is the case, the current control cycle corresponds to the above timing, and the process advances to step L105, where acceleration control is continued.

In step L105, it is determined whether the value of the flag (2)9 is 1 or not. The flag I9 has a value of 1, which indicates that control in step 108 or step LIIO, which will be described later, was performed in the previous control cycle. If the process first proceeds to step L105.

As mentioned above, in step E113 of FIG. 12, the value of the flag 9 is set to 0, so the steps
At step 105, it is determined that the value of the flag I9 is not 1,
The process advances to step L106.

In step L106, the target acceleration DVS whose value was specified in step 108 or step LIIO, which will be described later.
I and the target acceleration DVS2, DVS1<DVS
The value of flag 13, which is indicated by the value 1, is set to 0, and the value of flag 9 is set to 1 in the first step LIO7, and the process proceeds to step L108.

In step L108, a value obtained by adding a preset correction amount ΔDVI to the actual acceleration DVA inputted from DVAass in step E119 of FIG. 12 is specified as the value of the target acceleration DvS1, and the process proceeds to step L111.

In step Lllll, it is determined whether or not the target acceleration DVSr and the target acceleration DVS2 have a relationship of DVS t <DVS 2 . There is not much difference between the actual acceleration DVA and the target acceleration DVS z, and the target acceleration 1 whose value was specified in step L108
tDVSx and the target acceleration DVS2 are DVS t
If it is determined that there is no relationship <DVSzO, the process proceeds to step L113, sets the value of the flag I1a to 1, and then proceeds to step L114.

Furthermore, in step Lllll, both of the above are DV.
If it is determined that there is a relationship of S l < DVS2, the process proceeds to step L112, and the target acceleration DVS is set as the value of the target acceleration DVS used for accelerating the vehicle in the auto cruise mode control in the current control cycle.
1 is specified to end the acceleration control in the current control cycle.

As mentioned above, this control cycle is the first control cycle in which the acceleration switch 45 is switched to one of the old and group positions shown in FIG. If the acceleration control is continued without switching the acceleration switch 45 thereafter, the value of the 7 lag I9 will be 1 in step L107 of the current control cycle, so Based on the determination in step L105, the process advances to step L109. In step L109 of the same step, it is determined whether or not the value of the flag Ita is 1, but in the previous control cycle, the process proceeds from step Lllll to step L113 and the value of the flag I13 is set to 1. In this case, the process proceeds to step L114 based on the above judgment, and the above Stella 7 is executed in the control cycle up to one cycle before.
If the process has not proceeded from step L111 to step L113, the process proceeds to Stella 7'L110 based on the above judgment. In the same step LIIO, the correction amount Δ is added to the value of the target acceleration DvSl up to the control cycle l cycle before.
The value obtained by adding DV1 is specified as the new value of the target acceleration DVS1, and the process proceeds to step Lllll.

Therefore, the value of the target acceleration DvSl increases as one hour passes by repeatedly proceeding to step L110 until it is determined that the value of the flag 113 is 1 in step L109. And step L
When the target acceleration DvS1 increases until it is determined that DVSt<DVS2 does not hold in 1ll, the process proceeds from step L111 to step L113, and the value of the flag I13 is set to 1 as described above, so that the control cycle starts after the 9th control cycle. In this case, the process proceeds from step L109 to step L114, and the target acceleration DVSs no longer increases in value.

Moreover, in the step Ll I I, DVSt <D
Until it is determined that the target acceleration is not VS2, the target acceleration DVS1 increases in value as described above.

In step L112, it is designated as the value of the target acceleration DVS, but in step Lllll.

If it is determined that DVSI<DVS2 does not hold, then from the control cycle in which the same determination was made.

Since the process advances to step L114 as described above, the above specification is no longer performed.

Proceeding to step L114, the step E in FIG.
The target vehicle speed vS whose value is set at 120 and the value shown in FIG.
The difference VS-VA from the input actual vehicle speed VA is calculated in step AlO3 of 1), and in the ninth step L115, the target acceleration DVS3 corresponding to the difference VS-MA is mapped #
Read from MDVS3.

The above map #MDVS3 is as described above.

The above target acceleration D using the above difference VS-VA as a parameter
This is to find VS3, and the above difference VS-VA
and the target acceleration DVS3 have a correspondence relationship shown in FIG. 23.

Next, when the process proceeds to step L116, the target acceleration DV
S2 and the target acceleration DVSa.

It is determined whether there is a relationship of DVS2<DVS3, and D
If it is determined that there is a relationship of VS2<DVS3, the process proceeds to step L117, where the target acceleration DVS2 is designated as the target acceleration DVSO value, and the acceleration control is ended.

Further, in step L116 above, DVS2<DV
If it is determined that there is no relationship Sa, step L11
8, the arrival detection section (not shown) of the control section 25 determines whether the absolute value IVs-VAI of the difference VS-VA is smaller than a preset reference value of 4 or not.

As shown in FIG. 23, the target acceleration DVSa corresponding to the difference VS-VA is equal to the correction amount VKl added to the actual vehicle speed VA in order to set the target vehicle speed vS in step E120 of FIG.

Since the target acceleration DVS has a value larger than 2,
After switching the acceleration switch 43, first step L105
In the control cycle that has proceeded to step L116,
When proceeding to , the above difference vS-VA is the above correction amount VK
approximately equal to I, and in step 116 above, DV
When it is determined that S2<DVS:i, the process advances to step L117.

Further, in a control cycle subsequent to the above control cycle, the acceleration switch 45 is not switched and acceleration control is continued, and the vehicle is accelerated as described below.
When the actual vehicle speed VA approaches the target vehicle speed vS, as shown in FIG.

In response to the decrease in the difference VS-VA, the target acceleration DV
Sa decreases. The difference VS-VA is V shown in FIG. The above target acceleration DVS a
However, when the target acceleration DVS becomes less than 2, the process proceeds to step L118 based on the judgment in step L116,
l If it is determined that VS-VA I<K4 is not established, it is determined that IVs-VAI<K4, and that the vehicle speed has reached the target vehicle speed.
After passing step 20, proceed to step L119 and the target acceleration D
The target acceleration DVSa is specified as the value of VS, and the acceleration control is ended.

Therefore, the target acceleration DVS3 is the target acceleration DV.
In the control cycle after becoming smaller than S2, the target acceleration DV is set as the value of the target acceleration DVS.
S3 is designated. Since the target acceleration DVS is the target value of acceleration when Karen is running, the target acceleration DV
After Sa is specified, the actual acceleration DMA also changes to the above actual vehicle speed V.
A decreases as K approaches the target vehicle speed vS.

1 When the actual vehicle speed VA becomes almost equal to the target vehicle speed vS, in step L118, 1vs-VAI<
If it is determined that it is K4, step L12 is performed as described above.
However, this determination is to detect that the vehicle speed has reached the target vehicle speed vS due to acceleration driving, and after the arrival is detected, the driving state designation unit of the control unit 25 (not shown) is specified as the target vehicle speed v
In order to drive at a constant speed with S as the target vehicle speed, the control unit 2
The driving state switching control section (not shown) of No. 5 is connected to the above step and step L.
At step 120, the value of flag I4 is set to 0. Note that, as described above, the value of the flag I4 is 0, which indicates that constant speed driving should be specified by the driving state designation section (not shown).

As described above, when the acceleration control in step E122 in FIG. 12 is completed, the process proceeds to step E123, and as described above, the target torque TOM2 of the engine 13 necessary to make the acceleration of the vehicle equal to the target acceleration DVS is calculated by the above equation (5).

Further, as described above, in the ninth step E124, the throttle valve opening degree θTH2 for obtaining a torque equal to the target torque TOM2 from the engine 13 is determined, and step E1
Proceed to 25.

Note that if the driving state designation unit (not shown) of the control unit 25 specifies acceleration driving, the control of steps E123 and E124 is performed by the acceleration control unit (not shown) of the control unit 25 as described above. It is done.

Steps E122 to El23 to El
It is the 17th step that proceeds to step E125 through step E124.
This is a case where the value of flag I11 is determined to be 1 in step L104 of the figure, so in step E125, it is determined that ln=1 and the process proceeds to step E126, where the throttle is adjusted as described above. The valve 31 is driven to the position where the throttle valve opening degree θTH2 is reached, and the ninth step E
At step 127, the value of the flag 112 is set to 1, and the auto cruise mode control in the current control cycle is ended.

By driving the throttle valve 31, a torque approximately equal to the target torque TOM2 is applied to the engine 1, as described above.
3, the vehicle accelerates at an acceleration approximately equal to the target acceleration DVS.

By switching the acceleration switch 45 to the positions 1 to 1 in FIG. 6, the next control cycle performed by proceeding through steps E110 to E114 in FIG. 12 and proceeding to step E116, as described above After the control cycle, if neither the acceleration switch 45 nor the changeover switch 46 is operated and the auto cruise mode control is continued, first in step E101 of FIG. It is determined whether or not the contact is in the ON state.

- Since the auto-cruise mode control was performed without the accelerator pedal 27 being depressed even in the previous control cycle, it is determined that the contact point of the accelerator switch 15 was in the ON state, and the process proceeds to step E110.

In step El10, as mentioned earlier, it is determined whether the position of the acceleration switch 45 has been changed from the previous control cycle, but the acceleration switch 45 has not been operated. Since there is no changeover switch 46, the process proceeds to step E128 based on the above judgment, and changeover switch control related to changeover switch 46 is performed.

The above changeover switch control is as mentioned before.

This is carried out according to the flowchart shown by steps F101 to F121 in FIG.

First, in step FIOI, it is determined whether the contact of the changeover switch 46 is in the ON state, but since the changeover switch 46 is not turned, the contact is in the ON state.
It is not in the N state, and step F111 is performed based on the above judgment.
Proceed to step F11 and set the value of flag ■5 to 0.
2, the value of the 7-lag I6 is set to 0, and the changeover switch control in the current control cycle is ended.

Furthermore, as mentioned earlier, the above flag (5) is.

A value of 1 indicates that the contact of the changeover switch 46 was in the ON state in the previous control cycle. A value of 1 indicates that it is a control cycle.

Next, proceed to step E129 in FIG. 12.

It is determined whether the flag I4O value is 1 or not.

As described above, the flag I4 has a value of 0, which indicates that the driving state designating section (not shown) of the control section 25 should set constant speed driving. In the first control cycle after switching to one of the positions (5) to group in FIG. 6, the value is set to 1 in step E116, so while the vehicle is accelerating, the above judgment Step E13
The running state switching unit (not shown) of the advance control unit 25 is the 17th
Since the value of the flag (4) is set to 0 in step L120 in the figure, the driving state designation section (
(not shown) is changed to constant speed driving, and Step E1
Proceed to step 32.

When the process proceeds from step E129 to step E130, it is determined in step E130 whether the position of the acceleration switch 45 is the mouth position in FIG. Because it is located in the position of tunnodan,
Based on the above determination, the process advances to step E121, where acceleration switch control is performed.

The above acceleration switch control is performed by K as described above.

The flowchart shown by steps G101 to G105 in FIG. 14) is executed by the target acceleration setting section (not shown) of the control section 25.

Target acceleration DVS2 corresponding to the position of the acceleration switch 45
The settings are made here.

Next, when the process advances to step E122, acceleration control is performed.

As mentioned earlier, steps L101 to L in FIG.
This is mainly carried out by the acceleration control section (not shown) of the control section 25 according to the flowchart indicated by 120, and the target acceleration DVS when the vehicle is running under acceleration is set.

If the current control cycle corresponds to the timing for opening and closing the throttle valve 31 and the above settings are made, then steps E123 to E127 are performed in the ninth step.

As described above, the throttle valve 31 is opened and closed, and the vehicle accelerates at an acceleration approximately equal to the target acceleration DVS.

When the vehicle speed reaches the target vehicle speed vS due to acceleration of the vehicle, the control unit 250 operates the driving state designation unit (
(not shown) changes to constant speed driving, and step E
The process proceeds from step E129 to step E132, in which case it is determined at step E132 whether the value of the flag I6 is 1 or not.

Since the value of the flag I6 is set to 0 in step F112 of FIG.
The process advances to step 3, where target vehicle speed control is performed.

The target vehicle speed control is shown by steps JIOI to J11.6 in FIG. 16, as described above.

This is mainly carried out by the constant vehicle speed control unit (not shown) K of the control unit 25 according to the flowchart shown in FIG. Since the value of flag ■8 is set to O in E117, l
Unless it is determined that 8=1 is not established and the acceleration switch 45 or changeover switch 46 is operated, step J109 is always executed.
Proceed to.

The control performed according to steps J109 to J116 is as described above, and the value of the target acceleration DVS is set to maintain the vehicle traveling speed constant and consistent with the target vehicle speed vS.

When the above target vehicle speed control is completed, step E in FIG.
According to I23 to E127, the throttle valve 31 is opened and closed as described above.

The vehicle travels at a constant speed approximately equal to the target vehicle speed ■S.

Therefore, after accelerating the vehicle by switching the acceleration switch 45 to any of the positions shown in FIG. The vehicle speed is maintained constant.

As described above, the acceleration switch 45 is switched, the driving state specifying unit (not shown) of the control unit 250 specifies accelerated driving, and the vehicle is started with the target acceleration DVS whose value is specified by the acceleration control in step E122. An example of the change in the value of the target acceleration DVS corresponding to the passage of time after the switching when acceleration is performed is shown in FIG. 27 (1) K,
Similarly, an example of a change in the traveling speed of the vehicle is shown in FIG. 27 (11).

In a vehicle traveling at a constant travel speed vl.

When the acceleration switch 45 is switched to one of the positions marked ``Old'' to ``Old'' in FIG. 6 at time t shown in FIG. 27(1) and GD, accelerated running of the vehicle is designated.

Acceleration is started with the target acceleration set at step L108 in FIG. 17. And the throttle valve 31
The target acceleration D is set in step L110 in FIG. 17 for each control cycle corresponding to the timing of opening and closing.
VS, 1 is the target acceleration DVS during the above acceleration driving
Therefore, as shown in FIG. 27(1), the target acceleration DVS increases in each control cycle.

On the other hand, with such an increase in the target acceleration DVS,
The traveling speed of the vehicle starts to increase smoothly from the time to.

The above target acceleration DV8175CI Fig. 27 (1) and (
11) If the target acceleration DVS2 set by the target acceleration setting section (not shown) of the control section 25 corresponding to the position of the acceleration switch 45 is exceeded at time t1, the control cycle after the time t1 is terminated. Then, the target acceleration DVS2 becomes the value of the target acceleration DVS, so the target acceleration DVS becomes a constant value as shown in FIG. 27(i). Therefore, at this time, the traveling speed of the vehicle increases at a substantially constant rate as shown in FIG. 27 (11)K.

At time t2 shown in FIGS. 27 (1) and (11), the traveling speed is lower than the target vehicle speed vS whose value was set in step E120 of FIG. 12 by Vd shown in FIG. 23. value and rises further.

As shown in FIG. 23, the target acceleration DVS3 read from the map #MDVS3 in step L115 of FIG. 17 is smaller than the target acceleration DVS2, and in the control cycle after the time t2, the target acceleration D
VS 3 becomes the value of the target acceleration DVS.

The target acceleration DVS 3 is 9 as shown in FIG.
As the difference VS-VA between the target vehicle speed vS and the actual vehicle speed VA decreases, the target acceleration DVS decreases as the traveling speed increases, as shown in FIG. 27 (1). It decreases with each control cycle.

As the target acceleration DVS decreases, the traveling speed gradually increases at a slower rate K, as shown in FIG. 27 (11). Then, after the time t3 shown in FIGS. 27(1) and (11), the arrival detection unit of the control unit 25 ( (not shown),
In the control unit 25, the running state switching control unit (not shown) switches to the constant speed running specified by the running state specifying unit (not shown), and the acceleration running of the vehicle is terminated. In the above control cycle, the control section 25
It is set by the target vehicle speed control in step E133 of FIG. 12 by the constant vehicle speed control section (not shown) of
The vehicle is driven at a constant speed based on the target acceleration DVS.

Therefore, the traveling speed smoothly approaches the target vehicle speed vS, as shown in FIG. 27 (11).

At the time t3, the value is approximately equal to the target vehicle speed vS, and after the time t3, it is a constant value that is approximately equal to the target vehicle speed vS. Further, the target acceleration DVS is at the time t3.

The value is close to 0, and after the time t3, the value is sufficient to keep the traveling speed constant and consistent with the target vehicle speed vS.

If the acceleration switch 45 is switched to one of the old and group positions in FIG. 6, but the changeover switch 46 is not operated, the above is the 9th position.

The case where the changeover switch 46 is operated while the vehicle is still accelerating as described above will be described below.

In the above case, when the selector switch 46 is pulled toward the front side in FIG. 6 to turn it on, the 12th
Proceeding from step E101 in the figure to step 7'E110,
In step E110, it is determined that the position of the acceleration switch 45 has not changed from the previous control cycle, and the process proceeds to step E128.

In step E128, as described above, changeover switch control is performed according to the flowchart shown by steps FIOI to F121 in FIG. 13.

First, in step FIOI, it is determined whether or not the contact of the changeover switch 46 is in the ON state based on the contact information input in step AIO3 of FIG. 8(1). Part 18a is the sixth
Since it is pulled toward the front in the figure, it is determined that the contact is in the ON state, and the process proceeds to step F102.

In step F102, the value of the flag I3 is set to 1, and in the first step F103, it is determined whether the value of the 7-lag I5 is 1 or not. As mentioned above, the flag I5 indicates that the contact of the changeover switch 46 was ON in the previous control cycle.
The status is indicated by a value of 1, and if the process proceeds to step F103 in the first control cycle after the contact of the changeover switch 46 is turned ON, the contact of the changeover switch 46 is In the control cycle before turning ON, as described above.

Since the value is set to 0 in step F111, the process proceeds to step F104 based on the above judgment, and after setting the value of the flag I5 to 1, the process proceeds to step F105.

Note that if the contact point of the changeover switch 46 was in the ON state in the previous control cycle, the value of the flag I5 was set to 1 in step F104 in the previous control cycle, so step F1
Proceed to step 13.

As mentioned above, from step F104 to step F105
In step F106, the value of the flag I6 is set to 1, which indicates that this is the first control cycle after the contact of the changeover switch 46 is turned on. Set the value to O, step F
Proceed to 107.

The flag 112 indicates that the opening/closing of the throttle valve 31 has not yet been performed in the control cycle that corresponds to the first opening/closing timing of the throttle valve 31 after auto cruise mode control is started in each control cycle, or that the opening/closing is I've already done it.

In the auto cruise mode control described above, the control section 250 is activated by operating the acceleration switch 45 or the changeover switch 46.
A value of 0 indicates that the opening/closing of the throttle valve 31 has not yet been performed in the control cycle corresponding to the first opening/closing timing of the throttle valve 31 after the designation of the driving state designation section (not shown) is changed. It is.

In step F107, since the current control cycle is the first control cycle after the contact of the changeover switch 46 is turned ON, the running state of the vehicle that was specified by the running state specifying section (not shown) until the previous control cycle is determined. Since a different driving state is specified, as mentioned earlier, the value of the actual acceleration DVA is input in step AlO3 of Fig. 8 (1), giving priority to high followability with respect to the actual value. It is called pVA65.

In the next step F108, since the value is 0, it is determined whether the value of the flag I4 indicating that constant speed driving should be specified by the driving state designating section (not shown) is 1. It will be done.

As mentioned earlier, while the vehicle specified by the changeover of the acceleration switch 45 is still in acceleration, the contact of the changeover switch 46 is in the ON state, and in this control cycle, the contact point is in the ON state. Since this is the first flag after the ON state has been turned on, the value of the flag I4 has not changed since it was specified as 1 in step E116 of FIG. 12, and the process proceeds to step F109 after the above judgment is made. .

In step F109, the running state switching control unit (not shown) of the control unit 25 sets the value of the flag I4 to O and proceeds to step FIIO, and in step F110, the eighth design ψ
The latest actual vehicle speed VA■ determined by the interrupt control in steps A123 to A128 is input, and the changeover switch control in the current control cycle is completed.

If the changeover switch control in step ttza in FIG. , step F10 in FIG.
Since the value is set to 0 in step 9, the process proceeds to step E132 based on the above determination, and the designation of the driving state designating section (not shown) of the control section 25 is switched to constant speed driving.

In step E132, it is determined whether the value of the flag 6 is 1, and the value of the flag I6 is 1.

Since it is set to 1 in step F105 of FIG. 13, the process proceeds to step E105 based on the above determination.

The control in step E105 and steps E106 to E109 following step E105 is as follows.

This control is exactly the same as the control performed in steps E105 to E109 in the first control cycle after the accelerator pedal 27 is released.

Due to the same control, the current control cycle is
Regardless of whether or not it corresponds to the opening/closing timing, the actual vehicle speed vAI when the contact of the changeover switch 46 is turned ON and the designation of the driving state designation part (not shown) of the control unit 250 is changed to constant speed driving is measured. is opened and closed. As a result, a torque approximately equal to the above torque is output from the engine 13, and the running state of the vehicle starts to change from accelerated running to constant speed running.

In the first control cycle after the contact of the changeover switch 46 is turned ON, the above-described control is performed, but after the 9th control cycle, auto cruise mode control continues to be performed, and the acceleration switch 45 is not operated. In this case, step E12 is performed via step E101 and step E110 in FIG. 12 in the same way as in the above case.
8, and changeover switch control is performed. As described above, changeover switch control is performed according to the flow chart shown by steps F101 to F121 in FIG. 13, and in the first step FIOI, the changeover switch control is performed by It is determined whether or not it is in the ON state. If the contact is in the ON state following the previous control cycle, the process proceeds to step F102 based on the above judgment, and if the contact is not in the ON state in the current control cycle, the process proceeds to step F102 based on the above judgment. move on.

When the process advances from step FIOI to step F102, the value of the flag I3 is set to 1 in step F102, and then it is determined whether the value of the flag I5 is 1 in step F103. Since the contact of the changeover switch 46 continues to be in the ON state, the flag I5 indicates that the contact is in the OFF state.
In the first control cycle after entering the N state, the value remains at 1 in step Fl04, and the process proceeds to step F113 based on the above judgment.

In step F113, it is determined whether the value of the flag I4 is 1, and the value of the flag I4 is set to O in step F109 in the first control cycle after the contact of the changeover switch 46 is turned on. Therefore, the process advances to step F112, sets the value of the flag (1)6 to 0, and ends the changeover switch control in the current control cycle.

On the other hand, when the process advances from step F101 to step F111, the value of the flag I5 is set to O in the same step Fill, and the value of the flag 6 is set to O in step F112, thereby terminating the changeover switch control in the current control cycle. do.

Therefore, the contents of the changeover switch control when the contact of the changeover switch 46 is in the ON state continuously from the previous control cycle and when the contact is not in the ON state in the current control cycle are as follows: The only difference is the value settings.

Next, after the changeover switch control is completed, step E in FIG.
Proceeding to step 129, it is determined whether the value of the flag I4 is 1, as described above.

Since the value of flag ■4 remains O in step F109 of FIG. 13, step E13 is determined based on the above judgment.
2, the designation of the driving state designating section (not shown) of the control unit 250 remains as constant speed driving.

In step E132, it is determined whether or not the value of the flag I6 is 1. As mentioned above, since the value of the flag I6 was set to O in step F112 of FIG. The process advances to step E133, where target vehicle speed control is performed.

As mentioned above, the target vehicle speed control is performed according to the flowchart shown by steps J101 to J116 in FIG. 16, and in the first step J101,
A determination is made as to whether the value of flag I8 is 1, which indicates that the vehicle is traveling at a substantially constant speed due to auto-cruise mode control, by having a value of 0.

The value of the queen 7 lag I8 is determined in the first control cycle from step E132 to step E105 in FIG.
Since it is set to 1 when proceeding to step E106 via step E106, the process proceeds to step J102 based on the above judgment.

The control performed according to steps J102 to J107 is carried out according to steps E101 to E109 in FIG. This is exactly the same as the target vehicle speed control of E133, and its contents are as described above.

That is, the target acceleration DVS required to gradually reduce the actual acceleration DVA is set in each control cycle corresponding to the timing of opening and closing the throttle valve 31.

Step E123 performed after the above target vehicle speed control ends
The control of E127 to E127 is the same as that described in each case so far, and the throttle valve 3 is adjusted to the throttle valve opening degree to obtain the acceleration of the vehicle equal to the target acceleration DVS.
1 is opened and closed every control cycle corresponding to the above timing.

As a result, the acceleration of the vehicle gradually decreases, and the running speed increases.
When the contact point of the changeover switch 46 is turned on and the driving state specifying section (not shown) of the control section 25 specifies constant speed driving, the actual vehicle speed VAiK gradually approaches and becomes almost constant.

Then, in step J104 of FIG.

If it is determined that the absolute value IDVAI of the actual acceleration DVA is smaller than the preset reference value Kd, the value of the flag I8 is set to 0 in step J108, and then control is performed according to steps J109 to J116, which also follow the steps described above. As with J101 to JIO7, accelerator pedal 2
This is exactly the same as the target vehicle speed control in step E133 in FIG. 12 when the auto cruise mode control is performed by releasing 7, and its contents are as described above. Also, from the control cycle following the control cycle in which the above judgment was made.

Since the value of the flag I8 is set to 0 in step J108, the process advances from step J101 to step J109, where similar control is performed.

That is, after the traveling speed of the vehicle becomes approximately constant, the target acceleration DVS necessary to maintain the same traveling speed is set, and the target vehicle speed change switch 4 is set.
8 is switched to the (g) side or (c) side in FIG. 6, the set value of the target vehicle speed vS is increased or decreased in order to maintain the traveling speed constant according to the switching.

Furthermore, step E is performed after the target vehicle speed control is completed.
123 to E127, the throttle valve 31 is opened and closed to the throttle valve opening degree that obtains the acceleration of the vehicle equal to the target acceleration DVS, and the vehicle runs at a constant speed almost matching the target vehicle speed. Drive at a constant speed.

As described above, if the contact of the changeover switch 46 is turned on while the vehicle is still accelerating, the designation of the driving state designation section (not shown) of the control section 25 is switched to constant speed driving, Actual vehicle speed VAl when the switching is performed
is the target vehicle speed when the vehicle is traveling at the above-mentioned constant speed. Then, the traveling speed of the vehicle is maintained substantially constant in the same way as when the vehicle is shifted to a constant speed traveling state by releasing the accelerator pedal 27.

Next, when the acceleration switch 45 is in one of the positions ``Old'' and ``Group'' in FIG. , operation section 1 of auto cruise switch 18
The case where the contact point of the changeover switch 46 is turned on by pulling the switch 8a toward the front in FIG. 6 will be described below.

In the above case, when the contact of the changeover switch 46 is turned on, step E1 in FIG.
01, proceed to step E110.

Further, in step EIIO, since the acceleration switch 45G has not been operated, it is determined that the position of the acceleration switch 45 has not changed from the previous control cycle, and the process proceeds to step E128.

In step E128, as described above, changeover switch control is performed according to the flowchart shown in steps FIOI to F121KY2 in FIG.

First, in step FIOI, it is determined whether or not the contact of the changeover switch 46 is in the ON state, based on the contact information input in step AIO3 of FIG. 8(1).
Based on the same judgment, the process proceeds to step FIO2.

In step F102, the value of the flag I3 is set to 1, and the process proceeds to step F103, where it is determined whether the value of the flag I5 is 1 or not. In the previous control cycles, auto cruise mode control was performed without operating both the acceleration switch 45 and the changeover switch 46.
Since the value of the flag I5 is set to 0 in step F111, in the first control cycle after turning on the contact of the changeover switch 46, step F10 is executed based on the above judgment.
Proceed to step 4, set the value of flag I5 to 1, and then step 105
Proceed to.

Note that in the ninth and subsequent control cycles, if the contact of the changeover switch 46 is in the ON state and the auto cruise mode control is continued, and the process proceeds to step F103, as described above, the contact of the changeover switch 46 remains ON. ON
Step F104 of the first control cycle after setting the state
In this case, the value of flag I5 is set to 1, and based on the above judgment, the process proceeds to step F113.

Next, from step F103 to step Fl 0
4 and proceeds to step Fl 05, the flag I6 is
The value of flag 11 is set to 1, and the flag 11 is set to 1 in the ninth step F106.
After setting the value of 2 to 0, the process advances to step F107.

In step F107, since the current control cycle is the first control cycle after the contact of the changeover switch 46 is turned ON, the driving state of the control unit 25 is different from the driving state of the vehicle specified up to the previous control cycle. Since the value of the actual acceleration DVA is specified by the state specifying unit (not shown) K, the value of the actual acceleration DVA is set in step AlO of FIG.
It is assumed that the DVA65 is input in step 3.

In the next step F108, it is determined whether or not the value of the flag 4 is 1. After the acceleration switch 45 is switched and the vehicle accelerates, the traveling speed is reached as described above. When the target vehicle speed is reached and the vehicle is running at a constant speed, the value of flag ■4 is set to O in step L120 in FIG. If this occurs, the value of flag ■4 is set to 0 in step E102 of FIG. , the value of flag I4 is the 10th
It is set to 0 at step C14°5 in the figure, and the selector switch 46
When the vehicle is running at a constant speed by turning on the contact, the value of flag I4 becomes the first
Since it is set to 0 in step F109 of FIG. 3, the process proceeds to step F117 based on the above determination.

In step F117, the value of the flag I4 is set to 1 and 9.
After setting the value of the flag I9 to 0 in the next step F118, in step F119, the step A of FIG.
From the contact information input in lO3.

It is determined whether the acceleration switch 45 is at the mouth position in FIG.

Since the position of the acceleration switch 45 is in any of the positions from ■ to opening in FIG.
1, the designation by the driving state designation unit (not shown) of the control unit 250 is switched to accelerated driving.

In the above step F121, the vehicle speed/acceleration detecting section 24 detects the acceleration as shown in FIG. 8(1) in the current control cycle.
The target vehicle speed of the control unit 25 is obtained by adding a preset correction amount VKI, which is the same as that used in step E120 of FIG. A setting unit (not shown) sets the target vehicle speed vS during accelerated driving, and ends the changeover switch control in the current control cycle.

Therefore, when the vehicle is running at a constant speed, the acceleration switch 45
The target vehicle speed vS during acceleration is set in the same way as when the vehicle is switched to either the old or marked position in FIG.

When the changeover switch control in step E128 in FIG. 12 is performed as described above, the process proceeds to step E129.
It is determined whether the value of the flag I4 is 1,
As mentioned above, the 7 lag I4 is the step F11 in FIG.
7 has a value of 1.

After the above judgment is made, the process advances to step E130.

In step E130, it is determined whether the acceleration switch 45 is at the mouth position in FIG. 6 based on the contact information input in step AIO3 in FIG. 8(1). The position of the acceleration switch 45 is at any of the positions marked U in FIG.

After the above judgment is made, the process advances to step E121, where the target acceleration setting section (not shown) of the control section 25 performs acceleration switch control, and further step E122
Then, acceleration control is mainly performed by an acceleration control section (not shown) of the metropolitan area control section 25.

The above-mentioned acceleration switch control and the above-mentioned acceleration control are the same as the acceleration switch control and acceleration control that are performed when the acceleration switch 45 is switched to specify the accelerated driving state of the vehicle, and are initially performed after the contact of the changeover switch 46 is turned ON. The control performed in the control cycle is the same as the control performed in the first control cycle after switching the acceleration switch 45 at the time described above, and is performed at the timing of opening and closing the throttle valve 31 for the first time after the contact of the changeover switch 46 is turned ON. What control is performed in the applicable control cycle?

This is the same control that is performed in the control cycle corresponding to the timing that first occurs after switching the acceleration switch 45 at the above time.

That is, in the first control cycle after the contact of the changeover switch 46 is turned on, the position of the acceleration switch 45 is adjusted by the acceleration switch control.

The target acceleration DVS 2 is set when the vehicle is running at a constant acceleration, and by secondary acceleration control, when the actual vehicle speed VA is lower than a preset reference value of 5, the value of the target acceleration DVS 2 is set to the actual vehicle. is changed to a value corresponding to the speed.

Furthermore, when the above control cycle corresponds to the opening/closing timing of the throttle valve 31, the acceleration control is performed so that the value obtained by adding the preset correction amount ΔDVI to the actual acceleration DVA is used to smoothly start accelerating the vehicle. This is set as the target acceleration DVS.

If the first control cycle after turning on the contact of the changeover switch 46 corresponds to the above timing, steps E123 to E are performed when the acceleration control is completed.
127, the throttle valve 31 is opened and closed in the manner described above.

Acceleration of the vehicle is started at an acceleration approximately equal to the target acceleration DVS.

If the control cycle does not correspond to the timing, the target acceleration DVS is set by the acceleration control in the control cycle, and steps E123 to E
The auto cruise mode control in the above control cycle is ended without opening/closing the throttle valve 31 by 127.

As described above, the contact of the changeover switch 46 is turned ON.
In the case where busy control is performed in the first control cycle after the state is established, and after the 9th control cycle, auto cruise mode control continues without the accelerator pedal 27 and brake pedal 28 being depressed, and the acceleration switch 45 is not switched. Then, step E101 and step EIIO in FIG. 12 are performed again in the same manner as in the above case.

Proceed to step F101 in FIG.
It is determined whether or not the contact is in the ON state.

If the contact point of the changeover switch 46 has been kept in the ON state since the previous control cycle, the process proceeds to step F102 based on the above judgment, and the operation section 18a of the auto cruise switch 18 is released and the changeover switch 46 is returned to its original position.
If the contact No. 6 is in the OFF state, the process proceeds to step F111 based on the above determination.

When the process advances from step FIOI to step F102, the value of the flag I3 is set to 1 in the same step F102, and then the process proceeds to step F103, where it is determined whether the value of the flag I5 is 1 or not. be done. The value of the flag I5 is determined by the changeover switch 46 as described above.
It is set to 1 in step F104 of the first control cycle after the contact is turned on, and the contact continues to be turned on.
Since it remains in the N state, step F is performed based on the above judgment.
Proceed to 113.

In step F113, it is determined whether or not the value of the flag I4 is 1. Since the value of the flag I4 was set to 1 in step F117 of the control cycle, the process proceeds to step F114 based on the above determination.

In step F114, step AlO in FIG. 8(1)
Based on the contact information entered in step 3, it is determined whether the acceleration switch 45 is at the mouth position in FIG. Since the acceleration switch 45 is in one of the positions from ``Old'' to ``Open'' in FIG. A value obtained by adding a preset correction amount VTI to the target vehicle speed vS is designated as the target vehicle speed vS to be achieved during acceleration driving in the current control cycle.

Note that the target vehicle speed vS in the previous control cycle is the value specified in step F121 when the control cycle is the first control cycle after the contact of the changeover switch 46 is turned on, and is the value specified in step F121. If it is not the first control cycle, the value is specified in step F116.

Therefore, when the contact of the changeover switch 46 is turned on,
In the first control cycle, the value obtained by adding a preset correction amount VK1 to the actual vehicle speed VA is the target vehicle speed vS when accelerating.
When the ON state is specified as , and the ON state is continued, the target vehicle speed vS increases by a preset correction amount VTI every control cycle as the duration of the ON state increases.

Next, when the process advances from step F116 to step F112, the value of the flag I6 is set to 0, and the changeover switch control in the current control cycle is ended.

If the changeover switch 460 contact is not in the ON state in the current control cycle and the process advances to step F111 based on the determination in step Fl01.

In the same step F111, the value of the flag I5 is set to 0 and the process proceeds to step F112, and in the same step 7''F112, the value of the flag I6 is set to 0 as described above, and the changeover switch control in the current control cycle is ended.

The changeover switch control is completed as described above.

Next, when the process proceeds to step E129 in FIG. 12, it is determined whether the value of the flag I4 is 1, but as described above, the value of the 7 lag I4 is
Since it is set to 1 in step E117, the process proceeds to step E130 based on the above judgment.

In step E130, it is determined whether the acceleration switch 45 is at the mouth position in FIG.

Since the acceleration switch 45 is in the position from circle to l in the figure, the process proceeds to step E121 based on the above judgment.

The control in step E121 and subsequent steps E122 to E127 is the same as the control performed in the next control cycle after the most desired control cycle after switching the button and acceleration switch 45 as described above.

That is, in the acceleration switch control of step E121, the position of the acceleration switch 45 is not changed.

The value set in the first control cycle after the contact of the changeover switch 46 is turned on is subsequently set as the target acceleration DVS2 during constant acceleration running.

Also, by the acceleration control in step E122.

When starting acceleration, the acceleration of the vehicle is smoothly increased to the target acceleration DVS2, and the vehicle is accelerated with the target acceleration DVSz. Therefore, when the vehicle speed reaches the target vehicle speed vS, At the same time, the target acceleration DVS is set so as to gradually decrease the acceleration.

When the actual vehicle speed VA is lower than a preset reference value of 5, the target acceleration DVS2 is changed to a value corresponding to the actual vehicle speed VA. Then, the throttle valve 31 is opened and closed based on the target acceleration DVSK for each control cycle corresponding to the timing of opening and closing the throttle valve 31,
As a result, the vehicle is accelerated at an acceleration approximately equal to the target acceleration DVS.

Due to the acceleration, the traveling speed of the vehicle is increased to the target vehicle speed v
When the value becomes almost equal to S, it is the same as when the acceleration control is performed by switching the acceleration switch 45, and the value of the flag ■4 is 0 in the acceleration control at step E122.
Therefore, from the 9th control cycle onward, step E12 is performed.
9, the process proceeds to step E133 via step E132, where target vehicle speed control is performed, and the vehicle runs at a constant speed with the target vehicle speed vS set as the target vehicle speed, as described above.

As described above, when the acceleration switch 45 is held in the position indicated by the mark in FIG. 6 and the auto cruise mode control is performed and the vehicle is running at a constant speed, When the contact point of the changeover switch 46 is turned on by pulling the switch toward the front in FIG. Do it.

The vehicle accelerates smoothly with the acceleration corresponding to the position of the acceleration switch 45. Further, at this time, the target vehicle speed to be reached during the acceleration traveling is set to a value higher by a certain amount than the traveling speed of the vehicle in the constant speed traveling state, and the target vehicle speed to be reached is set by moving the selector switch 46 to the front side in FIG. If you lengthen the time it is pulled to the side, it will increase by K. After the running speed of the vehicle reaches the target vehicle speed due to the accelerated running, the running state designation section (not shown)
The designation of is switched to constant speed running, and the vehicle runs at constant speed with the above-mentioned target vehicle speed as the target vehicle speed.

As described above, when the acceleration switch 45 is switched to the position marked ``Old'' or ``marked'' in Figure 6, and when the acceleration switch 45 is set to the position ``old'' or ``marked'' in the same figure, the operating section 18a of the auto cruise switch 18 is Selector switch 46 by pulling it toward the front side of
We have described the case where the contact is in the ON state, but secondly,
When the acceleration switch 45 is switched to the mouth position in the figure,
A case will be described below in which the operating portion 18a is pulled toward the front side in the figure when the acceleration switch 45 is at the opening position in the figure, and the contact point of the changeover switch 46 is turned on.

By switching the acceleration switch 45 to the old position shown in FIG. 6, or by turning on the contact point of the changeover switch 46 when the acceleration switch 45 is in the same position and the vehicle is running at a constant speed.

Since the accelerating state of the vehicle is designated and the accelerator pedal 27 is not depressed even when the vehicle is being accelerated,
At step E101 in FIG. 12, the accelerator switch 12
It is determined that the contact was in the ON state in the previous control cycle, and the process proceeds to step E11O.

In step EIIO, as described above, it is determined whether the position of the acceleration switch 45 has changed from the previous control cycle based on the contact information input in step AlO3 of FIG. 8(1). It is done. The acceleration switch 45 was in the old position in FIG. 6 in the previous control cycle, and in the current control cycle it is in the opening position in the same figure, so based on the above judgment, the process advances to step Ell.

The above step Ell and the subsequent step E112
In E113 to E113, as described above, the value of the flag I3 is set to 1, and the value of the flag I5 and the flag I are set to 1.
After setting the value of 9 to 0, in step E114, the determination as to whether the acceleration switch 45 is at the mouth position in FIG. 6 is made based on the contact information input in step AlO3 in FIG. 8(1). Based on this.

Since the acceleration switch 45 is in the position of the mouth in FIG. 1 in the current control cycle, the process proceeds to step E115 based on the above judgment, and after setting the value of the flag I4 to O,
Proceed to step E104. The control in step E104 and the subsequent steps E105 to E109 are as described above, which are performed in the first control cycle after the accelerator pedal 27 is released.
The control is exactly the same as that of No. 109, and the same control causes the acceleration switch 45 to be set to the sixth position regardless of whether the current control cycle corresponds to the opening/closing timing of the throttle valve 31.
The actual vehicle speed VA immediately after switching to the position shown in the figure is the target vehicle speed, and the engine 1 torque is sufficient to drive at a constant speed.
The throttle valve 31 is opened and closed to the throttle valve opening estimated from 3. As a result, a torque approximately equal to the above torque is output from the engine 13,
The running state of the vehicle begins to change from accelerated running to constant speed running.

In the first control cycle after the acceleration switch 45 is switched to the position shown in FIG. When the switch 45 is held in the above position and the changeover switch 46 is not operated, the 12th
The process advances from step EIOI in the figure to step Eiio, where it is determined whether the position of the acceleration switch 45 has changed from the previous control cycle.

As mentioned above, the acceleration switch 45 is held at the mouth in FIG. 6 and its position has not been changed since the previous control cycle, so based on the above judgment, the process proceeds to step E128.
Changeover switch control is performed.

As described above, the changeover switch control is performed according to the flowchart shown by steps FIOI to F121 in FIG. 13. First step FIOI
Then, since the changeover switch 46 has not been operated, it is determined that the contact of the changeover switch 46 is not in the ON state as described above, and the process proceeds to step Fill, and the process proceeds to step F.
In step 111, the value of the flag 5 is set to 0, and the first step F
At step 112, the value of the flag I6 is set to 0, and the changeover switch control in the current control cycle is ended.

Next, proceed to step E129 in FIG. 12.

A determination is made as to whether or not the value of the flag I4 is 1. As described above, the flag I4 is set to the acceleration switch 45.
Since the value is set to 0 in step E115 of the first control cycle after switching to the position of the mouth in FIG. The designation changes to constant speed driving.

In step E132, it is determined whether the value of vII lag I6 is 1, and since the value of flag 6 was set to O in step F112 of FIG. 13, the process proceeds to step E133 based on the above determination. Target vehicle speed control is performed.

As mentioned above, the target vehicle speed control is performed according to the flowchart shown by steps J101 to J116 in FIG. 16, and in the first step J101,
A determination is made as to whether the value of flag I8 is 1 or not.

Since the value of the flag I8 is set to 1 in step E106 of FIG. 12 in the first control cycle after the acceleration switch 45 is switched to the opening position in FIG. 6, the process proceeds to step J102 based on the above judgment.

The above step J102 and the subsequent step J103
The control of steps E101 to J107 is performed in steps E101 to E in FIG. 12 in the first control cycle after the accelerator pedal 27 is released.
After performing control according to step E109, the process proceeds to step E133 in the control cycle following the above control cycle, and is completely the same as the control performed according to steps Jlol to J107, the contents of which are as described above. .

That is, the target acceleration DVS required to gradually reduce the actual acceleration DVA is set in each control cycle corresponding to the timing of opening and closing the throttle valve 31.

When the target vehicle speed control is completed as described above.

Next, according to steps E123 to E127 in FIG. 12, control is performed as described in each case so far, and the throttle valve 31 is adjusted to the throttle valve opening degree to obtain the acceleration of the vehicle equal to the target acceleration DVS. Opening and closing
This is performed every control cycle corresponding to the above timing. As a result, the acceleration of the vehicle gradually decreases, and the traveling speed gradually approaches the actual vehicle speed vAX immediately after switching the acceleration switch 45 and becomes almost constant.

In this way, the acceleration decreases, and when it is determined in step J104 of FIG. 16 that the absolute value IDVA+ of the actual acceleration DVA is smaller than the preset reference value Km, the value of flag 8 is set to 0 in step J108. After that, proceed to step J109, and execute step J
Control is performed according to step 109 and subsequent steps JIIO to J116. Furthermore, in each control cycle after the above judgment is made, the flag I is set in step J108.
Since the value of 8 is set to O, the process advances from step JIOI to step J109, and control is performed in the same manner.

The control performed according to steps J109 to J116 is performed in steps J101 to J11 as described above in the auto cruise mode control after the accelerator pedal 27 is released.
Control is performed according to step J108, and the above step J104
After proceeding to step J108 based on the judgment, the control is exactly the same as that performed according to steps J109 to J116, and the contents are as described above.

That is, after the traveling speed of the vehicle becomes approximately constant, the target acceleration DVS necessary to maintain the same traveling speed is set, and the target vehicle speed change switch 4 is set.
8 is switched to the (g) side or the (f) side in FIG. 6, the set value of the target vehicle speed vS is increased or decreased in order to maintain the traveling speed constant according to the switching.

Then, in the ninth step, steps E123 to E127 in FIG.
by being controlled according to.

As described above, the opening and closing of the throttle valve 31 to the throttle valve opening to obtain the acceleration of the vehicle equal to the target acceleration DVS is performed every control cycle corresponding to the timing of opening and closing of the throttle valve 31.

As a result, the vehicle travels at a constant speed that substantially matches the target vehicle speed VS.

As described above, by switching the acceleration switch 45 or by turning on the contact of the changeover switch 46, the acceleration switch 45 is moved to the position (■) in FIG. , the designation in the driving state designating section (not shown) of the control unit 25 is changed to constant speed driving, and the actual vehicle speed VA immediately after the acceleration switch 45 is changed! In other words, if the control is to run at a constant speed with the vehicle speed set to the target vehicle speed when the above designation is switched to constant speed driving, the control changes to the constant speed driving state by releasing the accelerator pedal 27, or if the vehicle starts accelerating driving. This is done in the same way as when the contacts of the changeover switch 46 are set to the OK state during the process. As a result, the traveling speed of the vehicle is maintained constant, substantially matching the target vehicle speed.

Note that when the acceleration switch 45 is in the old position shown in FIG. 6 and the driving state designation section (not shown) of the control section 25 specifies constant speed driving, when the vehicle is in the constant speed driving state, When the acceleration switch 45 is switched to the position shown in the figure, the same control as described above is carried out, but the above-mentioned designation is already set to constant speed running before the switch is switched.

Constant speed driving continues at the same target vehicle speed.

No change occurs in the running condition of the vehicle.

Next, the acceleration switch 45 is held at the position shown in FIG. 6, auto cruise mode control is performed, and the control unit 25
When the vehicle is running at a constant speed because the 0 running state designating section (not shown) specifies constant speed running, pull the operating section 18a of the auto cruise switch 18 toward the front in FIG. A case where the contact of the changeover switch 46 is turned on will be described below.

In the above case, when the contact of the changeover switch 46 is turned ON, step E1 in FIG.
01, proceed to step E110.

Further, in step E110, since the acceleration switch 45 has not been operated, it is determined that the position of the acceleration switch 45 has not changed from the previous control cycle, and the process proceeds to step E128.

In step E128, as described above.

Changeover switch control is performed, and first, in step F101 in FIG. 13, step AlO in FIG. 8(1)
Based on the contact information input in step 3, it is determined whether the contact of the changeover switch 46 is in the ON state.

The contacts of the changeover switch 46 are in the ON state.

When the process proceeds to step F102 based on the above judgment, flag I
The value of flag 3 is set to 1, and in the ninth step F103, it is determined whether the value of flag 5 is 1 or not.

In the first control cycle after the contact of the changeover switch 46 is turned ON, auto cruise mode control is performed without operating either the acceleration switch 45 or the changeover switch 46 in the previous control cycle.
The value of the flag I5 is set to O in step F111, and based on the above determination, the process proceeds to step F104.

In the above step F104, the value of the flag I5 is set to 1, and in the fifth step F105, the value of the flag I6 is set to 1, and furthermore, in the next step F106, the value of the flag 112 is set to O, and the process proceeds to step F107.

In the above step F107, since the current control cycle is the first control cycle after the contact of the changeover switch 46 is turned ON, the driving state of the vehicle that is different from the driving state specified until the previous control cycle is detected by the control unit 2s. Since it is specified by the driving state specifying unit (not shown), as mentioned above, priority is given to high followability with respect to the actual value.

The value of the actual acceleration DVA is determined in step AlO3 of Fig. 8 (1).
Let it be DVAa6 input in .

In the next step F108, it is determined whether or not the value of the flag I4 is 1. However, as mentioned earlier, the value of the flag I4 is different from the value before the contact of the changeover switch 44 is turned on. The vehicle is running at a constant speed.

If the acceleration switch 44 is switched, the 12th
It is set to 0 in step E115 in the figure, and the accelerator pedal 27
If the transfer is due to release, the result is O in step E102 of FIG. 12.

Further, if the shift is caused by releasing the brake pedal 28, it is set to 0 in step C145 in FIG. 10, and if it is caused by turning on the contact of the changeover switch 46, it is set to 0 in step F109 in FIG. Therefore, based on the above judgment, the process advances to step F117.

In step F117 above, the value of 7lague4 is set to 1.

After setting the value of 7 lag I9 to 0 in the next step F118,
When proceeding to step F119, step A in FIG. 8(1)
Based on the contact information input at lO3, it is determined whether the acceleration switch 45 is at the mouth position in FIG.

Since the acceleration switch 43 is in the above-mentioned position, the process proceeds to step F120 based on the above-mentioned determination, and the designation of the driving state designating section (not shown) of the control section 250 is switched to deceleration driving. In step F120, step AlO3 of FIG. 8(1)
A preset correction amount VK from the actual vehicle speed VA input in
The value obtained by subtracting 2 is determined by the target vehicle speed setting section (not shown) K of the control section 25 as the target vehicle speed during deceleration traveling.

The changeover switch control in the current control cycle ends.

Next, proceed to step E129 in FIG. 12.

A determination is made as to whether or not the value of the flag I4 is 1. Since the value of the flag I4 is set to 1 in step F117 of FIG. 13 as described above, the process proceeds to step E130 based on the above determination. tr.

In step E130, step AlO in FIG. 8(1)
Based on the contact information input in step E13, it is determined whether or not the acceleration switch 45 is in the position shown in FIG. , deceleration control is performed in step E131.

The deceleration control described above is to set a target acceleration DVS of a negative value corresponding to the target deceleration for performing deceleration driving to reduce the traveling speed of the vehicle to the target vehicle speed vS, and includes the steps shown in FIG. 15. This is mainly carried out by the acceleration control section (not shown) and target acceleration setting section (not shown) of the control section 25 according to the flowcharts shown by 101 to H11O above.

First, in step H101, the target vehicle speed vS
It is determined whether the absolute value IVs-VAI of the difference between the actual vehicle speed VA and the actual vehicle speed VA input in step AlO3 of FIG. 8(1) is smaller than a preset reference value of 4 or not. When the control goes to step HIOI in the first control cycle after the contact point of the changeover switch 46 is turned ON, as described above, the target vehicle speed vS is the actual vehicle speed VA minus the correction amount VK2. Therefore, the above absolute value I
Vs-VAI is equal to the above-mentioned correction amount VK2, and the above-mentioned correction amount VK2 is set to the above-mentioned reference value larger than 4, and based on the above-mentioned judgment, the process proceeds to step H102.

After calculating the difference VS-VA between the target vehicle speed vS and the actual vehicle speed VA in step H102.

Proceeding to the next step H103, the target acceleration DVS5 corresponding to the difference VS-VA is read from the map + MDVS5, and further, in the next step H, 104, the target acceleration DVS5 is specified as the value of the target acceleration DVS during deceleration driving. Then, the deceleration control in the current control cycle ends.

The above map +MDVS5 is used to find the target acceleration DVS5 corresponding to the target deceleration during deceleration driving, using the above difference VS - VA as a parameter,
-VA and the target acceleration DVS5 have a correspondence relationship shown in FIG. 25. Therefore.

The target acceleration DVS5 will be a negative value as long as the difference VS-VA is a constant value, and will essentially become a deceleration.

After setting the target acceleration DvS by deceleration control as described above, when the process proceeds to step E123 in FIG.
The target torque TOM2 of the engine 13 required to make it equal to VS is calculated using the above equation (5).

Therefore, in the first control cycle after turning on the contact of the changeover switch 46, the target acceleration DVS
, the target acceleration DVS5 having a negative value is specified, and the actual acceleration DMA is almost 0 because the vehicle running state before the control cycle is constant speed, so according to the equation (5), Calculated target torque T O
M2 has a value smaller than the actual torque TEM output by the engine 13.

Next, when the process advances to step E124, the above step E123
The throttle valve opening θTH2 corresponding to the target torque TOM2 calculated in step A1O3 and the engine speed NZ input in step AlO3 in FIG.
It reads from H (not shown) and proceeds to step E125.

The minimum value of the throttle valve opening θTH2 at Matsu 7'#MTH (not shown) K corresponds to the minimum opening at which the engine is at the idle position, and the above target torque TOM2
is smaller than the minimum torque that can be output from the engine 13, the throttle valve opening θTH2 is set to the minimum opening to obtain the closest achievable torque from the engine 13 to the target torque TOMzK. It is designated as .

The control in step E125 and subsequent steps E126 and E127 are the same as those performed in each case described above, and if the current control cycle corresponds to the timing of opening and closing the throttle valve 31, The throttle valve 31 is opened and closed to the throttle valve opening degree θTH2 specified in step E124, and the value of the flag 112 is set to 1. And the result.

When the target torque TOM2 is larger than the minimum torque that can be output from the engine 13, the target torque TOM2 is larger than the minimum torque that can be output from the engine 13.
2 is output from the engine 13, and when the target torque TOM2 is smaller than the minimum torque, the throttle valve 31 is held at the minimum opening that is the enogene idle position, and deceleration by engine braking is started; The running state of the vehicle shifts from running at a constant speed to running at a reduced speed.

Further, if the current control cycle does not correspond to the above-mentioned timing, the auto-cruise mode control in the current control cycle is ended without performing the above-mentioned opening/closing.

As described above, after the contact point of the changeover switch 46 is turned ON and control is performed in the first control cycle, auto cruise mode control is continued in the 9th control cycle and thereafter, and the acceleration switch 45 is switched. If not, step EIOI and step E110t in FIG. 12 are performed again in the same manner as in the above case.
-i.

Proceed to step F101 in FIG.
It is determined whether or not the contact is in the ON state.

If the contact point of the changeover switch 46 is in the ON state continuously from the previous control cycle, the process proceeds to step F102 based on the above judgment, and the operation part 18a of the auto cruise switch 18 is released to turn the contact point of the changeover switch 46 into the ON state. If you are in a rich state,
Based on the above judgment pressure, the process advances to step Fill.

When proceeding from step FIOI to step F102, when the acceleration switch 45 is in the same or marked position in FIG. In the same manner as when the contact continues to be in the ON state in the second and subsequent control cycles when the state is specified, step F1 is passed from step F102 to step F103 and step F113.
Proceed to step 14.

In step F114, step AlO in FIG. 8(1)
Based on the contact information input in step 3, it is determined whether the acceleration switch 45 is at the mouth position in FIG. 6, and the acceleration switch 45 is at the above position.

Based on the above judgment, the process advances to step F115. Step F
115, the target vehicle speed change control unit (not shown) of the control unit 25 indicates the target vehicle speed v in the previous control cycle.
A value obtained by subtracting a preset correction amount VT2 from S is set as the target vehicle speed VS in the current control cycle.

Note that the target vehicle speed vS in the previous control cycle is the value set in step F120 when the control cycle is the first control cycle after the contact of the changeover switch 46 is turned on, and is the value set in step F120. If it is not the first control cycle, the value is the one set in step F115.

Therefore, when the contact of the changeover switch 46 is turned on,
In the first control cycle, the value obtained by subtracting the preset correction amount VK2 from the actual vehicle speed VA is the target vehicle speed v when decelerating.
When the ON state is specified as S and the ON state is continued, the target vehicle speed vS decreases by a preset correction amount vTz for each control cycle as the duration of the ON state increases.

Next, when the process advances from step F115 to step F112, the value of the flag I6 is set to 0, and the changeover switch control in the current control cycle is ended.

If the contact of the changeover switch 46 is not in the ON state in the current control cycle, and the process advances to step Fill based on the judgment in step FIOI.

In the same step FIII, the value of flag I5 is set to 0 and 9
In the next step F112, the value of the flag I6 is set to 0, and the changeover switch control in the current control cycle is ended.

The changeover switch control is completed as described above.

Next, proceeding to step E129 in FIG. 12, it is determined whether or not the value of the 7-lag I4 is 1, as described above.
17 is set to 1, the process proceeds to step E130 based on the above judgment.

In step E130, the acceleration switch 43 is in the sixth position.
A determination is made as to whether the position is at the mouth position in the figure, and since the acceleration switch 45 is at the above position, step E131
Then, the deceleration control described above is performed.

First, in step H101 of FIG.

The above target vehicle speed vS and step AlO in FIG. 8 (1)
Absolute value of the difference from the actual vehicle speed VA input in step 3 1vS-VA
A determination is made as to whether I is smaller than a preset reference value of 4 or not. If the absolute value IVS-VAI is not less than 4 to the reference value.

Based on the above judgment, the control in steps H102 to H104 is performed as described above, and based on the target acceleration DVS specified by the same control, step E1 in FIG.
The throttle valve 31 is opened and closed under the control of E123 to E127. and.

As a result, the vehicle continues to decelerate.

Note that the deceleration of the vehicle at this time is approximately equal to the absolute value of the target acceleration DVS, but the target torque TOM2 calculated in step E123 is smaller than the minimum torque that can be output from the engine 13. In this case, as described above, the throttle valve 31 is closed to the minimum opening that corresponds to the engine idle position, so that the maximum deceleration obtained by engine braking, that is, the target deceleration that is the absolute value of the target acceleration DVS is reached. This is the closest realizable deceleration.

As shown in FIG. 25, the target acceleration DVS5 set as the value of the target acceleration DVS is set to the actual vehicle speed VA after the actual vehicle speed VA becomes a value close to the target vehicle speed vS due to the deceleration traveling. As the value decreases, the degree of vehicle deceleration becomes more gradual.

The traveling speed of the vehicle smoothly approaches the target vehicle speed.

As described above, the vehicle is decelerated.

The above actual vehicle speed VA decreases, and the above absolute value + VS - VAI
When becomes smaller than the reference value of 4, the arrival detection section (not shown) of the control section 25 detects that the traveling speed of the vehicle has reached the above-mentioned target vehicle speed vS, and based on the judgment in step HIOI, step H105 is performed. Proceed to.

In step H105, the difference VS-VA between the target vehicle speed vS and the actual vehicle speed VA is calculated, and in the ninth step H106, the vehicle speed is almost constant and there are no sudden changes in driving conditions.

Prioritizing high stability over high followability, the value of the actual acceleration DVA used in step E123 of FIG. 8. Specify the actual acceleration DVA 850 input in step AlO3 of FIG. 8 (1).

Next, in step H108, as described above, the actual vehicle speed vA and the target vehicle speed vS are almost equal, and the arrival detection unit (not shown) K of the control unit 25 determines that the vehicle running speed has reached the target vehicle speed vS. Since it is detected that the target acceleration DVS4 has been reached, the target acceleration DVS4 is determined instead of the target acceleration DVS5 by the control performed according to the flowchart of steps MIOI to M106 in FIG.

The content of the above control is exactly the same as the control in step J115 in FIG. 16 when the accelerator pedal 27 is released and the vehicle shifts to a constant speed driving state under auto cruise mode control, and is as described above.

Furthermore, in the next step H108, step E in FIG.
The target acceleration DVS4 is designated as the value of the target acceleration DVS to be used in step H123, and the process proceeds to step H109.

The target acceleration DVS4 is as described above.

The difference vS-VA between the target vehicle speed vS when traveling at a constant speed and the actual vehicle speed VA input in step AlO3 of FIG. 8(1) is set with the correspondence shown in FIG. 23 or 24. , the above difference VS-VA in both figures
There is a corresponding relationship in which the target acceleration DVS increases as the vehicle speed increases, so the target acceleration DVS changes the previously decreasing traveling speed of the vehicle to the target vehicle speed vS, that is, the target vehicle speed vS reached when the vehicle is in a decelerating state. It becomes something that cannot be stopped.

In step H109, the driving state switching control section (not shown) of the control section 25 sets the value of the flag I4 to 0.

In the next step H110, the value of flag I8 is set to 0,
The deceleration control in the current control cycle is completed, and the ninth control is performed according to steps E123 to E127 in FIG. This control is the same as the control in steps E123 to E127 in each case described above,
The control in steps E123 and E124 is performed when the driving state designating section (not shown) of the control section 25 specifies deceleration driving.

This is performed by an acceleration control section (not shown) of the control section 25.

That is, the throttle valve opening θTH2 is set based on the target acceleration DVS whose value is specified by the deceleration control, and when the current control cycle corresponds to the opening/closing timing of the throttle valve 31, the throttle valve 31 is The valve is opened and closed until the valve opening degree θTH2. As a result, the traveling speed of the vehicle remains approximately at the same value as the target vehicle speed VSK.

After performing K as above, steps H105 to H in FIG.
In the control cycle following the control cycle in which the control was performed in accordance with 110, the auto cruise mode control continues, and if both the acceleration switch 45 and the changeover switch 46 are not operated, the same as in the above case is performed again. Step E101 and Step E in FIG.
After IIO, the process advances to step F101 in FIG.

Since the contact point of the changeover switch 46 is already in the OFF state, the process proceeds to step Fill based on the judgment made in step F101 as described above, and after setting the value of flag I5 to O, the value of flag I6 is changed in step F112. is set to O, and the changeover switch control in the current control cycle is ended.

Next, proceed to step E129 in FIG. 12.

A determination is made as to whether or not the value of the flag I4 is 1. Since the value of the flag I4 was set to O in step H109 of FIG. 15 as described above, the process proceeds to step E132 based on the above determination. , the designation of the driving state designation unit (not shown) of the control unit 250 is switched to constant speed driving.

In step E132, it is determined whether the value of the flag I6 is 1, but the value of the flag I6 is
As described above, since the determination is 0 in step F112 of FIG. 13, the process proceeds to step E133 based on the above determination, and target vehicle speed control is performed.

The above target vehicle speed control is performed according to the flowchart shown in steps J101 to J116 in FIG. 16, but the value of the flag I8 determined in the first step JIO1 is changed to
10 is set to 0, the control is performed as described above in accordance with steps J109 to J116 in the same manner as after the transition from the accelerated running state to the constant vehicle speed running state.

That is, the target acceleration DVS is set in order to keep the traveling speed of the vehicle constant and consistent with the target vehicle speed vS, and the target vehicle speed change switch 48 is turned to the (g) side or the (f) side in FIG. When the vehicle speed is switched to , the set value of the target vehicle speed vS is increased or decreased in response to the switch. When the target vehicle speed control is completed as described above, control is performed according to steps E123 to E127 in FIG.
In the same way as in the case described above, the target acceleration D
In response to VS, the throttle valve 31 is opened and closed in each control cycle corresponding to the opening and closing timing. As a result, the vehicle travels at a constant travel speed approximately equal to the target vehicle speed vS.

As mentioned above, when the acceleration switch 45 is held at the opening position shown in FIG. When the contact point of the changeover switch 46 is turned on by pulling it toward the front side in FIG. The traveling speed of the vehicle decreases to the target vehicle speed ■S whose value decreases as the duration of . Then, when the arrival detection unit (not shown) of the control unit 25 detects that the traveling speed has reached the target vehicle speed vS.

A running state switching control unit (not shown) of the control unit 25 switches the designation of the running state specifying unit (not shown) to constant speed running, and smoothly transitions to constant speed running with the target vehicle speed vS as the target vehicle speed. , a traveling speed at which the vehicle is approximately equal to the target vehicle speed vS, that is.

The vehicle travels while maintaining the travel speed at which the designation of the travel state designation section (not shown) is switched to constant speed travel.

Next, while the vehicle is still decelerating as described above, pull the operating portion 18a of the auto cruise switch 18 toward the front in FIG.
A case where the contact is turned on will be described below.

In the above case, when the contact of the changeover switch 46 is turned ON, step EIO in FIG.
Step FI in FIG. 13 via Step I and Step EIIO
Proceed to OI. In step F101, it is determined whether or not the contact of the changeover switch 46 is in the ON state based on the contact information input in step AIO3 of FIG. 8(i). Since the contact is in the ON state, step F102
In the next step F103, it is determined whether the value of the flag I5 is 1 or not. Turn the contact of the changeover switch 46 to O.
The above step F is performed in the first control cycle after entering the N state.
When proceeding to step 103, the value of the above flag ■5 was set to 0 in step Fill of the previous control cycle, so
Based on the above judgment, the process advances to step F104.

Above step F104 and subsequent step F105
In F106 to F106, the values of flag I5 and flag I6 are set to 1.
In addition, the value of the flag 112 is set to 0, and the next step F1
07, and in step F107, the contact of the changeover switch 46 is turned on and the control unit 2 is turned on, as described above.
Since this is the first control cycle in which a different driving state is specified in the driving state designation section (not shown), the value of the actual acceleration DVA is set in step A of FIG. 8 (1) with priority given to high followability.
Assume that DVA65 is input at lO3.

In the next step Fl08, it is determined whether or not the value of the flag I4 is 1. However, as described above, when the vehicle is still decelerating, the selector switch 46
The contact is in the ON state.

Since the current control cycle is the first one after the contact is turned on, the value of the flag I4 is as follows.

The designation of the deceleration running state described above turns the contact of the changeover switch 46 to O.
When done by putting it in the N state.

It is set to 1 in step F117, and the process proceeds to step F109 based on the above determination.

In step F109, the driving state switching control unit (not shown) of the control unit 250 sets the value of the flag I4 to 0, and in the ninth step F110, the latest Actual vehicle speed VA
i is input as the actual vehicle speed immediately after the contact of the changeover switch 46 is turned on, and changeover switch control in the current control cycle is completed.

The changeover switch control as described above is the same as the changeover switch control in the first control cycle when the contact point of the changeover switch 46 is turned on when the vehicle is accelerating. Therefore, the values of the 7 lag 4 and the flag I6 after the changeover switch control are the same, so after the changeover switch control is finished, the process goes through steps E129 and E132 in FIG.
5, the designation of the driving state designating section (not shown) of the control unit 250 is switched to constant speed driving.

The above step E105 and the subsequent step E106
The control by E109 is performed in steps E105 to E1 in the first control cycle after the accelerator pedal 27 is released, or in the first control cycle after the contact of the changeover switch 46 is turned ON when the vehicle is accelerating.
This is exactly the same as the control performed according to 09. That is,
Due to the same control, the current control cycle is
Regardless of whether it corresponds to the timing of opening or closing.

Actual vehicle speed vA immediately after turning on the contact of the changeover switch 46! The throttle valve 31 is opened and closed until the throttle valve opening is estimated to obtain torque from the engine 13 for driving the vehicle at a constant speed with the target vehicle speed set as the target vehicle speed. and,
As a result, a torque approximately equal to the above torque is output from the engine 13.

The running state of the vehicle begins to change from decelerated running to constant speed running.

The above control is performed in the first control cycle after the contact of the changeover switch 46 is turned ON, but auto cruise mode control continues to be performed after the 9th control cycle, and when the acceleration switch 45 is not operated. 12 in the same manner as in the above case.
01 and step EIIO, the process advances to step E128, where changeover switch control is performed.

As described above, the control contents in the first control cycle after the contact of the changeover switch 46 is turned on are the same as the first control cycle after the contact is turned on during acceleration driving.

The values of each flag are the same, and the changeover switch control described above is performed in the same manner. Further, when the process proceeds to step E133 via step E129 and step E132, the target vehicle speed control is performed at steps J101 to J111 in FIG.
The flowchart shown by )K is performed accordingly.

First, in step JIOI, it is determined whether the value of flag I8 is 1.
The value is determined at step E10 in FIG. 12 in the first control cycle after the contact of the changeover switch 46 is turned on.
Because 6 is considered 0.

Based on the above judgment, the process advances to step J102.

In step J102, it is determined whether or not the value of flag Ill is 1, which indicates that the current control cycle corresponds to the opening/closing timing of the throttle valve 31 by having a value of 1.

End control. Furthermore, if the value of the flag Ill is 1, the current control cycle corresponds to the above timing, so the process proceeds to step J103 and continues target vehicle speed control.

When the process proceeds to step J103, the target vehicle speed vS in constant speed driving is set as a temporary value.

In preparation for the actual vehicle speed control input in step AlO3 of FIG. 8(1), until the traveling speed becomes approximately constant.

The value is updated every control cycle corresponding to the above timing.

Next, in step J104, D
A determination is made as to whether the absolute value of the actual acceleration DVA to which the value of VA65 or DVA130 is designated is smaller than a preset reference value KX. When the target vehicle speed control is performed, the traveling speed of the vehicle becomes almost constant, the deceleration of the vehicle approaches OK, and it is determined in step J104 that the absolute value of the actual acceleration DVA is smaller than the reference value by 1. , - After setting the value of flag 8 to 0 in step J108, the process proceeds to step J109. Also.

Since the traveling speed is not yet constant and the deceleration of the vehicle is not approaching OK, in step J104,
If it is determined that the absolute value of the actual acceleration DMA is not less than % of the reference J value, the process proceeds to step J105.

In step J105, it is determined whether the actual acceleration DVA is greater than zero.

Until the contact of the changeover switch 46 is turned on.

Since the vehicle was in a decelerating state, the above actual acceleration - DVA
has a negative value, and the process proceeds to step 5106 based on the above determination.

In step J106, the target acceleration DVS is set to the value obtained by adding the preset correction amount ΔDV2 to the actual acceleration DMA, and the target vehicle speed control in the current control cycle is ended.

When the target vehicle speed control as described above is completed, control is performed in the same manner as in each case described above according to steps E123 to E127 in FIG. Every,
Throttle valve opening θT corresponding to the above target acceleration DVS
The throttle valve 31 is opened and closed to H2. As a result, the vehicle has a negative acceleration approximately equal to the target acceleration DVS.

In other words, the vehicle performs deceleration traveling at a decelerating speed.

As mentioned above, the target acceleration DVS is obtained by adding the correction amount ΔDV2 to the actual acceleration DVA of the controlled vehicle. The value approaches OK. Accordingly, the deceleration of the vehicle gradually approaches OK.

As described above, the actual acceleration DMA approaches 0, and in step J104 of FIG. 16, the actual acceleration DV
If it is determined that the absolute value of A is smaller than % of the preset reference value, the process proceeds to step J109 via step J108 as described above.

Above step J109 and subsequent step J11O
The control carried out according to Jl 16 is as follows.

Among the cases described above, the control is the same as that carried out in accordance with steps J109 to J116 when the vehicle shifts to a constant speed running state, and the control proceeds from step J104 to step J109 via step J108. In the control cycle in which step J103
Target acceleration DV required to match the vehicle traveling speed and drive at a constant speed.
Setting of S is performed. In addition, the target vehicle speed change switch 4
8 is switched to the (G) side or (V) side in FIG. 6, the set value of the target vehicle speed vS is changed in response to the switch.

After the target vehicle speed control as described above is performed, the throttle valve 31 is similarly opened and closed by the control in steps E123 to E127 in FIG. Drive at travel speed.

In addition, in the control cycles after the control cycle in which the control progresses from step J104 to step J109 via step 5108, the value of flag I8 is set to 0 in step J108, so the value of flag I8 is set to 0 during target vehicle speed control. The program proceeds directly from step J101 to step J109, where the above-described control is performed.

Therefore, as described above, when the acceleration switch 45 is in the position shown in FIG. 6, the contact of the changeover switch 46 is turned ON to specify the deceleration running state of the vehicle, and then the contact is turned OFF. After that, if the above contact is turned ON again while the vehicle is still in deceleration running state,
The designation of the driving state designation unit (not shown) of the control unit 25 switches from decelerated driving to constant speed driving, and the vehicle stops decelerating driving and reaches a driving speed that is almost equal to the driving speed immediately after the contact is turned ON. That is, the vehicle maintains the traveling speed at which the above designation was changed to constant speed traveling.

By performing auto cruise mode control as described above, when the brake pedal 28 is released with the accelerator pedal 27 released, or when the accelerator pedal 27 is released with the brake pedal 28 released. in case of.

The vehicle runs at a constant speed while maintaining the running speed immediately after the depression is released. When the vehicle is running at a constant speed,
When the acceleration switch 45 is switched to any of the old and group positions in FIG. 6, or when the acceleration switch 45 is in the above position and the contact of the changeover switch 46 is turned on, the The vehicle accelerates with the corresponding acceleration.

When the traveling speed reaches the target vehicle speed, the vehicle runs at a constant speed that almost matches the target vehicle speed. In addition, when the above-mentioned acceleration driving is performed with the contact point of the changeover switch 46 in the ON state, the above-mentioned target vehicle speed is set to the above-mentioned ON state.
The set value increases by increasing the duration of the state. Further, when the acceleration switch 45 is switched to the position shown in FIG. 6 while the vehicle is running at a constant speed, or when the acceleration switch 45 is in the above position and the changeover switch 4
When the contact point 6 is turned on, the vehicle decelerates, and when it reaches the target vehicle speed, it runs at a constant speed that almost matches the target vehicle speed. Note that when the contact point of the changeover switch 46 is in the ON state and the deceleration traveling is performed, the set value of the target vehicle speed is decreased by increasing the duration of the ON state. In addition, when the contact of the changeover switch 46 is turned ON again while in either the acceleration driving state or the deceleration driving state, the driving speed is approximately equal to the driving speed immediately after the contact was turned ON. When the vehicle is running at a constant speed while maintaining the speed, and the acceleration switch 45 is in the old position shown in FIG. 6 and the vehicle is accelerating, the acceleration switch 45 is moved to the When switched to the position.

The vehicle travels at a constant speed while maintaining a travel speed that is approximately equal to the travel speed KJI immediately after the switching. Further, when the vehicle is running at a constant speed, the target vehicle speed change switch 48 is set to the sixth position.
When switching to the (g) side or (f) side in the diagram, the set value of the target vehicle speed when driving at a constant speed is increased or decreased in response to the switch, and when the duration of the switch is prolonged, the increase or decrease in the above set value is increases.

By controlling the engine 13 by the engine control device l according to the first embodiment of the present invention as described above, the following effects can be obtained.

Immediately after the engine starts, until the engine speed rises to the steady state speed of 130 rpm, or for some reason, the engine 1
3 becomes unstable and the engine speed drops, the throttle valve 31 operates in response to the movement of the accelerator pedal 27 in the same manner as if the accelerator pedal 27 and the throttle valve 31 were mechanically directly connected. However, the throttle valve 31 is not controlled based on the rate of change in the amount of depression of the accelerator pedal 27 or the driving state of the vehicle.

The throttle valve 31 is controlled stably, and the operating state of the engine 13 is prevented from becoming unstable.

When the brake pedal 28 is depressed and the vehicle is braked by the brake (not shown) K.

First, when the same braking is being performed, the throttle valve 3
1 is held at the minimum opening that corresponds to the engine idle position, so in addition to the braking effect of the above-mentioned brake (not shown), the braking effect of the engine brake is obtained.Secondly, in the above-mentioned braking, the deceleration is larger than the standard. If the duration of this state is longer than the reference value and the vehicle speed when the brake pedal 28 is released is lower than the reference value, the throttle valve 31 is held at the above position until the accelerator pedal 27 is depressed. To stop at intersections, etc.

After decelerating with the brake (not shown).

When the -H brake pedal 28 is released just before stopping.

Braking is performed by engine braking, which has the effect of stopping the vehicle smoothly and preventing impact when stopping. 31C, in the above-mentioned braking, if the deceleration does not become larger than the reference value, or the above-mentioned duration time is not longer than the reference value, or the vehicle speed at the time of the above-mentioned depressing release is not lower than the reference value.

Until the accelerator pedal 27 is depressed, the vehicle speed is maintained constant with the vehicle speed immediately after the brake pedal 28 released as the target vehicle speed. There is no need to manually restart the constant vehicle speed control, which is canceled every time the brake pedal 28 is pressed, unlike a vehicle speed control device, which reduces the burden on the driver and allows for relatively heavy traffic. This has the effect of making it easier to drive at a constant speed on roads. Furthermore, fourthly, when transitioning to the constant vehicle speed driving state, the actual vehicle speed immediately after the release is maintained from immediately after the brake pedal 28 is released until the opening/closing timing of the valve 31 at the first slot visited after the release. Since the throttle valve 31 is temporarily opened and closed to the estimated throttle valve opening degree, there is an effect that the transition to the constant vehicle speed running state is quickly and smoothly performed immediately after the above-mentioned release. Fifth, by setting the throttle switch 47 provided in the auto cruise switch 18 to the position shown in FIG.
8 when released, the engine is always held at the minimum opening, which is the engine idle position, until the accelerator pedal 27 is depressed.
When traveling on a gentle downhill slope, etc., by switching the throttle switch 47 to the position shown in FIG. 6, it is possible to use engine braking in conjunction with the vehicle.

Next, when the accelerator pedal 27 is depressed.

First, the acceleration of the vehicle is set in accordance with the amount of depression of the accelerator pedal 27, the rate of change of the amount of depression, and the time elapsed since the rate of change became smaller than the reference value. , the faster you press the pedal, the more rapid the acceleration will be, and the faster you release the pedal, the faster and more gradual acceleration will occur, providing responsive acceleration that accurately reflects the driver's intentions. In addition, if the sudden amount of depression is reduced or stopped, the acceleration changes smoothly, which has the effect of preventing the occurrence of a shock due to a sudden change in acceleration. Second, when the accelerator pedal 27 is released, the vehicle speed is maintained constant using the vehicle speed immediately after the release as the target vehicle speed. There is no need to reset the target vehicle speed every time the vehicle speed is changed using the accelerator pedal 27, as is the case with the constant vehicle speed driving device, which reduces the burden on the driver and makes it easy to travel at a constant speed even on roads with relatively heavy traffic. This effect becomes even more conspicuous because it is combined with the above-described constant speed running when the brake pedal 28 is released. Also, thirdly.

During the transition to the constant vehicle speed driving state, from immediately after the accelerator pedal 27 is released to the first opening/closing timing of the throttle valve 31 after the accelerator pedal 27 is released.

Since the throttle valve 31 is provisionally opened and closed to the throttle valve opening degree that is estimated to maintain the actual vehicle speed immediately after the above-mentioned cancellation, the effect is that the transition to the constant vehicle speed running state is quickly and smoothly performed immediately after the above-mentioned cancellation. be. Furthermore, fourthly,
When the shift select 29 is in a position other than the D range or when the throttle switch 47 is in the position shown in FIG. Since the throttle valve 31 operates in the same manner as in the directly connected state, the throttle valve 31 is closed by relaxing or stopping the depression of the accelerator pedal 27, so the shift selector 29 is set to the L range when driving on a slope. By setting the throttle switch 47 to the above position, it becomes possible to drive using engine braking. Fifth, accelerator pedal 2
Among the target accelerations set when the accelerator pedal 27 is depressed, the target accelerations that are set corresponding to the amount of depression of the accelerator pedal 27 are as shown in FIG. is a larger value than when the amount of depression is decreased, so the acceleration of the vehicle quickly increases or decreases in response to the movement of the accelerator pedal 27 from increasing to decreasing or from decreasing to increasing, and the driving feeling is improved. There is an effect.

Further, as described above, when the accelerator pedal 27 or the brake pedal 28 is released, the vehicle shifts to the constant speed running state.

Since the target acceleration is set so that the acceleration of the vehicle gradually decreases as time passes after the pedal is released and approaches 0, the occurrence of a shock due to a sudden change in acceleration when transitioning to a constant vehicle speed driving state is avoided. It has the effect of being prevented.

Further, when both the accelerator pedal 27 and the brake pedal 28 are in the released state and the vehicle is running at a constant speed as described above, the first K, acceleration switch 45 or selector switch 46 is operated.

It is possible to select from three driving states: acceleration driving, deceleration driving, and constant speed driving, and with just one operation, you can accelerate or decelerate to the target vehicle speed and change to constant speed driving after reaching the target vehicle speed. Since the shift is automatically performed, it is easy to change the vehicle speed according to the situation when driving at a constant speed on a highway, etc., and the burden on the driver is reduced. Second, when acceleration or deceleration driving is specified by turning the contact of the changeover switch 46 into the ON state, by increasing the duration of the ON state, the vehicle speed before the specification and the target vehicle speed can be changed. The difference between the two increases, so when you want to accelerate or decelerate beyond the target vehicle speed.

All you need to do is turn on the contact of the changeover switch 46 again to designate the above-mentioned acceleration or deceleration traveling, and continue the same ON state as necessary. When contact 46 is turned on,
Since the vehicle speed shifts to a constant speed driving state where the target vehicle speed is the vehicle speed immediately after turning on the ON state, if the desired vehicle speed is reached before reaching the target vehicle speed, it is only necessary to operate the selector switch 46 once, and the acceleration Regarding running, the acceleration switch 45 allows selection of three types of acceleration: slow acceleration, medium acceleration, and rapid acceleration, so by combining these operations, the above effects can be partially enhanced. Thirdly, when the vehicle is traveling at a constant speed, the vehicle speed suddenly changes due to a slope or the like.

The target acceleration for restoring the vehicle speed is set so that the difference with the vehicle acceleration does not exceed a preset value.
This has the effect of eliminating sudden changes in acceleration and preventing impact from occurring.

By operating the acceleration switch 45 or the changeover switch 46,
When the acceleration running state is specified as described above, firstly, the target acceleration is not specified for the fixed gate corresponding to the position of the acceleration switch 45 immediately after the above specification, but the target acceleration is specified for the time after the above specification. Since a target acceleration that approaches and eventually becomes equal to the target acceleration is specified in accordance with the progress of the above-mentioned acceleration, it is possible to prevent an impact from occurring due to a sudden change in acceleration when transitioning from a constant vehicle speed traveling state to an accelerated traveling state. There is an effect.

Second, when the vehicle speed approaches the target vehicle speed due to accelerated driving, instead of the target acceleration having a constant value corresponding to the position of the acceleration switch 45, the target acceleration decreases as the vehicle speed approaches the target vehicle speed. Since the acceleration is specified, when the vehicle speed reaches the target vehicle speed mentioned above, the acceleration of the vehicle changes smoothly and the vehicle transitions to a constant speed running state, which has the effect of preventing the occurrence of shock due to sudden changes in acceleration. be. Furthermore.

Thirdly, when the vehicle speed is lower than the reference value, the acceleration switch 4
Instead of the constant value target acceleration set corresponding to position 5, a target acceleration is set that increases as the vehicle speed increases and approaches the target acceleration. 45 or the selector switch 46 to designate the accelerated driving state, the vehicle is accelerated more gently, which has the effect of improving the riding feeling.

In addition, when the deceleration driving state is specified as described above by operating the changeover switch 46, when the vehicle speed approaches the target vehicle speed due to deceleration driving, the target deceleration is changed to the previously constant target deceleration. , a target deceleration that gradually approaches KOK is specified as the vehicle speed approaches the above-mentioned target vehicle speed.
When the vehicle speed reaches the target vehicle speed, the acceleration of the vehicle changes smoothly and the vehicle transitions to a constant speed running state, which has the effect of preventing the occurrence of shocks due to sudden changes in acceleration.

Furthermore, when the vehicle is in the accelerated traveling state or the decelerated traveling state and the constant speed traveling state is specified by operating the acceleration switch 45 or the changeover switch 46, the first K,
When transitioning to the above-mentioned constant vehicle speed running state, from immediately after the above-mentioned operation until the timing of the first opening/closing of the throttle valve 31, the throttle valve opening is temporarily adjusted to maintain the actual vehicle speed immediately after the above-mentioned operation. Since the throttle valve 31 is opened and closed, there is an effect that the transition to the constant vehicle speed running state is performed quickly and smoothly immediately after the above operation.Secondly, when transitioning to the constant vehicle speed running state, the vehicle Gradually reduce the acceleration to □ as time passes after the above operation.
Since the target acceleration is set so as to be close to K, there is an effect that the occurrence of a shock due to a sudden change in acceleration at the time of transition to a constant vehicle speed running state is prevented.

When both the accelerator pedal 27 and the brake pedal 28 are in the released state and auto cruise mode control is being performed, firstly, the actual acceleration value used in the auto cruise mode control is the acceleration of the vehicle. D suitable for highly responsive control with high followability to actual changes
VA65, DVA85G, which is suitable for highly stable control with little influence from momentary disturbances, and DMA13G, which is in the middle of both of the above values, are used, and when the accelerator pedal 27 is released or the brake pedal 28 When the vehicle shifts to a constant speed running state by releasing the pedal, and when shifting to a different running state specified by operating the acceleration switch 45 or the changeover switch 46.

By using the DvA65 in the control up to the first opening/closing timing of the throttle valve 31 after the start of the transition, there is an effect that the start of the transition is performed quickly and accurately. , above D
The use of VAaso has the effect of enabling stable control without malfunctions caused by disturbances.

Furthermore, the timing for opening and closing the throttle valve 31 is as follows:
When the accelerator pedal 27 is depressed or the acceleration switch 45 or changeover switch 46 is operated, if the vehicle speed changes during acceleration or deceleration, the vehicle speed is set at a period inversely proportional to the change in vehicle speed. As the vehicle rises, the number of times the throttle valve 31 opens and closes per unit time increases, which has the effect of enabling highly responsive driving.After the vehicle reaches a constant speed running state, the vehicle speed remains almost constant and the wide throttle is activated. Since there is no variation in the valve opening degree, the above timing is set at a constant cycle unrelated to the vehicle speed, so even if the rate of high-speed driving increases, the life of the throttle valve 31 and the throttle valve rotating part 26 will not decrease. It has the effect of being prevented.

In the engine control device 1 according to the first embodiment of the present invention as described above, as a method of bringing the vehicle speed closer to the target vehicle speed vS when transitioning to a constant vehicle speed driving state by auto cruise mode control, the target acceleration DVS is gradually increased. A method is used to bring the vehicle speed closer to 0, but a different method is used to bring the vehicle speed closer to the target vehicle speed VSK.
A second embodiment of the present invention that can be brought closer will be described below with reference to FIGS. 28 to 30.

The structure of the engine control device l of the said 2nd Example.

Of the controls performed by the engine control device 1, the portions excluding the controls related to auto-cruise mode control are the same as those in the first embodiment. Therefore, regarding the above configuration, please refer to Figures 1 to 7, and of the flowcharts showing the contents of control, Figures 8, 9, and 1.
Figures 1, 13 to 15, 17, and 18 will be used as is, and Figures 10, 12, and 16 will be used as is.
The figures correspond to each figure, Fig. 28, Fig. 29,
Using FIG. 30 instead, in the flowcharts shown in FIGS. 28 to 30 above, for steps in which substantially the same control as that of the first embodiment is performed, the corresponding steps of the first embodiment will be explained. The same reference numerals as those in the flowchart are given. Also, the engine control device of the second embodiment! The correspondence relationship between the parameters in the map used for control performed in the map and the variables read corresponding to the same parameters is also the same as that in the first embodiment, so FIGS. 19 to 26 can be used as is. Divert.

Of the above-mentioned FIGS. 28 to 30, FIG. 28 is.

Step A116 of the flowchart shown in FIG. 8(1)
This is a flowchart showing details of the throttle non-direct motion control performed in the above-mentioned non-direct motion throttle control, in which, as in the first embodiment, the accelerator pedal 27 and the throttle valve 31 are adjusted in response to the movement of the accelerator pedal 27. The throttle valve 31 is operated to control the engine 13, which is not necessarily equivalent to a state in which the throttle valve 31 is mechanically directly connected.

Next, FIG. 29 is a flowchart showing details of the auto cruise mode control performed in step C144 of the flow chart shown in FIG. When the accelerator pedal 27 and the brake pedal 28 are released, the vehicle accelerates, decelerates, or runs at a constant speed based on the information from the detection units and switches 14 to 24 in FIG. The throttle valve 31 is actuated to control the engine 31, but the method of bringing the vehicle speed closer to the target vehicle speed VSK is different from the first embodiment.

Further, FIG. 30 is a flowchart showing details of the target vehicle speed control performed in step E133 of the flowchart shown in FIG. The constant vehicle speed control section (not shown) K of the section 25 changes the target vehicle speed vS during constant speed driving by the target vehicle speed change switch 48, and changes the vehicle speed to the target vehicle speed vS in the auto cruise mode control.
The target acceleration required to bring the vehicle speed close to the target vehicle speed vS and the target acceleration required to maintain the vehicle speed constant after the vehicle speed approaches the target vehicle speed vS and become almost equal to the target vehicle speed vS are set. The method of setting the target acceleration required to approach VSK is different from the first embodiment.

The operation of the engine control device 10 according to the second embodiment of the present invention, which is controlled according to the flowchart shown in FIGS. 28 to 30 and has the configuration shown in FIGS. 1 to 7, will be described below. state

When the power of the engine control device 1 is turned on by the ignition switch (not shown) of the vehicle in the same manner as in the first embodiment, the state shown in FIG.
The main flow is controlled by steps A101 to A117.

Step A118 of FIG. 8 01) to 5 by Al2O
Interrupt control every 0 milliseconds and step A1 of FIG. 8 GiD
Interrupt control every 10 milliseconds by 21 to A122,
FIG. 8 <IJOx f y Interrupt control is performed every 65 milliseconds by A123 to A128.

Flowchart shown in FIG.
Since this embodiment is different from the first embodiment, the operation of the engine control device 10 is completely the same as that of the first embodiment except when the throttle non-direction control is performed. Also, even when the above-mentioned throttle non-direct control is performed, the method for the vehicle speed to approach the target vehicle speed in auto cruise mode control is different as described above, but the results obtained are as follows: This is a constant vehicle speed drive in which the speed is maintained constant, and substantially the same results can be obtained.

The content of the throttle non-direct motion control performed in step A116 is shown in the flowchart of FIG. 28, which is different from the flowchart of FIG. 10 showing the throttle non-direct motion control performed in the first embodiment. Step c129 is changed to step C147, and step C146 is added between step C147 and step C128. Step C above
147 is the latest actual vehicle speed VA inputted in step C121 of FIG. 28 in the same manner as in the first embodiment! This is a step of substituting the value of VS1 into the first target vehicle speed VS1. Also,
The step C146 is a step in which the value of the flag IIO is set to 0, and the flag is used in the target vehicle speed control performed in the auto cruise mode control, and is used to set the value of the second target vehicle speed vS2 in the auto cruise mode control. A value of 1 indicates that initialization has already been performed.

The first target vehicle speed V whose value is set in step C147 above
SI is step C in FIG. 10 in the first embodiment.
Only the name and symbol of the target vehicle speed ■S whose value is set in step C129 have been changed, and steps C147 to C
If control is performed by proceeding to step 130, the same step C1
30, above.

The target torque TOMl required to maintain the vehicle speed equal to the first target vehicle speed VSI is calculated in the same manner as in the first embodiment using the formula +11 used in the first embodiment.

As described above, step C145 is a control related to the auto cruise mode control of step C144, and step C146 is only a change in name and symbol.
Unless the auto cruise mode control is performed in step C144 when both the accelerator pedal 27 and the accelerator pedal 27 are released, the engine control device 1 according to the second embodiment of the present invention
The operation is substantially the same as that of the first embodiment.

The contents of the auto-cruise mode control performed in step C144 are shown in the 7o-chart of FIG. 29, which is similar to the flowchart of FIG. 12 showing the contents of the auto-cruise mode control performed in the first embodiment. In.

Step E105 is changed to step E1'l14.

Step E135 is added between step E106 and step E107. Above step E134
is a step in which the changeover switch control in step E128 or the latest actual vehicle speed value inputted in step E104 in the same manner as in the first embodiment is substituted for the first target vehicle speed vSl; rug ilo
This is a step in which the value of is set to 0.

Step E134 is the step C in FIG. 28 described above.
147, only the name and symbol of the target vehicle speed vS whose value is set at step E105 in FIG. 12 in the first embodiment are changed, and the steps from step E134 to step E106 to step E135 to step E107 are changed. When control is performed after proceeding to , the target torque TOMa required to maintain the vehicle speed consistent with the first target vehicle speed vS1 is determined by the formula (5) used in the first embodiment.
is calculated in the same manner as in the first embodiment.

Therefore, the auto cruise mode control shown in the flowchart of FIG. 29 is performed, and the accelerator pedal
7. Step E as the first control cycle after release.
When the process proceeds from Step E101 to Step E102, the only difference from the first embodiment is that the value of the flag IIO used in the target vehicle speed control in Step E133 is set to 0 in Step E135. The throttle valve 31 is rotated and the engine 13 is controlled in the same manner as in the first embodiment so as to maintain the vehicle speed consistent with the first target vehicle speed vS1, which differs only in name and symbol from the example. .

In addition, if the accelerator pedal 27 has already been released in the previous control cycle and the step EIOI to step E11 is
0, step E114 to step E
115 to step E104, and then proceeds to step E134.115 as described above. Step E106. Step E135
When control is performed by proceeding to step E107 through step E106, the process proceeds from step E132 to step E134, and step E106. Step E10 via step E135
Proceed to step 7 and wait for the control to take place.

It differs from the first embodiment in that the value of the flag IIO is set to O in step E135, and in step E132
When the process proceeds to step E133 and target vehicle speed control is performed, the content of the target vehicle speed control is different from that of the first embodiment. Flag IIO is used in the above-mentioned target vehicle speed control.

Substantially different from the first embodiment, the engine 13 is controlled when the target vehicle speed control is performed, and the conditions under which the target vehicle speed control is performed and the target vehicle speed control are performed. The contents of control in each step other than step E133 are substantially the same as in the first embodiment.

The above target vehicle speed control is performed according to the flowchart shown in FIG.

First, in step F101, it is determined whether the value of the flag I8 is 1, as in the first embodiment.

The flag I8 is K as mentioned above.

The vehicle is running at a nearly constant speed due to auto cruise mode control.

This is indicated by a value of 0. Therefore, similarly to the first embodiment, if the vehicle speed is substantially constant due to auto cruise mode control, the process proceeds to step J130 based on the above determination; otherwise, the process proceeds to step J102.

In other words, after the vehicle enters the running state under auto-cruise mode control, the process proceeds to step JIOI while the vehicle speed has not yet reached a substantially constant value.

While the vehicle is in the running state and the acceleration/deceleration specified by the operation of the acceleration switch 45 or changeover switch 46 is being performed,
In the case where after the acceleration switch 45 or changeover switch 46 is operated to designate constant speed driving, the process proceeds to step J101 while the vehicle speed has not yet reached a constant value of #1.

Based on the above judgment, the process advances to step J102. Also.

One case is when the vehicle speed becomes an almost constant value after transitioning to the above vehicle driving state, the other is when the vehicle speed becomes an almost constant value after the above constant speed driving is specified during the above acceleration/deceleration driving. In the case where the vehicle speed reaches the target vehicle speed due to deceleration driving and becomes almost constant, when proceeding to the above step JIOI,
Based on the above judgment, the process proceeds to step J130.

When the process advances from step F101 to step F102, it is determined in step F102 whether the value of flag 11 is 1 or not. The flag Ill has a value of 1, which indicates that the control cycle corresponds to the opening/closing timing of the throttle valve 31, as described above. If the current control cycle corresponds to the above timing, step J is determined based on the above judgment.
Proceed to step 117 and continue target vehicle speed control, if the current control cycle does not correspond to the above timing.

Based on the above judgment, the target vehicle speed control in the current control cycle is ended.

When proceeding from step J102 to step J117,
It is determined whether the value of the flag ilG is 1 or not.

Second target vehicle speed v in auto cruise mode control J control
If the value of S2 has not been initialized yet,
Based on the above judgment, in step J118, the value of the second target vehicle speed vS2 is set as the value of step AlO in FIG. 8(1).
In step J119, the value of the flag IIO is set to 1, and then the process proceeds to step J120. Further, in the previous control cycle, if the initial setting of the second target vehicle speed VS2 in step J118 has already been performed,
In step J119, the value of the flag IIO is set to 1, and as a result of the above judgment, directly in step J12.
Go to 0.

As mentioned above, the target vehicle speed control is performed when both the acceleration switch 45 and the changeover switch 46 are not operated when the auto cruise mode control is performed in each control cycle by releasing the accelerator pedal 27. There are three cases: when constant speed driving is specified by the acceleration switch 45 or changeover switch 46, when the vehicle speed reaches the target vehicle speed due to acceleration/deceleration driving, and when the brake pedal 28 is released. This is carried out in the above three cases when the auto cruise mode control is started in the control cycle, but in the above six cases, the process proceeds to step J102 when the vehicle speed reaches the target vehicle speed due to acceleration/deceleration driving. 4 except when reached
There are two cases.

In these four cases, as mentioned above, step C146 in FIG. 28 or Stella 7'E135 in FIG.
Because the value of flag 110 is set to 0.

In the control cycle corresponding to the first opening/closing timing of the throttle valve 31 in the above four cases.

The process always proceeds from step J117 to step J118, and the above-mentioned initial setting of the second target vehicle speed VS2 is performed anew. Also, since the flag l100 value is set to 1 in step J119 of the control cycle described above.

In the control cycle corresponding to the above-mentioned timing subsequent to the above-mentioned control cycle, as described above, step J117 directly goes to step J120 atr.

In step J120, it is determined whether the absolute value IVs2-VSI1 of the difference between the second target vehicle speed VS2 and the first target vehicle speed VSI is smaller than a preset reference value of 3''.

The first target vehicle speed VSl is one of the above four cases.

When the auto cruise mode control is performed in each control cycle by releasing the brake pedal 28, if the acceleration switch 45 and the changeover switch 46 are not operated, the first control cycle after the release of the brake pedal 28 is performed. In step C147 of FIG. 28, the latest actual vehicle speed VAj is specified, and in the other three cases.

The latest actual vehicle speed VAr is specified in step E134 in FIG. 29 in the first control cycle in each case. On the other hand, the initial stage of the second target vehicle speed VS2 in the above four cases is as shown in FIG.
) is the actual vehicle speed VA input in step AlO3.

Therefore, the initial values of the first target vehicle speed VSI and the second target vehicle speed VS2 are different values due to the time difference in setting, so when the vehicle was in an accelerating state until then, the second target vehicle speed VS2 is higher than the initial value. When the vehicle speed becomes larger than the first target vehicle speed VSI and the vehicle is in a deceleration traveling state, the first target vehicle speed VSI becomes larger than the second target acceleration VS2. Therefore, the above step J120 is repeated, and the above absolute value 1Vsz-VSt
If it is determined that l is not smaller than the reference value 3, the process proceeds to step J121. Note that the difference between the first target vehicle speed V31 and the second target vehicle speed VS2 decreases, and in step J120, the absolute value IVs2-VSII is reduced by 3 to the reference value.
If it is determined that it is smaller, the process advances to step J128.

When the process proceeds from step J120 to step J121, it is determined in step J121 whether or not the second target vehicle speed VS2 is greater than the first target vehicle speed vSl, and if it is determined that it is greater, the process proceeds to step J123, If it is determined that it is not large, the process advances to step J122.

In step J123, the second control cycle up to the previous control cycle is
The value obtained by subtracting the preset correction amount VK2 from the target vehicle speed vSz is set as a new value of the second target vehicle speed VS2, and the process proceeds to the next step J124.

Further, in step J122, the value obtained by adding the correction amount VK2 to the second target vehicle speed VS2 up to the previous control cycle is set as a new value of the second target vehicle speed VS2, and the process proceeds to the next step J124.

Therefore, by the control in steps J121 to J123, the second target vehicle speed VS2 approaches the first target vehicle speed vSIK by the correction amount VK2 at each timing of opening and closing of the throttle valve 31.

In the STUB J124, the second target vehicle speed vS2 is set as the target vehicle speed vSO value when driving at a constant speed by target vehicle speed control.
is set, and in the ninth step J125, the target vehicle speed v
The difference VS-VA between S and the actual vehicle speed VA input in step AlO3 of FIG. 8(1) is calculated, and the process proceeds to step J126.

In step 5126, the target acceleration DVS3 corresponding to the difference VS-VA is read from the map #MDVS3.

The map #MDVS 3 is the same as that used in step L115 in FIG. 17 in the acceleration control described above, but in the target vehicle speed control, the target acceleration DVSI brings the vehicle speed closer to the target vehicle speed vS. Used as the acceleration needed to match. Note that the above map #MDVS3 is the difference between the above differences vs.
-VA is used as a parameter to obtain the target acceleration DVS3, and the difference VS-VA and the target acceleration DVS3 have a correspondence relationship shown by +MDVS3 in FIG. 23.

Next, in step J127, after controlling the target vehicle speed, in step E123 of FIG. 29, as described above, the target torque T
The target acceleration DVS3 is specified as the value of the target acceleration DVS used to calculate OM2, and the target vehicle speed control in the current control cycle is ended.

When the target vehicle speed control is completed as described above.

In exactly the same way as in the first embodiment, step E1 in FIG.
Controls from 23 to E127 are performed. Then, by performing the same control, a target torque TOM2 for obtaining a vehicle acceleration equal to the target acceleration DVS set by the target vehicle speed control is calculated, and a target torque TOM2 is determined for outputting the same target torque TOM2 from the engine 13. Opening degree θTH
Open and close the throttle valve °31 up to 2. As a result, as described in the first embodiment, a torque approximately equal to the target torque TOM2 is output from the engine 13, and the vehicle speed approaches the target vehicle speed S, that is, the second target vehicle speed VS2.

Therefore, in the target vehicle speed control described above, the control in steps J121 to J127 in FIG.
When the control cycle corresponding to the opening/closing timing is repeated, the second target vehicle speed VS2 approaches the first target vehicle speed VSI as described above, so the vehicle speed gradually increases to the first target vehicle speed.
The vehicle speed approaches the target vehicle speed VSI.

When the second target vehicle speed VS2 approaches the first target vehicle speed VSI,
In step J120, the absolute value of the difference between the two IVs2-
If it is determined that the VSII is smaller than the preset reference value of 3, the process advances to step 5128.

A first target vehicle speed vSl is set as the value of the target vehicle speed VS when driving at a constant speed under target vehicle speed control. That is, after the target vehicle speed vS having the second target vehicle speed VS2 as a value approaches the first target vehicle speed VSI sufficiently, the first target vehicle speed vS1
becomes the value of the target vehicle speed vS.

In the next step J129, the target vehicle speed vS and the eighth
It is determined whether the absolute value IVs-VAI of the difference from the actual vehicle speed VA input in step AlO3 of FIG. 3(i) is smaller than a preset reference value 4. The vehicle speed is not yet close enough to the target vehicle speed vS, and the absolute value IVs-V
If it is determined that AI is not smaller than the reference value of 4, the process advances to step J125. The control in step J125 and the next steps J126 and J127 are as described above, and the control in steps E123 and E127 in FIG. 29 performed after the same control is also as described above, and the results The vehicle speed approaches the target vehicle speed VS.

Since the values of the first target vehicle speed VSI and the second target vehicle speed vS2 do not change in the next control cycle and thereafter, the process proceeds from step J120 to step J128 in FIG. 30, and the same control is performed. Then, the vehicle speed is the target vehicle speed vS
It approaches enough to step J109, and the above absolute value I
If it is determined that Vs-VAI is smaller than the above reference value of 4, the value of flag I8 is set to 0 in step Jl08, and then
Steps J109 to J116 are controlled. Also.

Since the value of flag I8 is set to O in step J108, in each control cycle after the 9th control cycle, as long as the target vehicle speed control is continued, the process proceeds to step J130 based on the judgment in step JIOI, and the value of flag IIG is changed. After setting it to 0, the control in steps J109 to J116 is performed.

The control in steps J109 to J116 is completely the same as in the first embodiment, and the control in steps J109 to J11 is completely the same as in the first embodiment.
At step 2, the change in the set value of the target vehicle speed vS is controlled by the target vehicle speed change switch 48.

In steps J113 to Jl 16, the vehicle speed is set to the target vehicle speed vs.
The setting of the target acceleration DVS that is necessary to maintain the target acceleration DVS is controlled.

Note that when the target vehicle speed vS is changed by the control in steps J109 to J112, as described above, the absolute value of the difference between the target vehicle speed vS and the actual vehicle speed VA, 1vS-VAI, decreases and becomes smaller than the reference value of 4. Since this is carried out later, the target vehicle speed change switch 48 is activated only when the vehicle is running at a constant speed where the vehicle speed is almost constant, as in the first embodiment.
It becomes possible to change the set value of the target vehicle speed vs.

By performing the target vehicle speed control as described above.

When auto cruise mode control is performed in each control cycle by releasing the accelerator pedal 27 or brake pedal 28, if neither the acceleration switch 45 nor the changeover switch 46 is operated after the release of the accelerator pedal 27 or the brake pedal 28, the final In the event that the vehicle speed is maintained at a constant speed that is approximately equal to the vehicle speed immediately after the pedal is released, and constant speed driving is specified by operating the acceleration switch 45 or changeover switch 46, the final speed immediately after the above operation is changed. Transition to a constant speed driving state in which the vehicle speed is maintained approximately equal to the vehicle speed, and when the vehicle speed reaches the target vehicle speed due to acceleration/deceleration driving, the constant vehicle speed driving state is finally maintained in which the vehicle speed is maintained approximately equal to the target vehicle speed. Move to.

By controlling the engine 13 with the engine control device 1 of the second embodiment of the present invention as described above, the same effects as those of the first embodiment can be obtained, but as described above, the same effects as those of the first embodiment can be obtained. By performing different target vehicle speed control, new effects as described below can be obtained.

After accelerating the vehicle by depressing the accelerator pedal 27,
When the accelerator pedal 27 is released, the actual vehicle speed VAI immediately after the release is set as the first target vehicle speed VSI, and the position is set at an opening position where the vehicle speed is estimated to be maintained equal to the first target vehicle speed vS1. Temporarily, the actual vehicle speed VA that occurs in the control cycle that corresponds to the timing of opening and closing the throttle valve 31 after the ninth control cycle after rotating the throttle valve 31 is set as the second target vehicle speed VS2, and the second target vehicle speed is set as the second target vehicle speed VS2. VS
The engine 13 is controlled by opening and closing the throttle valve 31 so that the vehicle speed approaches 2.

The second target vehicle speed VS2 is gradually brought closer to the first target vehicle speed vS2, and ultimately the vehicle speed is maintained constant, substantially matching the first target vehicle speed VSI.

There is an effect that the vehicle speed in the 1st K, constant vehicle speed traveling state more accurately matches the vehicle speed immediately after the above-described depression is released. Second, the first vehicle speed VSI is not adopted as the target vehicle speed for constant speed driving immediately from the control cycle corresponding to the timing of the first opening/closing of the throttle valve 31 after the release of the pedal; Since the difference between the vehicle speed immediately before the throttle valve 31 is opened and closed in the control cycle and the target vehicle speed is small, sudden changes in vehicle speed and acceleration when the throttle valve 31 is opened and closed in the control cycle are reduced. This has the effect of preventing unpleasant impacts from occurring.

Next, after depressing the brake pedal 28 to decelerate the vehicle, when the brake pedal turtle 8 is released, the deceleration at the time of deceleration is higher than the reference as in the first embodiment. The first target vehicle speed vSl and the second target vehicle speed vS2 are set and the throttle is adjusted in the same manner as when the accelerator pedal 27 is released, except when the condition continues beyond the reference time and the vehicle speed at the time of release is lower than the reference. Since the valve 31 is opened and closed, the first effect is that the vehicle speed in the constant speed traveling state more accurately matches the vehicle speed immediately after the brake pedal 28 is released. In addition, in the control cycle corresponding to the timing of opening and closing the throttle valve 31, the second target vehicle speed VS2 is adopted as the target vehicle speed for constant speed driving, so the vehicle speed and This has the effect of eliminating sudden changes in acceleration and preventing unpleasant shocks from occurring.

The engine control device 1 of the first embodiment and the second embodiment is used in a vehicle having an automatic transmission 32, but the same effect can be obtained even if it is used in a vehicle having a manual transmission (not shown). effect can be obtained.

In this case, the output shaft rotation speed detecting section 22 in FIG. 2 showing the configuration of the engine control device 1 is eliminated.

A manual transmission (not shown) is provided in place of the automatic transmission 32, and a shift lever (not shown) for manually selecting a gear of the manual transmission (not shown) is provided in place of the shift selector 29. It will be done.

Also, in place of the shift selector switch 17, a shift position switch having a contact point that is turned on when the shift lever (not shown) is in a position for selecting neutral or reverse or when a clutch pedal (not shown) is depressed is provided. (not shown) is provided.

On the other hand, regarding the flowchart showing the details of the control performed by the engine control device 1, the control performed in step A113 of FIG. 8(1) is performed when the contact of the shift position switch (not shown) is in the ON state. If the contact is in the ON state, the process advances to step A117.

When it is in the OFF state, the control changes to proceed to step A114. In addition, equation (1) used in step C130 in FIG. 10 or FIG. 28, step D1 in FIG.
Equation (2) used in step E107 of FIG. 12 or FIG. 29. Equation (4) used in step E107 of FIG.

The value of the speed ratio e for determining the torque ratio TQ in equation (5) K used in step E123 of FIG. 12 or FIG. 29 is 1.

In the engine control device I as described above.

FIG. 8 shows the control content changed as described above (the action is different only in step A113 of D. In other words, the shift lever
When the shift position switch (not shown) is in the position for selecting neutral or reverse, or when the clutch pedal (not shown) is depressed, the shift position switch (not shown)
The contact becomes ON, and step A is performed based on the above judgment.
Proceeding to step 117, throttle direct motion control is performed in the same manner as in the first embodiment or the second embodiment. Also.

When the shift lever (not shown) is in a position other than the above and the clutch pedal (not shown) is not depressed,
The contact is turned off, and based on the above determination, the process proceeds to step A114, where control is performed in the same manner as in the first embodiment or the second embodiment.

Therefore, even when the engine control device 1 as described above is used in a vehicle having a two-manual transmission (not shown), the same effects as in the first embodiment or the second embodiment can be obtained. Further, in the engine control device 1, the position of the shift lever (not shown), which is the condition that the contact point of the shift position switch (not shown) is in the ON state, is set to 1st gear, which is used as a low gear, or 1st gear, which is used as a low gear. A second speed used as a second gear, or a third speed used as a third gear may be added to the first speed and second speed.

In addition, the engine control device l of each embodiment as described above
It is also possible to make the following changes.

Auto cruise mode control is performed in each control cycle, and when the vehicle is running at a constant speed and the acceleration switch 45 or changeover switch 46 is operated to designate an accelerated or decelerated running state, the control section sets the target vehicle speed as the target vehicle speed. The value set by the target vehicle speed setting unit 25 (not shown) is the actual vehicle speed VA detected by the vehicle speed/acceleration detection unit 24 plus the correction amount vKl when the accelerated driving state is specified. When the deceleration driving state is specified, the correction amount VK2 is subtracted from the actual vehicle speed VA, but the target vehicle speed is set by multiplying the actual vehicle speed YAK by a preset coefficient K. Alternatively, the target vehicle speed vS when the vehicle is in the constant vehicle speed traveling state may be used instead of the actual vehicle speed VA. Further, even if the correction amounts VKl and VK2 are set to the same value, the same effects as in each of the above embodiments can be obtained.

Next, when the vehicle is in the above-mentioned constant speed running state, selector switch 4
In the case where the deceleration traveling state is designated by the operation in step 6, the target deceleration may be gradually increased in each control cycle after the designation, similar to when the acceleration traveling state is designated. In this case, in addition to the effects obtained in each of the above-mentioned embodiments, there is an effect that the transition to the deceleration running state is performed more smoothly.

When the throttle switch 47 is set to position l in Fig. 6, the throttle valve 31 is always held at the minimum opening at the engine idle position after the brake pedal 28 is released, but in the above case. accelerator pedal 27
There are four ways in which the throttle valve 31 is always maintained at the above-mentioned minimum opening degree even after the pedal is released, and if the acceleration switch 45 is switched without operating the selector switch 46, the If the position of the acceleration switch 45 is set to ``Open'' in FIG. 6, the vehicle will be running at a constant speed, and if the position of the acceleration switch 45 is set to ``Old'' or ``Gate'' in the same figure, accelerated driving will be specified by the driving state designation section (not shown) of the control section 25. The running conditions corresponding to each position from mouth to mouth are not limited to those described above, and can be arbitrarily set as necessary. Furthermore, in each of the above embodiments, deceleration traveling is not designated by simply switching the acceleration switch 45. The target acceleration set when the acceleration switch 45 is switched to any position near the force M is set to a negative value. It may be possible to designate decelerated travel simply by switching, and in this case, the shift to decelerated travel is performed in the same manner as when the reduced-vegetation travel is designated by operating the changeover switch 46 as described above. Furthermore, the positions of the ν acceleration switch 45 are not limited to the above-mentioned four positions, and the number of positions may be increased or decreased as necessary.

Further, the switching of the driving states corresponding to the operation of the changeover switch 46 is not limited to those shown in the above embodiments, and any combination of driving states can be set for each position of the acceleration switch 45. .

It can be made switchable in response to the operation of the changeover switch 46.

Next, when the vehicle is decelerated by the brake (not shown), if the duration of the deceleration being greater than the standard is longer than the standard time and the vehicle speed at the end of the deceleration is lower than the standard, the brake pedal Even after the throttle valve 28 is released, the throttle valve 31 is maintained at the minimum opening degree that corresponds to the engine idle position, but the above conditions may be changed depending on the characteristics of the vehicle, the purpose of use, etc. That is, if the deceleration is greater than the reference, or if the duration is longer than the reference time, or if the deceleration is greater than the reference and the vehicle speed at the end of the deceleration is lower than the reference, or if the vehicle speed after the end of the deceleration is The above condition can be set to be lower than the standard. Further, although the degree of deceleration is determined based on the deceleration, it may also be determined based on the pressure of brake oil for driving the brake (not shown).

Furthermore, auto cruise mode control is performed in each control cycle, and when constant speed driving is specified as the vehicle driving state, the target vehicle speed of the specified speed driving is set, and when acceleration driving or deceleration driving is specified, the same speed is set. A function to display the target vehicle speed for acceleration or deceleration driving may be added.

In this case, the set value of the target vehicle speed or the target vehicle speed can be changed while visually confirming the change.

The engine control device l of each of the above embodiments is such that when both the accelerator pedal 27 and the brake pedal 28 are in the released state, the vehicle is always running at a constant speed except in specific cases. It is also possible to use it for a vehicle that runs at a constant speed only when the constant speed run is artificially specified. In this case, the same effect can be obtained by artificially making the above designation and operating the engine control device 1 while the vehicle is traveling at a constant speed. Furthermore, in the engine control device 1 of each of the embodiments described above, simply setting both the accelerator pedal 27 and the brake pedal 28 to the released state does not make the vehicle running at a constant speed; When the vehicle is operated to switch to a preset state, that is, when the acceleration switch 45 is switched to the position shown in FIG. 6 in the above embodiments, constant speed traveling may be designated.

(Effects of the Invention) As detailed above, the engine control device according to the present invention has the following features:
A manual operating means provided in a vehicle interior and manually operated; when the manual operating means is in a first state, it sends out a constant vehicle speed running command signal; when the manual operating means is in a second state, it sends out an accelerated running command signal. a target acceleration setting means for setting a target acceleration during accelerated driving upon receiving the accelerated driving command signal; and a target acceleration setting means for setting a target acceleration during accelerated driving upon receiving the accelerated driving command signal; target vehicle speed setting means for setting a target vehicle speed indicating the travel speed after completion of acceleration; engine output adjustment means for adjusting the output of the engine of the vehicle based on a variable control amount; constant vehicle speed control means that, when receiving the signal, sets the control amount so as to maintain the traveling speed of the vehicle at the time when the signal transmission is started;

acceleration control means for setting the control amount according to the target acceleration; arrival detection means for detecting that the traveling speed of the vehicle has reached the target vehicle speed; and upon receiving a detection signal from the arrival detection means. and a driving state switching means for switching the output signal of the driving state specifying means from an acceleration driving command signal to a constant vehicle speed driving command signal. When the vehicle is running at high speed, and the manual operation means is manually operated to change to the second state, acceleration running is performed. According to the situation, it is possible to select between running at a constant speed and running at an accelerated speed simply by manually operating the manual operation means, which has the effect of reducing the burden on the driver.

Further, when the manual operating means is manually operated to bring the vehicle into the second state, accelerated traveling is performed.

This has the effect of reducing the burden on the driver since there is no need to keep pressing the accelerator pedal when wanting to increase the speed of the vehicle. Furthermore, the acceleration traveling is performed by adjusting the output of the engine so that the vehicle obtains an acceleration equal to the target acceleration set by the target acceleration setting means.

It has the effect of enabling rapid acceleration and improving the driving feeling, and when the vehicle speed reaches the target vehicle speed set by the target vehicle speed setting means due to the accelerated driving, the vehicle's driving state changes from accelerated driving. Since the vehicle will shift to constant speed driving that maintains the speed at which the above was reached, after accelerating while driving at a constant speed, the target vehicle speed for constant speed driving will be reset to perform constant speed driving at the speed after acceleration. This has the effect of reducing the burden on the driver by making it easier to change the vehicle speed depending on the situation, especially when driving at a constant speed on expressways or suburban roads.

In addition, in the case where the manual operation means has a plurality of second states as described in claim 2.

Since the target acceleration set by the target acceleration setting means is a predetermined value corresponding to each of the second states, there is an effect that the driver can select the desired degree of acceleration depending on the situation.

Further, in the case where a part of the target acceleration has a negative value as described in claim 3.

By setting the manual operation means to the position where a negative target acceleration is set in the second state, it is possible to select deceleration driving, so as mentioned above, it is possible to select a deceleration driving mode, so that it is possible to select a deceleration driving mode. This has the effect of reducing the burden on the driver by increasing the number of driving states that can be selected depending on the situation when driving continuously with less frequent stops.

Next, when the driving state switching means is constituted by a switching operation part and a switching control part as described in claim 4, the driving state specifying means can also be set by manually operating the switching operation part. Since it is possible to switch the output signal from one to the other, the driving state specifying means outputs an acceleration driving command signal to perform accelerated driving, and by the accelerated driving, the driving speed of the vehicle reaches the target vehicle speed. When the desired value has been reached before, the output signal can be switched to the constant vehicle speed command signal by manually operating the switching operation section, and the traveling speed reaches the target vehicle speed by the acceleration driving and the constant vehicle speed is reached. If you wish to continue driving at an accelerated speed even after the vehicle is running, you can manually operate the switching operation section to switch the output signal to an acceleration driving command signal. This has the effect of making it easier.

Furthermore, in the case of the engine control device according to claim 5, when the switching operation section is placed in the manual operation state and the output signal of the driving state specifying means is switched to the acceleration driving command signal, the duration of the manual operation state is changed. As the target vehicle speed increases, the target vehicle speed is changed, so if you want to accelerate to a speed that exceeds the target vehicle speed set in the setting section, the target vehicle speed will be changed when the switching operation section switches the output signal. It is only necessary to continue the above-mentioned manual operation state until the target vehicle speed reaches the desired value, and the effect is that acceleration driving that accelerates to the desired driving speed depending on the situation can be performed more accurately and with a simpler operation. . Further, even in the case where the target vehicle speed setting means is constituted by a setting section, a change operation section, and a change control section as described in claim 6 or 7, the change operation section may be manually operated. As a result, the target vehicle speed can be changed, and similar effects can be obtained.

[Brief explanation of the drawing]

1 to 5 are system diagrams showing the configuration of an engine control device according to a first embodiment of the present invention, FIG. 6 is an outline diagram of the auto cruise switch of the engine control device, and FIG. 7 is a diagram showing the configuration of the auto cruise switch of the engine control device. A circuit diagram showing a connection part between the engine control device and the control unit, FIGS. 8 to 18 are flowcharts showing the details of control performed by the engine control device, and FIGS. 19 to 26 are flow charts showing the control performed by the engine control device. Figure 27 (1) is a diagram showing the correspondence between the parameters in each map used in each map and the variables corresponding to the same parameters. FIG. 27 (11), which is a graph showing an example of a change in value, is a graph showing an example of a change in the traveling speed of the vehicle in the above case. Further, FIGS. 28 to 30 are flowcharts showing the details of the control performed by the engine control device according to the second embodiment of the present invention. 1...Engine control device, 2...Manual operation means. 3... Running state specifying means, 4... Target acceleration setting means, 5... Target vehicle speed setting means, 6... Engine output adjusting means, 7・・・・・・
- Constant vehicle speed control means. 8... Acceleration control means, 9... Arrival detection means. 10,... Running state switching means, 13...
·engine. 18... Auto cruise switch, 25...
...control section, 26...throttle rotation section, 3
1...Throttle valve, 45...Acceleration switch, 46...Switch switch Applicant: Mitsubishi Motors Corporation 爲3Peng 4th 5th Inspection 6 Figure 71 ￥I) Ding 13th 14th Kokukan 15th page 16th page Kyu I9th page 20th Kuchia 21st page, 2nd medical school 231st page 24th page 825
2b7 27th Iri (i)

Claims (1)

[Scope of Claims] (1) A manual operation means provided in the vehicle interior and manually operated; and when the manual operation means is in a first state, a constant vehicle speed running command signal is sent, and the manual operation means is in a second state. a driving state specifying means that sends out an accelerated driving command signal when the accelerating driving command signal is set; a target acceleration setting means that sets a target acceleration for accelerating driving when receiving the accelerated driving command signal; Target vehicle speed setting means for setting a target vehicle speed indicating the travel speed after completion of acceleration based on the vehicle speed at the start of acceleration, and engine output adjustment means for adjusting the output of the engine of the vehicle based on a variable control amount. and a constant vehicle speed control means that, upon receiving the constant vehicle speed running command signal, sets the control amount so as to maintain the traveling speed of the vehicle at the time when the signal transmission was started, and sets the control amount in accordance with the target acceleration. an acceleration control means for detecting that the traveling speed of the vehicle has reached the target vehicle speed; and an acceleration control means for detecting that the traveling speed of the vehicle has reached the target vehicle speed; An engine control device comprising: driving state switching means for switching from a command signal to a constant vehicle speed driving command signal. (2) A patent characterized in that the manual operation means has a plurality of second states, and the target acceleration setting means sets a predetermined target acceleration according to each of the second states. An engine control device according to claim 1. (3) The engine control device according to claim 2, wherein a part of each target acceleration has a positive value and the rest has a negative value. (4) The driving state switching means is configured to change the output of the driving state specifying means from an accelerated driving command signal to a constant speed driving command based on a manually operated switching operation section provided in the vehicle interior and a detection signal from the arrival detection means. and a switching control section that switches the output signal of the driving state specifying means from one side to the other according to the operation of the switching operation section. engine control device. (5) The switching operation section has two states, a release state and a manual operation state, and the switching control section changes the target vehicle speed as the duration of the manual operation state increases. An engine control device according to claim 4, characterized in that: (6) When the target vehicle speed setting means receives the acceleration command signal, the target vehicle speed setting means determines the target vehicle speed indicating the travel speed after acceleration is completed based on the vehicle travel speed at the time when the driving state designation means started sending out the signal. a setting section for setting the vehicle speed; a changing operation section provided in the vehicle interior and manually operated; The engine control device according to claim 1, further comprising a change control section that changes the target vehicle speed. (7) The change operation section has two states, a release state and a manual operation state, and the change control section changes the target vehicle speed as the duration of the manual operation state increases. An engine control device according to claim 6, characterized in that: (8) When the target vehicle speed setting means receives the acceleration driving command signal, the driving state specifying means causes a difference by a preset amount from the vehicle driving speed at the time when the driving state designating means starts sending out the signal. 2. The engine control device according to claim 1, wherein the engine control device sets a target vehicle speed indicating the traveling speed after completion of acceleration.