JPH0234438A - Engine control device for vehicle - Google Patents

Abstract

PURPOSE:To enable a smooth control to be always performed of running preventing an error data from being used by applying a data before a sudden change as the actual acceleration data in each constant car speed, acceleration and deceleration control means, in the sudden change of car weight or the data corresponding to this car weight. CONSTITUTION:A constant car speed control means 8, which determines a control quantity of an engine output adjusting means 7 adjusting an output of an engine 13 so as to maintain constant car speed running by a predetermined speed when the constant car speed running is assigned by a running condition assigning means 3, is provided. While an acceleration control means 9 and a deceleration control means 10, which set a control quantity of the above described adjusting means 7 so as to maintain acceleration or deceleration running by acceleration or deceleration set by a target acceleration setting means 4 when the acceleration or deceleration running is assigned by the assigning means 3, are provided. While in the time of sudden change of car weight or the like, a data before the sudden change is applied as the actual acceleration data in each control means 8 to 10, while a control of the device total unit is reset to the initial stage.

Description

DETAILED DESCRIPTION OF THE INVENTION [Field of Industrial Application] The present invention relates to a vehicle engine control device suitable for use in an automobile.

[Prior Art] Devices that automatically control the traveling speed of a vehicle have been considered in the past, and this type of control includes constant speed traveling control, acceleration or deceleration traveling control, and the like.

Furthermore, when the vehicle is following a vehicle in front on a road with heavy traffic like in Japan, it is necessary to change the driving speed particularly frequently, and control over changing the driving speed is extremely important. It is.

[Problems to be Solved by the Invention] Incidentally, data such as actual acceleration (including actual deceleration) is required for vehicle travel control, but if incorrect data is adopted, the vehicle Travel control cannot be performed smoothly.

The present invention was devised in view of such problems, and
It is an object of the present invention to provide a vehicle engine control device that prevents eight factors from entering data used for vehicle travel control and smoothly performs vehicle travel control.

[Means for Solving the Problems] Therefore, the vehicle engine control device of the present invention includes a target vehicle speed setting means for setting the speed at which the vehicle should run at a constant speed, and a target vehicle speed setting means for setting the speed at which the vehicle should run at a constant speed, and a target vehicle speed setting means for setting the speed at which the vehicle should run at a constant speed. A constant vehicle speed control means capable of controlling running; an acceleration/deceleration control means capable of controlling acceleration/deceleration of the vehicle; a running state changing means capable of changing the running state of the vehicle; and the above constant vehicle speed control means and acceleration/deceleration control means. an engine output adjustment means for adjusting the engine output based on a control signal from the engine; an acceleration detection means for detecting the actual acceleration of the vehicle; and a vehicle weight detection section for detecting the vehicle weight of the vehicle and data corresponding thereto; and target acceleration/deceleration setting means for setting target acceleration and target deceleration of the vehicle during the acceleration/deceleration control, etc., and the constant vehicle speed control means and acceleration/deceleration control means perform each control based on the data of the actual acceleration. If the vehicle weight detected by the vehicle weight detecting section or the data corresponding thereto changes suddenly, the constant vehicle speed control means and the acceleration/deceleration control means control the acceleration detecting means. The present invention is characterized in that the actual acceleration data before the sudden change is adopted as the actual acceleration data, and the control of the entire device is reset to the initial stage.

[Function] In the vehicle engine control device of the present invention described above, the constant vehicle speed control means and the acceleration/deceleration control means perform each control based on the actual acceleration data from the acceleration detection means, and the vehicle weight detection section detects the acceleration. When the vehicle weight or data corresponding thereto suddenly changes, the constant vehicle speed control means and acceleration/deceleration control means adopt the data before the sudden change as the actual acceleration data from the acceleration detection means, At the same time, the control of the entire device is reset to the initial stage.

[Embodiments] Hereinafter, embodiments of the present invention will be explained with reference to the drawings.
1 to 27 show a vehicle engine control device as a first embodiment of the present invention, and FIGS. 28 to 30 show a vehicle engine control device as a second embodiment of the present invention. be.

First, a vehicle engine control device as a first embodiment of the present invention will be described based on FIGS. 1 to 27. In addition,
1 to 27 show the configuration of the present device, and the configuration of the present device will be explained based on these FIGS. 1 to 7.

First, explanations will be given based on FIGS. 1 and 2. FIG. 1 is a configuration diagram conceptually showing the main parts of the vehicle engine control device of this embodiment, and FIG. 2 is a diagram of the vehicle engine control system of this embodiment. FIG. 1 is an overall configuration diagram of the device.

To explain from FIG. 1, in FIG. 1, 1 is a vehicle engine control device.

Reference numeral 2 denotes a manual operation means provided in the vehicle interior and manually operated, specifically an accelerator pedal 27.2 shown in FIG. Brake pedal 28. The shift selector 29, auto cruise switch 18, etc. correspond to this.

-3 is a running state specifying means, and specifically corresponds to the running state specifying unit of the control unit 25 shown in FIG. This running state specifying means 3 is a transmission (automatic transmission 3 in FIG. 2).
2 corresponds to) outputs the output of the engine 13 to the driving wheels 33.3
4 (see FIG. 2), and the accelerator pedal 27 (see FIG. 2) and the accelerator pedal 28
(See FIG. 2) are both in the released state, and by operating the manual operation means 2, one of the constant speed running state, the accelerated running state, and the decelerated running state can be specified.

In other words, when the manual operating means 2 matches the conditions for traveling at a constant speed, it specifies the constant speed traveling state, when the manual operating means 2 matches the conditions for accelerating traveling, it designates the accelerated traveling state, and when the manual operating means 2 matches the conditions for driving at a constant speed, it designates the accelerated traveling state, and when the manual operating means 2 meets the conditions for driving at a constant speed, it designates the accelerated traveling state, When the conditions for running are met, a deceleration running state is specified.

Reference numeral 4 denotes target acceleration setting means, which specifically corresponds to the target acceleration setting section of the control section 25 shown in FIG. This target acceleration setting means 4 sets a target value of acceleration during accelerated driving when the driving state specifying means 3 specifies acceleration driving, and sets a target value of deceleration during decelerating driving when the designation is decelerating driving. do.

5 is a vehicle speed detecting means for detecting the running speed of the vehicle, and specifically corresponds to a vehicle speed sensor (not shown) provided in a transmission of the vehicle or the like.

6 is a target vehicle speed setting means (target vehicle speed setting means), which corresponds to the target vehicle speed setting section of the control section 25 shown in FIG. This target vehicle speed setting means 6 sets the travel speed at which the vehicle should run after acceleration when the designation by the driving state designation means 3 switches to acceleration travel, and sets the travel speed at which the vehicle should travel after deceleration when the designation changes to deceleration travel. Set the desired driving speed. Setting by the target acceleration setting means 4 is performed so that the target acceleration changes in response to changes in vehicle speed.

Reference numeral 7 denotes an engine output adjusting means for adjusting the output of the engine 13 based on a variable control amount, and specifically corresponds to the throttle valve rotating section 26 and the throttle valve 31 shown in FIG. Note that the variable control amount specifically corresponds to the control amount sent from the control section shown in FIG. 2.

Reference numeral 8 denotes constant vehicle speed control means, and specifically corresponds to the constant vehicle speed control section shown in FIG. This constant vehicle speed control means 8
is an engine output adjusting means for adjusting the output of the engine 13 necessary for the vehicle to maintain constant speed driving at a predetermined speed when the driving state specifying means 3 specifies constant speed driving. Set the control amount of 7.

Reference numeral 9 denotes acceleration control means, and specifically corresponds to the acceleration control section shown in FIG. This acceleration control means 9 controls the engine 13 necessary for this so that when the driving state specifying means 3 specifies acceleration driving, the vehicle can maintain acceleration driving at the acceleration set by the target acceleration setting means 4. The control amount of the engine output adjustment means 7 for adjusting the output is set.

Reference numeral 10 denotes a deceleration control means, which specifically corresponds to the deceleration control section shown in FIG. This deceleration control means 10 controls the output of the engine 13 necessary for the vehicle to maintain acceleration at the deceleration set by the target acceleration setting means 4 when the driving state specifying means 3 specifies deceleration driving. The control amount of the engine output adjustment means 7 for adjusting the engine output adjustment means 7 is set.

- 11 is an arrival detection means, and specifically the arrival detection section shown in FIG. 2 corresponds to this. The arrival detection means 11 is
When the running state specifying means 3 specifies accelerated running or decelerated running, it is detected that the running speed of the vehicle detected by the vehicle speed detecting means 5 has reached the target vehicle speed.

Reference numeral 12 denotes a driving state switching means, which specifically corresponds to the driving state switching section shown in FIG.

The driving state switching means 12 switches the designation of the driving state by the driving state setting means 3 when the reaching target vehicle speed is detected by the reaching detection means 11.

Next, the vehicle engine control device of this embodiment will be specifically explained based on the overall configuration diagram of FIG.

This vehicle engine control device 1 includes a depression amount detection section 14,
an accelerator switch 15, a brake switch 16, a shift selector switch 17, an auto cruise switch 18, a vehicle weight detector 19, an intake air amount detector 20,
Engine rotation speed detection section 21 and output shaft rotation speed detection section 22
, a gear stage detection section 23, a vehicle speed/acceleration detection section 24,
A control section 25 that outputs control signals based on input signals from each of these detection sections and switches 14 to 24, and a throttle valve rotating section 26 that drives the throttle valve 31 in response to control signals from the control section 25. It is composed of.

Each of these constituent parts will be explained below.

The depression amount detection unit 14 detects the depression amount of the accelerator pedal 27 for artificially adjusting the output of the engine, and as shown in FIG. It is composed of a potentiometer 37 that outputs a voltage proportional to the amount of depression of the accelerator pedal, and an AD converter 38 that converts the output voltage value of the potentiometer 37 into a digital value of the amount of accelerator pedal depression APS.

The accelerator switch 15 changes from ON to FFL in conjunction with the accelerator pedal 27, and is in the ON state when the accelerator pedal 27 is not depressed, and is in the OFF state when the accelerator pedal 27 is depressed.

The brake switch 16 is a brake pedal 28 for manually operating a brake (not shown) for braking the vehicle.
0N-OFF while interlocking with the brake pedal 28.
It is in the ON state when the brake pedal 28 is depressed, and it is in the OFF state when the brake pedal 28 is not depressed.

The shift selector switch 17 outputs the operating state of the automatic transmission 32 artificially designated by the shift selector 29 as a digital signal, and the operating state indicated by the shift selector switch 17 includes the N range in neutral, There is a P range when parking, a D range when driving with an automatic transmission, a range when the automatic transmission 32 is held at first gear, and an N range when driving in reverse.

The auto cruise switch 18 is for artificially specifying the driving state of the vehicle, and as shown in FIG.
A main lever 18a is provided protruding from the side of the steering goram 49 and functions as an acceleration switch 45 and a changeover switch 46, and a throttle switch 47 is attached to the main lever 18a so as to be able to slide left and right.
and a target vehicle speed change switch 48 which is rotatably mounted around the main lever 18a.

Details of this auto cruise switch 18 will be described later.

Further, the vehicle weight detection section 19 detects the relative position between the wheels and the vehicle body, that is, the change in vehicle height, and outputs this detected value as a digital value.

The intake air amount detection section 20 detects the amount of air taken into the engine 13 through the intake passage 30, and outputs this detected value as a digital value.

The engine rotation speed detection unit 21 detects the camshaft (
(not shown), which detects the rotational speed of the engine 13 and outputs this detected value as a digital value.

The output shaft rotation speed detection unit 22 is provided on the output shaft (not shown) of the torque converter (not shown) of the automatic transmission 32, detects the rotation speed of the output shaft, and converts this detected value into a digital signal. It is output as a value. In addition, 33.34
is the left front driven by the engine 13 via the automatic transmission 32! V-axis, right front wheel.

The gear position detection unit 23 detects the gear position in use based on a gear change command signal output from a gear change command unit (not shown) provided in the automatic transmission 32, and outputs this detected value as a digital value. It is something to do.

The vehicle speed/acceleration detection section 24 detects the actual vehicle speed (actual traveling speed) and the actual acceleration (actual acceleration) of the vehicle, and outputs the detected values as digital values. As shown in FIG. 5, this vehicle speed/acceleration detection section 24 includes a left rear wheel speed detection section 42 that detects the wheel speed of the right rear wheel 36 and outputs this detected value as a digital value, and a left rear wheel speed detection section 42 that detects the wheel speed of the right rear wheel 36 and outputs this detected value as a digital value. Based on the left rear wheel speed detection section 43 that detects the wheel speed of and outputs this detected value as a digital value, and the digital value output from these left rear wheel speed detection section 42 and left rear wheel speed detection section 43. It is comprised of a vehicle speed/acceleration calculation unit 44 that calculates the actual vehicle speed and actual acceleration of the vehicle.

The control unit 25 includes a driving state specifying unit 3, a target vehicle speed setting unit 6, and a target vehicle speed change control unit 6a.

It is equipped with a constant vehicle speed control section 8, an acceleration control section 9, a deceleration control section 10, an arrival detection section 11, and a running state switching section (running state switching control section) 12. Accordingly, each control section sets an appropriate throttle opening degree. That is, when driving at a constant speed is specified by the driving state specifying section 3, the throttle opening necessary for driving at a constant speed is set by the constant speed control section 8, and when driving at an accelerated speed is specified, the acceleration control section 9 The throttle opening necessary for the required acceleration traveling is set by the deceleration control section 10, and when deceleration traveling is specified, the throttle opening necessary for the required deceleration traveling is set by the deceleration control section 10. The throttle opening degree set in this way is transmitted to the throttle valve rotating section 26 as a digital signal.
Output to.

The throttle valve rotation unit 26 rotates the throttle valve 31 so that the throttle valve 31 takes the throttle opening set by the control unit 25, and as shown in FIG. an actuator drive section 39 that outputs a drive signal for rotating the throttle valve 31 to a set opening degree based on a signal from the actuator drive section 25; Throttle valve actuator 40 and throttle valve 3 rotated by this throttle valve actuator 40
The throttle valve opening detecting section 41 detects the opening of 1 and feeds back this detected value as a digital value to the actuator drive section 39. Note that the throttle valve actuator 4o is an electric motor such as a stepper motor.

Further, the throttle valve 31 is rotatably provided in the intake passage 30, and by adjusting it to an appropriate angle, the throttle valve 31 is rotated.
The intake air amount to the engine 13 is adjusted by opening and closing (adjusting the opening degree).

Here, the auto cruise switch 18 will be explained in detail.

The acceleration switch 45 is switched by rotating the main lever 18a around the steering column 49, and in this case, it is switched to four positions: the same, the old 1st, and the group shown in FIG. Each position takes an ON state.

When the acceleration switch 45 is in the open position, the vehicle runs at a constant speed at a specified speed, and when it is in the open to group positions, the vehicle runs at an accelerated speed at each target acceleration. In particular, the target acceleration increases as the vehicle switches from mouth to corner to group, and at the mouth position, slow acceleration driving is set, at the turning position, medium acceleration driving is set, and at the group position, rapid acceleration driving is set.

The changeover switch 46 is a driving state switching operation means, and
By pulling the main lever 18a toward you, the main lever 18a is turned on, and the driving state is switched according to the position of the acceleration switch 45. When you release your hand from the main lever 18a after switching, the lever 18a automatically returns to its original state. Return to position.

For example, when the acceleration switch 45 is in the hard position, the changeover switch 46 switches between constant speed driving and decelerated driving. In other words, if you operate this changeover switch when the acceleration switch 45 is in the open position and the vehicle is traveling at a constant speed,
The vehicle changes from constant speed traveling to decelerated traveling, and when this changeover switch is operated when the acceleration switch 45 is in the open position and the vehicle is decelerating traveling, the decelerating traveling is switched to constant speed traveling.

On the other hand, when the acceleration switch 45 is in the 9th or 9th position, the changeover switch 46 switches between accelerated driving and constant speed driving. In other words, if you operate this changeover switch while accelerating when the acceleration switch 45 is in the 9th or 3rd position, the switch will switch from accelerated driving to constant speed driving, and this switching will cause the acceleration switch 45 to change to the 9th or 3rd position. If you operate this changeover switch while the vehicle is in the parking lot and traveling at a constant speed, the vehicle will switch from constant speed travel to accelerated travel.

Furthermore, the target vehicle speed to be reached can be changed by the changeover switch 46, and if the changeover switch 46 is kept in the ON state in order to switch from constant speed driving to accelerated driving, the target vehicle speed to be reached increases in proportion to this duration, If the changeover switch 46 is kept in the ON state in order to switch from constant vehicle speed traveling to decelerated traveling, the target vehicle speed will decrease in proportion to this continuation time.

The throttle switch 47 changes the control content according to the state of the accelerator pedal 27 or brake pedal 28 for the throttle valve 31, and switches to three positions: oe, El, and garden, and each of these positions Takes ON state.

When this throttle switch 47 is in the 1st position,
Control is performed in the same manner as if the accelerator pedal 27 and throttle valve 31 were mechanically directly connected, and the throttle valve 31 is adjusted in accordance with the movement of the accelerator pedal 27.

Further, when the throttle switch 47 is in the round position or the position shown in the figure, the accelerator pedal 27 and the throttle valve 31 are not in a direct mechanical relationship, and the control is as follows.

In other words, when the throttle switch 47 is in the idle position, when the brake pedal 28 is depressed after deceleration and the brake pedal 28 is released, the throttle valve 31 is always in the idle position until the accelerator pedal 27 is first depressed. Control is performed to maintain the minimum opening degree.

When the throttle switch 47 is in position (3), when the brake pedal 28 is depressed after deceleration and the brake pedal 28 is released, the accelerator pedal 27 is next pressed, unless the vehicle is stopped while the vehicle is running. The throttle valve 31 is opened in order to maintain the vehicle speed at the time when the brake pedal 28 was released and drive at a constant speed until acceleration or deceleration is specified by depressing the brake pedal or operating the acceleration switch 45 or changeover switch 46. control is performed.

The target vehicle speed changeover switch 48 is for changing the set value of the target vehicle speed when driving at a constant speed. direction]
When the switch 48 is turned to the ON state, when the switch 48 is released, the switch 48 is turned on.
automatically returns to its original position (neutral state shown in FIG. 6) and becomes OFF state. Then, when this target vehicle speed changeover switch 48 is operated to the (+) side ON state, this ON state is
The target vehicle speed increases in proportion to the duration of the state, and (-
) side, the target vehicle speed will decrease in proportion to the duration of this ON state.

Therefore, when the target vehicle speed changeover switch 48 is rotated to increase or decrease the target vehicle speed and then the user releases the switch 48, the target vehicle speed is set to the value at the time when the user releases the switch 48.

Note that the circuit at the connection portion between the auto cruise switch 18 and the control section 25 is configured as shown in FIG.

On the control unit 25 side, there are buffers BUI to BUIO provided for signal input to the control unit 25, and these buffers yBU.
1~Pull-up resistor R provided on each input side of BUIO
1 to RIO are provided. Note that these pull-up resistors R1 to R1o are
B U 10 (7) Provided in parallel with the power source 50.

An acceleration switch 45. which constitutes the auto cruise switch 18. Changeover switch 46. Respective contacts of the throttle switch 47 and the target vehicle speed change switch 48 are connected to each input side of the buffers BU1 to BUIO of the control section 25.

Note that the numbers 4 to 4 attached to each contact point of the acceleration switch 45 in Fig. 7 correspond to the positions of the contact points of the changeover switch 46 (ON) in Fig. 6. 1
It comes into contact when you pull 8a toward you to turn it on. In addition, the code port ~l attached to each contact of the throttle switch 47
corresponds to positions 1 to 1 in FIG. 6, and (+) and (-) attached to each contact of the target vehicle speed change switch 48 are as follows.
Set the target vehicle speed change switch 48 to (+) in FIG.
This is a contact that comes into contact when rotated to the side or (-) side.

Of the contacts of each of these switches, on the input side of the buffer connected to the contact that is in the ON state, the buffers BUI to B are connected to the pull-up resistor connected to this input side.
A current flows from the power supply 50 of the UIO, and as a result, a low level digital signal is given to the buffer connected to the contact that is in the ON state. Further, a high level digital signal is given to the buffers connected to other contacts in the OFF state.

Therefore, for example, when each contact is in the connected state as shown in FIG.
A low level digital signal is given to the input side of U7,
A high level digital signal is applied to the input sides of BU2 to BU6 and BU8 to BUIO.

Next, the details of control by this engine control device 1 will be explained.

8 to 18 are flowcharts showing the details of control by this engine control device.

Of these, FIG. 8(i) is a main flowchart showing the main contents of this control, and the control is performed according to this main flowchart, but periodically interrupting the main flowchart, FIG. Interrupt control as shown in (iv) is performed.

FIG. 8(ii) shows an interrupt control (hereinafter referred to as "first") which interrupts the main control shown in FIG. 8(i) every 50 milliseconds and performs it preferentially. 2 is a flowchart showing the contents of control performed on the counter CAPCNG (referred to as interrupt control).

FIG. 8(iii) shows an interrupt control (which similarly interrupts the control shown in FIG. 8(i) every 10 milliseconds and is performed preferentially).
This is a flowchart illustrating the content of the control, which is referred to as second interrupt control (hereinafter referred to as second interrupt control), for determining the rate of change DAPS of the accelerator pedal depression amount APS detected by the depression amount detection unit 11 based on the accelerator pedal depression amount APS.

Furthermore, FIG. 8(iv) shows an interrupt control (hereinafter referred to as third interrupt control) that similarly interrupts the control shown in FIG. 8(i) every 65 milliseconds and is performed preferentially. Yes, the vehicle speed
From the right rear wheel speed VARR detected by the right rear wheel speed detection section 42 of the acceleration detection section 24 and the left rear wheel speed VARL detected by the left rear wheel speed detection section 43, the actual vehicle speed VA and the actual acceleration DVA of the vehicle are determined. 12 is a flowchart showing the content of control for determining. This control is performed by the vehicle speed/acceleration calculation section 44.

Further, FIG. 8(v) is a flowchart showing the contents of fail-safe control for compensating for an error in the actual acceleration DVA determined by the third interrupt control shown in FIG. 8(iv). That is, in the third interrupt control, the actual acceleration DVA is calculated using the detected value by the vehicle speed/acceleration detection section 24, but since the vehicle speed/acceleration detection section 24 detects the speed of the vehicle based on the wheel speed, Wheel 3 due to unevenness etc.
If a bump or rebound occurs at 5°36, there is a risk that a value different from the actual vehicle speed VA may be instantaneously detected as the vehicle speed. This fail-safe control is intended to prevent the actual acceleration DVA from being calculated based on such an incorrect vehicle speed value. Here, fail-safe control is performed based on the detected value of an air suspension air pressure detection device (not shown) provided as one of the vehicle weight detection sections 19. This is because when an error occurs in the wheel speed due to a bump or rebound, the air pressure of the air suspension changes at the same time, so changes in air pressure are used as a measure of the reliability of the measured value as the actual vehicle speed VA. There is.

In the main control shown in FIG. 8(i), various types of control are performed, and these control contents are shown in FIGS. 9 to 18.

FIG. 9 is a flowchart showing details of the throttle direct motion control performed in step A117 of FIG. 8(i), and this throttle direct motion control means that the accelerator pedal
The engine 13 is controlled by controlling the throttle valve 31 with respect to the accelerator pedal 27 in the same manner as if the throttle valve 31 and the throttle valve 7 are mechanically directly connected.

FIG. 10 is a flowchart showing details of the throttle non-direct motion control performed in step A116 of FIG. 8(i). The engine 13 is controlled by controlling the throttle valve 31, which is not in a direct mechanical relationship.

FIG. 11 is a flowchart showing details of the accelerator mode control performed in step C137 in FIG. The accelerator pedal depression amount change rate DAPS obtained by the control unit 22 based on the depression amount APS and the counter CA
determining a target acceleration of the vehicle based on the PCNG value;
The engine 13 is controlled by rotationally controlling the throttle valve 31 so that the engine output provides the target acceleration.

FIG. 12 is a flowchart showing details of the auto cruise mode control performed in step C144 in FIG. At a certain time, the opening degree of the throttle valve 31 is controlled by the acceleration control section 9, deceleration control section 10, or constant vehicle speed control section 8 of the control section 25 based on the information of each detection section and each switch 14 to 24 in FIG. Set, throttle valve rotation part 2
6 controls the engine 13 by rotating the throttle valve 31 to change the running state of the vehicle to accelerated running,
The vehicle runs at a reduced speed or at a constant speed.

FIG. 13 is a flowchart showing details of the changeover switch control performed in step E128 in FIG. , selector switch 4
6 and the switching by the driving state switching unit 12 of the control unit 25, the setting of the target vehicle speed by the target vehicle speed setting unit 6 of the control unit 25, and the target vehicle speed change control unit 6 of the control unit 25.
This is performed in connection with the change in the target vehicle speed due to step a.

FIG. 14 is a flowchart showing details of the acceleration switch control performed in step E121 of FIG. 12.

This acceleration switch control refers to the setting of the target acceleration DvS2 performed in the target acceleration setting section 4 of the control section 25 in accordance with the switching position when the acceleration switch 45 is switched to the position shown in FIG. It is control. This target acceleration DVS2 is determined by the acceleration switch 45 or the changeover switch 4.
This is a target value of acceleration that becomes constant after the driving state designating unit 3 of the control unit 25 changes to accelerated driving and the vehicle starts accelerating by the operation of step 6.

FIG. 15 is a flowchart showing details of the deceleration control performed in step E131 of FIG. 12. This deceleration control is performed when the driving state designation unit 3 of the control unit 25 designates deceleration driving by operating the acceleration switch 45 and the changeover switch 46, and a negative target is set by the target acceleration setting unit 4 of the control unit 25. This control is to perform deceleration traveling at a deceleration that is closest to the acceleration (that is, the target deceleration) and is realizable, and is mainly performed by the deceleration control section 10 and the target acceleration setting section 4 of the control section 25.

FIG. 16 is a flowchart showing details of the target vehicle speed control performed in step E133 in FIG. Part 3
The vehicle's speed is maintained to match the speed when the designation becomes constant speed driving. Target vehicle speed This is for changing the target value of the traveling speed using the target vehicle speed change switch 48.

This is mainly carried out in the constant vehicle speed control section 8 of the control section 25.

FIG. 17 is a flowchart showing details of the acceleration control performed in step E122 of FIG. 12. This acceleration control is a control that smoothly changes (increases or decreases) the acceleration. For example, when the driving state specifying unit 3 of the control unit 25 selects accelerated driving by operating the acceleration switch 45 or the changeover switch 46, the acceleration switch 45
Corresponding to the position 5, the acceleration of the vehicle is smoothly increased and decreased to the target acceleration set by the target acceleration setting unit 6 of the control unit 25, and the target vehicle speed setting of the control unit 25 is performed by accelerating driving. This is to smoothly change the acceleration when the traveling speed of the vehicle reaches the target vehicle speed set by the target vehicle speed change control section 6 and the target vehicle speed change control section 6a.

FIG. 18 is a flowchart showing details of the control for determining the target acceleration DVS, which is performed in step J115 of FIG. 16. This target acceleration DvS4 is determined by the control unit 25
This is the target value of the acceleration of the vehicle for maintaining the traveling speed of the vehicle to match the target vehicle speed when the driving state designation unit 3 designates constant speed driving.

19 to 26 are graphs showing the correspondence between map parameters used for control in the engine control device 1 and variables read out corresponding to these parameters.

FIG. 27 shows an example of changes in target acceleration and running speed over time after the acceleration switch 45 is switched and the running state specifying unit 3 of the control unit 25 specifies accelerated running. It is.

The operation of the engine control device 1 having the above configuration will be explained based on FIGS. 1 to 27.

First, when the ignition switch (not shown) of the vehicle is turned on to start the engine 13, the crankshaft (not shown) of the engine 13 starts rotating by the starter motor (not shown), and the fuel control device (not shown) starts rotating. The amount of fuel necessary for starting the engine determined by the fuel injection device (not shown) is supplied to the engine 13 by the fuel injection device (not shown).

At the same time, fuel is ignited by an ignition device (not shown) at a timing determined by an ignition timing control device (not shown), and 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 of the engine is started according to the flowcharts shown in FIGS. 8-18.

This control will be explained below.

First, in step A101 of FIG. 8(i), all variables, flags, timers, and counters used for control are reset to the value O, and then the next step Al
Proceed to O2.

At this time, priority is given to controlling the main flow shown in steps A101 to A117 in FIG. 8(i), and 50% is
The first interrupt control is performed every millisecond, and FIG.
The second interrupt control is performed every 10 milliseconds according to the flowchart of steps A121 to A122 in i), and the third interrupt control is performed every 65 milliseconds according to the flowchart of steps A123 to A128 in FIG. 8(iv). control is executed.

Among these interrupt controls, the first interrupt control is performed by the control unit 2.
5, which is interrupt control regarding the counter CAPCNG as described above.

That is, immediately after the control by the engine control device 1 is started, the counter value CAPC is
Since NG has been reset and the value of CAPCNG is set to 0, if the value obtained by adding 1 to CAPCNG is set as the new CAPCNG in step A118, the value of CAPCNG here is set to 0.
The value of APCNG is 1. Therefore, in the next step Al19, the condition of CAPCNG=1 is satisfied, and the process proceeds to step Al2O. Then, in this step Al2O, the value obtained by subtracting 1 from CAPCNG (that is, 0) becomes the new value of CAPCNG.

When the first interrupt control starts again after 50 milliseconds have elapsed, the value of CAPCNG is O as at the previous start of the first interrupt control, as described above. Therefore, the content of the current first interrupt control is exactly the same as the previous first interrupt control, and after the current first interrupt control ends, the value of CAPCNG becomes O again. That is, in any step of main flow control, CAPCN
Unless the value of G is set to a value other than 0, this first interrupt control performed every 50 milliseconds is repeated with exactly the same content, and the resulting value of CAPCNG is always 0.

The second interrupt control is a control performed by the control unit 25, in which the rate of change DAPS of the accelerator pedal depression amount APS detected by the depression amount detection unit 14 is determined. It will be done.

Note that the value of the accelerator pedal depression amount APS is determined by a voltage proportional to the depression amount of the accelerator pedal 27 being output from the potentiometer 37 of the depression amount detection unit 14 that is linked with the accelerator pedal 27, and this output voltage being A-D
This is a value obtained by being converted into a digital value by the converter 38.

-2, in the second interrupt control, the accelerator pedal depression amount APS is input in step A121, and in the next step A122, the input APS value and the value 100 milliseconds earlier are input in step A122. Difference from inputted and stored accelerator pedal depression amount APS' I APS - APS
'l is calculated as the value of DAPS. This interrupt control is repeated every 10 milliseconds, so APS, APS
' and DAPS values are updated every 10 milliseconds.

The third interrupt control is control performed in the vehicle speed/acceleration detection section 24 to calculate the actual vehicle speed VA and the actual acceleration DAV.

When this third interrupt control is started, first in step A123, the wheel speed of the right rear wheel 36 detected by the right rear wheel speed detection section 42 is input as VARR, and then in step A124, the wheel speed of the right rear wheel 36 is inputted as VARR. The wheel speed of the left rear wheel 35 detected by the rear wheel speed detection section 43 is input as VARL.

Next, in step A125, the average value of VARR and VARL is calculated and stored as the actual vehicle speed VA of the vehicle.

In the next step A126, the amount of change VAVA' between the actual vehicle speed VA calculated in step A125 and the actual vehicle speed VA' that was similarly calculated and stored in the interrupt control 390 milliseconds before the current interrupt control is determined. The actual acceleration D V A,s is calculated.

Then, in step A127, the average value VAA of VA and VA', and the actual vehicle speed VA'' which was similarly calculated and stored in an interrupt control 65 milliseconds before the interrupt control in which VA was calculated. The amount of change VAA-VAA' between VA'' (calculated and stored 390 milliseconds before VA) and the average value VAA' is calculated and stored as the actual acceleration DVA.

Furthermore, in step A128, step A127
The actual acceleration DVA calculated by . and the DVA calculated in the same way using the interrupt control up to the previous time. The latest four D V A1. . Which average value.

Actual acceleration DV A,... Calculated as follows.

VA, VA', VA'', V calculated as above
A"', VAA, VAA', DVA6s.

[) VA Engineering □. and D V A,. This third interrupt control is performed every 65 milliseconds, so the
Updated every 5 milliseconds.

Among these actual accelerations, D A Vcs is calculated based on the two actual vehicle speeds (VA, VA') as described above, so it has the best ability to follow changes in actual vehicle acceleration, but it also When the error in one actual vehicle speed increases due to such factors, the influence is large and stability is low. On the other hand, DAV
,,. are the four actual vehicle speeds (VA, VA',
Actual acceleration DA calculated based on VA", VA"')
V. Since it can be calculated using five, D V AG5
On the contrary, although it is less affected by disturbances and has high stability, it has low followability. Also, DAV... is DAV,,
It has intermediate stability and followability between DAV, , and o.

Here, the contents of the fail-safe control performed to compensate for the error in the actual acceleration DVA determined by the third interrupt control will be explained. As shown in FIG. 8(V), first, in step N101, , whether the change in the detected value (degree of change in air pressure) detected by the air pressure detection device of the air suspension (air suspension) provided as one of the vehicle weight detection units 19 is larger than a preset reference value. is judged.

If the change in the detected value is not larger than the reference value, it is determined that there is no error in the measured value as the actual vehicle speed VA, and the process proceeds to step N108, where the value of flag I14 is set to O.
After that, the process advances to step N109 and the timer (TMA
') and proceed to step Nll0. In this step N110, each actual acceleration (DVA, , DVA,
,. ,DVA,. ) is calculated as usual, ie according to steps A126-A128 as described above.

However, if the change in the detected value continues to be not larger than the reference value from the stage before this fail-safe control, the value of flag □4 is O from the beginning, and the timer (TMA') has already been reset.

Note that the value of the flag I14 of 1 indicates that the change in the air pressure of the air suspension is already greater than the reference value. Moreover, the timer TMA' counts the continuous time when the state in which the air pressure of the air suspension continues to have a large change.

On the other hand, if the change in the detected value is larger than the reference value, it can be determined in step N101 that an error has occurred in the measured value as the actual vehicle speed VA. In this case, first step N10
2, it is determined whether the value of flag I14 is 1 or not.

Now, if the change in the air suspension air pressure becomes larger than the standard value for the first time, the value of the flag I is still 0, so proceed to step N103 and set the value of the flag 114 to 1.
After that, in step N104, the timer TMA' starts counting. Then, in step N105,
Each actual acceleration (DVA-s = Dv A15o, o
v Aasa ) is stopped, and each calculated value (final calculated value) calculated immediately before is stored as output data.

Next, the process proceeds to step N106, where the control cycle is reset. This resetting of the control cycle refers to FIG. 8 (i
) in the initial state, that is, step A.
The process returns to step 101 and starts control anew. After this, the process proceeds to step N107.

Additionally, if the change in the air suspension air pressure is determined to be larger than the reference value in the previous control, the flag 114
is set to 1, so in step N102, flag 1 is set.
The value of 14 is determined to be 1.

In this case, steps N103 to N106 are jumped and the process directly proceeds to step N107.

Proceeding to step N107, it is determined whether the count value t TMA' of the timer TMA' is larger than a predetermined value tc. Here, the count value t TNA' is a continuous period of time in which the change in the air pressure of the air suspension is greater than the reference value. Further, the predetermined value tc is a reference time, and is set to, for example, about 750 I as a value suitably larger than the natural vibration period of the suspension of the vehicle.

The judgment made in step N107 is that the change in air pressure in the air suspension is a wheel bump or rebound.

This is to determine whether the problem is due to a change in vehicle speed, etc., or an actual change in vehicle speed. In other words, if the change in the air pressure of the air suspension is caused by bumps, rebounds, etc. of the wheels, the changes will be resolved once the bumps, rebounds, etc. have subsided after approximately the reference time tQ has elapsed. Therefore, conversely, if the state in which the change in air pressure is greater than the reference value continues for longer than the reference time tQ, it can be determined that the air suspension air pressure continues to change because the vehicle speed has actually changed.

In other words, if the count value tTMA' of the timer TMA' is larger than the predetermined value tc, it can be determined that the change in air pressure is due to an actual change in the vehicle speed, and that the calculated actual acceleration data can be adopted, and the timer TMA' is count value t
If TMA' is not larger than the predetermined value tc, there is a possibility that the change in air pressure is caused by a bump or rebound of the wheel, and it can be determined that the actual acceleration data cannot be used.

In step N107, if it is determined that the count value tTMA' is not higher than the predetermined value tc, this control is terminated, and conversely, if it is determined that the count value tTMA' is greater than the predetermined value 1c, the process proceeds to step NIO3. , flag I1
After setting the value of 4 to 0, the timer (TM
A'), the process proceeds to step N110, and each actual acceleration (DVAas, D V Alzo - D V
A-EO) is calculated as usual according to steps A126-A128.

The fail-safe control shown in FIG. 8(v), which is performed to compensate for the error in the actual acceleration DVA, is repeated at predetermined time intervals (however, the time is appropriately shorter than the reference time tQ).

In this way, if the actual acceleration data is judged to be reliable, the actual acceleration is calculated as specified and the current actual acceleration data is adopted, whereas if it is judged that an error has occurred in the actual acceleration DVA. For each actual acceleration DVA (
DVA, ,DVAi3. .

As the DVAsso data, the latest one (final calculated value) is used from among the appropriate data already calculated.

On the other hand, in the main flow of steps A101 to A117 in FIG. 8(i), step A101 is followed by step A101.
At step 2, the timer TMB for determining the timing to open and close the throttle valve 31 starts counting time, and the process proceeds to the next step AlO3.

In step AlO3, the actual vehicle speed VA, actual acceleration DV A-s , DV calculated by the third interrupt control in steps A123 to A128 in the vehicle speed/acceleration detection unit 24
A15a, D V Aasa - accelerator pedal depression amount APS detected by the depression amount detection unit 14, control unit 25 by interrupt control in steps A121 to A122.
APS change rate DAPS calculated in
E, the vehicle weight W detected by the vehicle weight detection section 19, and the rotation speed ND of the torque converter output shaft (not shown) of the automatic transmission 32 detected by the output shaft rotation speed detection section 22 are input, respectively. Along with this, accelerator switch 1
5. Brake switch 16, shift selector switch 1
7 and the acceleration switch 4 of the auto cruise switch 18
5. Changeover switch 46, throttle switch 47. The contact information of each switch of the target vehicle speed change switch 48 and the used gear position information of the automatic transmission 32 detected by the gear position detection section 23 are taken in.

Then, in the next step AlO4, flag.

It is determined whether the value of is 1 or not. This flag indicates that constant speed driving should be specified by the driving state specifying unit 3 of the control unit 25 by having a value of 0. In this step AlO4, if the constant vehicle speed running state is specified, it is determined that l4=1 is not satisfied, and the process proceeds to step AlO3. On the other hand, if the constant vehicle speed running state is not specified, it is determined that =1, and step Al
Proceed to O7.

If you proceed to step AlO3, flag.

It is determined whether the value of is 1 or not. This flag indicates that in the target vehicle speed control performed in step E133 of FIG. 12, which will be described later, the control will be performed after the vehicle speed almost matches the target vehicle speed for constant speed driving by having a value of 0. It shows. Then, in step AlO3, if it is determined that I, = 1, step A
The process proceeds to step A107, and if it is determined that l6=1 is not satisfied, the process proceeds to step A106.

In step A106, the period TK2 of timing for opening and closing the throttle valve 31 is set to a preset constant value TK.
is specified as

Step A 1 In '07, 5 cycles TKz is step A
It is specified by the product of the reciprocal of the engine rotational speed NH input in lO3 and a preset constant value coefficient α. Therefore, when constant speed driving is specified by the driving state specifying unit 3 of the control unit 25, the opening and closing of the throttle valve 31 is controlled by increasing the rotational speed of the engine 13 until the vehicle speed reaches the target vehicle speed during the target vehicle speed control. When the control is performed after the vehicle speed substantially matches the target vehicle speed, the throttle valve 31 is opened and closed at a constant cycle.

When the process advances to step A106 or step A107 or step A103, the time tTMB counted by the timer TMB is compared with jKz, and the time tTM
It is determined whether B>tK2.

If it is determined that B>jK2 at 7T, the process proceeds to step A109, and if it is determined that tTMB>t is not 2, the process proceeds to step A112.

If tTMB>tK2, the current control cycle corresponds to the timing for opening and closing the throttle valve 31, and in step A109, the timer TMB is reset to obtain the next opening and closing timing for the throttle valve 31.
The value of TMH is set to O, and the timer TM is set at step A110.
The time count by B is started again, and the flag □ is set to 1 in step A111. This flag 11□
A value of 1 indicates that this is a control cycle in which the throttle valve 31 is opened and closed after the timer TMB starts counting again in step A11O.

Also, if tTMB>t is not 2, the current control cycle is the opening/closing of the throttle valve 31 (adjustment of the engine output).
Since the timing does not correspond to 1), step A
In step 112, the value of the flag I is set to O.

When the process advances from step A111 or step A112 to step A113, it is determined whether the shift selector 29 is in the D range based on the contact information of the shift selector switch 17 input in step AIO3. 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, it is determined that complicated control based on the driving state of the vehicle is not required in a range other than the D range. Proceeding to step A117, throttle direct motion control is performed.

When the process advances to step A114, it is determined whether or not the throttle switch 47 of the auto cruise switch 18 is in the position shown in FIG.

When the throttle switch 47 is in the open position, the throttle valve 31 is operated in the same manner as if the accelerator pedal 27 and the throttle valve 31 were directly connected mechanically, so the process advances to step A117 and the throttle valve 31 is operated. Direct motion control is performed.

Conversely, in step A114, the throttle switch 4
If it is determined that the position 7 is not a turn, the process advances to step A115. In step A115, the engine speed NE inputted in step AlO3 is N v < N with respect to the reference value NK, which is preset slightly lower than the idle speed after the warm-up of the engine 13 is completed. It is determined whether

If it is determined that NE<NK, the process proceeds to step A117, where throttle direct drive control is performed, and N
If it is determined that E<N is not satisfied, step A1
The process advances to step 16, where non-direction control of the throttle is performed.

Therefore, during the time when the engine 13 starts up until the engine speed rises from the engine stop state to the steady state speed, or when the operating state of the engine 13 becomes unstable for some reason and the engine speed decreases, The throttle valve 31 operates in response only to the movement of the accelerator pedal 27, and the engine 13 is controlled.

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, where the control from step AlO3 to step A116 or A117 described above is repeated. . Therefore, each detected value and each contact point information are updated and input in step AlO3 for each control cycle, and the above-described control is performed based on this detected value and contact point information.

Next, the throttle direct drive control in step A117 of FIG. 8(i) will be explained. This direct throttle control is
This is carried out according to the flowchart shown in FIG.

That is, first, in step BIOI in FIG. 9, the accelerator pedal depression amount APS is set as a parameter, and the
From the map #MAPS shown in the figure, the throttle valve opening degree θTHD corresponding to the accelerator pedal depression amount APS input in step AlO3 of FIG. 8(i) is read out and set, and the process proceeds to step B102.

In step B102, it is determined whether the value of the aforementioned flag Ill is 1 or not. If it is determined that I8,=1, the current control cycle corresponds to the timing for opening and closing the throttle valve 31, so step B10 is executed.
After proceeding to step 3 and opening and closing the throttle valve 31, the direct throttle control in the current control cycle is ended. If it is determined that 11□ 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 performing any operation.

In step B103, the control unit 25 sends a signal to the throttle valve rotation unit 26 to instruct the throttle valve opening degree θTHD set in step BIO1.

The throttle valve rotating section 26 is connected to an actuator drive section 39.
In response to this signal, a drive signal is sent to the throttle valve actuator 40 to rotate the throttle valve 31 to a position where the throttle valve opening becomes OTHD. Based on this, the throttle valve actuator 40 rotates the 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, and this detection result is fed back to the actuator drive section 39. Based on this detection result, the actuator drive section 39 A rotational drive signal for the throttle valve 31 that causes the opening degree to be θTHD is continuously sent. Throttle valve 3
When the throttle valve opening detection unit 41 detects that the throttle valve 1 has been rotated to such a position, the actuator drive unit 39 stops sending out a drive signal in response to this detection result, and the throttle valve 31 stops at the position where the throttle valve opening is θTHD.

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. Also, throttle valve opening θTH
D and the accelerator pedal depression amount APS are in a proportional relationship as shown in FIG. Therefore, accelerator pedal 2
7 and the throttle valve 31 are mechanically directly connected, and the throttle valve 31 is actuated in response to movement of the accelerator pedal 27.

Note that when the throttle valve 31 operates in this manner to open and close the intake passage 30, the amount of air taken into the engine 13 changes, and the amount of air detected by the intake air amount detection section 20 changes accordingly. The fuel control device (not shown) determines the engine 1 based on the engine 13 and the operating state of the engine 13.
The amount of fuel supplied to 3 changes. As a result, the amount of fuel actually injected into the intake passage 30 by the combustion injection device (not shown) changes, and the output of the engine 13 changes.

Next, the throttle non-direction control in step A116 of FIG. 8(i) will be explained. This throttle non-direct motion control is performed according to the flowchart shown in FIG.

That is, first in step C101, as shown in FIG.
) Based on the contact information input in step AlO3,
It is determined whether the contact point of the brake switch 16 is in the ON state.

At this time, the brake pedal 28 is pressed to brake the vehicle.
If the brake switch 16 is depressed, the contact point of the brake switch 16 is in the ON state in step C101, so the process advances to step ClO2.

If the brake pedal 28 is not depressed, the contacts of the brake switch 16 are not in the ON state.
The process advances to step C113. Therefore, different control is performed when the brake pedal 28 is depressed and when it is not depressed.

When the brake pedal 28 is depressed and the process proceeds to step ClO2, the value of the flag I7 is set to O in step ClO2. This flag has a value of O
This indicates that the brake pedal 28 was depressed in the previous control cycle. and,
Next, in step ClO3, it is determined whether the value of flag I2 is 1 or not.

This flag 2 is a brake pedal 2, as described later.
A value of 1 indicates that a sudden braking state in which the deceleration was greater than the reference value continued for longer than the reference time when the vehicle was decelerated by the brake (not shown) by stepping on the brake. .

Note that this reference value and reference time are set in advance.

If it is determined in step ClO3 that 2=1, the process directly proceeds to step C112, which will be described later. If it is determined that 2=1 is not the case, the process proceeds to step ClO4.

Proceeding from step ClO3 to step ClO4, the eighth
Actual acceleration DV input in step AlO3 in figure (i)
A. 2 to a preset negative reference value, D
V A1. . <It is determined whether it is K2 or not. Actual acceleration DVA□,. is a positive value when the vehicle is accelerating, and a negative value is when the vehicle is decelerating, so DVA for 2 is a negative reference value. <K
2 is the same as determining whether the deceleration of the vehicle is greater than a preset reference value.

When sudden braking with a large deceleration is performed by the brake (not shown), the DVA works in step ClO4. <K
2, and the process proceeds to step ClO7. If sudden braking is not performed, D V A at step ClO4
,,. It is determined that it is not <K2, and step ClO3
Proceed to.

Proceeding to step C107, it is determined whether the value of the flag I□ is 1 or not. This flag I work is the actual acceleration D
VA... A value of 1 indicates that the timer TMA, which measures the duration of a state in which the deceleration is smaller than the reference value by 2 (that is, a state in which the deceleration is larger than the reference value), is counting time. If the timer TMA has already counted the time, it is determined that t=1, and the process advances to step C110. If timer TMA is not counting time, it is determined that I is not equal to 1, and the process proceeds to step ClO3, where the value of flag E is set to 1, and after starting time counting by timer TMA in step C109, the process proceeds to step C110. move on.

In step C110, it is determined whether or not the time tTMA counted by the timer TMA is greater than tK with respect to a preset reference time tK. If it is determined that tTMA>tKn, the process proceeds to step C111, and after setting the value of the flag 2 to 1, the process proceeds to step C112. On the other hand, tTMA>
If it is determined that it is not a tK work, the process directly proceeds to step C112, and the value of the flag I2 remains at 0.

On the other hand, in step ClO4, DVA process 3゜<K,
If it is determined that this is not the case 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 using the timer TMA. Therefore, in preparation for the case where counting by timer TMA is required, the value of flag I is set to O in step ClO3.
In step C106, the timer TMA is reset to stop counting time, and the count time t TMA is
After setting the value to 0, the process advances to step C112.

Furthermore, with such control in steps 0103 to C111, if the state in which the deceleration caused by the brake (@not shown) continues to be greater than the reference value for longer than the reference time, flag error 2 is set.
However, once the value of this flag I2 is set to 1, unless the value is set to O in any step other than step ClO3-C111, even if the deceleration is less than the reference value, Even if it becomes, it will not change.

In step C112, the control section 25 sends a signal to the throttle valve rotating section 26 that designates the minimum throttle valve opening that corresponds to the engine idle position. The throttle valve rotating section 26 receives the above signal and
The actuator drive unit 39 sends a drive signal to the throttle valve actuator 40 to rotate the throttle valve 31 to the minimum throttle valve opening.
Rotate 1.

At this time, the opening degree of the throttle valve 31 is detected by the throttle valve opening degree detection section 41, and this detection result is fed back to the actuator drive section 39 to perform feedback control. In other words.

Based on the detection result of the throttle valve opening degree, the actuator drive unit 39 continues to send out the drive signal necessary for rotating the throttle valve 31 until it is confirmed that the throttle valve 31 has been rotated to a predetermined position. . When the throttle valve opening detection section 41 detects that the throttle valve 31 has been rotated to a predetermined position, the sending of the drive signal from the actuator drive section 39 is finished, and the throttle valve 31 is returned to the predetermined position. The vehicle comes to a stop, and 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 step 0103
~ After passing through the control of C111, by always maintaining the throttle valve 31 at the minimum opening that corresponds to the engine idle position, the braking of the vehicle by the engine brake is controlled by the brake (
This is done in conjunction with braking (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 I7 is 1 or not.

This flag I7 indicates whether or not the brake pedal 28 was depressed in the previous control cycle as described above.
If the pedal is not depressed, the value is 1, and if the pedal is depressed, the value is 0. Therefore, in step C113, it is determined whether or not this is the first control cycle after the brake pedal 28 is not depressed.

In this step C113, if it is determined that 7=1, that is, it is not the first control cycle after the brake pedal 28 is not depressed, the process advances to step C133. Conversely, if it is determined that F is not 1, that is, this is the first control cycle after the brake pedal 28 is not depressed, the process advances to step C114.

When the process advances from step C113 to step C114, various settings and determinations are made according to steps 0114 to C118.

First, in step C114, the brake pedal 28
Since the timer TMA is not depressed, there is no need to count the time using the timer TMA as described above. Therefore,
In preparation for performing the above-mentioned counting again in the next and subsequent control cycles, the value of the flag (1) is set to 0.

Then, in the next step C115, the brake pedal 2
8 is not depressed, the value of flag I7 is set to 1, and in step 0116, timer TMA is reset to stop counting time for the same reason as step c114, and the value of count time tTMA is set to O.

Then, in step C117, the value of the flag Lz is set to O. This flag I work 2 is set at step C1 in each control cycle.
In the control cycle (opening/closing timing cycle) that corresponds to the first opening/closing timing of the throttle valve 31 after starting the auto cruise mode control of 44, the throttle valve 31 has not been opened or closed yet, or this opening/closing is As already described, in the first opening/closing timing cycle after the designation of the vehicle running state is changed by operating the acceleration switch 45 or changeover switch 46 in auto cruise mode control,
Please note that the throttle valve 31 has not yet been opened or closed.
This is indicated by a value of 0.

In step C118, step AlO in FIG. 8(i)
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. The accelerator pedal 27 is depressed and the contact of the accelerator switch 15 is turned OFF.
If it is in the F state, the process proceeds to step C135, where the value of flag 2 is set to 0, and after which the value of flag 2 is set to 1, at step C136, the process proceeds to step C137. This flag indicates that the throttle valve 31 should be held at the minimum opening degree that corresponds to the engine idle position by having a value of O.

Note that if the value of flag 2 is set to 1 in step C111, the value of flag 2 remains 1 until the control in step C135 is performed.

That is, the value of flag 2 becomes 0 when the accelerator pedal 27 is depressed.

In step C137, as described above, the accelerator pedal depression amount APS detected by the depression amount detection unit 14, the change rate DAPS of the depression amount APS obtained in the control unit 25 from this depression amount APS, and the counter CAPC
Based on the NG value, a target acceleration is determined and accelerator mode control is performed. This accelerator mode control is to control the output of the engine 13 by rotating the throttle valve 31 so that the vehicle reaches a target acceleration. After performing this accelerator mode control, the throttle non-direct motion control in the current control cycle is ended.

When the accelerator pedal 27 is not depressed and the contact point of the accelerator switch 15 is in the ON state, and the process advances from step C118 to step C119, the value of DAPMXQ is set to 0. This DAPMXQ indicates the maximum value of the rate of change DAPS of the accelerator pedal depression amount APS when the depression amount of the accelerator pedal 27 increases.

Then, in the next step Cl2O, the value of DAPMXS is set to 0. This DAPMXS indicates the minimum value of the rate of change DAPS when the amount of depression is decreased.

Furthermore, in step C121, the latest actual vehicle speed VAI calculated by the interrupt control in steps A123 to A128 in FIG. 8(iv) is input.

Next, in step C122, the brake pedal 2
The value of the actual vehicle speed VA input in step C121 is substituted as the value of V OFF indicating the actual vehicle speed immediately after the release of V8.

Next, in step C123, the position of the throttle switch 47 of the auto cruise switch 18 is determined from the contact information input in step AlO3 of FIG. 8(i).
It is determined whether the country is one of the countries in the diagram. Note that when the throttle switch 47 is in the position ■, when the brake pedal 28 is released after depressing the brake pedal 28 to decelerate the vehicle as described above, the throttle valve is closed unless the accelerator pedal 27 is pressed. 31 is specified to be held at the minimum opening degree which is the engine idle position.

In step C123, if it is determined that the throttle switch 47 is in the country position, step C126
After setting the value of flag I to O, step C112
Then, as described above, the throttle valve 31 is rotated to the throttle idle position where the opening degree is the minimum.

On the other hand, if it is determined in step C123 that the position of the throttle switch 47 is not ■, step C
The process proceeds to step C124, where it is determined whether or not VOFF<Kz with respect to a preset reference value of 1.

In step C124, if it is determined that VOFF<K, the process advances to step C125, and the flag I2
If it is determined that =1, the process proceeds to step 0126 and sets the value of the flag I3 to 0, and then, in step C112, the throttle valve 31 is closed as described above. Rotate to the minimum opening position.

On the other hand, if it is determined in step C124 that Vorr<Kt is not satisfied, or if it is determined in step C125 that step 2 is not 1, the process proceeds to step C145.

Therefore, when the brake pedal 28 is depressed to brake the vehicle, the state in which the deceleration is greater than the reference value continues for longer than the reference time.

If the vehicle speed when braking is stopped is lower than the reference value, if the accelerator pedal 27 is not depressed, braking the vehicle will be given priority and the throttle valve 31 will continue to be opened to the minimum opening even after the brake pedal 28 is released. The engine brake is used to perform braking.

For example, when decelerating by braking to stop at an intersection, etc., the brake pedal 28 is temporarily released just before the stop in order to reduce the impact of the stop, but at this time, as described above, the throttle valve 31 is held at the minimum opening degree, and braking by engine braking is automatically performed.

If the process proceeds from step C124 or step C125 to step C145, the value of flag I4 is set to 0 and the process proceeds to step C127.

The flag flag indicates that constant speed driving should be specified by the driving state specifying unit 3 of the control unit 25 by having a value of O.

In step C127, since it is not necessary to maintain the throttle valve 31 at the minimum opening degree, the value of flag I is set to 1, and in the next step C128, the values of the flags I and l are set to 1, and then in step C129, the The actual vehicle speed VA input in step C121 is substituted for the target vehicle speed vS during vehicle speed travel.

Next, in step C130, the target torque T○M required to maintain traveling at the target vehicle speed VS is calculated using the following equation (1).

T OM x = [((V・r/g)・ks”ki)
・(DVS3-DVSs)”TQ-TEM]/
TQ... (1) In the above equation (1), W is the weight of the vehicle detected by the vehicle detection unit 19 and input in step AlO3 of FIG. 8(i), and r is the weight that is stored in advance. left front wheel 33
Alternatively, the tire effective radius of the left front wheel 34, g is the gravitational acceleration.

Further, ks is a preset coefficient for converting the gear position used in the automatic transmission 32 to the first gear, and is a coefficient currently in use detected by the gear position detection unit 23 and input in step AlO3. The value is set corresponding to the gear stage of the automatic transmission 32 inside. Further, ki is a correction amount regarding the inertia of the engine 13 and automatic transmission 32 around the drive shaft of the vehicle.

Further, TQ is a torque ratio of the automatic transmission 32, and this torque ratio TQ is detected by the output shaft rotation speed detection section 22 and is preset based on the characteristics of the automatic transmission 32 using the speed ratio e as a parameter. Map #MTRATQ (
(not shown). Note that the speed ratio e is the speed ratio of the automatic transmission 32 input in step AlO3.
The output shaft rotation speed ND of the torque converter (not shown) in
is obtained by dividing by the engine rotation speed NE detected by the engine rotation speed detection section 21 and input in step AlO3.

DVS is a target acceleration for making the vehicle speed equal to the target vehicle speed vS and maintaining this,
Using the difference VS-VA between S and the actual vehicle speed VA as a parameter, map #MDVS3 is set in advance as shown in FIG.
determined by

In addition, in step C130, since the target vehicle speed vS is the actual vehicle speed immediately after releasing the brake pedal 28 as described above, the target acceleration DVS is determined by setting the value of the difference VS-VA to O in the above equation (1). . As a result, the value of the target acceleration DvS3 also becomes O from the correspondence shown in FIG.

Further, DVA, , is the actual acceleration calculated by the interrupt control in steps A123 to A128 in FIG.
This is the actual torque during the output of step 3, which is the intake air amount AE detected by the intake air amount detection unit 2o and inputted in step AlO3.
is determined by a map #TEMAP (not shown) set in advance based on the characteristics of the engine 13, using the value AE/NE obtained by dividing AE/NE by the engine speed NE and the engine speed NE as parameters.

When the target torque TOM is calculated in step C130 in this way, in the next step C131, map #M
The throttle valve opening degree θTH is read from TH (not shown). This map #MTH is based on the engine 13 using the target torque TOM and the rotational speed NE of the engine 13 as parameters.
This is preset based on the characteristics of , and is used for the purpose of determining the throttle valve opening degree θTH necessary to make the torque output from the engine 13 equal to the target torque TOM. Therefore, the value of the throttle valve opening degree θTH that is read is
This corresponds to the target torque TOM calculated in step 30 and the engine rotation speed NE detected by the engine rotation speed detection section 21 and inputted in step AlO3.

In step C132, the throttle valve 31 is driven based on the throttle valve opening degree θTH□ read out in step C131. In other words, a signal instructing the throttle valve opening θTH is sent from the control unit 25 to the throttle valve rotating unit 26, and in the throttle valve rotating unit 26, the actuator drive unit 39 receives this signal and controls the throttle valve actuator 40. On the other hand, the throttle valve 31 is the throttle valve opening θT
A drive signal is sent so that it rotates to the H position.

As a result, the throttle valve actuator 40 rotates the throttle valve 31.

At this time as well, the opening degree adjustment of the throttle valve 31 is performed by feedback control through the throttle valve opening degree detection section 41, and when the throttle valve 31 is rotated to a predetermined position, the actuator drive section 39 sends out a signal. The throttle valve 31 stops at a predetermined position.

The intake passage 30 is opened and closed by such adjustment of the throttle valve, and the amount of air taken into the engine 13 changes as described above, and the fuel control device (not shown) adjusts the amount of air taken into the engine 13 based on the detection result of this air amount. The amount of fuel to be supplied to the engine is determined, and the amount of fuel also changes. As a result, the engine output is adjusted so that the engine 13 outputs a torque approximately equal to the target torque TOM.

As described above, the torque output from the engine 13 is approximately equal to the torque required to maintain the target vehicle speed constant, with the actual vehicle speed immediately after the brake pedal 28 being released as the target vehicle speed.

It is estimated that by the control in steps C129 to C132 described above, the vehicle speed immediately after the brake pedal 28 is released can be maintained even if the opening/closing timing cycle determined by the reference time tKz is not applied immediately after the brake pedal 28 is released. throttle valve 31 to the throttle valve opening position.
provisionally rotates to prepare for transition to constant speed driving at 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 F is set to 1 in step C113, it is determined that l7=1 and step c13
3, it is determined from the contact information input in step AlO3 whether the contact of the accelerator switch 15 is in the ON state.

If the accelerator pedal 27 is depressed, step C1
33, it is determined that the contact point of the accelerator switch 15 is not in the ON state, and the process proceeds to step C134, where the value of flag Ii2 is set to 0.The process then proceeds to step C135, where the value of flag Ii2 is set to 0, and further, in step C136, the value of flag Ii2 is set to 0. , and proceeds to step 0137.

Note that the flag I2 is set in step C11 as described above.
If the value is set to 1, the value will not change until the control in step C135 is performed.

Further, there are cases in which the process proceeds to step C135 from step C118, and cases in which the process proceeds from step C133 to step C134, but in either case, when the accelerator pedal 27 is depressed and the contact point of the accelerator switch 15 is in the OFF state. It is.

Therefore, by depressing the accelerator pedal 27 and reaccelerating the vehicle, the flag I2 is set in step C135.
The value of is 0.

Further, in step C137, accelerator mode control is performed, but similarly to step C135, accelerator mode control is always performed when the accelerator pedal 27 is depressed.

If the accelerator pedal 27 is not depressed, step C
In step C133, it is determined that the contact point of the accelerator switch 15 is in the ON state, and in step C138, the maximum value DAP is set.
The value of MXO is set to O, and the minimum value DAP is set in step C139.
After setting the value of MXS to O, it is determined in step C140 whether the value of flag is 1 or not.

Note that the accelerator switch 15 is turned ON when
This is a case where the accelerator pedal 27 is not depressed after deceleration is performed using a brake (not shown) and the brake pedal 28 is released to complete the deceleration, and the control of steps 0113 to C132 described above was performed in the previous control cycle. This corresponds to the case where

As described above, the value of the flag I is 0, which indicates that the throttle valve 31 should be held at the minimum opening position, which is the engine idle position, and in step C140, I=1. If it is determined that this is the case, the process advances to step C141.

■ If it is determined that =1 is not satisfied, step C11
Proceeding to step 2, the opening degree of the throttle valve 31 is set to the minimum opening degree that corresponds to the engine idle position as described above.

Note that the value of flag □ becomes 0 when the process proceeds to step 0126, as described above.

Therefore, when the throttle switch 47 is in the country position shown in FIG. 6, and when deceleration is caused by the brake (not shown), the state in which the deceleration is greater than the reference value continues for longer than the reference time, and when the deceleration ends, When the vehicle speed is lower than the reference value, the throttle valve 31 is always kept at the minimum opening while both the accelerator pedal 27 and the brake pedal 28 are released, and braking is performed by engine braking.

Further, when the process advances from step C140 to step C141, it is determined whether the value of flag I,2 is 1, and when it is determined that I,2=1, step C143
Proceed to Step C1 if it is determined that I-work 2 is not 1.
Proceed to 42.

-The value of flag 112 is 0 because, as mentioned above,
The throttle valve 31 has not yet been opened or closed in the control cycle that corresponds to the first throttle valve 31 opening/closing timing after the auto cruise mode control in step C144 is started in each control cycle, or this opening/closing is As has already been done, in auto cruise mode control, the acceleration switch 45 or the changeover switch 46
This 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 designation of the running state of the vehicle has been changed by the operation.

Therefore, when the value of flag Ii2 is 0, the throttle valve is 31 may change significantly.

Therefore, in order to more accurately open and close the throttle valve 31 to the required opening degree and to quickly shift or change, it is best to follow the change in the actual value immediately before opening and closing, and to We need the data that has the closest value to .

Therefore, the process proceeds to step C142, and the value of the actual acceleration DVA used in the auto cruise mode control is DVA, which has the value closest to the actual acceleration of the vehicle and has the highest ability to follow changes in this acceleration, as described above. Adopt VA.

On the other hand, if the value of the flag I12 is 1, the opening/closing at the time of the above transition or change has already been performed, and the change in the opening degree of the throttle valve 31 does not become large.

Therefore, even if the followability deteriorates somewhat, the difference between the actual value and the measured data is small, and rather the stability of the control should be emphasized. Therefore, the process advances to step C143, and the value of the actual acceleration DVA is DVA. DVA has lower followability but is more stable. Adopt.

In step C142 or step C143, the acceleration D
After setting the VA value, the process proceeds to the next step C144, where auto-cruise mode control, which will be described later, is performed, and the throttle non-direct drive control in the current control cycle is ended.

As described above, steps C101 to C144 in FIG.
By performing the throttle non-direct motion control shown in FIG. 2, when the brake pedal 28 is depressed to apply a brake (not shown), the throttle valve 31 is held at the minimum opening that corresponds to the engine idle position, and the engine brake is applied. Braking is performed in parallel with brake braking. Meanwhile, the brake pedal 28 is released and the accelerator pedal 27 is released.
When the driver depresses the pedal, accelerator mode control, which will be described later, is performed.

Further, if the state in which the deceleration of the vehicle caused by the brake pedal 28 is greater than the reference value continues for a longer time than the reference time, and the vehicle speed immediately after the brake pedal 28 is released is smaller than the reference value, the brake pedal 28 is released. However, the throttle valve 31 is held at the minimum opening degree until the accelerator pedal 27 is depressed, and braking by the engine brake is continued.

If the deceleration is less than or equal to the reference value, or if the duration of the deceleration being greater than the reference value is less than or equal to the reference time, or if the vehicle speed after the brake pedal is released is greater than or equal to the reference value, As long as the accelerator pedal 27 is not depressed, the throttle valve 3 is set to the throttle valve opening such that the vehicle travels at a constant speed that maintains the vehicle speed immediately after the brake pedal 28 is released.
1 is temporarily rotated, and then auto-cruise mode control is performed.

In this auto cruise mode control, the brake pedal 2
If there is no change in the contact information of the auto cruise switch 18 after 8 is released, the vehicle will run at a constant speed as described later. At this time, the timing of releasing the brake pedal 28 and the timing of opening and closing of the throttle valve 31 are different. There is no correlation at all, and the time when the brake pedal 28 is released does not necessarily coincide with the timing of opening and closing.

Therefore, immediately after the brake pedal 28 is released, the throttle valve 31 is temporarily moved to the position where the throttle valve opening is the above-described throttle valve opening (the throttle valve opening that allows the vehicle to maintain constant vehicle speed running immediately after the brake pedal is released). After rotating the throttle valve 31 under auto cruise mode control in the throttle valve opening/closing timing cycle after the next control cycle.
Perform the rotation.

By controlling the vehicle speed in this manner, the transition to constant speed driving is performed immediately after the brake pedal 28 is released, with almost no fluctuation in vehicle speed.

Also, the brake pedal 28 is released and the accelerator pedal 2
When the accelerator pedal 27 is released after accelerator mode control, which will be described later, is performed by depressing the accelerator pedal 27, such auto-cruise mode control is also performed.

Step C137 of throttle non-direction control (Figure 10)
To explain in detail the accelerator mode control performed in , this accelerator mode control is performed in the control section 25 according to the flowchart of steps D101 to D126 shown in FIG.

That is, first, in step DIC)°1, it is determined whether map #MDVS6S was used to obtain the target acceleration DVS in the previous control cycle.

This map #MDVS6S is as shown in FIG.
This is for determining the target acceleration DVS using the accelerator pedal depression amount APS as a parameter, and is used when the depression amount of the accelerator pedal 27 decreases. In addition,
The accelerator pedal depression amount APS is detected by the depression amount detection section 14 and inputted in step AlO3 in FIG. 8(i).

If it is determined in step DIOL that map #MDVS6S was used in the previous control cycle, step D1
Proceed to step 12. On the other hand, map #MD in the previous control cycle
If it is determined that VS6S was not used, it is assumed 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 the process proceeds to step D102, it is determined whether the rate of change DAPS of the accelerator pedal depression amount APS is DAPS<K with respect to a preset negative reference value. Note that the rate of change DAPS of the accelerator pedal depression amount APS is determined in step A12 of FIG. 8 (iii).
1 to A122 and inputted in step AlO3 in FIG. 8(i).

In step D102, if it is determined that DAPS<K, it is assumed that the amount of depression of the accelerator pedal 27 is currently decreasing, and the process proceeds to step DIO3, where DAPS<K.
If it is determined that the amount of depression of the accelerator pedal 27 is not increasing, the process proceeds to step D105, assuming that the amount of depression of the accelerator pedal 27 is increasing.

If the process advances to step 0103, the control in the previous control cycle was for increasing the amount of depression, and this time, on the contrary, the amount of depression is decreasing. Therefore, in step 0103, the maximum value DAPMXO of the rate of change DAPS when the amount of depression increases is set to 0, and in the next step D104, the value of the minimum value DAPMXS of the rate of change when the amount of depression decreases is set to 0, and step D1
Proceed to step 15. In addition, DAPMXO has an accelerator pedal 27
DAPMXS is a value when the amount of depression of the accelerator pedal 27 is increased, so it is always a value greater than 0, and DAPMXS is a value when the amount of depression of the accelerator pedal 27 is decreased, so it is always a value less than O.

On the other hand, when the process proceeds from step D101 to step D112, it is determined whether the rate of change DAPS is DAPS)K with respect to a preset positive reference value of 7. In step D112.

DAPS)K, it is assumed that the amount of depression of the accelerator pedal 27 is increasing, and the process proceeds to step D113.
If it is determined that DAPS)K is not the case, it is determined that the amount of depression of the accelerator pedal 27 is decreasing, and the process advances to step D115.

If the process advances to step D113, 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. Therefore, in step D113, the DA
Set the PMXo(7) value to 0, and set D in the next step D114.
After setting the value of APMXS to O, the process advances to step D115.

- Therefore, the amount of depression of the accelerator pedal 27 is increasing (
(continues to increase), step D
After passing through the controls in steps D105 to D111, steps D122 to
Control of D126 is performed.

On the other hand, when it is determined that the amount of depression of the accelerator pedal 27 is decreasing (continuously decreasing), steps D115 to
After passing through the control of D121, steps D122 to D126
control is performed.

If the process advances to step D105, the depression amount detection section 14
The target acceleration DVSG corresponding to the accelerator pedal depression amount APS detected in step AlO3 of FIG. 8(i) is read out from map #MDVS60. This map #MDVS-60 is the accelerator pedal depression amount A
This is to find the target acceleration DVS when the accelerator pedal 27 is being depressed by using PS as a parameter, and the values of APS and DVS are # in Fig. 20.
It has the correspondence shown in MDVS60.

In the next step D106, the value of DAPMXO stored in the previous control cycle and the value of DAPS in the current control cycle are compared. And DAPM
If it is determined that XO<DAPS, step C
At 107, DAPS is new and the value of APMXO is D.
It is assigned to APMXO and stored, and the process advances to step D108.

In addition, if it is determined that DAPMXO<DAPS is not satisfied, the DAPMXO stored in the previous control cycle is
The XO remains stored as is, and the process advances to step D108.

In step D108, the DAPMXO
The target acceleration DvS7 corresponding to is map #MDVS70
Read from. This map #MDVS70 is DAP
This purpose is to obtain the target acceleration DVS when the amount of depression of the accelerator pedal 27 is increasing using MXO as a parameter, and DAPMXO and DVS are defined as (7) in FIG.
) #MDVS7'O.

As is clear from the correspondence indicated by #MDVS70 in FIG. 21, the value of the target acceleration DVS increases as the amount of depression of the accelerator pedal 27 is increased faster by the control in steps D106 to D108. However, D.A.
When PMXO exceeds a certain value, the value of target acceleration DVS becomes constant, so that extreme sudden acceleration that would lead to a decrease in safety is not performed.

In the next step D109, the accelerator pedal depression amount AP
It is determined whether or not the rate of change DAPS of S is 8, which is a preset reference value, and DAPS>K. D.A.
If it is determined that PS>K, it is assumed that the change when the amount of depression of the accelerator pedal 27 increases is large, and the process proceeds to step D1.
If it is determined that the change is not DAPS)KIl, the process proceeds to step D111, assuming that the change is not large.

Then, when proceeding from step D109 to step DIIO, after setting the value of the counter CAPCNG to 1,
Proceed to step D111.

In step D111, the target acceleration DVS corresponding to the value of the counter CAPCNG is read from the map #MDVS80. Map #MDVS80 is the counter CAP
This is to obtain the target acceleration DVS when the amount of depression of the accelerator pedal 27 is increasing using the value of CNG as a parameter, and the value of the counter CAPCNG and DVS8
The value has a correspondence relationship shown in #MDVS80 in FIG.

The value of the counter CAPCNG used in step D111 is the value of the counter CAPCNG used in step A118 of FIG. 8(ii) as described above.
~Al Set by interrupt control of 20, and is always O unless a value other than 0 is assigned. If this value is O, the target acceleration DvS8 read from the map #MDVS80 in step D111 will also be #MDvS8 in FIG.
As is clear from 0, it becomes 0. Also, the rate of change DA
If PS is greater than the reference value of 8, the value of the counter CAPCNG is set to 1 in step D110 as described above, so the value of the counter CAPCNG is always set as long as the rate of change DAPS is greater than the reference value. becomes 1. Therefore, at this time, in step D111, map #M
The target acceleration DVS read from the DVS 80 is the second
As is clear from #MD-VS80 in FIG. 2, this is the largest value in map #MDVS80.

After the value of the counter CAPCNG is set to 1 in step DIIO, step D10 is performed again in the next control cycle.
2 and reaches step D109, the accelerator pedal 2
Since the increase in the amount of depression in Step 7 has been eased or stopped, it is determined that it is not DAPS)K in the next step Di10, and step D is performed without going through Step D110.
Proceed to 111. In this step D111, the counter CA
The value of PCNG is determined from steps A118 to A in FIG. 8(ii).
The value is determined by the interrupt control of l20.

In this 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. However, if the value of the counter CAPCNG is set to 1 in step D110 as described above, the new value of the counter CAPCNG is set to 2 in step A118. Therefore, based on the determination in step A119, the process does not proceed to step Al2O, and the value of the counter CAPCNG becomes 2 at the end of the current interrupt control.

Furthermore, if the control in step D109 is performed after the next control cycle and the state where DAPS>K does not hold continues, the counter CAPC is set as described above by interrupt control.
The NG value increases by 1.

Step D109 to step D102 to step D1
05, the rate of change DAPS is 6 compared to the reference value as determined in step D102.
<K, but DAPS≧6. therefore,
Step D109 directly proceeds to step D111 when the rate of change DAPS has a value such that K≦DAPS≦, and as described above, the reference value KG is a negative value, and the reference value KG is a negative value. , each have a positive value. Therefore, when the amount of depression of the accelerator pedal 27 is held constant, the value of the counter CAPCNG increases by 1 as described above.

At this time, in step D111, map #MDVS8
As is clear from #MDVS80 in FIG. 22, the target acceleration DVS read from 0 is the counter CAPC.
It decreases as the value of NG increases.

Eventually it becomes O. Therefore, the accelerator pedal 27
After increasing the amount of depression, if this amount of depression is held substantially constant, the value of the target acceleration DVS, which has a positive value, gradually approaches O as time passes after the amount of depression is maintained.

On the other hand, when proceeding from step D104 or D112 to step D115, the target acceleration D corresponding to the accelerator pedal depression amount Aps detected by the depression amount detection unit 14 and inputted in step AlO3 in FIG. 8(i)
VS is read from map #MDVS6S. In addition, map #MDVS6S is the accelerator pedal depression amount A.
This is to find the target acceleration DVSG when the amount of depression of the accelerator pedal 27 is decreasing using PS as a parameter, and -APS and DVS are #MDV in Fig. 20.
It has the correspondence shown in S6S.

In the next step D116, DAPMXS stored in the previous control cycle and DAPS in the current control cycle are compared. If it is determined that DAPMXS>DAPS, the value of DAPS is new and AP
In step D117, the DAP is set as the value of MXS.
It is assigned to MXS and stored, and the process advances to step D118. Also.

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

In step D118, D
Target acceleration DVS7 corresponding to APMXS is map #M
Read from DVS7S. This map #MDVS7S
is the accelerator pedal 2 using DAPMXS as a parameter.
This is to find the target acceleration DVS when the pedal depression amount of 7 is decreasing.DAPMXS and DVS are the second
It has the correspondence relationship shown in #MDVS7S in Figure 1. Note that [5APMXS is the rate of change in the amount of depression of the accelerator pedal 27 when it is decreasing, so it becomes 0 or a negative value as described above, and the target acceleration DVS is also 17 in Fig. 21). It becomes a negative value as shown in #MDVS7S. Therefore, the absolute value of the target acceleration DVS is the deceleration.

In this way, in the control of steps D116 to D118,
As is clear from the correspondence shown in FIG. 21, the faster the amount of depression of the accelerator pedal 27 is reduced, the smaller the negative value of the target acceleration DVS7 becomes.

In the next step D119, the accelerator pedal depression amount AP
The rate of change of S DAPS reaches the preset negative reference value by 9
It is determined whether DAPS<K.

If it is determined that DAPS<K, the change when the amount of depression of the accelerator pedal 27 decreases is large, and the process proceeds to step D120; if it is judged that DAPS<K, the change is not large, and the process proceeds to step D121. move on.

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

In step D121, the target acceleration DVS corresponding to the value of the counter CAPCNG is read from the map #MDVS8S. Map #MDVS8S is counter CAP
This is for finding the target acceleration DvS8 when the amount of depression of the accelerator pedal 27 is decreasing, using the CNG value as a parameter.

The value of the counter CAPCNG and the value of DVS have a correspondence relationship shown by #MDVS8S in FIG. 22. Note that this target acceleration DVS is #MDV58S in FIG.
As shown in , this DV is 0 or a negative value.
S8 is deceleration.

As described above, the value of the counter CAPCNG used in step D121 is the value of the counter CAPCNG used in step A11 of FIG. 8(ii).
It is set by interrupt control of 8 to Al2O, and is always 0 unless a value other than 0 is assigned. Therefore, this CAP
When the value of CNG is O, the target acceleration DvSll read from v,7p #MDVS8S in step D121 also becomes 0, as is clear from #MDVS8S in FIG.

Further, if the rate of change DAPS is smaller than the reference value, the value of the counter CAPCNG is set to O in step D120 as described above.

Therefore, while the rate of change DAPS is smaller than the reference value, the value of the counter CAPCNG is always 1, and at this time, the target acceleration DVS read from the map #MDvsss in step D121 is #MDVS8 in FIG.
As is clear from S, map #MDVS8S has the smallest negative value, and this DVS has the largest deceleration.

For example, in step D120, the counter CAPCN
After the value of G is set to 1, in the next control cycle, the process goes through step D112 again to step Dl19, and at this time,
If it is determined that DAPS<K* does not hold because the reduction in the amount of depression of the accelerator pedal 27 has been eased or stopped, the process advances from step D119 to step D121.

In this case, step Di 20 is not passed, so
The value of the counter CAPCNG is determined by the interrupt # control in steps Al18 to Al2O in FIG. 8(ii). In this interrupt control, in step A118,
The value obtained by adding 1 to the previous value of the counter CAPCNG is designated as the new value of this counter CAPCNG.

In the next step A119, it is determined whether or not the value of the counter CAPCNG is 1. However, as mentioned above, in step D120, the new value of the counter CAPCNG is 2, so the determination in step A119 causes the process to proceed to step Al2O. does not proceed. As a result, the value of the counter CAPCNG becomes 2 at the end of the current interrupt control. Furthermore, after the next control cycle, the control in step D119 is performed, and if the state where DAPS<Kg continues, the counter CAPC is set as described above by interrupt control.
The NG value increases by 1.

Step D119 to step D112 to step D1
15, the rate of change DAPS is determined in step D112 as compared to the reference value of 7.
) is no longer K7, and DAPS≦7. Therefore, step D119 directly proceeds to step D121 when the rate of change DAPS has a value such that ≦DAPS≦7, and as described above, the reference value is 7.
has a positive value, and the reference value has a negative value, so if the amount of depression of the accelerator pedal 27 is held constant, the value of the counter CAPCNG increases by 1 as described above.

At this time, in step D121, map #MDVS8
As is clear from #MDVS8S in FIG. 22, the target acceleration DvSll read from the counter CAP
increases with increasing value of CNG.

Eventually it becomes O. Therefore, the accelerator pedal 27
After reducing the amount of depression, if this amount of depression is held substantially constant, the value of the target acceleration DvS, which has a negative value, gradually approaches O as time passes after this amount of depression is maintained.

From step D111 or D121 to step D12
Proceeding to step 2, the target acceleration DVSG is determined by the control in steps D105 to Dl11.

DVS, and the sum of DVS, or step D1
Target acceleration D obtained by control of 15 to D121
The sum of VS, , DVS, and DV S, +71 is calculated as the overall target acceleration OVS in the accelerator mode control.

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

TOMA== [((V・r/g)・ks+ki)−
Dvs+ R' ・rco/T.

... (2) In the above formula (2), W y r t g +
k Sgki and Tg are the same as those used in equation (1) shown in the explanation of the throttle non-direct drive control above, and R' is the value when the vehicle is running calculated by equation (3) below. is the running resistance.

R'=ur-W+/&air-A-VA2 a # #
(3) In the above equation (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, and A is the vehicle The front projected area, VA, is step A1 in FIG. 8(iv).
This is the actual vehicle speed calculated by the interrupt control at steps 23 to A128 and input at step AlO3 in FIG. 8(i).

When the process proceeds from step D123 to step D124, the target torque TOMA calculated in step D123 and the engine speed detected by the engine rotation speed detection unit 21 are shown in FIG. 8(i).
The throttle valve opening degree oTHA corresponding to the rotational speed NE of the engine 13 input in step AlO3 is read from the map #MTH. Map #MTH is used in step C13 in FIG. 10 during the aforementioned throttle non-direction control.
This is the same as that used in 1.

In the next step D125, it is determined whether the flag I11 is 1 or not.

As described above, the value of 1 indicates that the current control cycle is a control cycle in which the throttle valve 31 is opened and closed.

In this way, if the value of the flag ■1□ is 1, the control cycle is for opening and closing, so the process proceeds to step D126, and if the value of the flag I□1 is not 1, the control cycle is for opening and closing. Since there is no one, the process does not proceed to step D126, and the accelerator mode control in the current control cycle is ended.

In step D126, a signal instructing the throttle valve opening degree θTIIA read out in step D124 is sent from the control section 25 to the throttle valve rotating section 26. In the throttle valve rotating section 26, the actuator drive section 39 receives the above signal and operates the throttle valve actuator 40.
The throttle valve actuator 40 rotates the throttle valve 31 by sending out a required drive signal (for rotating the throttle valve 31 to the position where the throttle valve opening degree oTHA is achieved).

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 sent to the actuator drive section 39 for feedback control.

When the throttle valve 31 is rotated to a predetermined position, the actuator drive unit 39 stops sending out the drive signal, the throttle valve 31 stops at the predetermined position, and the accelerator mode control in the current control cycle is ended.

As described above, by opening and closing the intake passage 3o through the throttle valve 31, the amount of air and fuel taken into the engine 13 change, and the output of the engine 13 is adjusted. As a result, the target acceleration DVS The vehicle is accelerated with an acceleration approximately equal to .

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 of this amount of depression, and the direction of change of the amount of depression, and responds to this target acceleration. The engine 13 is controlled by opening and closing the throttle valve 31.

That is, when the depression amount APS of the accelerator pedal 27 is increased, DVS, , DV constituting the target acceleration DVS
The three target acceleration values S and DVS change as follows.

First, the value of DVS is determined based on the correspondence shown in #MDVS60 in FIG. 20 with respect to the value of the depression amount ff1APs. The faster you increase APS (the more D
The rate of increase in VS6 becomes larger.

Further, the value of DVS is the maximum value DAPMXO of the rate of change in the amount of depression while the increase in the amount of depression APS continues.
21, the DVS is determined based on the correspondence shown in #MDVS70 in FIG.

The value of is a large value.

Furthermore, since the value of DVS, (7) is determined based on the correspondence shown in #MDVS80 in FIG. = 1, DV
S8 is the largest value.

In this way, each target acceleration DVSG, DVS7. DvS,
changes, so the faster the amount of depression of the accelerator pedal 27 is increased, the more rapidly the vehicle will accelerate.

Furthermore, if the increase in the amount of depression is stopped and the amount of depression of the accelerator pedal 27 is kept constant, each target acceleration DVS, ,D
The values of VS, and DVS are as follows.

The value of DVSG is #M in Fig. 20 for the amount of depression APS.
Since it is determined based on the correspondence shown in DVS60,
A constant value.

Further, the value of DVS7 is set to #MD in FIG.
Since the value determined based on the correspondence shown in VS 70 is maintained as it is, it remains constant.

Furthermore, the value of DVS is changed according to the elapsed time from when the speed of increase of the depression amount APS became below the standard.
As the value of increases, as shown in #MDVS80 in FIG.
becomes.

Therefore, the increase in the amount of depression is stopped and the accelerator pedal
If the amount of depression of step 7 is kept constant, the target acceleration DVS
will gradually approach a constant value.

That is, when the depression amount APS of the accelerator pedal 27 is increased to an appropriate amount, the acceleration changes smoothly from the rapid acceleration state to the slow acceleration state.

On the other hand, when the depression amount APS of the accelerator pedal 27 is decreased, each target acceleration DVSG, DVS, , DVS,
The value of is as follows.

The value of DVSG is # in Fig. 20 for the amount of depression APS.
It is determined based on the correspondence shown in MDVS6S. Therefore, the value decreases as the depression amount APS decreases. The rate of decrease in DVS increases as the depression amount APS decreases faster.

In addition, the value of DVS is #MDVS7 in FIG.
Since it is determined based on the correspondence shown in S, the amount of depression A
The faster the PS decreases, the smaller the value of DVS (
negative and small absolute value).

Furthermore, when the decrease in the amount of depression APS exceeds the reference value, the value of DVS8 becomes CAPCNG=1, and as shown in #MDVS8S in FIG. 22, the value of DVS8 becomes the smallest value (
negative and the absolute value is the maximum value).

Therefore, the faster the depression amount APS of the accelerator pedal 27 is reduced, the faster and slower the acceleration of the vehicle becomes, and furthermore, the vehicle enters a deceleration state.

In addition, 3MDVS60 and #MDVS6S in Fig. 20
As shown in , when the amount of depression is increasing and when it is decreasing,
When comparing the values of DVS6 corresponding to the same amount of depression, the value is set larger when the amount of depression is increasing.

Therefore, even if the amount of depression is the same, when the amount of depression is increased, acceleration is more rapid than when the amount of depression is decreased.

Furthermore, as shown in 8MDVS 6 S in FIG. 20, if the DVS 6 continues to decrease the amount of depression even after the amount of depression is reduced to zero, it becomes a negative value. Therefore, the target acceleration DVS, which is the sum of the target accelerations DVS, DvS7, and DVS, also has a negative value, and as a result, the vehicle is decelerated based on the negative target acceleration.

In addition, the reduction in the amount of depression APS is stopped and the accelerator pedal 27 is stopped.
When the amount of depression is held constant, each target acceleration DV
The value of S,,DVS,,DVS,is as follows.

The value of DVS is #M in Fig. 20 for the amount of depression APS.
Since it is determined based on the correspondence shown in DVS6S,
Here it is a constant value.

Furthermore, the value of DVS is the minimum value (
In other words, the value determined based on the correspondence relationship shown in FIG. 21 as #MDVS7S4 for DAPM X S (the maximum value of the decreasing speed) is maintained as it is, so it remains constant.

Furthermore, the value of DVS is determined by CAPCN according to the time that has passed since the speed of decrease in the amount of pedal stroke APS became below the standard.
As the value of G increases, it gradually increases over time and finally reaches O, as shown by #MDVS8S in FIG.

In this way, when the amount of depression of the accelerator pedal 27 is decreased, the acceleration is smoothly decreased from the decreased acceleration state or the decelerated state to the accelerated state with a constant acceleration.

Now, the 10th step performed in throttle non-linear control
The auto cruise mode control in step C144 in the figure is as follows:
This is carried out according to the flowchart of steps E101 to E133 in FIG.

This auto cruise mode control is performed when both the accelerator pedal 27 and the brake pedal 28 are not depressed in the aforementioned throttle non-direct motion control.

First, in step EIOI, it is determined whether or not the accelerator pedal 27 was not depressed in the previous control cycle and the contact point of the accelerator switch 15 was in the ON state. If this is the first control cycle after the accelerator pedal 27 is released and the contact of the accelerator switch 15 is turned on, step E102 is determined based on the judgment here.
and the accelerator pedal 2 has already been pressed in the previous control cycle.
7 is released and the contact of the accelerator switch 15 is in the ON state, step E is determined based on the judgment here.
Proceed to 110.

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

If the process proceeds to step E102 in the first control cycle after the accelerator pedal 27 is released, the value of the flag is set to O and the process proceeds to step E103. This flag {circle around (2)} indicates, by having a value of 0, that constant speed driving should be specified by the driving state specifying section 3 of the control section 25.

In step E103, the value of flag is set to 0,
This flag proceed to step E104.

A value of 1 indicates that this is the first control cycle after the contact of the changeover switch 46 is turned on.

In step E104, step A1 in FIG. 8(iv)
Latest actual vehicle speed V calculated by interrupt control of 23 to A128
A is input as the actual vehicle speed immediately after the accelerator pedal 27 is released, and in the next step E105, this actual vehicle speed VA is substituted for the target vehicle speed vS.

Then, in step E106, the value of the flag 11 is set to O. Note that the value of this flag is 0, which indicates that the vehicle speed is kept almost constant by auto cruise mode control.

Next, in step E107, the target torque TOM of the engine 13 necessary to maintain the vehicle speed at the target vehicle speed vS,
is calculated by the following equation (4), and the process proceeds to step E108.

T OM, = [((V・r/g)・ks+ki)
・(DVS, -DVS, , )+To4EM]/
TQ... (4) Note that the above equation (4) is substantially the same as the equation (1) used in step C130 in the flowchart of FIG. 10 showing the aforementioned throttle non-direct drive control. It is.

In step E108, the throttle valve opening θT corresponds to the target torque TOM calculated in step E107 and the engine speed NE detected by the engine speed detection unit 18 and inputted in step A1o3 in FIG. 8(i). )1
3 is read from the map #MTH.

Next, in step E109, the throttle valve opening θ
A signal instructing TH3 is sent from the control section 25 to the actuator drive section 39 of the throttle valve rotation section 26. Then, a required drive signal is sent from the actuator drive section 39 to the throttle valve actuator 40, and the throttle valve actuator 40 rotates the throttle valve 31. At this time, the opening degree of the throttle valve 31 is feedback-controlled by the actuator drive unit 39 through the throttle valve opening detection unit 41.

Then, when the throttle valve 31 is rotated to a predetermined position, the actuator drive section 39 stops sending out the drive signal, the throttle valve 31 stops at the predetermined position, and the auto cruise mode control in the current control cycle ends. .

By operating the throttle valve in this manner to open and close the intake passage 30, the engine 1
3. The amount of air inhaled changes.

The amount of fuel changes and a torque approximately equal to the target torque TOM3 is output from the engine 13.

In this manner, the torque output from the engine 13 is approximately equal to the torque required to maintain the vehicle speed constant, with the actual vehicle speed immediately after the accelerator pedal 17 released as the target vehicle speed, as described above. Then, steps E104 to E described above.
109, immediately after the accelerator pedal is released, the throttle is moved to a position where the throttle valve opening degree maintains the vehicle speed immediately after the accelerator pedal is released, even if the control cycle does not correspond to the timing for opening and closing the throttle valve 31. The valve 31 is temporarily rotated to prepare for transition to a constant vehicle speed running state at the target vehicle speed.

The rotation of the throttle valve 31 under the control of steps E104 to E109 described above is performed in step c121 and step C12 in FIG. 10 of the non-direction control of the throttle described above.
This is substantially the same as the rotation of the throttle valve 31 under the control of steps 9 to C132, and only the conditions for starting the control are different.

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 control in steps C121 and steps 0129 to C132 is performed. In the control cycle when the auto cruise mode control is later entered, if the process proceeds to step E101, the contact point of the accelerator switch 18 was in the ON state in the previous control cycle, so step E1 is executed.
Proceed to step 10. In this step E11o.

It is determined whether the position of the acceleration switch 45 is different between the previous control cycle and the current control cycle.

To explain the content of the control when the acceleration switch 45 is not switched, the position of the acceleration switch 45 has not changed since the previous control cycle, so step E
11J1, proceed to step E128, and select the changeover switch 46.
Controls the related changeover switch #.

The changeover switch control in step E128 is performed mainly by the driving state switching section 12, the target vehicle speed setting section 6, and the target vehicle speed change control section 6a of the control section 25 according to the flowchart shown in steps F101 to F121 in FIG. This function switches the vehicle running state corresponding to the operation of the changeover switch 44, and changes the target vehicle speed when the vehicle running state specified as a result of the operation of the changeover switch 44 is acceleration or deceleration. be.

The case where the changeover switch 46 is not operated will be explained in step F101 of FIG.

Whether or not the contact of the changeover switch 46 is in the ON state is determined based on the contact information input in step AlO3 of FIG. 8(i), and if the changeover switch 46 is not operated, this Since the contact of the changeover switch 46 is not in the ON state, the process advances to step F111.

In step F111, the value of flag is set to 0, and the process proceeds to step F112. Note that this flag ■ indicates that the contact of the changeover switch 46 was ON in the previous control cycle.
A value of 1 indicates that the state was present.

Then, in step F112, the value of the flag IG is set to O.

If the changeover switch 46 is not operated, the changeover switch control for the current control cycle is completed, and the first
Proceeding to step E129 in Figure 2, the value of flag I4 is 1.
It is determined whether or not.

The value of the flag 14 is set to 0 in step C145 in FIG. 10 or step E102 in FIG. It becomes 1 when control is performed, or when control is performed where the position of the acceleration switch 45 has been changed from the previous control cycle. Therefore, the changeover switch 4
6 and acceleration switch 45 are not operated, the value of flag is O, and step E129 is executed.
Depending on the judgment, the process advances to step E132. Note that, at this time, the designation by the driving state designation unit 3 of the control unit 25 is constant speed driving.

Then, in step E132, it is determined whether or not this is the first control cycle after the contact of the changeover switch 46 is turned on, depending on whether the value of the flag (2)6 is 1 or not. If the changeover switch 46 is not operated, the contact is not in the ON state and the value of the flag I6 is 0, so the process proceeds to step E133 and target vehicle speed control is performed.

This target vehicle speed control is carried out by the driving state specifying section 3 as described above.
When constant speed driving is specified, control is performed to bring the vehicle speed closer to the target vehicle speed, and control is performed to change the set value of the target vehicle speed by the target vehicle speed change switch 46, and steps J101 to J101 in FIG. This is mainly performed by the constant vehicle speed control section 8 of the control section 25 according to the flowchart of J116.

In other words, in this target vehicle speed control, first, step J1
At step 01, it is determined whether the value of the flag Ill is 1, but the value of the flag I8 is.

When the vehicle running state is shifted to the auto cruise mode control by releasing the brake pedal 28, the state becomes 1 in step C128 in FIG. 10, and the vehicle running state is shifted to the vehicle running state by releasing the accelerator pedal 27. If so, step E108 in FIG.
becomes 1. Therefore, after shifting to the vehicle running state by auto cruise mode control, step J10 is performed without operating the acceleration switch 45 and the changeover switch 46.
If the process advances to step J101, the process advances to step J102.

In step J102, it is determined whether or not the current control cycle corresponds to the timing for opening and closing the throttle valve 31, based on whether or not the value of the flag Lx is 1. If the value of flag 11□ is 1, step J1
The program proceeds to step 03, where necessary control is performed to open and close the throttle valve 31, and if the value of the flag I11 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 flag x is 1, the target vehicle speed vS for constant speed driving is set to the actual vehicle speed VA input in step AlO3 of FIG. 8(i) as a temporary value. Substitute.

This provisional setting of the target vehicle speed vS is to prepare for control after the vehicle speed reaches a substantially constant value, and is performed before the vehicle speed becomes substantially constant. This setting value is.

It is updated every control cycle corresponding to the opening/closing timing until the vehicle speed becomes almost constant.

Next, in step J104, the 10th
By controlling steps 0141 to C143 in the figure, D V
A ss or DVA. It is determined whether the absolute value of the actual acceleration DVA for which the value of is specified is l DVA l <Kα with respect to a preset reference value α. As a result of target vehicle speed control, the vehicle speed becomes almost constant and the acceleration of the vehicle decreases, and if it is determined in step J104 that l DVA l <K a, the value of the flag (■) is changed in step J108. After setting it to O, the process advances to step J109. If the vehicle speed is not substantially constant, the acceleration of the vehicle is not reduced, and it is determined in step J104 that l DVA I <Kα does not hold, the process proceeds to step J105.

In step J105, it is determined whether the vehicle is currently accelerating or decelerating 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 accelerating state, the process advances to step J107 and the actual acceleration D is
A value obtained by subtracting a preset correction amount ΔDV2 from VA is set as the target acceleration DVS. On the other hand, if the actual acceleration DVA is a negative value, since the vehicle is in a deceleration state, the process proceeds to step J106 and the target value is the sum of the actual acceleration DVA and the correction amount ΔDv2 in order to make the vehicle run at a constant speed. Acceleration D
VS. As a result, the target vehicle speed control in the current control cycle is ended, and the process proceeds to step E123 in FIG. 12.

In steps E123 to E127 in FIG. 12, control is performed to make the acceleration of the vehicle match the target acceleration DVS, as will be described later. Therefore, in a state where the vehicle speed is not approximately constant, step JIO in FIG.
When the above-mentioned control by I to J107 is repeated, as the target acceleration DVS gradually approaches 0, the actual acceleration D
The absolute value of VA decreases and the vehicle speed gradually approaches a constant value.

Then, in step J104 of FIG.
If it is determined that l<Kα, the process proceeds to step J109 via step J108 as described above, and the target vehicle speed vS whose value was set in step J103 in the control cycle at this time is changed to step J109 to J11 described below.
This is the target vehicle speed in the control for constant vehicle speed running in step 6.

Furthermore, in the control cycle following the control cycle in which the process proceeds to step J109 via step J108, auto cruise mode control is continued. Then, as long as the acceleration switch 45 and the changeover switch 46 are not operated, the value of the flag I8 remains ◯, so that the control proceeds directly to step J109 based on the determination at step J1o1.

In step J109, it is determined whether or not the target vehicle speed change switch 48 of the auto cruise switch 18 is rotated in the (+) direction in FIG.
The determination is made based on the contact information input in step 3. (+)
If it is determined that the side contact is in the ON state, proceed to step J.
Proceed to step 11o and check the target vehicle speed v in the previous control cycle.
After setting a value obtained by adding a preset correction amount VT to S as a new target vehicle speed VS, the process proceeds to step J113.

On the other hand, if it is determined that the (+) side contact is not in the ON state, the process advances to step J111.

In step J111, it is determined whether the target vehicle speed change switch 48 is rotated in the (-) direction in FIG. If it is determined that the (-) side contact is in the ON state,
After proceeding to step J112 and setting a 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.

On the other hand, if it is determined that the (-) side contact is not in the ON state, the process directly advances to step J113.

Through such control in steps J109 to J112, the target vehicle speed vS is changed by the target vehicle speed change switch 48, and if the (+) side contact of the target vehicle speed change switch 48 continues to be in the ON state, step J is performed every control cycle.
The target vehicle speed VS is increased by the control at 11o. Also,
When the (-) side contact of the target vehicle speed change switch 48 continues to be in the ON state.

The target vehicle speed vS is decreased by the control in step J112 in each control cycle.

After changing the target vehicle speed ■S as described above using the target vehicle speed change switch 48, the rotation in the (+) direction or (-) direction in FIG. 6 is stopped and the vehicle returns to the intermediate stop position. When the target vehicle speed change switch 48 is returned, 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. Therefore, from step J104 to step J108, to step J109.
If the target vehicle speed change switch 48 is not operated at all after proceeding to step J103, the target vehicle speed vS set in step J103 becomes the target vehicle speed in each subsequent control cycle.

The above-mentioned changes in the target vehicle speed vS through the control in steps J109 to J112 are performed after the absolute value of the actual acceleration DVA decreases and becomes smaller than the reference value α, as described above, so that the vehicle speed is almost constant. The target vehicle speed vS can be changed by the target vehicle speed change switch 48 only when the vehicle is in the constant vehicle speed running state.

Next, in step J113, the difference VS-VA between the target vehicle speed vS and the actual vehicle speed VA input in step AlO3 of FIG. 8(i) is calculated, and the process proceeds to step J114.

In step J114, since the vehicle speed is already approximately constant, control with higher stability is required than control with high responsiveness. Therefore, the value of the actual acceleration DVA used in step E123 in FIG. 12, which will be described later, is calculated by the interrupt control in steps A123 to A128 in FIG. 8(iv) and inputted in step AlO3 in FIG. 8(i). Three types of actual acceleration DVA, , DVA□,. and D
As mentioned above, the most stable actual acceleration D V Ass is specified among V A, , 0.

Next, in step J115, the difference between the target vehicle speed vS calculated in step J113 and the actual vehicle speed VA is
The target acceleration DvS4 corresponding to is determined by control performed according to the flowchart of steps M101 to M106 in FIG. Then, in step J116, target acceleration DvS4 is substituted as the value of target acceleration DvS used in step E123 in FIG. 12, which will be described later, and the current target vehicle speed control is ended, and step E1 in FIG.
Proceed to 23.

Target acceleration DVS in step J1i5.

As mentioned above, the constant vehicle speed control unit 8 of the control unit 25 determines the difference vS− calculated in step J113 of FIG. 16 in accordance with the flowchart shown in FIG. The target acceleration DVS corresponding to VA is read from map #MDVS3. As mentioned above, this map #MDVS3 is for determining the target acceleration DVS using the difference VS-VA as a parameter, and the difference VS-VA and the target acceleration DVS are
It has the correspondence shown in Figure 3.

Next, in step M102, the acceleration tolerance DVMAX corresponding to the difference VS-VA is read from the map #MDVMAX. This map #MDVMAX is the difference VS-VA
This is to find the acceleration tolerance DVMAX using as a parameter, the difference VS-VA and the acceleration tolerance DVM
It has a correspondence relationship with AX as shown in FIG.

Furthermore, in the next step M103, the target acceleration DVS
, the value is DVS□ in step J114 of FIG.

The value obtained by subtracting the actual acceleration DVA specified as (that is, DVS
, -DVA) is calculated as the acceleration difference Dvx. Then, in the first step M104, the acceleration difference DVX is determined as DVX<DV with respect to the acceleration tolerance DVMA
MAX determines whether it is Luka or not.

If it is determined in step M104 that DVX<DVMAX, the process advances to step M105 and the target acceleration DvS
The target acceleration DVS3 is designated as 4. Also, DVX
<If it is determined that it is not DVMAX, step M1
Proceed to 06 and set the target acceleration DvS4 as the actual acceleration DV.
Specify the sum of A and the acceleration tolerance DVMAX.

By determining the target acceleration DVS through the control in steps MIOI to M106 as described above, the variation amount of the target acceleration DvS4 is regulated to be less than or equal to the acceleration tolerance D V MAX . Therefore, the change in acceleration of the vehicle that is performed to restore the vehicle speed that has suddenly changed due to some reason while the vehicle is running at a constant speed becomes gradual.

In this way, after the target acceleration DvS4 whose value was determined by the control in steps M101 to M106 is substituted for the target acceleration DVS in step J116 of FIG. 16, or by the control in step J106 or step J107, the target acceleration DVS is After setting the value, the 12th
When the process proceeds to step E123 in the figure, the target torque TOM2 of the engine 13 required to make the acceleration of the vehicle equal to the target acceleration DVS is calculated using the following equation (5).

TOM2= [((W-r/g)・ks+ki)・
(DVS-DVA)+To4EM]/TQ...
(5) Note that the above equation (5) is the same as the above equation (1) or equation (4).
However, when proceeding from step J106 or J107 in FIG. 16 to step E123, DVA in the above equation (5) is equivalent to step 01 in FIG.
It becomes the value specified by the control of 41 to C143. Also, the DVA in equation (5) is equal to step J11 in FIG.
6 to step E123, the DvA specified in step J114 in FIG. 16 becomes 115°.

Next, when proceeding to step E124, step E1'23
The target torque TOM2 calculated in step A1O3 detected by the engine rotation speed detection unit 21 is
The throttle valve opening degree θTHz corresponding to the engine rotation speed NE inputted in is calculated using the map #MTH (not shown).
, and the process advances to step E125.

The control in step E123 and step E124 is performed in common by each of the constant vehicle speed control section 8, acceleration control section 9, and deceleration control section 10 of the control section 25, and as described above, When the process advances from E133 to step E123, the constant vehicle speed control unit performs control according to steps E123 and E124, and the throttle valve opening degree θTH2 is set.

Next, in step E125, the value of the flag L1 is set to 1.
It is determined whether or not. If it is determined that ■,□=1, the current control cycle corresponds to the timing for opening and closing the throttle valve 31, so step E126
If it is determined that 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 opening or closing the throttle valve 31.

If the process proceeds to step E126, the throttle valve 31 is rotated in the same manner as in step E109 to the position where the throttle valve opening degree θTH2 determined in step E124 is reached, and a torque approximately equal to the target torque TOM2 is applied to the engine. It is output from 13. Further, since the opening and closing of the throttle valve 31 in the current control cycle is at the timing when it should be opened and closed, the value of the flag Iiz is set to 1 in the next step E127, and the auto cruise mode control in the current control cycle is ended.

As described above, as a result of releasing the accelerator pedal 27 while the brake pedal 28 is released, or releasing the brake pedal 28 while the accelerator pedal 27 is released, the vehicle enters the driving state under auto cruise mode control. However, at this time, if the acceleration switch 45 and the changeover switch 46 are not operated, first, the throttle valve 31 is turned on immediately after the accelerator pedal 27 and the brake pedal 28 are released so as to maintain the vehicle speed immediately after the depression is released. Temporarily rotate it. Then, after shifting to auto cruise mode control, the control unit 2 is activated to continue maintaining the vehicle speed at each opening/closing timing of the throttle valve 31.
The throttle valve 31 is rotated based on the throttle valve opening degree set by the constant vehicle speed control section 8 of No. 5.

That is, even if the throttle valve 31 is rotated so as to temporarily maintain the vehicle speed immediately after each pedal 27, 28 is released without waiting for the control cycle corresponding to the opening/closing timing of the throttle valve 31 after the pedal is released. After this, the vehicle speed fluctuates to some extent, so the throttle valve 31 is rotated every control cycle corresponding to the opening/closing timing to reduce fluctuations in vehicle speed and finally maintain a substantially constant vehicle speed.

Therefore, after the pedal is released, the acceleration switch 45
If the changeover switch 46 is not operated, the following applies, except when braking that is steeper than the standard by the brake (not shown) continues for longer than the standard time, and the vehicle speed at the end of this braking is lower than the standard value. become that way.

In other words, the driving state designation unit 3 of the control unit 25 designates constant speed driving, and the output is sufficient to maintain the vehicle speed approximately equal to the vehicle speed when this designation becomes constant speed driving (at the moment when the pedal is released). is obtained from the engine 13, the throttle valve opening is controlled by a constant vehicle speed control section (not shown) of the control section 25.
It is set by Then, 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 a constant speed at a predetermined speed.

After the vehicle speed becomes almost constant due to such rotation of the throttle valve 31, the target vehicle speed when traveling at a constant speed can be changed by operating the target vehicle speed change switch 48. An amount of change in the target vehicle speed is obtained that is proportional to the duration of the state in which the vehicle rotates in the (+) or (-) direction.

The above is the case when neither the acceleration switch 45 nor the changeover switch 46 is operated after the vehicle enters the driving state by the 1-ord cruise mode control, but the case where the acceleration switch 45 or the changeover switch 46 is operated after the transition is described above. This will be explained below.

After the vehicle has entered the running state using the auto cruise mode control and the vehicle speed has become almost constant through the above control, the acceleration switch 45 is operated to switch to one of the positions in groups 1 to 1 in Figure 6. If so, the process proceeds to step EIIO via step E101 in FIG. 12, and as described above, it is determined whether the position of the acceleration switch 45 has been changed from the previous control cycle.

If the process proceeds to step E11o in the first control cycle after changing the position of the acceleration switch 45, the process proceeds to step E111 based on the judgment here, where the value of flag is set to 1, and the value of flag is set to 1 in the next step E112. The value is set to O, and in the next step E113, the value of flag is set to 0, and then the process proceeds to step E114. Note that this flag I.

When the driving state specifying unit 3 of the control unit 25 selects accelerated driving by operating the acceleration switch 45 or the changeover switch, the vehicle accelerates to the target acceleration set corresponding to the position of the acceleration switch 45. A value of 1 indicates that the control for raising the temperature smoothly 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 same as in FIG. 6, based on the contact information input in step AlO3 in FIG. 8(i) in the current control cycle. If it is determined that this position is a mouth, the process proceeds to step E115, and if it is determined that this position is not a mouth, the process proceeds to step E116.

When the process proceeds to step E116, the designation of the driving state designation unit 3 of the control unit 25 is switched to accelerated driving, and the flag
Let the value of be 1. Then, in the next step E117, flag 1. After setting the value to O, the process advances to step E118.

- Note that this control cycle is the first one after changing the position of the acceleration switch 45, and the throttle valve 31 has not yet been opened or closed after this change. Therefore, in step E118, the value of the flag Lz is set to O, and then, in step E119, for the same reason as step E118, the value of the actual acceleration DVA used in this control cycle is set to step AlO3 in FIG. 8(i). The DvAl input in is adopted. Then, the process advances to step E120.

This step E120 is the setting of the target vehicle speed vS which is the target value of the vehicle speed after acceleration in the target vehicle speed setting unit 6 of the control unit 25, and the value of this vS is determined by the vehicle speed/acceleration detected in the current control cycle. Actual vehicle speed VA detected by section 24 and input to control section 25 [see step AlO3 in FIG. 8(i)] and preset correction amount VK
It is set to the sum of I.

Next, proceeding to step E121, the target acceleration setting section 4 of the control section 25 performs acceleration switch control according to the flowchart of steps G1o1 to G105 shown in FIG. This acceleration switch control sets the value of the target acceleration DVS2 corresponding to each position of the acceleration switch 45 shown in FIG.

That is, step G101 and step G in FIG.
103, it is determined whether the acceleration switch 45 is in the (6), 3, or 4 positions, and for each position, the value of the acceleration DVS2 is set in steps G102, G104, and G105. .

That is, as shown in FIG. 14, first step G1o1
, the position of the acceleration switch 45 is (5) in FIG.
A judgment is made as to whether or not it is in the position.

If it is determined that they are in the same position, step G102
Go to and select the preset value DVS corresponding to the old position.
Substitute b into the target acceleration DvS2.

Further, if it is determined in step G101 that the position of the acceleration switch 45 is not at the above-mentioned position, the process advances to step G103, and a check is made as to whether or not the position of the acceleration switch 45 is at the position shown in FIG. make a judgment. If it is determined that the acceleration switch 45 is in the 2nd position, the process proceeds to step G104, where a value DVSc preset corresponding to the 2nd position is substituted into the target acceleration DVS.

On the other hand, if it is determined that the acceleration switch 45 is not in the 1st position, it is in the remaining group position, and a preset value DVSd corresponding to the group position is substituted into the target acceleration DVS2. do. Note that the reason why it can be determined that the acceleration switch 45 is in the group position is that the position of the acceleration switch 45 is not fixed in step E114 of FIG. This is because it has already been determined that this is not the case.

As described above, the value of the target acceleration DVS2 corresponding to the position of the acceleration switch 45 is set, but the target acceleration DVS2 is determined by the driving state specifying unit 3 of the control unit 25 to specify acceleration driving and start acceleration. Since this is the target value of the vehicle acceleration which becomes constant after the vehicle acceleration, three types of vehicle acceleration states (DVSb, DVSc, and DVSd) are selected corresponding to the positions from the front to the rear. Like this VSb, DV
The values of Sc and DVSd are DVSb<DVSc<DV
As for Sd, DVSb corresponds to slow acceleration, DVSc corresponds to medium acceleration, and DVSd corresponds to rapid acceleration.

When the acceleration switch control is thus completed, the process proceeds to step E122 in FIG. 12, where the acceleration control section 9 of the control section 25 mainly performs acceleration control.

As described above, this acceleration control is a control that is performed in accordance with the position of the acceleration switch 45 when accelerated driving is specified by the driving state specifying unit 3 of the control unit 25, and is a control that is performed in accordance with the position of the acceleration switch 45. In the setting part 4, everyone 5R (lIlil,
target acceleration DvS2 set corresponding to
When the vehicle speed reaches the target vehicle speed set by the target vehicle speed setting section 6 and the target vehicle speed change control section 6a of the control section 25 by smoothly increasing the acceleration of the vehicle until The changes in acceleration are smoothed out.

Such acceleration control is performed in steps L101 to L101 in FIG.
This is carried out according to the flowchart shown at 120.

That is, in the first step L101, it is determined whether or not the actual vehicle speed ■A input in step AlO3 of FIG. 8(i) is VA>KS with respect to the preset reference value of 5. . If it is determined that VA>K5, the process proceeds directly to step L104, and if it is determined that VA>K is not the case, the process proceeds to step L104 via step L102 and LiO2.

When the process advances from step L101 to step L102, the target acceleration DVSAC corresponding to the actual vehicle speed VA and the position of the acceleration switch 45 according to the contact information input in step AlO3 of FIG. 8(i) is read from the map #MDVSAC. put out.

This map #MDVSAC calculates the target acceleration DVSA using the actual vehicle speed VA and the position of the acceleration switch 45 as parameters.
The actual vehicle speed VA, the position of the acceleration switch 45, and the target acceleration DVSAC are
It has the correspondence shown in Figure 6.

That is, until the actual vehicle speed VA goes from O to the reference value, the sixth
The target acceleration DVSAC increases in accordance with the increase in the actual vehicle speed VA for each position of the acceleration switch 45 with the same mark shown in the figure, and when the actual vehicle speed VA reaches the reference value of 5, the value of the target acceleration DVSAC is , step E121 in FIG.
By the acceleration switch control (see FIG. 14), the target acceleration DvS2 becomes equal to the value set for each position of the same mark.

Next, when the process proceeds to step L103, the value of the target acceleration DvS2 set by the acceleration switch control is set at step L10.
The DVSAC is changed to the DVSAC read in step 2, and the process proceeds to step L104.

In other words, when the vehicle speed is greater than 5 to the reference value, the value of the target acceleration DvS2 remains the value set by the acceleration switch control, and the vehicle speed is 5 to the reference value as immediately after starting.
In the following cases, the target acceleration DV increases in response to an increase in vehicle speed, and a value smaller than the value set by switch control is the target acceleration DV.
This becomes the value of S2.

Then, in step L104, the value of the flag ILL is 1.
It is determined whether or not. As mentioned above, this flag, 1, has a value of 1 to indicate that the current control cycle corresponds to the timing for opening and closing the throttle valve 31 (that is, it is a throttle valve opening/closing timing cycle). . At step L104, the flag I
If it is determined that the value of 1 is not 1, the current control cycle does not correspond to the throttle valve opening/closing timing cycle, so the acceleration control in the current control cycle is immediately terminated.

If it is determined in step L104 that the value of flag □ is 1, the current control cycle corresponds to the opening/closing timing, and the process proceeds to step L105, where acceleration control is continued.

In step L105, it is determined whether the value of the flag is 1 or not. The flag is executed in step LIO8 or step L, which will be described later, in the previous control cycle.
A value of 1 indicates that control 110 has been performed. When the acceleration switch 45 is switched and the process first proceeds to step L105, the value of the flag is set to 0 in step E113 of FIG. It is determined that it is not 1, and the process proceeds to step L106.
Proceed to.

In step L106, the flag ■□ is set to 0, and L1
Proceed to 07. Note that this flag 113 indicates that the target acceleration DVS whose value is specified in step L108 or step L110, which will be described later, and the target acceleration Dvs2 set by the acceleration switch control do not have a relationship of DVS<DVS2. is 1.

In the next step L107, the value of flag is set to 1, and the process proceeds to step L108.

In step L108, the value of the target acceleration DVS is specified as the sum of the actual acceleration DVA inputted to the DVA61 in step E119 in FIG. 12 and the preset correction amount ΔDv1 (DVA+ΔDV), and step L
Proceed to 111.

In step L111, the two target accelerations DVS□ and DVS2 set in this way are
It is determined whether or not there is a relationship in 2.

There is not much difference between the actual acceleration DVA and the target acceleration Dvs2, and these target acceleration Dvs1 and the target acceleration DVS,
If it is determined that there is no relationship between DvS1 and DVS2, the process advances to step L113 and the value of flag I13 is set to 1.
After that, the process advances to step Ll14.

On the other hand, step L1114. -Ite, DVS,
If it is determined that there is a relationship of <DVS, 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. Specify this to end the acceleration control in the current control cycle.

As mentioned above, this control cycle is the one in which the acceleration switch 45 is switched to one of the positions from the same to group in FIG. Acceleration switch 45
If the switching is not performed and acceleration control is continued, the flag I is set in step L107 of the current control cycle.
Since the value of 9 is 1, from the first control cycle onward, the process proceeds to step L109 based on the determination at step L105.

In this step L109, it is determined whether or not the value of the flag La is 1. However, if the control cycle proceeds from step L111 to step L113 and the value of the flag 113 is set to 1 in the previous control cycle, Step L109
The process then proceeds to step L114. If step L111 has never proceeded to step L113 in the previous control cycle, Ii3 is not 1, so the process proceeds to step LLIO.

In this step L110, the value obtained by adding the correction amount ΔDv1 to the value of the target acceleration DVS up to the previous control cycle is designated as the new target acceleration DVS, and the process proceeds to step L111.

Therefore, the value of the target acceleration DVS is
Until the value of flag 113 is determined to be 1 in 09,
It grows over time by repeatedly going to step LLIO.

Then, in step L111, DVS□<DVS
When the target acceleration DVS□ increases until it is determined that it is not 2, the process advances from step L111 to step L113, and flag 8.2 is set as described above. Since the value of is set to 1, from the next control cycle onward, the process advances from step L109 to step Ll14, and the value of the target acceleration DVS no longer increases.

Further, until it is determined in step L111 that DVS is not <DVS2, the target acceleration DVS whose value increases with time as described above is specified as the value of the target acceleration DVS in step L112, but in step L11
If it is determined that 1't-, DVS, < DVS2 does not hold, then from the control cycle in which this determination is made,
Note proceeding to step L114 as described above, DVS=D
VS, (7) The specification is no longer performed.

When proceeding to step L114, step E12 in FIG.
The target vehicle speed vS whose value is set to 0 and Fig. 8(i)
The difference VS from the actual vehicle speed VA input in step AlO3
- Calculate VA. In the next step L115, the target acceleration DVS corresponding to this difference VA-VA is mapped to #M.
Read from DVS3.

As mentioned above, this map #MDVS3 is the difference VS-
This is to obtain the target acceleration DVS using VA as a parameter, and the difference VS-VA and the target acceleration DVS,
has a correspondence relationship shown in FIG.

Next, when the process proceeds to step L116, the target acceleration DvS2
and target acceleration DVS3, D V S2<DVS,
It is determined whether or not there is a relationship. Here, DVS2<
If it is determined that there is a DVS3 relationship, step L
The process proceeds to step 117, where the target acceleration DvS2 is specified as the value of the target acceleration DVS, and the acceleration control is ended. If it is determined in step L116 that there is no relationship of DVS2<DVS, the process proceeds to step L118, where the arrival detection section 11 of the control section 25 determines that the absolute value l of the difference VS-VA is A determination is made as to whether the preset reference value is smaller than 4 or not.

As shown in FIG. 23, the value of the difference VS-VA is the correction amount V
K (at step E120 in Figure 12, the target vehicle speed VS
(correction amount added to the actual vehicle speed VA to set the actual vehicle speed VA), the target acceleration DVS determined according to the map #MDVS3 has a value larger than the target acceleration DvS2.

Therefore, in the control cycle that first proceeds to step L105 after switching the acceleration switch 43, if the control cycle proceeds to step L116, the difference VS - VA is the correction amount V
is almost equal to .

Therefore, in step L116, DvS2<DV
S, and the process advances to step L117.

In addition, in a control cycle after this control cycle, when the acceleration switch 45 is not switched and acceleration control is continued, and the vehicle is accelerated as described later, the actual vehicle speed VA approaches the target vehicle speed vS. So, the difference VS-
Although the value of VA decreases, as shown in FIG. 23, the target acceleration DVS decreases in response to the decrease in the difference VS-VA.

Then, when the difference VS-VA becomes less than or equal to Vα shown in FIG. 23 and the target acceleration DVS becomes less than or equal to the target acceleration DVS, step L1
Proceed to step 18.

Here, if it is determined that IVs-VAI<K, then step L1 is executed directly, and if it is determined that IVS-VAI<K4, the vehicle speed or the target vehicle speed has been reached and step L1 is performed.
After passing through step L119, the process proceeds to step L119. In this step L119, the target acceleration DVS is designated as the value of the target acceleration DVS, and the acceleration control is ended.

Therefore, the target acceleration DVS is the target acceleration DVS,
In a subsequent control cycle after the acceleration becomes smaller, the target acceleration DVS is designated as the value of the target acceleration DVS. The target acceleration DVS is the target value of acceleration during accelerated driving, so after the target acceleration DvS3 is specified,
As the actual vehicle speed VA approaches the target vehicle speed VS, the actual acceleration also decreases.

When the actual vehicle speed VA becomes approximately equal to the target vehicle speed vS, in step L118, IVs-VA I <K.

It is determined that this is the case, and the process proceeds to step L120 as described above.

This judgment is based on whether the vehicle speed is determined by acceleration or the target vehicle speed vS.
After the arrival is detected, the driving state designation unit 3 of the control unit 25 specifies constant speed driving at the target vehicle speed VS.
In step L120, the running state switching unit 12 of the control unit 25 flags the flag.

The value of is O. Note that, as described above, the value of this flag is O, which indicates that the designation of the driving state designation section 3 should be constant speed driving.

After completing the acceleration control in step E122 in FIG. 12 as described above, the process proceeds to step E123, where the target torque TOM of the engine 13 necessary to make the acceleration of the vehicle equal to the target acceleration DVS is determined as described above. , is calculated by the above equation (5).

Furthermore, in the next step E124, the throttle valve opening θT is set so that the target torque T○M2 can be obtained from the engine 13.
Hz is determined and the process proceeds to step E125. Note that the control unit 2
If the designation of the driving state designation unit 3 in No. 5 is accelerated driving, the control in steps E123 and E124 is performed by the acceleration control unit 9 of the control unit 25 as described above.

Steps E122 to E123. Proceeding to step E125 via E124 is step L in FIG.
This is the case where it is determined in step 104 that the value of flag 11 is 1. Therefore, in step E125, I, ,=
1, the process proceeds to step E126, and the throttle valve 31 is adjusted to the throttle valve opening θTH2 as described above.
Drive to the position where .

Then, in the next step E127, the value of flag it is set to 1.
As a result, the auto cruise mode control in the current control cycle is ended.

By driving the throttle valve 31 in this manner, a torque approximately equal to the target torque TOM is output from the engine 13, as described above, so that the vehicle achieves the target acceleration DVS.
Accelerated driving is performed at an acceleration approximately equal to .

By switching the acceleration switch 45 to the mouth-mouth position in FIG. 6, steps E110-E114 as described above are performed.
One control cycle that proceeds to step E116 is performed, but after this, if neither the acceleration switch 45 nor the changeover switch 46 is operated, auto cruise mode control will continue to be performed from this next control cycle onward. . In this case, first in step E101 of FIG. 12, it is determined that the contact of the accelerator switch 15 is in the ON state, and the process proceeds to step E110. This is because auto cruise mode control is being performed without the accelerator pedal 27 being depressed even in the control cycle before the cycle.

In step E110, as described above, the acceleration switch 4
A determination is made as to whether or not the position of No. 5 has changed since the previous control cycle. Here, since the acceleration switch 45 is not operated, the answer is negative and the process proceeds to step E128, where changeover switch control related to the changeover switch 46 is performed.

This changeover switch control is performed according to the flowchart shown in steps F101 to F121 in FIG. 13, as described above.

First, in step FIOI, it is determined whether the contact of the changeover switch 46 is in the ON state. Here, since the changeover switch 46 is not operated, this contact does not turn ON, and the process proceeds to step F111 with a negative result, where the value of flag is set to 0.

Furthermore, in the next step F112, the value of the flag is set to O, and the changeover switch control in the current control cycle is ended.

As mentioned earlier, the flag (1) indicates that the contact of the changeover switch 46 was in the ON state in the previous control cycle, and the flag (6) indicates that the changeover switch 46 was in the ON state in the previous control cycle. A value of 1 indicates that this is the first control cycle after the contact of the switch 46 is turned on.

Next, when the process advances to step E129 in FIG. 12, the flag I
It is determined whether the value of , is 1 or not.

As mentioned above, this flag indicates that the driving state designation unit 3 of the control unit 25 should specify constant speed driving.
As indicated by the value O, in the first control cycle after the acceleration switch 45 is switched to one of the positions marked with the same mark in FIG.
Since the value of flag is set to 1, the determination in step E129 is affirmative and the process proceeds to step E130 while the vehicle is accelerating.

Further, as described above, when the vehicle is accelerated and the running speed reaches the target vehicle speed vS, in step L120 of FIG. 17, the running state switching unit 12 of the control unit 25 changes the value of the flag Let it be O. This results in step E129
If the determination is negative, the process proceeds to step E132. Note that at this time, the designation of the driving state designation section 3 of the control section 25 switches to constant vehicle speed travel.

On the other hand, when the process proceeds from step E129 to step E130, it is determined in step E130 whether or not the acceleration switches 45 are in the same position. If the answer is negative, the process proceeds to step E121, where acceleration switch control is performed.

As described above, this acceleration switch control is performed by the target acceleration setting section 4 of the control section 25 according to the flowchart shown in steps 0101 to G105 in FIG.
2 settings are made.

First, when the process proceeds to step E122, the acceleration control is performed at steps L101 to L120 in FIG. 17, as described above.
This is mainly carried out by the acceleration control section 9 of the control section 25 and sets the target acceleration DVS when the vehicle is accelerating, according to the flowchart shown in FIG. If this target acceleration is set when the current control cycle corresponds to the timing to open and close the throttle valve 31, the throttle valve 31 will be opened and closed as described above according to steps E123 to E127, and the vehicle will move toward the target acceleration. Acceleration DV
The vehicle accelerates at an acceleration approximately equal to S.

When the traveling speed reaches the target vehicle speed VS due to acceleration of the vehicle, the traveling state specifying section 3 of the control section 25
The designation of is changed to constant speed driving, and the process advances from step E129 to step E132.

Then, in step E132, it is determined whether the value of flag is 1 or not. This flag is set to 0 in step F112 of FIG. 13, so step E
The process advances from step E132 to step E133, where target vehicle speed control is performed.

As described above, this target vehicle speed control is mainly performed by the constant vehicle speed control section 8 of the control section 25 according to the flowchart shown in steps J1o1 to J1o1 to 5116 in FIG.

In other words, the value of flag is set to 0 in the first control cycle after switching the acceleration switch 45 (12th
(See step E117 in the figure).

In step J101, 1. Judging that = 1 is not the case,
Unless the acceleration switch 45 or changeover switch 46 is operated, the process always proceeds to step J109.

Next, the control performed according to steps J109 to J116 is as described above, and the value of the target acceleration DVS is set in order to make the traveling speed of the vehicle match the target vehicle speed vS and maintain this constant. .

When this target vehicle speed control is completed, step E in FIG.
123 to E127, the throttle valve 31 is opened and closed as described above, and the vehicle runs at a constant speed that is approximately equal to the target vehicle speed VS.

Therefore, the vehicle is accelerated by switching the acceleration switch 45 to any of the positions shown in FIG. As a result, the traveling speed of the vehicle is maintained constant.

As described above, the acceleration switches 4 and 5 are switched, the driving state specifying unit 3 of the control unit 25 specifies accelerated driving, and the vehicle is accelerated at the target acceleration DVS specified by the acceleration control in step E122. Sometimes, the target acceleration DVS and the change in travel speed are, for example, as shown in FIG. 27(i).
, as shown in (ii). Furthermore, Fig. 27(i)
shows the value of the target acceleration DVS corresponding to the passage of time after switching, and FIG. 27(ii) similarly shows the change in the running speed of the vehicle with respect to the passage of time after switching.

In other words, as shown in FIGS. 27(i) and (ii), the vehicle is initially traveling at a constant speed, and at a certain time tI, the acceleration switch 45 switches to (6).
~ When switched to any position in the group.

Accelerated driving is specified. Then, step L in FIG.
Acceleration is started with the target acceleration set in step 108. At this time, the target acceleration DvS1 set in step L11o in FIG. 17 for each control cycle corresponding to the timing of opening and closing the throttle valve 31 becomes the target acceleration DVS during accelerated driving, so the target acceleration DVS1 in step L11o in FIG. ), the target acceleration D
VS is increasing.

On the other hand, as the target acceleration DVS increases, the traveling speed of the vehicle starts to increase smoothly from time t0.

As a result, at time t, the target acceleration DVS is
When the target acceleration DvS2 becomes larger than the target acceleration DvS2 set by the target acceleration setting unit 4 of the control unit 25 in accordance with the position of the acceleration switch 45, this target acceleration DVS becomes the value of the target acceleration DVS in the control cycle after 1 time t□. Become. As a result, the target acceleration DVS becomes a constant value as shown in FIG. 27(i). Therefore, the traveling speed of the vehicle at this time increases at a substantially constant rate as shown in FIG. 27(ii).

Then, at time t2, the traveling speed is lower than the target vehicle speed vS set in step E120 of FIG.
When the value Vα shown in FIG. 23 reaches a lower value, as shown in FIG. 23, in step L115 of FIG.
The target acceleration DVS read from MDVS3 is
It becomes smaller than the target acceleration DvS2. Then, in the control cycle after time t2, the target acceleration DVS becomes the value of the target acceleration DVS.

As shown in FIG. 23, this target acceleration DvS3 decreases in response to a decrease in the difference VS-VA between the target vehicle speed VS and the actual vehicle speed VA, so that the target acceleration DVS3 decreases as the traveling speed increases. gradually decreases with each control cycle, as shown in a stepwise manner in FIG. 27(i).

By reducing the target acceleration DVS in this manner, the traveling speed gradually increases at a slower rate, as shown in FIG. 27(ii).

Then, after 1 time t, the controller 2 determines that the difference between the traveling speed and the target vehicle speed vS is smaller than the reference value by 4.
When detected by the arrival detection unit 11 of 5, this control unit 2
The running state switching section 12 of No. 5 switches to constant speed running specified by the running state specifying section 3, and the accelerated running of the vehicle ends. In the control cycle after this time t, the constant vehicle speed control section 8 of the control section 25 performs step E1 in FIG.
Target acceleration DV set by target vehicle speed control of 33
Based on S, the vehicle runs at a constant speed.

As a result, as shown in FIG. 27(ii), the traveling speed smoothly approaches the target vehicle speed vS, becomes approximately equal to the target vehicle speed vS at time t, and reaches the target vehicle speed vS after time t3. The value is almost the same as the target vehicle speed vS. Further, the target acceleration DVS has a value close to 0 at time t, and after time t, it has a value for keeping the traveling speed constant and consistent with the target vehicle speed VS.

The above is the case when the acceleration switch 45 is switched to one of the positions marked with the same mark in FIG. 6 and the changeover switch 46 is not operated. While the process is still being performed, selector switch 4
The case where 6 is operated will be explained.

When the selector switch 46 is pulled toward the front side in FIG. 6 to turn it on, the process proceeds from step EIOI to step EllO shown in FIG. 12 in the same manner as in the previous case. Since the position of the acceleration switch 45 has not changed since the previous control cycle, the answer to step E110 is negative and the process proceeds to step E128. In step E128, as described above, changeover switch control is performed according to the flowchart of steps F101 to F121 shown in FIG.

In this changeover switch control, first, 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 AlO3 of FIG. 8(i).

In this case, since the operating portion 18 of the auto-cruise switch 18 is pulled toward the front in FIG. 6, it is determined that the contact is in the ON state, and the process proceeds to step F102.

In step F102, the value of flag I is set to 1, and in the next step F103, it is determined whether or not the value of flag I is 1. Note that, as described above, the flag I5 has a value of 1, which indicates that the contact of the changeover switch 46 was in the ON state in the previous control cycle.

If the process proceeds to step F103 in the first control cycle after the contact of the changeover switch 46 is turned ON, the value of the flag is set to 0 in step F111 of the control cycle before the contact of the changeover switch 46 is turned ON. Therefore, based on the judgment in step F103, the process advances to step F104. After setting the value of flag 5 to 1 in step F104, the process advances to step F105.

On the other hand, if the contact point of the changeover switch 46 was in the ○N state in the previous control cycle, the flag is returned in step F104 of the previous control cycle.

The value of is set to 1. Therefore, based on the determination in step F103, the process advances to step F113.

As mentioned above, from step F104 to step F105
Proceeding to , flag, is set to 1. Note that this flag is set when the contact of the changeover switch 46 is ON', as described above.
A value of 1 indicates that this is the first control cycle after entering the state.

In the next step F106, the value of flag 1□2 is set to 0, and the process proceeds to step F107. Note that the flag 112 is
As mentioned above, the opening/closing of the throttle valve 31 corresponding to the first timing of opening/closing of the throttle valve 31 after starting auto cruise mode control in each control cycle has not yet been performed, or the opening/closing has already been performed. However, in auto-cruise mode control, the control cycle corresponds to the first opening/closing timing of the throttle valve 31 after the designation of the driving state designation section 3 of the control section 25 is changed by operating the acceleration switch 45 or the changeover switch 46. that you have not yet opened or closed the
This is indicated by the value O.

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 changed. different driving conditions are specified. Therefore, as described above, priority is given to high followability with respect to the actual value, and the value of the actual acceleration DVA is set to the DVA input in step AlO3 of FIG. 8(i).

In the next step F108, it is determined whether the value of the flag I4 is 1 or not. In addition, this flag is,
The value O indicates that constant speed driving should be specified by the driving state designation section (not shown).

Here, the contact point of the changeover switch 46 is in the ON state while the vehicle specified by the changeover of the acceleration switch 45 is still in the ON state, so the contact point is in the ON state in this control cycle. After the value of flag , which is the first one from , is set to 1 in step E116 of FIG. 12, it is determined that it has not changed and l4=1, and the process proceeds to step F109.

In step F109, the driving state switching unit 12 of the IIJ control unit 25 sets the value of flag 4 to O, and the process proceeds to step F110. In this step FILO, the latest actual vehicle speed VAI determined by the interrupt control in steps A123 to A128 in FIG. 8(iv) is input, and the changeover switch control in the current control cycle is completed.

When the changeover switch control in step E128 in FIG. 12 is performed as described above, the process advances to the next step E129, and when it is determined whether the value of flag I4 is 1, the flag is Since the value is set to 0 in step F109 of FIG. 13, it is determined that I is not equal to 1, and the process proceeds to step E132, where the designation of the driving state designation unit 3 of the control unit 25 is switched to constant speed driving.

In step E132, it is determined whether the value of flag I is 1, but since the value of flag Is is set to 1 in step F105 in FIG. .

Step E105 and the control in steps E106 to E109 following step E105 are exactly the same as the control performed in steps E105 to E109 in the first control cycle after the accelerator pedal 27 is released. Therefore, this control (E 105 to E
109), the current control cycle is the throttle valve 31
Regardless of whether or not it corresponds to the opening/closing timing, the throttle valve 31 is rotated to the throttle valve opening degree at which it is estimated that the vehicle can travel at a constant speed, with the actual vehicle speed VA setting at the time of switching by the changeover switch 46 as the target vehicle speed. will be carried out. As a result, the engine 13 outputs a torque approximately equal to the desired torque (the magnitude required for running at a constant speed), 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 control described above is performed, but in the next control cycle and thereafter, the auto cruise mode control is continued and the acceleration switch 45 is not operated. If not, step E101 and step EIIO in FIG.
The process advances to step 128, where changeover switch control is performed.

As described above, this changeover switch control is also performed according to the flowchart shown in steps F101 to F121 in FIG.
2, the contact of the selector switch 46 continues to be in the ON state, and the value of the flag I becomes 1 in step F104 of the first control cycle after this contact becomes the ON state. Therefore, it is determined in step F103 whether the value of flag is 1 or not, and the process proceeds to step F113.

In step F113, it is determined whether the value of flag I4 is 1 or not. Since the value of the flag I4 was set to 0 in step F109 of the first control cycle after the contact point of the changeover switch 46 was turned on, it is assumed that {circle around (2)} is not equal to 1, and the process proceeds to step F112. And step F
At step 112, the value of the flag is set to O, and the changeover switch control in the current control cycle is ended.

On the other hand, when proceeding from step FIOI to step F111, the value of flag I5 is set to O in step F111.
After that, in step F112, the value of flag (1)6 is set to O, and the changeover switch control in the current control cycle is ended.

Therefore, when the contact point of the changeover switch 46 is in the ○N state continuously from the previous control cycle, and
In the changeover switch control, only the setting of the value of flag 5 is different from the case where the contact is no longer in the ON state in the current control cycle.

Next, after the changeover switch control is completed, step E in FIG.
When the process proceeds to step E129, it is determined whether or not the value of the flag , is 1. However, as described above, the value of the flag remains O in step F109 of FIG. 13, so the process proceeds to step E129. Based on the judgment, the process proceeds to step E132,
The designation of the driving state designation unit 3 of the control unit 25 remains constant speed driving.

In step E132, it is determined whether the value of the flag is 1 or not. Here, as mentioned above, flag I6
Since the value of is set to 0 in step Fi12 of FIG. 13, the process proceeds from step E132 to step E133, where target vehicle speed control is performed.

As described above, this target vehicle speed control is performed according to the flowchart shown in steps J101 to J116 in FIG. 16.

In the first step 001, it is determined whether the value of flag is 1 or not. A value of O indicates that the vehicle is running at a substantially constant speed due to auto cruise mode control. Here, as described above, the value of flag is 1 when the control cycle progresses from step E132 to step E106 via step E105 in FIG. Therefore, the process proceeds to step J102 based on the determination in step J101.

The control performed according to steps J102 to J and 107 is performed in the first control cycle after the accelerator pedal 27 is released, and in the second and subsequent control cycles after the control is performed according to steps EIOI to E109 in FIG.
This is exactly the same as the target vehicle speed control in step E133.

That is, the setting of the target acceleration DVS required to gradually reduce the actual acceleration DVS is performed every throttle valve opening/closing timing cycle.

Step E123 performed after completion of this target vehicle speed control
The control in ~E127 is the same as that described in each case so far, and in each throttle valve opening/closing timing cycle, the throttle valve is adjusted to the throttle valve opening such that the acceleration of the vehicle equal to the target acceleration DVS is obtained. 31 (opening adjustment).

As a result, the acceleration of the vehicle gradually decreases, and the running speed increases.
The vehicle speed gradually approaches the actual vehicle speed VAx when the contact point of the changeover switch 46 is turned ON and the vehicle is running at a constant speed.

Eventually it becomes almost constant.

Then, in step J104 of FIG. 16, if it is determined that the absolute value l DVA l of the actual acceleration DVA is smaller than the preset reference value α, the value of flag is set to 0 in step J108, and then steps J109 to J11
Control is performed according to 6.

The control according to steps 5109 to 5116 is also the same as the control performed in steps J101 to J107, and the control performed in the target vehicle speed control in step E133 in FIG. 12 when the auto cruise mode control is performed by releasing the accelerator pedal 27. It is. Also, step J10
From the control cycle following the control cycle in which judgment 4 was made.

Since the value of flag I is set to 0 in step J108, the process advances from step J101 to step JIO9, 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 traveling speed constant is set, and the target vehicle speed change switch 48 is set to (+) in FIG. ) or (-) side, the set value of the target vehicle speed VS is increased or decreased in order to maintain the traveling speed constant according to this switching.

Furthermore, step E is performed after the end of target vehicle speed control.
123 to E127, as described above, the throttle valve 31 controls the required throttle valve opening (throttle valve opening to obtain the acceleration of the vehicle equal to the target acceleration DVS).
As a result, the vehicle travels at a constant speed that almost matches the target vehicle speed.

As described above, when the contact point of the changeover switch 46 is turned ON while the vehicle is running at an accelerated speed, the designation of the running state designation unit 3 of the control unit 25 is switched to constant speed running, and this switching is performed. The actual vehicle speed vA when the vehicle is running at a constant speed becomes the target vehicle speed when the vehicle is running at a constant speed.

Then, the traveling speed of the vehicle is maintained substantially constant in the same manner 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 shown in FIG. A case will be described in which the operating portion 18a of the cruise switch 18 is pulled toward the front to turn the contact of the changeover switch 46 into the ON state.

In this case, when the contact of the changeover switch 46 is turned on, step E10 in FIG.
1 to step E110.

In this 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, changeover switch control is performed according to the flowchart shown in steps F101 to F121 in FIG. 13, as described above.

That is, first, in step F101.

Based on the contact information input in step AIO3 of FIG. 8(i), it is determined whether the contact of the changeover switch 46 is in the ON state, and based on this determination, the process advances to step F102.

In step F102, the value of the flag (2) is set to 1, and the process proceeds to step F103, where it is determined whether the value of the flag (2) is 1 or not. In the previous control cycles, auto cruise mode control was performed without operating either the acceleration switch 45 or the changeover switch 46, and the value of flag was set to step F.
111 is set to 0. Therefore, the changeover switch 4
In the first control cycle after turning on the contact point No. 6, step F104 is performed based on the judgment in step F103.
In step F104, the value of flag I is set to 1.
After that, the process proceeds to step 105.

If the contact of the changeover switch 46 is in the ON state in the next control cycle and the auto cruise mode control is continued and the process proceeds to step F103, the contact of the changeover switch 4e is kept in the ON state as described above. flag in step F104 of the first control cycle,
Since the value of is set to 1, the process proceeds to step F113 based on the determination in step F103.

Next, when the process proceeds from step F103 to step F105 via step F104, the value of flag 6 is set to 1 in step F105, and the value of flag □2 is set to 0 in the next step F106, and then the process proceeds 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. It is specified by the state specifying section 3. Therefore, here:
As aforementioned.

Prioritizing the high followability to the actual acceleration value, the value of the actual acceleration DVA is set to D V A6s input in step AlO3 in FIG. 8(i).

In the next step F108, it is determined whether the value of the flag (2) is 1 or not.

Here, after switching the acceleration switch 45 and accelerating the vehicle, if the traveling speed reaches the target vehicle speed as described above and becomes a constant speed traveling state, the value of flag is determined as shown in FIG. It is set to O in step L120.

When the auto cruise mode control is performed by releasing the accelerator pedal 27 and the vehicle is running at a constant speed,
The value of flag I4 is set to 0 in step E102 of FIG. Further, when the auto-cruise mode control is performed by releasing the brake pedal 28 and the vehicle is running at a constant speed, the value of the flag ■ is changed to step C1 in FIG.
45 is considered O.

Furthermore, when the vehicle is running at a constant speed by turning on the contact of the changeover switch 46, the value of the flag is set to 0 in step F109 of FIG.
It is said that

Therefore, in step F108, it is determined that {circle around (2)} is not equal to 1, and the process proceeds to step F117.

In step F117, the value of flag I4 is set to 1.

After setting the value of the flag ■ to 0 in the next step F118,
In step F119, step AlO3 in FIG. 8(i)
Based on the input contact information, it is determined whether the acceleration switch 45 is in the fixed position as shown in FIG.

Since the position of the acceleration switch 45 is in one of the positions from group 1 to group 1 in FIG. 6, the process proceeds to step F121 based on the determination in step F117, and the designation by the driving state designation unit 3 of the control unit 25 is switched to accelerated driving.

In step F121, the target vehicle speed setting section 6 of the control section 25 detects the vehicle speed/acceleration detection section 24 in the current control cycle, and the step AlO
The value obtained by adding the actual vehicle speed VA input in step 3 and the preset correction amount vK, which is the same as that used in step E120 in FIG. It is set as vehicle speed VS.

This ends the changeover switch control in the current control cycle.

In this way, in the changeover switch control, when the acceleration switch 45 is switched to any of the positions (5) to group in FIG. Vehicle speed VS is set.

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 is 1 or not, but as mentioned above, the value of the flag is set to 1 in step F117 of FIG. 13, so the process proceeds to step E130 based on the determination in step E129. .

In step E130, the acceleration switch 45 is in the sixth position.
Whether or not it is at the fixed position in the figure is determined based on the contact information input in step AlO3 of FIG. 8(1). Here, the position of the acceleration switch 45 is (5) in FIG.
) ~ Since it is in any position of the group, step E130
Assuming that it is not at the mouth position, the process advances to step E121.

In this step E121, acceleration switch control is performed by the target acceleration setting section 4 of the control section 25, and then the process proceeds to step E122, where acceleration control is mainly performed by the acceleration control section 9 of the control section 25.

The acceleration switch control and acceleration control based on the input of the changeover switch 46 are the same as the acceleration switch control and acceleration control performed when the acceleration switch 45 is switched to specify the accelerated driving state of the vehicle. The control performed in the first control cycle after the input of is the same as the control performed in the first control cycle after switching the acceleration switch 45 when the acceleration switch 45 is switched to designate the accelerated driving state of the vehicle. Furthermore, the throttle valve 3 that is visited first after inputting the changeover switch 46
The control in the control cycle corresponding to the opening/closing timing of 1 is the same as the control in the control cycle corresponding to the first timing after switching the acceleration switch 45 when the acceleration switch 45 is switched to specify the accelerated driving state of the vehicle. be.

That is, in the first control cycle after inputting the changeover switch 46, the target acceleration DvS2 in the constant acceleration running state corresponding to the position of the acceleration switch 45 is set by the acceleration switch control, and the target acceleration DvS2 in the constant acceleration driving state is set by the acceleration switch control. , when the actual vehicle speed VA is lower than the preset reference value,
The value of target acceleration DVS2 is changed to a value corresponding to the actual vehicle speed.

Furthermore, when the control cycle corresponds to the opening/closing timing of the throttle valve 31, a preset correction amount ΔDV□ is added to the actual acceleration DVA by acceleration control, and this value of DVA + ΔDv1 becomes the acceleration This is set as the target acceleration DVS for smooth start of travel.

If the first control cycle after turning on the contact of the changeover switch 46 corresponds to the opening/closing timing, steps E123 to E12 are performed when the acceleration control is completed.
7, the throttle valve 31 is opened and closed in the manner described above, and acceleration of the vehicle is started at an acceleration approximately equal to the target acceleration DVS.

In addition, if this control cycle does not correspond to the opening/closing timing, setting of the target acceleration DVS by acceleration control in this control cycle and steps E123 to E127
The auto cruise mode control in the control cycle is ended without opening or closing the throttle valve 31.

As described above, the contact of the changeover switch 46 is turned ON.
Although the control in the first control cycle is performed after the state is established, the accelerator pedal 27 is
If the brake pedal 28 is not depressed, the auto cruise mode control continues, and the acceleration switch 45 is not switched, step E101 and step E1 in FIG.
10, the process proceeds to step F101 in FIG. 13, where it is determined whether the contact of the changeover switch 46 is in the ON state.

Further, if the contact point of the changeover switch 46 is kept in the ON state continuously from the previous control cycle, step F1
01, the process proceeds to step FIO2, where the operating section 18a of the auto cruise mode 18 is released and returned to its original position. On the other hand, if the contact of the changeover switch 46 is in the OFF state, the process proceeds to step Fi11 based on the determination at step FIOI.

When proceeding from step FIOI to step F102, after setting the value of flag I3 to 1 in step F102,
The process advances to step F103, and in step F103 it is determined whether the value of flag is 1 or not. The value of flag is determined by turning on the contact of the changeover switch 46, as described above.
Step F104 of the first control cycle after setting the state
1, and the contact remains in the ON state, so step F11 is determined by the judgment in step F101.
Proceed to step 3.

In step F113, it is determined whether or not the value of the flag ■ is 1. Since the value of the flag ■ has been set to 1 in step F117 of this control cycle, the determination in step F113 determines whether or not the value of the flag ■ is 1. Proceed to.

In step F114, step AlO in FIG. 8(i)
Based on the contact information input in step 3, it is determined whether the acceleration switch 45 is in the field position shown in FIG. now,
Since the acceleration switch 45 is in one of the positions from 1 to 2 in FIG. 6, the process proceeds to step F116 based on the determination in step F114.

In this step F116, the target vehicle speed change control unit 6a of the control unit 25 adds the preset correction amount VT1 to the target vehicle speed vS in the previous control cycle (VS+VT) for the current control cycle. This is specified as the target vehicle speed VS for acceleration driving in .

Note that the target vehicle speed vS in the previous control cycle is the value specified in step F121 when this control cycle is the first control cycle after the contact of the changeover switch 46 is turned on; , 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 set to the ○N state, the value obtained by adding the preset correction amount vK to the actual vehicle speed VA in the first control cycle is designated as the target vehicle speed vS during acceleration. . If the changeover switch 46 continues to be in the ON state, the target vehicle speed v will increase by a preset correction amount VT for each control cycle as the duration of this continuation increases.
S increases. In other words, VS=VA+VT, +VK.

Next, when the process advances from step F116 to step F112, the value of flag (1)6 is set to O, and the changeover switch control in the current control cycle is ended.

If the contact point of the changeover switch 46 is not in the ON state in the current control cycle and the process advances to step F111 based on the determination in step F101, this step F11
1, set the value of flag to 0, and step F112
Proceed to. In step F112, as described above, the flag I
The value of 6 is set to O, and the changeover switch control in the current control cycle is ended.

The changeover switch control is completed as described above, and the process then proceeds to step E129 in FIG. 12. This step E12
In step 9, it is determined whether the value of the flag ■ is 1 or not, but as mentioned above, the value of the flag ■4 is the 13th
Since it is set to 1 in step F117 in the figure, the process advances to step E130 based on the determination in step G129.

In step E130, it is determined whether the acceleration switch 45 is in the same position as in FIG. here,
Since the acceleration switch 45 is in the positions (5) to (5) in the figure, the process proceeds from step E130 to step E1218.

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

That is, in the acceleration switch control of step E121, since the position of the acceleration switch 45 is not changed, the changeover switch 4
The value set in the first control cycle after turning on the contact No. 6 is subsequently set as the target acceleration DvS2 during constant acceleration driving.

Further, by the acceleration control in step E122, the acceleration of the vehicle is smoothly increased to the target acceleration DvS2 at the start of acceleration, and then the vehicle is accelerated at the target acceleration DvS2 to bring the traveling speed of the vehicle to the target vehicle speed. When reaching VS, the target acceleration DVS is set so that the acceleration is gradually decreased before reaching the target vehicle speed vS.

Furthermore, at this time, if the actual vehicle speed VA is lower than the preset reference value, 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 DVS in each throttle valve opening/closing timing cycle. As a result, the vehicle is accelerated at an acceleration approximately equal to the target acceleration DVS.

Even when the traveling speed of the vehicle becomes almost equal to the target vehicle speed VS due to such acceleration, the flag (4) is set in the acceleration control at step E122 in the same manner as when acceleration control is performed by switching the acceleration switch 45. The value is set to 0. Therefore, from the next control cycle onward, the steps from step E129 to step E132 are followed by step E13.
Proceed to step 3, and the vehicle is driven at a constant speed under target vehicle speed control using the target vehicle speed vS as the target vehicle speed.6 As described above, the acceleration switch 45 is held in the circle to group position in FIG. When the auto cruise mode control is performed and the vehicle is running at a constant speed, when the operating part 18a of the auto cruise switch 18 is pulled toward the front side in FIG. 6 to input the contact of the changeover switch 46, the control The designation of the driving state designation part 3 of the part 25 is acceleration travel, and the acceleration switch 4
In the same way as when switching the acceleration switch 45, the acceleration corresponding to the position of the acceleration switch 45 and the acceleration of the vehicle are smoothly performed.

Also, at this time, the target vehicle speed during acceleration is set to a value higher by a certain amount than the travel speed of the vehicle when traveling at a constant speed, and this target vehicle speed is set when the changeover switch 46 is moved toward the front in FIG. Increase by increasing the amount of time it is pulled to the side.

After the running speed of the vehicle reaches the target vehicle speed due to acceleration driving, the designation of the driving state designation section 3 is switched to constant speed driving, and the vehicle runs at a constant speed with the target vehicle speed as the target vehicle speed. .

As described above, when the acceleration switch 45 is switched to the positions (5) to 3, and when the acceleration switch 45 is in the h-a position, the operation part 18a of the auto cruise switch 18 is pulled toward the front side, and the changeover switch 46 is Although we have described the case where the contact is in the ON state, next, when the acceleration switch 45 is switched to the open position, and when the acceleration switch 45 is in the open position, pull the operating part 18a toward you and turn the changeover switch. A case will be described in which the contact point 46 is turned on.

By switching the acceleration switch 45 to position (5) in FIG. 6, or when the acceleration switch 45 is in the same position and the vehicle is running at a constant speed, the changeover switch 46 is
By turning on the contact point, the acceleration driving state force of the vehicle is specified. If the acceleration switch 45 is switched to the open position while the vehicle is being accelerated, the accelerator pedal 27 was not depressed in the previous control cycle, so step E-101 in FIG.
Then, it is determined that the contact point of the accelerator switch 12 was in the ON state in the previous control cycle, and the process proceeds to step EllO.

In step E110, as described above, the acceleration switch 4
It is determined whether the position of 5 has changed from the previous control cycle based on the contact information input in step AlO3 of FIG. 8(i). Acceleration switch 45
was at the same position in the previous control cycle, and is at the circle position in the current control cycle, so step E110
Based on this determination, the process advances to step E111.

This step E111 and the following step E11
In steps 2 to E113, the value of flag E is set to 1, and the values of flag I and flag 9 are set to 0, as described above. Then, in step E114, the acceleration switch 4
5 are in the same position based on the contact information input in step AlO3 of FIG. 8(i).

Since the acceleration switch 45 is at the mouth position in this control cycle, steps E114 to E1
Proceed to step 15, set the value of flag to O, and then proceed to step E.
Proceed to step 104.

This step E104 and the subsequent step 17'
The control steps E105 to E109 are exactly the same as the control steps E104 to E109 performed in the first control cycle after the accelerator pedal 27 is released.

With this control, the current control cycle is
1. Actual vehicle speed VA immediately after switching the acceleration switch 45 to the same position regardless of whether it corresponds to the opening/closing timing.
The vehicle is controlled to run at a constant speed with , as the target vehicle speed. Specifically, the throttle valve 31 is adjusted to an appropriate throttle valve opening degree so that the engine 13 can obtain the torque necessary for the vehicle to travel at a constant speed. As a result, almost the desired 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 switching the acceleration switch 45 to the open position, the above-described control is performed, and the auto-cruise mode control continues from the next control cycle onwards. If the acceleration switch 45 is held at the mouth position and the changeover switch 46 is not operated, the process proceeds from step E101 to step E110 in FIG. It is determined whether the position of has changed from the previous control cycle.

As described above, since the acceleration switch 45 is held in the mouth and its position has not been changed since the previous control cycle, the process proceeds from step E110 to step E128, where changeover switch control is performed.

As described above, this changeover switch control is performed according to the flowchart shown in steps F101 to F121 in FIG. 13.

In the first step FIOI, the changeover switch 46 is not operated, so as described above, it is determined that the contact of the changeover switch 46 is not in the ON state, and step F111
Proceed to.

Then, in step F111, the value of flag is set to 0,
Next, in step F112, the value of the flag (2) is set to 0, and the changeover switch control in the current control cycle is ended.

Next, when the process advances to step E129 in FIG. 12, it is determined whether or not the value of flag 4 is 1. As described above, flag 4 is set by switching the acceleration switch 45 to the position shown in the figure. Since the value is set to O in step E115 of the first control cycle after this, the process proceeds to step E132 based on the determination in step E129, and the designation of the driving state designation unit 3 of the control unit 25 is switched to constant speed driving.

In step E132, it is determined whether the value of the flag , is 1, and since the value of this flag is set to 0 in step F112 of FIG. 13, step E1
Based on the determination in step E132, the process advances to step E133, where target vehicle speed control is performed.

As described above, this target vehicle speed control is performed according to the flowchart shown in steps JIOL to J116 in FIG. 16.

That is, in the first step J101, it is determined whether the value of the flag I'8 is 1 or not.

This flag I8 is set at step E1 in FIG. 12 in the first control cycle after switching the acceleration switch 45 to the open position.
Since the value is set to 1 in step 06, the process advances from step J1o1 to step J102.

This step J102 and the following step J10
3 to J107 are performed in steps E101 to E in FIG. 12 in the first control cycle after the accelerator pedal 27 is released.
109, and proceeds to step E133 in the subsequent control cycle, resulting in step J.
This is exactly the same as the target vehicle speed control performed according to steps 102 to 107. That is, the target acceleration VDS 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.

After completing the target vehicle speed control as described above, next:
According to steps E123 to E127 in FIG. 12, control is performed as described in each case so far,
The opening and closing of the throttle valve 31 to a throttle valve opening degree that can obtain a vehicle acceleration equal to the target acceleration DVS is performed every control cycle corresponding to the timing of opening and closing. As a result, the acceleration of the vehicle gradually decreases, and the traveling speed changes to the actual vehicle speed VA immediately after the acceleration switch 45 is switched.
It gradually approaches 1 and becomes almost constant.

In this way, the acceleration of the vehicle decreases, and in step J104 of FIG. 16, the absolute value I of the actual acceleration DVA is
If it is determined that DVA l is smaller than the preset reference value α, the value of flag 8 is set to O in step J108, and the process proceeds to step JIO9. Then, this step J109 and the following steps J110-J11
Control is performed according to 6. Also, step J104
In each control cycle after the determination is made, flag 1. is set in step J108. Since the value of is O.

The process advances from step J101 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.
8, and after proceeding to step J108 due to the judgment in step J104, the control proceeds to step J108.
This is exactly the same as the control performed in accordance with 109 to Jl16.

Then, control is performed according to steps E123 to E127 in FIG. 12. As a result, the target acceleration D
The throttle valve 31 is opened and closed to a throttle valve opening degree that provides a vehicle acceleration equal to VS in each throttle opening/closing timing cycle. As a result, the vehicle reaches the target vehicle speed v
The vehicle travels at a constant speed that is approximately equal to S.

As mentioned above, switching the acceleration switch 45,
Alternatively, if the acceleration switch 45 is switched to position 4 while the vehicle is accelerating by turning on the contact point of the changeover switch 46, the driving state designation section 3 of the control section 25 specifies the is switched to constant speed driving, and the actual speed VAr immediately after the acceleration switch 45 is switched, that is, the vehicle speed at the time when the designation of the driving state is changed to constant speed driving, is used as the target vehicle speed to drive at a constant speed. will be carried out.

This control is the same as when the accelerator pedal 27 is released to shift to a constant speed running state, or when the contact of the changeover switch 46 is turned on while the vehicle is accelerating.

As a result, the traveling speed of the vehicle is maintained constant, substantially matching the target vehicle speed.

Note that if the acceleration switch 45 is in the same position, the control unit 2
Since the designation of the running state designation section 3 of No. 5 is constant speed running, the acceleration switch 4 is not activated when the vehicle is running at a constant speed.
When 5 is switched to the mouth position, the same control as described above is performed. In this case, since constant speed driving has already been specified before switching, constant speed driving continues at the same target vehicle speed, and no change occurs in the driving state of the vehicle.

Next, the acceleration switch 45 is held in a fixed position, and
When the auto-cruise mode control is performed and the vehicle is running at a constant speed because the driving state specifying section 3 of the control section 25 specifies constant speed driving, the operating section 18a of the auto-cruise switch 18 is activated as shown in FIG. The case where the contact of the changeover switch 46 is turned on by pulling it toward the inside will be described below.

In this case, if the contact of the changeover switch 46 is set to the ○N state, step E1o in FIG.
1 to step E110, and then step E11.
At step o, the acceleration switch 45 is not operated, so 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, the changeover switch control is performed as described above, and first, in step F101 of FIG. 13, the changeover is performed based on the contact information input in step AIO3 of FIG. A determination is made as to whether the contact of switch 46 is in the ON state.

Now, the contacts of the changeover switch 46 are in the ON state, so
Proceeding from step F101 to step F102, the value of flag is set to 1, and in the next step F103, it is determined whether the value of flag is 1 or not.

In the first control cycle after the contacts of the changeover switches 4 and 6 are turned on, auto cruise mode control is performed without operating both the acceleration switch 45 and the changeover switch 46 in the previous control cycles. The value of the flag Is is set to O in step F111, so based on the judgment of F2O3, step F
Proceed to step 104.

In this step F104, the value of flag 5 is set to 1, and in the next step F105, the value of flag 5 is set to 1, and further,
In step F106, the value of flag 11□ is set to 0, and the process advances to step F107.

In this 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 of the vehicle specified up to the previous control cycle is detected by the control unit 25. It is specified by the driving state specifying section 3. Therefore, as mentioned earlier, the value of the actual acceleration DVA is set at step AlO in FIG.
Let D V A, which is input in step 3, be used.

In the next step F108, it is determined whether or not the value of flag I is 1, but as described above, the value of flag I is 0.

That is, if the constant vehicle speed running state before the contact of the changeover switch 44 is turned ON is due to the changeover of the acceleration switch 44, the flag is set in step E115 in FIG. The value of is O.

Further, if the transition was made by releasing the accelerator pedal 27, the value of flag becomes 0 in step E102 of FIG.

Further, if the shift was caused by releasing the brake pedal 28, the value of flag becomes 0 in step C145 in FIG.

When the contact of the changeover switch 46 is turned on, the value of flag becomes O in step F109 of FIG.

Therefore, the process proceeds to step F117 based on the determination in step F108.

Then, in step F117, the value of the flag T is set to 1,
After setting the value of flag to 0 in the next step F118,
Proceeding to step F119, step A in FIG. 8(i)
It is determined whether the acceleration switch 45 is in the fixed position or not based on the contact information input at lO3.

In this case, since the acceleration switch 43 is in the hard position, the process proceeds to step F120 based on the determination in step F119, and the designation of the driving state designation unit 3 of the control unit 25 is switched to deceleration driving.

In this step F120, step A in FIG. 8(i)
A value obtained by subtracting 2 from the preset correction amount V from the actual vehicle speed VA input at lO3 is determined by the target vehicle speed setting section 6 of the control section 25 as the target vehicle speed during deceleration driving. With this, the changeover switch control in the current control cycle is ended.9 Next, the process proceeds to step E129 in FIG. 12.

A determination is made as to whether the value of flag I4 is 1 or not, but since the value of flag I4 is set to 1 in step F117 of FIG. 13 as described above, step E12
9, the process proceeds to step E130.

In step E130, step AlO in FIG. 8(i)
Based on the contact information input in step E13, it is determined whether or not the acceleration switch 45 is in the field position.Since the acceleration switch 45 is currently in the field position, step E13
0 to step E131, and this step E131
deceleration control is performed.

This deceleration control is to set a negative target acceleration (that is, target deceleration) DVS for decelerating the vehicle to reduce the vehicle speed to the target vehicle speed vS. Mainly the deceleration control section 1 of the control section 25 according to the flowcharts shown in 8101 to H110.
0 and the target acceleration setting section 4.

That is, first, in step H101, the absolute value 1vS-VAI of the difference between the target vehicle speed vS and the actual vehicle speed VA input in step AlO3 of FIG. A determination is made as to whether or not it is small.

When the process proceeds to step H101 in the first control cycle after the contact of the changeover switch 46 is turned ON, the target vehicle speed vS is changed from the actual vehicle speed VA by the correction amount V, as described above.
Since it is obtained by subtracting K2, the absolute value IVs-VAI is equal to the correction amount VKz. Since the correction amount VKz is set to be larger than 4 as the reference value, VS-VA
>K, and the process advances to step H102.

In this step H102, the target vehicle speed vS and the actual vehicle speed V
After calculating the difference VS-VA from A, the next step 810
3, the target acceleration DVS corresponding to the difference VS-VA is read from the map #MDVS5. And the next step H
At 104, the target acceleration DVS5 is specified as the value of the target acceleration DVS during deceleration traveling, and the deceleration control in the current control cycle is ended.

The above knob #MDVS5 is for determining the target acceleration DVS corresponding to the target deceleration during deceleration traveling, using the difference VS-VA as a parameter.
and target acceleration DVS have a correspondence relationship shown in FIG. Therefore, the target acceleration DVS, is the difference VS-
As long as VA is a positive value, it will be a negative value and will essentially be a deceleration.

After setting the target acceleration DvS by deceleration control as described above, the process proceeds to step E123 in FIG. 12.

Then, as mentioned above, the acceleration of the vehicle is set to the target acceleration DV.
The target torque TOM2 of the engine 13 required to make it equal to S is calculated using Equation (5) of Kangki.

In the case of the first control cycle after the contact of the changeover switch 46 is turned on, the target acceleration DVS has a negative value.

is specified, and the vehicle running state before the control cycle is constant speed running, so the actual acceleration DVA is approximately 0. Therefore, in this case, the target torque TOM2 calculated by equation (5) has a value smaller than the actual torque TEM output by the engine 13.

Next, proceeding to step E124, the throttle valve opening degree θTHz corresponding to the target torque TOM2 calculated in step E123 and the engine speed NE input in step AlO3 of FIG. (not shown) and proceeds to step E125.

Note that the control in steps E123 and E124 is performed by the deceleration control unit 10 of the control unit 25 because the driving state designation unit 3 of the control unit 25 designates deceleration driving.

The minimum value of the throttle valve opening θTH2 in map #MTH (not shown) corresponds to the minimum opening at which the engine is at an idle position, and the target torque TOM 2
When the value becomes smaller than the minimum torque that can be output from the engine 13, the minimum opening degree is specified as the throttle valve opening degree θ↑H2.

Then, step E125 and subsequent step E
The controls in steps 126 to E127 are the same as those performed in each case described above, and if the current control cycle corresponds to the opening/closing timing of the throttle valve 31, the throttle control specified in step E124 is performed. The throttle valve 31 is opened and closed to the valve opening degree θTHz, and the value of the flag □ is set to 1.

As a result, the target torque TOM2 of the engine 13
When the torque is larger than the minimum torque that can be output from the engine 13, a torque approximately equal to this target torque TOM2 is output from the engine 13;
When the torque is smaller than the minimum torque from the throttle valve 3
1 is maintained at the minimum opening which corresponds to the engine idle position, deceleration by engine braking is started, and the running state of the vehicle changes from constant speed running to decelerated running.

Furthermore, if the current control cycle does not correspond to the opening/closing timing, the auto cruise mode control in the current control cycle is ended without opening or closing the throttle valve.

As described above, after the contact point of the changeover switch 46 is turned ON and control is performed in the first control cycle, autocruise mode control is continued in the next control cycle and thereafter. If the acceleration switch 45 is not switched, step EIOI and step E11 in FIG. 12 are performed again in the same manner as in the above case.
0, the process proceeds to step HIOI in FIG. 13, where it is determined whether the contact of the changeover switch 46 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 advances to step F102, and if the operating part 18a of the auto cruise switch 18 is released and the contact point of the changeover switch 46 is in the OFF state, the process proceeds to step F102. Then, the process advances to step F111.

When the process advances from step F101 to step F102, as described above, when the acceleration switch 45 is in the same to group positions, the contact point of the changeover switch 46 is turned ON to designate the accelerated driving state of the vehicle. In the same manner as when the contact continues to be in the ON state in the subsequent control cycles, the process proceeds from step Fr02 to step F114 via step F103 and step F113.

In step F114, step AlO in FIG. 8(i)
Based on the contact information input in step F11, it is determined whether or not the acceleration switch 45 is in the open position.
Proceed to step 5.

Then, in step F115, the target vehicle speed change control section 6a of the control section 25 calculates the value (VS-VT2) obtained by subtracting the preset correction amount vT2 from the target vehicle speed vS in the previous control cycle for the current control cycle. The target vehicle speed vS is set as the target vehicle speed vS.

Note that the target vehicle speed vS in the previous control cycle is determined by the previous control cycle turning on the contact of the changeover switch 46.
If it is the first control cycle after the state is set, the value is set in step F120, whereas if it is not the first control cycle, the value is set in step F115.
The value is set in .

Therefore, when the contact of the changeover switch 46 is turned on,
In the first control cycle, the value (VA - VK2) obtained by subtracting the preset correction JIVK2 from the actual vehicle speed VA is specified as the target vehicle speed vS during deceleration driving, and if the contact continues to be in the ON state, the duration of this continuation will be As , the target vehicle speed vS decreases by a preset correction amount VT2 every control cycle.

That is, VS=VA-v'r2-vK2.

Next, proceeding from step F115 to step F112,
The value of the flag is set to 0, and the changeover switch control in the current control cycle is ended.

Since the contact of the changeover switch 46 is not in the ON state in this control cycle, steps F101 to F
If the process proceeds to step 111, the value of the flag is set to O in step F111, and the value of the flag is set to 0 in the next step F112, thereby terminating the changeover switch control in the current control cycle.

The changeover switch control is completed as described above, and the process then proceeds to step E129 in FIG. 12. Then, as described above, it is determined whether the value of the flag (2) is 1 or not. Here, the value of flag ■4 is the value of step F in FIG.
Since it is set to 1 in step E117, the process advances from step E129 to step E130.

In step E130, the acceleration switch 45 is in the sixth position.
A determination is made as to whether the acceleration switch 45 is at the mouth position shown in the figure, but since the acceleration switch 45 is at the fixed position, the process advances to step E131 and the aforementioned deceleration control is subsequently performed.

Note that the deceleration of the vehicle at this time is approximately equal to the absolute value of the target acceleration DVS, but if the target torque TOM calculated in step E123 becomes a value smaller than the minimum torque that can be output from the engine 13. As described above, the throttle valve 31 is closed to the minimum opening degree that corresponds to the engine idle position, so the deceleration is the maximum that can be obtained by engine braking and is not necessarily equal to the absolute value of the target acceleration DVS.

The target acceleration DVS, which is set as the value of this target acceleration DVS, is equal to the target vehicle speed VS, as shown in FIG.
When the difference VS-VA between and the actual vehicle speed VA is larger than Vβ shown in the figure, it has a constant value, but when it becomes smaller than this Vβ, the value approaches 0 as the difference VS-VA decreases. Therefore, after the actual vehicle speed VA reaches a value close to the target vehicle speed VS due to deceleration driving, the degree of deceleration of the vehicle becomes gradual as the actual vehicle speed VA decreases, and the vehicle running speed smoothly reaches the target vehicle speed. Approach vehicle speed.

As described above, the vehicle decelerates, the actual vehicle speed VA decreases, and the absolute value l VS - VA I returns to the reference value 4.
When the speed becomes smaller, the arrival detection unit 11 of the control unit 25 detects that the vehicle running speed has reached the target vehicle speed vS, and the process proceeds to step H based on the determination in step HIO1.
Proceed to step 105.

In step H105, a difference VS-VA between the target vehicle speed vS and the actual vehicle speed VA is calculated.

In the next step H106, similar to the control of transition to the constant vehicle speed driving state described above, since the traveling speed of the vehicle is almost constant and there is no sudden change in the driving state, the high stability is more important than the high followability. As the value of the actual acceleration DVA used in step E123 in FIG. 12, the actual acceleration calculated by the interrupt control in FIG. 8 (iv) and input in step AlO3 in FIG. 8 (i) is given priority. Specify D V A, .

Next, when the process proceeds to step H108, as described above, the actual vehicle speed VA and the target vehicle speed VS become approximately equal, and the control unit 2
Since the reaching detection unit 11 of FIG. 18 has detected that the vehicle running speed has reached the target vehicle speed vS, the target acceleration DvS4 is set in steps M101 to M101 of FIG. 18 instead of the target acceleration DVS. It is determined by control performed according to the flowchart of M106.

The content of this 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 running state under auto cruise mode control.

Furthermore, in the next step H108, the target acceleration DvS4 is specified as the value of the target acceleration DVS used in step E123 of FIG. 12, and the process proceeds to step H109.

As mentioned earlier, this target acceleration DvS4 is determined by the target vehicle speed VS when traveling at a constant speed and the step AlO in FIG. 8(i).
The relationship shown in FIG. 23 or 24 is set for the difference VS-VA from the actual vehicle speed VA input in step 3, but in either figure, as the difference VS-VA increases, the There is a correspondence relationship. Therefore, the target acceleration DVS is used to maintain the vehicle speed, which had been decreasing, at the target vehicle speed VS, that is, the target vehicle speed S when the vehicle was in a decelerating state.

In step H109, the running state switching unit 1 of the control unit 25
2 sets the value of flag UE to O, and in the next step H110, the value of flag UE is set to O to complete the deceleration control in the current control cycle, and then step E12 in FIG.
Control is performed according to steps 3 to E127.

This control is the same as the control in steps E123 to E127 in each case described above, and step E1
23 and step E124, since the driving state designation unit 3 of the control unit 25 designates deceleration driving, the control in step E124 is performed by the control unit 2.
This is performed by the deceleration control section 10 of No. 5.

In other words, the target acceleration DV whose value is specified by deceleration control
The throttle valve opening degree θTHz is set based on S, and when the current control cycle corresponds to the opening/closing timing of the throttle valve 31, the throttle valve 31 is opened and closed to this throttle valve opening degree θTHz. And as a result of this,
The traveling speed of the vehicle remains at a value approximately equal to the target vehicle speed vS.

As described above, steps HIO3 to H1 in FIG.
According to No. 10, the auto cruise mode control is continued in the next control cycle and thereafter. Furthermore, if both the acceleration switch 45 and the changeover switch 46 are not operated, step EIOI and step E11 in FIG.
0 and then proceeds to step F101 in FIG.

Here, since the contact point of the changeover switch 46 is already in the OFF state, the process proceeds to step F111 based on the determination in step F101, and after setting the value of flag I to O, in step F112, the process proceeds to step F111. , the value of O
As a result, the changeover switch control in the current control cycle is ended.

Next, when the process proceeds to step E129 in FIG. 12, it is determined whether the value of flag I4 is 1, but the value of flag I4 is set to O in step H109 of FIG. 15 as described above. Therefore, the process proceeds to step E132, and the designation of the driving state designation unit 3 of the control unit 25 is switched to constant speed driving.

In step E132, it is determined whether or not the value of flag I is 1.
As described above, since it is set to O in step F112 of FIG. 13, the process proceeds from step E132 to step E133, where target vehicle speed control is performed.

This target vehicle speed control is performed in steps J101 to J in FIG.
116, the value of the flag I8 determined in the first step J101 is
As described above, since the determination is O in step H110 of FIG. 15, the above-mentioned control is performed according to steps J109 to J116 in the same manner as after the transition from the accelerated running state to the constant speed running state.

When the target vehicle speed control is completed, step E12 in FIG.
3 to E127, and the throttle valve 31 is opened and closed at each control cycle corresponding to the opening/closing timing in accordance with the target acceleration DVS in the same manner as described above.

As a result, the vehicle travels at a constant travel speed approximately equal to the target vehicle speed vS.

As described above, when the acceleration switch 45 is held at the same position and the auto cruise mode control is performed and the vehicle is running at a constant speed, the auto cruise switch 1
When the contact point of the changeover switch 46 is turned on by pulling the operating section 18a of the control section 8 toward the front side, deceleration driving is specified by the driving state specifying section 3 of the control section 25, and the duration of the ON state of the contact point is The traveling speed of the vehicle decreases until the target vehicle speed VS decreases as the value increases. Then, the control unit 25 determines that the traveling speed has reached the target vehicle speed vS.
When detected by the reaching detection unit 11, the driving state switching unit 12 of the control unit 25 switches the designation of the driving state specifying unit 3 to constant speed driving, and smoothly changes to constant speed driving with the target vehicle speed VS as the target vehicle speed. Transition. As a result, the five vehicles travel while maintaining a travel speed that is approximately equal to the target vehicle speed vS, that is, the travel speed when the designation of the travel state designation section 3 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 this case, when the contact of the changeover switch 46 is turned ON, step E10 in FIG.
1 and step E11o to step F in FIG.
Proceed to 101.

In this step F101, step A in FIG. 8(i)
Based on the contact information input in lO3, selector switch 4
A determination is made as to whether or not the contact No. 6 is in the ON state.

Since the contact is now in the ON state, the process advances to step F102.

In step F102, the value of flag I is set to O, and in the next step F103, it is determined whether the value of flag I is 1 or not.

If the process advances to step F103 in the first control cycle after turning on the contact of the changeover switch 46,
Since the value of flag 5 was set to 0 in step F111 of the previous control cycle, the process advances to step F104 based on the determination in step F103.

Step F104 and subsequent steps F105~
In F106, the values of flag UE and flag ■6 are set to 1, and the value of flag Iiz is set to O, and the next step F
Proceed to step 107. In this step F107, as described above, the contact of the changeover switch 46 is turned on.

Since this is the first control cycle in which the driving state specifying unit 3 of the control unit 25 specifies a different driving state, the value of the actual acceleration DVA is set in step AlO3 of FIG. 8(i) with priority given to high followability. Let the input DV, A, be.

In the next step F108, it is determined whether the value of the flag I4 is 1 or not, but as mentioned above, the contact of the changeover switch 46 is turned on while the vehicle is still decelerating. , since this control cycle is the first one after the contact is turned ON, when the changeover switch 46 is inputted, the value of the flag I is set to 1 in step F117 of the changeover switch control in FIG.
It is said that Therefore, based on the determination in step F108, the process advances to step F109.

In step F109, the driving state switching unit 1 of the control unit 25
2, the value of flag I4 is set to 0, and the first step F110
Now, input the latest actual vehicle speed VA obtained by the interrupt control in steps A123 to A128 in FIG. 8 (1v) as the actual vehicle speed immediately after turning on the changeover switch 46, and set End changeover switch control.

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 flag E and flag I after the changeover switch control are completed are also the same.

The process proceeds to step E105 via step 129 and step E132 in FIG. 12, and the designation of the driving state designating section 3 of the control section 25 is switched to constant speed driving.

The control in steps E105 to E109 is exactly the same as the control performed in steps E105 to E109 in the first control cycle after releasing the accelerator pedal 27 or in the first control cycle after turning on the contact of the changeover switch 46 when the vehicle is accelerating. It is. That is, regardless of whether or not the current control cycle corresponds to the opening/closing timing of the throttle valve 31, the throttle valve is set so that the vehicle runs at a constant speed with the actual vehicle speed VAx immediately after the contact of the changeover switch 46 being turned ON as the target vehicle speed. Open up! I! Adjust.

As a result, the required torque is output from the engine 13, and 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 when the auto cruise mode control continues after the first control cycle and the acceleration switch 45 is not operated. Step E10 in FIG. 12 is performed in the same manner as in the above case.
1 and step E110, the process proceeds to step E128, where changeover switch control is performed.

As mentioned above, the control in the first control cycle after the contact of the changeover switch 46 is turned on is the same as the first control cycle after the contact is turned on during acceleration driving, so the values of each flag are the same. Changeover switch control is performed in the same manner. Then, when the process proceeds to step E133 via step E129 and step E132, the target vehicle speed control is performed at steps J101 to J1 in FIG.
This is carried out according to the flowchart shown in 16.

In this target vehicle speed control, first, in step J1o1, it is determined whether the value of the flag ■ is 1 or not. Since it is set to 0 in step E106 of FIG. 12 in the control cycle, the process advances from step J101 to step J102.

In step J102, it is determined whether the value of flag Iii is 1 or not. Note that the flag (4) indicates that the current control cycle corresponds to the opening/closing timing of the throttle valve 31 by having a value of 1.

If the value of this flag Ill is not 1, the current control cycle does not correspond to the opening/closing timing, so the auto cruise mode control in the current control cycle is immediately ended. On the other hand, if the value of the flag Lx is 1, the current control cycle corresponds to the opening/closing timing, so the process advances to step J103, where target vehicle speed control is subsequently performed.

When the process proceeds to step J103, the actual vehicle speed VA input in step AlO3 of FIG. 8(i) is substituted as a temporary value for the target vehicle speed vS during constant vehicle speed travel. In this way, the value of the target vehicle speed vS is updated every control cycle corresponding to the opening/closing timing until the traveling speed becomes approximately constant, in preparation for control after the traveling speed of the vehicle becomes approximately constant.

Next, in step J104, D
VA or DVA□. The actual acceleration D specified as the value of
A determination is made as to whether the absolute value of VA is smaller than a preset reference value α.

When the target vehicle speed control is performed, the traveling speed of the vehicle is almost constant, and the deceleration of the vehicle is approaching 0, and it is determined in step J104 that the absolute value of the actual acceleration DVA is smaller than the reference value α, step J10
Proceed to 8 and flag I.

After setting the value to 0, the process advances to step J109. Also.

If the running speed is not yet constant, the deceleration of the vehicle does not approach O, and it is determined in step J104 that the absolute value of the actual acceleration DVA is not smaller than the reference value α, step Proceed to J105.

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

Since the vehicle was in a decelerated running state until the contact point of the changeover switch 46 was turned on, the actual acceleration DVA has a negative value, and the process proceeds to step J106.

In step J106, the target acceleration DVS is set to a value obtained by adding the preset correction amount ΔDV to the actual acceleration DVA, 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, and the control cycle corresponding to the opening/closing timing of the throttle valve 31 is first performed according to steps E123 to E127 in FIG. Each time, the throttle valve 31 is opened and closed to the throttle valve opening OTH2 corresponding to the target acceleration DVS.

As a result, the vehicle decelerates at a negative acceleration approximately equal to the target acceleration DVS, that is, at a deceleration.

As described above, the target acceleration DVS is obtained by adding the correction amount ΔDv2 to the actual acceleration DVA of the control cycle, so the negative value gradually approaches O as the above-described control is repeated.

Accordingly, the deceleration of the vehicle also gradually approaches zero.

As described above, the actual acceleration DVA approaches 0, but in step J104 of FIG.
If it is determined that the absolute value of VA is smaller than the preset reference value α, the process proceeds to step J109 via step J108 as described above.

This step J109 and the following step J11
The control performed according to steps J109 to J116 is the same as the control performed according to steps J109 to J116 when the vehicle shifts to the constant speed running state described above. Therefore, from step J104 to step J108, step J1
In the control cycle that proceeds to step J116 after proceeding to step J109, a required target acceleration DVS is set so that the vehicle travels at a constant speed, matching the target vehicle speed vS whose value was set at step J103. It is.

Further, when the target vehicle speed change switch 48 is switched to the (+) side or the (-) side in FIG. 6, the set value of the target vehicle speed VS is changed in response to this switching.

Even 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. Run at speed.

In addition, in the control cycle after the control cycle which progresses from step J104 to step J109 via step J108, the flag 1. is set in step J108. Since the value of is set to O, when controlling the target vehicle speed, the process proceeds directly from step J101 to step J109, and the above-mentioned control is performed.

Therefore, as described above, when the acceleration switch 45 is in the same position, the contact of the changeover switch 46 is first set to the ○N state to designate the deceleration running state of the vehicle, and then this contact is set to the OFF state. .

After this, when the contact point of the changeover switch 46 is turned ON again while the vehicle is still in the decelerated traveling state, the designation in the traveling state designation section 3 of the control section 25 is switched from decelerated traveling to constant speed traveling. , the vehicle stops decelerating and turns on the contact.
The vehicle will now travel while maintaining a travel speed that is approximately equal to the travel speed immediately after the state was set, that is, the travel speed when the designation was switched to constant speed travel.

As described above, by performing auto cruise mode control, 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 this case, the vehicle maintains the speed immediately after the pedal is released and travels at a constant speed.

When the vehicle is running at a constant speed, if the acceleration switch 45 is switched to one of the positions from ■ to group in FIG. When the contact is in the ON state, when the vehicle accelerates at the acceleration corresponding to each position of the same mark and the traveling speed reaches the target vehicle speed, the vehicle will move at a constant traveling speed that almost matches the target vehicle speed. Drive at a constant speed. In addition, when accelerating driving is performed with the contact point of the changeover switch 46 in the ON state, the set value of the target vehicle speed to be reached increases by lengthening the duration of the ON state.

Also, when the acceleration switch 45 is switched to the fixed position while the vehicle is running at a constant speed, or when the acceleration switch 45 is in the open position, the contact of the changeover switch 46 is turned ON.
In this case, when the vehicle decelerates and reaches the target vehicle speed.

The vehicle travels at a constant speed that substantially matches the target vehicle speed. Note that when the contact point of the changeover switch 46 is in the ON state and such deceleration traveling is performed, the set value of the target vehicle speed to be reached is decreased by increasing the duration of the ON state.

Furthermore, if the contact of the changeover switch 46 is turned ON again while the vehicle is in either an accelerated traveling state or a decelerated traveling state, the traveling speed will be approximately equal to the traveling speed immediately after the contact was turned ON. The vehicle will now be able to travel at a constant speed.

For example, when the acceleration switch 45 is in the same position and the vehicle is accelerating, and the acceleration switch 45 is switched to the open position, the running speed is maintained approximately equal to the running speed immediately after this switching. Then, the vehicle runs at a constant speed. Also, when the vehicle is running at a constant speed, the target vehicle speed change switch 48 is set to the (+) side or (-) side in FIG.
When the vehicle is switched to the side, the set value of the target vehicle speed during constant vehicle speed driving is increased or decreased in response to this switching, and as the duration of this switching is lengthened, the increase or decrease in the set value of the target vehicle speed is increased.

Engine control device 1 according to the first embodiment of the present invention as described above
By controlling the engine 13, the following effects can be obtained.

Immediately after the engine is started, until the rotation speed of the engine 13 rises to a steady state rotation speed, or when the operating state of the engine 13 becomes unstable for some reason and the engine speed drops, the movement of the accelerator pedal 27 for,
The throttle valve 31 operates in the same manner as when the accelerator pedal 27 and the throttle valve 31 are mechanically directly connected.

Therefore, in this case, the throttle valve 31 is not controlled based on the rate of change in the amount of depression of the accelerator pedal 27, the driving state of the vehicle, etc., and the throttle valve 31 is stably controlled.

This prevents the operating state of the engine 13 from becoming even more unstable.

Further, when braking is performed by the brake of the vehicle (not shown) when the brake pedal 28 is depressed, the following effects are obtained.

First, when this braking is performed, the throttle valve 31 is held at the minimum opening that corresponds to the engine idle position, so that in addition to the braking effect of the brake (not shown), the braking effect of the engine brake can be obtained.

Second, in braking, if the duration of the deceleration greater than the reference value is longer than the reference value, and the vehicle speed at the time of release of the brake pedal 28 is lower than the reference value, the accelerator pedal 27 The throttle valve 31 is held at the minimum opening position until the throttle valve 31 is depressed. Therefore, in order to stop at intersections, etc., brakes (not shown) are used.
After decelerating, if the brake pedal 28 is once released just before stopping, engine braking is performed, the vehicle stops smoothly, and impact at the time of stopping is prevented.

Thirdly, in braking with brakes.

If the deceleration is not greater than the reference value, the duration is not longer than the reference value, or the vehicle speed at the time of release is not lower than the reference value, the accelerator pedal 27 is not depressed until the accelerator pedal 27 is depressed. During the brake pedal 28
The vehicle speed immediately after the pedal is released is set as the target vehicle speed, and the vehicle speed is maintained constant. Therefore, in order to maintain the vehicle speed, there is no need to manually restart the constant vehicle speed control, which is released each time the accelerator pedal 27 is depressed or the brake pedal 28 is depressed, unlike conventional constant vehicle speed control devices, and This has the effect of not only reducing the burden on people, but also making it easier to drive at a constant speed even on roads with relatively heavy traffic.

Furthermore, fourthly, when transitioning to such a 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 first opening/closing timing of the throttle valve 31 after the release. The throttle valve 31 is temporarily opened and closed to the estimated throttle valve opening degree.

Therefore, there is an effect that the transition to the constant vehicle speed running state is performed quickly and smoothly immediately after the release.

Fifth, by setting the throttle switch 47 provided in the auto cruise switch 18 to the l position, when the brake pedal 28 is released, the engine is always at the minimum opening position until the accelerator pedal 27 is depressed. Retained. Therefore, by switching the throttle switch 47 to position (1) when traveling on a gentle downhill slope, it becomes possible to travel using engine braking in combination.

Next, when the accelerator pedal 27 is depressed, the following effects occur.

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 this amount of depression, and the time that has passed since this rate of change became smaller than a reference value. Therefore, the faster the accelerator pedal 27 is pressed, the more rapid the acceleration is, and the more gently the accelerator pedal 27 is pressed, the more gradual the acceleration is. It can provide good acceleration. Furthermore, if the sudden amount of depression is reduced or stopped, the acceleration changes smoothly, which has the effect of preventing the occurrence of a WI hit due to a sudden change in acceleration.

Second, when the accelerator pedal 27 is released, the vehicle speed is maintained constant, with the vehicle speed immediately after the release being set as the target vehicle speed. Therefore, in order to maintain the vehicle speed constant, there is no need to depress the accelerator pedal 27 again or to reset the target vehicle speed each time the vehicle speed is changed using the accelerator pedal 27, unlike conventional constant vehicle speed running devices. This has the effect of reducing the burden on the driver and making it easier to drive at a constant speed even on roads with relatively heavy traffic. The combination makes it even more remarkable.

Thirdly, when transitioning to the constant vehicle speed running state, it is estimated that the actual vehicle speed immediately after the release is maintained from immediately after the release of the accelerator pedal 27 to the first opening/closing timing of the throttle valve 31 after the release. The throttle valve 31 is temporarily opened and closed according to the throttle valve opening degree. This has the effect that the transition to the constant vehicle speed running state is quickly and smoothly performed immediately after the release.

Furthermore, fourthly, when the shift selector 29 is in a position other than the D range or when the throttle switch 47 is in the same position, the accelerator pedal 27 and the throttle valve 31 are mechanically connected to each other in response to the movement of the accelerator pedal 27. The throttle valve 31 operates in the same manner as if it were directly connected to the throttle valve 31. Therefore, by relaxing or stopping the depression of the accelerator pedal 27, the throttle valve 31 is closed.1 For example, when driving on a slope, it is necessary to set the shift selector 29 to the L range and set the calorie throttle switch 47 to the 1st position. This makes it possible to drive with engine braking.

Fifth, among the target accelerations that are revised when the accelerator pedal 27 is depressed, the target acceleration that is set corresponding to the amount of depression of the accelerator pedal 27 is different from the amount of depression of the accelerator pedal 27 for the same amount of depression, as shown in FIG. The value is larger when the amount of depression increases than when the amount of depression decreases. As a result, the accelerator pedal 2
7, the acceleration of the vehicle quickly increases or decreases in response to the movement from an increase to a decrease or from a decrease to an increase in the amount of depression, thereby improving the driving feeling.

Further, as described above, when the vehicle transitions to a constant speed driving state by releasing the accelerator pedal 27 or the brake pedal 28, the acceleration of the vehicle is gradually decreased as time passes after the release of the accelerator pedal 27 or the brake pedal 28. The target acceleration is set so as to bring the acceleration closer to zero. This has the effect of preventing the occurrence of vJ shock due to sudden changes in acceleration when transitioning to a constant vehicle speed running state.

Furthermore, 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 following effects are obtained.

First, by operating the acceleration switch 45 or the changeover switch 46, it is possible to select one of three driving states: accelerated driving, decelerated driving, and constant speed driving, and with only one operation, acceleration or deceleration to the target vehicle speed can be achieved. After reaching the target vehicle speed, a transition to constant speed driving is automatically performed. Therefore, when driving at a constant speed on a highway or the like, it becomes easy to change the vehicle speed according to the situation, and the burden on the driver is reduced.

Second, when accelerating or decelerating driving is specified by turning the contact of the changeover switch 46 on, the target speed VS is changed by the correction amount according to the actual vehicle speed VA, the correction amount vK, and the duration of the ON state. The sum with VT□ (that is, V S =
VA + VK, + VT), or the actual vehicle speed VA minus the correction i V K 2 and the correction amount VT according to the duration of the ON state (that is, VS = VA
-VK2-VT2)4. Note: By increasing the duration of the ON state, the difference between the vehicle speed before designation and the target vehicle speed will increase. Therefore, when it is desired to accelerate or decelerate beyond the target vehicle speed, it is only necessary to turn on the contact point of the changeover switch 46 again to designate acceleration or deceleration driving, and to continue this ON state as necessary. Furthermore,
The selector switch 46 is activated when the vehicle is in an acceleration or deceleration state.
When the contact is turned on, the vehicle shifts to a constant speed driving state in which the vehicle speed immediately after the contact is turned on is the target vehicle speed. Therefore, if the desired vehicle speed is reached before reaching the target vehicle speed, it is only necessary to operate the changeover switch 46 once.
Furthermore, with respect to accelerated driving, three types of acceleration, slow acceleration, medium acceleration, and rapid acceleration, can be selected by the acceleration switch 45, so by combining these operations, the above effects can be further enhanced.

Third, for example, when the vehicle is running at a constant speed.

When the vehicle speed suddenly changes on a slope, etc., the target acceleration for returning the vehicle speed to the original speed is a value that corresponds to the difference between the target vehicle speed and the actual vehicle speed detected by the vehicle speed detection means, and that the difference with the current vehicle acceleration is determined in advance. It is set within a range that does not exceed a predetermined value so as not to exceed a set value. Therefore, there is an effect that there is no sudden change in acceleration and the occurrence of impact is prevented.

When the acceleration switch 45 or the changeover switch 46 is operated to specify the accelerated driving state as described above,
It has the following effects.

First, a constant value of target acceleration corresponding to the position of the acceleration switch 45 is not designated immediately after designation, but a slope is provided when the target acceleration rises (see Fig. 27).
, a target acceleration that approaches and eventually becomes equal to the target acceleration is designated in response to the passage of time after this designation. This has the effect of preventing the occurrence of shocks and hunting due to sudden changes in acceleration when the vehicle changes from a constant vehicle speed traveling state to an accelerated traveling state.

Second, when the vehicle speed approaches the target vehicle speed due to accelerated driving, instead of the constant value target acceleration corresponding to the position of the acceleration switch 45, the target acceleration decreases as the vehicle speed approaches the target vehicle speed. is specified. Therefore, 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, thirdly, when the vehicle speed is lower than the reference value, instead of the constant target acceleration set corresponding to the position of the acceleration switch 45, a value increases as the vehicle speed increases and approaches the target acceleration. A new target acceleration is set. Therefore, when the acceleration switch 45 or the changeover switch 46 is operated to designate an accelerated driving state while the vehicle is moving slowly, the vehicle is accelerated more slowly and the riding feeling is improved.

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 vehicle speed is changed to the target deceleration instead of the constant target deceleration. A target deceleration that gradually approaches 0 as the vehicle speed approaches is specified. Therefore, 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 prevents shocks caused by sudden changes in acceleration and improves the feeling of riding and driving. It has the effect of

Note that even if the target vehicle speed change switch 48 is input when the vehicle is not traveling at a constant speed, such as during acceleration or deceleration, this instruction is ignored (steps J104→J108 in FIG. 16). ), this prevents confusion during control and ensures reliable engine control by this device.

Furthermore, if the vehicle speed is changed while driving at a constant speed, acceleration and deceleration will be performed, but in this case, the new target vehicle speed VS and actual vehicle speed VA
The target acceleration should be set corresponding to the difference VS-VA.
(See Figure 3.25) Based on this target acceleration, the engine is controlled and the vehicle speed is changed, so as mentioned above, a sudden change in acceleration occurs when the vehicle changes from a constant speed driving state to an accelerated driving state. This has the effect of preventing the occurrence of shocks caused by

In particular, when the difference VS-VA becomes less than a certain value (that is, the actual vehicle speed VA approaches the target vehicle speed vS), the target acceleration, which was a constant value until then, decreases as the difference VS-VA decreases. (Figure 23.25)
MDVS3. #MDVS5), the convergence to the target vehicle speed is stabilized.

On the other hand, when the vehicle is in an accelerating or decelerating state,
When the constant vehicle speed running state is specified by operating the acceleration switch 45 or the changeover switch 46, the following effects are obtained.

First, when transitioning to a constant vehicle speed running state, from immediately after the operation until the timing of the first opening/closing of the throttle valve 31, the throttle valve opening is provisionally adjusted to maintain the actual vehicle speed immediately after the operation. Throttle valve 31 is opened and closed. This has the effect that the transition to the constant vehicle speed running state is quickly and smoothly performed immediately after the operation.

Secondly, when transitioning to a constant speed driving state, the target acceleration is set to gradually decrease (or increase) every time the throttle valve opens and closes.
The throttle valve 31 is operated based on this target acceleration.
The actual acceleration gradually decreases (increases) as time passes after the operation. Then, when the actual acceleration becomes smaller (larger) than the reference value, the vehicle speed at this time is set as the new target vehicle speed VS, and the target acceleration decreases (increases) as the difference VS - VA decreases (increases). The vehicle starts running at a constant speed equal to the vehicle speed VS. This has the effect of preventing the occurrence of shocks due to sudden changes in acceleration when transitioning to a constant vehicle speed running state.

When both the accelerator pedal 27 and the brake pedal 28 are in the released state and auto cruise mode control is being performed, the following effects are achieved.

First, as the actual acceleration value used in auto cruise mode control, DVA has a high ability to follow actual changes in vehicle acceleration and is suitable for highly responsive control, while DVA has less influence from instantaneous disturbances and is suitable for stable control. D suitable for high control
VA++sa and DVA, which is in the middle of both the above numbers.

Since three types of data having different accuracy characteristics are appropriately selected and used at the start of the driving state change, at the middle of the driving state change, and after the driving state change is completed, optimal control can always be performed.

For example, when shifting to a constant speed running state by releasing the accelerator pedal 27 or releasing the brake pedal 28, and when shifting to a different running state specified by operating the acceleration switch 45 or the changeover switch 46, By using the value of D V AGs 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 transition can be started quickly and accurately. Further, after the transition and after the vehicle reaches a constant speed running state, by using D V A,0, stable control without malfunctions caused by disturbances can be performed.

Second, the timing for opening and closing the throttle valve 31 is determined by the timing at which the throttle valve 31 is opened and closed by the accelerator pedal 27. When the vehicle speed is fluctuating, such as during acceleration or deceleration, due to operation of the driving state changing means such as the brake pedal 28, the acceleration switch 45, or the changeover switch 46, the period is set in inverse proportion to the change in vehicle speed. .

Therefore, as the vehicle speed increases, the number of openings and closings of the throttle valve 31 per unit time increases, resulting in an effect that highly responsive operation becomes possible.

Furthermore, thirdly, the air suspension (
If the air pressure (data corresponding to the vehicle weight) detected by air suspension) air pressure detection suddenly changes, the actual acceleration data before the sudden change is used and the device control is reset to the initial stage. If it can be determined that an error has occurred in the actual acceleration DVA obtained by the third interrupt control due to the fail-safe control configured as above, each actual acceleration DVA (DVA6., DVA, ., Dv8 to 5u ), we use the most recent data (final calculated value) from among the appropriate data that has already been calculated. Therefore, even if an error occurs in the vehicle speed data due to bumps or rebound of the wheels due to unevenness of the road surface, for example, erroneous actual acceleration data will not be included. Therefore, the running control of the vehicle becomes smooth and unaffected by external disturbances, and the latest possible acceleration data is used, allowing the desired control to be performed quickly and improving the riding and driving feeling. There are advantages that can greatly contribute to

After the vehicle is running at a constant speed, the vehicle speed remains almost constant and there is no significant variation in the throttle valve opening, so the above-mentioned timing is set at a constant cycle regardless of the vehicle speed. This has the effect of preventing the lifespan of the throttle valve 31 and the throttle valve rotating portion 26 from decreasing even if the rate of high-speed running increases.

Next, an explanation will be given of an engine control device according to a second embodiment of the present invention. In this second embodiment, a part of the eau de cruise mode control is different from the first embodiment. In other words, in the first embodiment, the target acceleration DVS is gradually brought closer to O as a means of bringing the vehicle speed closer to the target vehicle speed vS when shifting to a constant vehicle speed driving state by auto cruise mode control. In the second embodiment, the vehicle speed is brought closer to the target vehicle speed vS by a different means.

Therefore, in the second embodiment, a part of the configuration of the engine control device and a part of the auto cruise mode control among the controls performed by this device are different from the first embodiment. It is similar to that of the embodiment.

Therefore, for explaining the configuration of the device of this second embodiment, FIGS. 9
11, 13 to 15, 17, and 18 can be used as they are, and FIGS. 10 and 1 of the first embodiment, which are flowcharts related to auto cruise mode control.
Figure 2.

These figures correspond to those in place of FIG. 16, respectively. Figures 28, 29, and 30 will be used.

In addition, in FIGS. 28, 29, and 30.

The same steps as in FIGS. 10, 12, and 16 are given the same reference numerals.

Furthermore, since the maps used for each control in the second embodiment are the same as those used in the first embodiment, FIGS. 19 to 27 are used as they are.

Regarding the second embodiment, its characteristic parts will be explained based on FIGS. 28 to 30, excluding the parts described in the first embodiment.

FIG. 28 is a flowchart showing details of the throttle non-direct motion control performed in step A116 of the flowchart shown in FIG. 8(i). Similar to the first embodiment, this throttle non-direct control controls the throttle valve 31 so that the movement of the accelerator pedal 27 and the throttle valve 31 are not necessarily in a direct mechanical relationship with respect to the movement of the accelerator pedal 27. The engine 13 is controlled by driving the engine 13.

FIG. 29 shows step C1 of the flowchart in FIG.
44 is a flowchart showing details of auto cruise mode control performed in step 44. Similar to the first embodiment, this auto cruise mode control is performed based on the information of each detection unit and each switch 14 to 24 in FIG. 2 when the accelerator pedal 27 and brake pedal 28 are released. Based on this, the opening degree of the throttle valve 31 is adjusted to perform acceleration driving, deceleration driving, or constant speed driving,
Although the engine 13 is controlled, the means for bringing the vehicle speed closer to the target vehicle speed vS is different from the first embodiment.

FIG. 30 shows step E1 of the flowchart in FIG.
33 is a flowchart showing details of target vehicle speed control performed in step 33. Similar to the first embodiment, this target vehicle speed control is mainly performed by the constant vehicle speed control section 8 of the control section 25, and includes changing the target vehicle speed VS during constant vehicle speed driving using the target vehicle speed change switch 48; Setting the target acceleration necessary to bring the vehicle speed close to the target vehicle speed VS in auto cruise mode control, and the target acceleration necessary to maintain the vehicle speed constant after the vehicle speed approaches the target vehicle speed VS and becomes almost equal to the target vehicle speed VS. However, here too,
The means for setting the target acceleration required to bring the vehicle speed close to the target vehicle speed vS is different from that in the first embodiment.

The engine control device 1 of the second embodiment configured as shown in FIGS. 1 to 7 operates as follows by controlling according to the flowcharts shown in FIGS. 28 to 30.

First, when the ignition switch (not shown) of the vehicle is turned on to start the engine 13, the first
In the same manner as in the embodiment, step A101 in FIG. 8(i)
The main flow shown in ~A117 is controlled, and in priority to this, step A118 in FIG. 8(ii) is performed.
The first interrupt control is performed every 50 milliseconds according to the flow chart of ~At 20, and the first interrupt control is performed according to the flow chart of steps A121 to A122 of FIG. 8(iii).
The second interrupt control is performed every millisecond, and FIG.
) The third interrupt control is executed every 65 milliseconds according to the flowchart of steps A123-A128.

The content of the control of the second embodiment performed according to the flowcharts shown in FIGS. 8(i), (n), and (iii) is that only the throttle non-direction control portion of step Al16 including auto cruise mode control is This is different from the first embodiment. Therefore, the operation of the engine control device 1 of this second embodiment is performed in exactly the same manner as in the first embodiment, except when throttle non-direct motion control is performed.

Furthermore, when non-direct throttle control is performed, even if the means by which the vehicle speed approaches the target vehicle speed in auto cruise mode control are different, the result obtained is that the vehicle speed approaches the target vehicle speed and the vehicle speed is maintained constant. When driving at a constant speed,
The result is substantially the same as in the first embodiment.

The content of the throttle non-direct motion control performed in step A116 is shown in the flowchart of FIG. 28, but this flowchart is different from the corresponding flowchart of the first embodiment (FIG. 10) in which step C129 is changed to step C147. However, step C146 is added between step C147 and step 0128.

Among these, step C147 is step C147 in FIG.
At step 121, the value of the latest actual vehicle speed VA input in the same manner as in the first embodiment is substituted as the first target vehicle speed vs. Further, in step C146, the flag I
This is the step of setting the value of iO to 0. In addition, this flag ■work. is used in target vehicle speed control performed in auto cruise mode control, and a value of 1 indicates that the value of second target vehicle speed vS2 has already been initialized in auto cruise mode control. be.

In this way, step 0146 is a control related to the auto cruise mode control of step C144, and step C147 is simply a change in the name and code of step C129 of the first embodiment.
The operation of the engine device 1 of this embodiment is as follows, except when the auto cruise mode control in step C144 is performed when both the accelerator pedal 27 and the accelerator pedal 27 are released.
It is substantially the same as that of the first embodiment.

The auto cruise mode control performed in step C144 is performed according to the flowchart shown in FIG. 29.

The flowchart in FIG. 29 differs from the corresponding flowchart in the first embodiment (FIG. 12) by changing step E105 to step E134.
Step E135 is added between step E106 and step E107.

Among these, step E134 selects the latest actual vehicle speed value VA, which was input in the same way as in the first embodiment, by the changeover switch control in step E128 or in step E104.
This is a step of substituting the target vehicle speed vS1. Further, in step E135, the flag ■. This is a step in which the value of is set to O.

Step E134 is similar to step C147 in FIG. 28, and step E134 is similar to step C147 in FIG.
The only difference is that the name and symbol of the target vehicle speed vS, whose value is set in , are changed to the first target vehicle speed vS□. Therefore, from step E134 to step E106. Step E135
If the process proceeds to step E107 through step E107, the calculation of the target torque TOM required to maintain the vehicle speed at the first target vehicle speed vS□ is performed using the formula used in the first embodiment. (5) is carried out in the same manner as in the first embodiment.

Then, auto cruise mode control is performed according to the flowchart of FIG. 29, and when the process proceeds from step EIOI to step E102 in the first control cycle after the accelerator pedal 27 is released, the auto cruise mode control is performed in accordance with the flowchart of FIG. flag I□. The value of step E1
It is set to 0 at 35. The only difference from the first embodiment is this point. The engine 13 is controlled by rotating the throttle valve 31 in the same manner as in the example.

In addition, if the accelerator pedal 27 has already been released in the previous control cycle, steps E101 to EII
When the process proceeds to O, there are two types of control to be performed through step E135. That is, the process proceeds from step E115 to step E104 via step E114, and in the same manner as described above, step E134. Step E106. Control is performed by proceeding to step E107 via step E135, and step E128. Proceeding to step E134 via step E132, and proceeding to step E106. This control is performed by proceeding to step E107 via step E13.

In these cases, the flag ■ is set in step E135. This embodiment differs from the first embodiment in that the value of is set to O.

Further, when the process proceeds from step E132 to E133 and target vehicle speed control is performed, the content of this target vehicle speed control is different from the first embodiment. Flag (2) provided only in the second embodiment. is for use in this target vehicle speed control, and the engine control means of the second embodiment is substantially different from that of the first embodiment when this target vehicle speed control is performed. . Conditions for performing target vehicle speed control and step E1 for performing target vehicle speed control
The contents of control in each step other than step 33 are substantially the same as in the first embodiment.

Next, target vehicle speed control will be explained. This target vehicle speed control is performed according to the flowchart shown in FIG. 30.

That is, first, in step J101, the flag ■ is set as in the first embodiment. It is determined whether the value of is 1 or not. Note that, as described above, the value of this flag I8, which is O, indicates that the vehicle is running at a substantially constant speed due to the auto cruise mode control being performed.

Then, as in the first embodiment, if the vehicle speed is almost constant due to the auto cruise mode control being performed, the process proceeds to step J130 as determined in step JIO1; otherwise, the process proceeds to step J130; , step J1
Proceed to 02.

That is, when the vehicle speed is not yet substantially constant after transitioning to the driving state under auto-cruise mode control and the process proceeds to step JIOI, and when the acceleration switch 45 or changeover switch 46 is in the driving state under auto-cruise mode control. In the case where the process proceeds to step J101 while the vehicle speed has not yet become substantially constant after constant vehicle speed driving is specified by operating, the process proceeds to step J102 based on the determination made in step J1o1.

In addition, after the transition to the driving state by auto cruise mode control, the vehicle speed still remains at a nearly constant value and step J10 is reached.
1, when constant speed driving is specified during acceleration/deceleration driving, the vehicle speed becomes almost constant and the process proceeds to step J101, and when the vehicle speed reaches step J101 due to acceleration/deceleration driving, it is almost constant. , and proceed to step J101.

Based on the determination made in step J101, the process advances to step J130.

When the process advances from step JIOI to J102, it is determined in step J102 whether the value of the flag ■1□ is 1 or not. Note that, as described above, this flag Ill indicates that it is a throttle valve opening/closing timing cycle by having a value of 1.

If the current control cycle corresponds to the throttle valve opening/closing timing cycle, the process proceeds to step J117 based on the determination at step JIO2.

On the other hand, if the current control cycle does not correspond to the throttle valve opening/closing timing cycle, the target vehicle speed control in the current control cycle is ended as determined in step J102.

Proceeding from step J102 to step J117, in this step J117, the flag T is set. It is determined whether the value of is O or not.

In auto cruise mode control, the second target vehicle speed vS
If the value of VS2 has not been initialized yet, the process proceeds from step J117 to step J1r8, and the value of step Al in FIG. 8(i) is set as the value of the second target vehicle speed VS2.
Initial setting is performed by specifying the actual vehicle speed VA input at O3. Then, in step J119, the flag I□ is set. the value of 1
After that, the process advances to step J120.

In addition, if the initial setting of the second target vehicle speed vS2 in step 5118 has already been performed in the previous control cycle, the value of the flag Lo is set to 1 in step J119 at the same time, so the judgment in step J117 is made. Accordingly, the process directly advances to step J120.

By the way, there are the following six cases in which target vehicle speed control is performed. In other words, when the auto cruise mode control is performed in each control cycle by releasing the accelerator pedal 27, there are cases in which constant speed driving is not specified by both the acceleration switch 45 and the changeover switch 46, and when the acceleration switch 45 or the changeover switch There are three cases: when constant speed driving is designated by 46, and when the vehicle speed reaches the target vehicle speed due to acceleration/deceleration driving, and auto cruise mode control is performed in each control cycle by releasing the brake pedal 28. There are three cases mentioned above even when it becomes possible to do so.

Among these six cases, proceeding to step J102 is as follows:
2 when the vehicle speed reaches the target vehicle speed due to acceleration/deceleration driving
There are four cases except one.

In these four cases, as described above, in step C146 in FIG. 28 or step E135 in FIG.
Since the value of the flag Lo is set to 0, in the first throttle valve opening/closing timing cycle in these cases, the process always proceeds from step J117 to step J118, and then the second
The target vehicle speed is set again. Further, in step J119 of this throttle valve opening/closing timing cycle, flag is executed. Since the value of is set to 0, in the throttle valve opening/closing timing cycles after this throttle valve opening/closing timing cycle, step J is executed as described above.
From step J117, the process directly proceeds to step J120.

- In this step J120, the second target vehicle speed vS2 and the first
It is determined whether the absolute value 1vs2-vS□1 of the difference from the target vehicle speed vS1 is smaller than 3, which is a preset reference value.

The first target vehicle speed vs. brake is determined when the acceleration switch 45 and changeover switch 46 are not operated when the auto cruise mode control is performed in each control cycle by releasing the brake pedal 28. The latest actual vehicle speed VAI is specified in step C147 (Fig. 28) in the first control cycle after the pedal is released, and in other cases, the latest actual vehicle speed VAI is specified in step E134 (Fig. 29) in the first control cycle in each case. The actual vehicle speed VAI is specified.

On the other hand, in any of the above four cases, the initial value of the second target vehicle speed vS2 is the step AlO3 of the throttle valve opening/closing timing cycle that comes first [FIG. 8(i)]
This is the actual vehicle speed entered in .

In this way, the first target vehicle speed vS and the second target vehicle speed vS2
Since there is a time difference between the setting and the initial value, the values are different from each other. In other words, when the vehicle was in an accelerating state until then, the second target vehicle speed VS2 was greater than the first target vehicle speed VS, and when it was previously in a decelerating state, the first target vehicle speed VS□ was higher than the first target vehicle speed VS. It becomes larger than the second target vehicle speed vS2.

As a result, in step J120, the absolute value 1
If it is determined that the value of vs2-vsLl is not smaller than the preset reference value of 3, the process proceeds to step J121.

Then, the difference between the first target vehicle speed VS2 and the second target vehicle speed VS2 decreases to an absolute value of 1 v at step J120.
If it is determined that the value of s2-vsll is smaller than the preset reference value, the process advances to step J128.

Proceeding from step J120 to step J121, it is determined in step J121 whether the second target vehicle speed vS2 is greater than the first target vehicle speed vS1. If it is determined that the second target vehicle speed vS2 is higher, the process proceeds to step J123, and if it is determined that the second target vehicle speed vS2 is not higher, the process proceeds to step J122.

In step J123, the second control cycle up to the previous control cycle is
The value VS obtained by subtracting the preset correction amount VKz from the target vehicle speed vS2, -V, is set to 2 as a new value of the second target vehicle speed vS2, and the process proceeds to step J124. Further, in step J122, a value obtained by adding a preset correction amount VKz to the second target vehicle speed vS2 up to the previous control cycle vs
2+vK.

Set a new second target vehicle speed vS2 and proceed to step J.
Proceed to 124.

Therefore, through the control in steps J121 to J123, the value of the second target vehicle speed vs2 approaches the value of the first target vehicle speed vS1 by the correction fitVKz at each opening/closing timing of the throttle valve 31.

In step J124, the second target vehicle speed vS2 is set as the value of the target vehicle speed VS during constant vehicle speed driving under target vehicle speed control, and in the next step J124, the target vehicle speed VS thus set and the eighth The difference VS-VA from the actual vehicle speed VA input in step AlO3 of FIG. 3(i) is calculated, and the process proceeds to step J126.

In step J126, the target acceleration DVS corresponding to the difference VS-VA is read from the map #MDVS3. This map #MDVS3 is the same as that used in step L115 (Fig. 17) in the acceleration control described above, but the target vehicle speed DVS in the target vehicle speed control is to bring the vehicle speed closer to and match the target vehicle speed VS. It is used as the acceleration for Note that map #MDVS3, as described above, calculates the target acceleration D using the difference VS-VA as a parameter.
vS3 is determined, and the difference VS-VA and target acceleration DvS3 have a corresponding relationship as shown in FIG.

Next, in step J127, the above-mentioned target acceleration DVS is specified as the value of the target acceleration DVS used to calculate the target torque T○M2 in step E123 (FIG. 29) after target vehicle speed control. This ends the target vehicle speed control in the current control cycle.

When the target vehicle speed control is completed as described above, steps E123 to E1 in FIG.
27 controls are performed. And with this control,
A target torque TOM2 for obtaining a vehicle acceleration equal to the target acceleration DVS set in the target vehicle speed control is calculated, and the throttle valve is adjusted to the opening degree θTH2 determined for outputting this target torque TOM from the engine 13. 31 is opened and closed.

As a result, as explained in the first embodiment, the target torque T
A torque approximately equal to OM2 is output from the engine 13, and the vehicle speed approaches the target vehicle speed vS, that is, the second target vehicle speed vS2.

Therefore, in the target vehicle speed control described above, when the control in steps J121 to J127 in FIG. Gradually approaches VS Engineering.

Further, the second target vehicle speed VS2 approaches the first target vehicle speed VS, and in step J120, the absolute value IVS of the difference between the two is determined.
If it is determined that the value of 2-YSll is smaller than the preset reference value, the process proceeds to step J128, and the first target vehicle speed ■S1 is set as the value of the target vehicle speed VS when traveling at a constant speed by target vehicle speed control. do. In other words, the second target vehicle speed v
After S2 approaches the first target vehicle speed vs.
The target vehicle speed vS1 becomes the target vehicle speed vS.

Then, in the next step J129, the target vehicle speed VS
Then, it is determined whether the absolute value IVs-VA1 of the difference from the actual vehicle speed VA input in step ALO3 of FIG. 8(i) is smaller than a preset reference value of 4.

If the vehicle speed is not yet sufficiently close to the target vehicle speed, it is determined that the absolute value IVs-VAI is not smaller than the reference value, and the process proceeds to step J125.

J125 and subsequent steps, J126. J127
The control is as described above. Further, the control in steps E123 to E127 in FIG. 29 that is performed after this control is also as described above, and as a result, the vehicle speed is changed to the target vehicle speed v
Approach S.

Even after the next control cycle, the values of the first target vehicle distance VS and the second target vehicle speed S2 are not changed, so the values of the third target vehicle speed
The process advances from step J120 in FIG. Then, when the vehicle speed is sufficiently close to the target vehicle speed vS and it is determined that the value of the absolute value IVS-VA in step J129t-1 is smaller than the reference value 4, the value of flag is set to O in step J108, and then, Steps J109 to J116 are controlled.

Here, since the value of flag is set to O in step J108, in each control cycle after the next control cycle,
As long as target vehicle speed control continues, step J
Based on the determination of 1o1, the process advances to step J130, and the flag is □. The value of is set to 0, and steps J109 to J116 are controlled.

The control in steps J109 to J116 is exactly the same as in the first embodiment, and in steps J109 to J112, the setting of the target vehicle speed vS is changed by the target vehicle speed change switch 48, and then, in steps J113 to J116, The target acceleration DVS required to maintain the vehicle speed to match the target vehicle speed is set.

Note that the target vehicle speed VS is changed by the control in steps J109 to J112 after the absolute value of the difference between the target vehicle speed VS and the actual vehicle speed VA decreases and becomes smaller than the reference value of 4. Therefore, as in the first embodiment, the setting of the target vehicle speed vS can be changed by the target vehicle speed change switch 48 only when the vehicle speed is constant and in a constant vehicle speed state.

By performing such target vehicle speed control.

The running state of the vehicle shifts to the constant speed running state in accordance with each of the following cases.

When the auto cruise mode control is started by releasing the accelerator pedal 27 or the 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, eventually the The vehicle enters a constant speed driving state in which the vehicle speed is maintained approximately equal to the vehicle speed of the vehicle.

Further, when constant speed driving is specified by operating the acceleration switch 45 or the changeover switch 46, the vehicle ultimately shifts to a constant speed driving state in which the vehicle speed is maintained approximately equal to the vehicle speed immediately after this operation.

Further, when the vehicle speed reaches the target vehicle speed due to acceleration and deceleration driving, the vehicle finally shifts to a constant speed driving state in which the vehicle speed is maintained approximately equal to the target vehicle speed.

Since the engine 13 is controlled by the engine control device 1 according to the second embodiment of the present invention as described above, almost the same effects as in the first embodiment can be obtained, and the target vehicle speed control is different from that in the first embodiment. As a result, effects unique to the second embodiment can be obtained as described below.

That is, when the accelerator pedal 27 is released after depressing the accelerator pedal 27 to accelerate the vehicle, first, the actual vehicle speed VA immediately after the release is set as the first target vehicle speed vs. The throttle valve 31 is provisionally rotated to an opening position at which it is estimated that the vehicle speed can maintain the first target vehicle speed vS1. Next, at the first throttle valve opening/closing timing cycle after the next control cycle, the actual vehicle speed VA is set to the second target vehicle speed vS2, and the opening degree of the throttle valve 31 is adjusted so as to approach the second target vehicle speed vS2. In this way, the engine 13 is controlled, and the second target acceleration vS2 is gradually brought closer to the first target acceleration vS□. Finally, the vehicle speed is maintained constant, substantially matching the first target vehicle speed vs.

Therefore, first, there is an effect that the vehicle speed in the constant vehicle speed state more accurately matches the vehicle speed immediately after the accelerator pedal 27 is released.

Second, from the first throttle valve opening/closing timing cycle after the accelerator pedal 27 is released, the second target vehicle speed vS□ is adopted as the target vehicle speed for constant speed driving without adopting the first target vehicle speed vS. Thus, the difference between the vehicle speed immediately before the throttle valve 31 is opened and closed and the target vehicle speed in this throttle valve opening/closing timing cycle is reduced.

Therefore, sudden changes in vehicle speed and acceleration when opening and closing the throttle valve 31 in this throttle valve opening and closing timing cycle are eliminated, and unpleasant shocks are prevented from occurring, resulting in extremely smooth speed changes. There are effects that can be achieved.

Next, when the brake pedal 28 is released after depressing the brake pedal 28 to decelerate the vehicle, as in the first embodiment, the state in which the deceleration during deceleration is equal to or higher than the reference time is the reference time. , and the vehicle speed at the time of release is lower than the standard, the first target vehicle speed vS and the second target vehicle speed
S2 is set and the throttle valve 31 is opened and closed.

Therefore, first, there is an effect that the vehicle speed in the constant speed traveling state more accurately matches the vehicle speed immediately after the brake pedal 28 is released.

Second, the second target vehicle speed vsS is immediately adopted as the target vehicle speed for constant speed driving from the first throttle valve opening/closing timing cycle after the brake pedal 28 is released,
In this throttle valve opening/closing timing cycle, the difference between the actual vehicle speed and the target vehicle speed immediately before opening/closing of the throttle valve 31 is made small.

Therefore, sudden changes in vehicle speed and acceleration when the throttle valve 31 is opened and closed in this throttle valve opening/closing timing cycle are eliminated, and unpleasant shocks are prevented from occurring, thereby achieving an extremely smooth speed change. .

Note that the throttle valve opening/closing timing cycle in the embodiment corresponds to the engine output adjustment cycle.

This concludes the description of the second embodiment.

Below, a case where the engine control device 1 is installed in a vehicle having a manual transmission will be described.

Engine control device 1 of the above-mentioned first embodiment and second embodiment
Although this device 1 is installed in a vehicle having an automatic transmission 32, this device 1 can also be installed in a vehicle having a manual transmission (not shown).

As a result, substantially the same effects as in each of the above-described embodiments can be obtained.

In this case, the following points in the configuration of the engine control device 1 of the first embodiment and the second embodiment shown in FIG. 2 are changed.

In other words, the output rotation speed detection section 22 is omitted and the automatic transmission 3
In addition to providing a manual transmission (not shown) in place of 2,
In place of the shift selector 29, a shift lever (not shown) is provided for manually selecting the gear stage of the manual transmission. In addition, a shift lever is used instead of shift 1 to selector 17.
A shift position switch (not shown) is provided that has a contact that is turned on when the shift position switch is in a position for selecting neutral or reverse, or when a clutch pedal (not shown) is depressed.

Further, the content of the control performed by the engine control device 1 changed to that of a manual transmission as described above is different from that of the first and second embodiments in the following points.

In other words, in the control performed at A113 in FIG. 8(i), the contact of the shift position switch (not shown) is ON.
The judgment is whether the condition is present or not. If it is determined that the contact is in the ON state, the process advances to step A117 and the contact is turned OFF.
If it is determined that the state is present, the process proceeds to step A114.

Also, equation (1) used in step c130 in FIG. 10 or FIG. 28, equation (2) used in step D123 in FIG. 11, and step E10 in FIG. 12 or FIG.
In equation (4) used in step 7 and equation (5) used in step E123 of FIG. 12 or FIG. 29, the value of the speed ratio e for determining the torque ratio TQ is 1.

The operation of the engine control device 1 as described above differs only in step A113, which is changed as described above.

That is, when the shift lever is in the position for selecting neutral or reverse, or when the clutch pedal (not shown) is depressed, the contact point of the shift position switch is in the ○N state, so based on the judgment in step A113. , the process proceeds to step A117, where throttle direct control is performed in the same manner as in the first or second embodiment.

Further, when the shift lever is in a position other than neutral or reverse and the clutch pedal is not depressed, the contact point of the shift position switch is in the OFF state, and based on the judgment in step ALL3, the process proceeds to step A114 and Control is performed in the same manner as in the first embodiment or the second embodiment.

Therefore, even when such an engine control device is installed in a vehicle having a manual transmission, substantially the same effects as in the first embodiment or the second embodiment can be obtained.

In addition, in such an engine control device, a first speed used as a low gear may be added to the position of the shift lever, which is a condition for turning on the shift position switch. 2nd speed may be added, and furthermore, these 1st speed and 2nd speed
speed and a third speed as a third gear may be added.

This completes the description of the case where the engine control device 1 is installed in a vehicle having a manual transmission.

In the engine control device of each embodiment described above, the following changes can be made.

Auto cruise mode control is performed in each control cycle, and when the vehicle is in a constant speed state, the acceleration switch 45 or changeover switch 469 is operated to designate an accelerated driving state or a decelerated driving state.

The target vehicle speed setting unit 6 of the control unit 25 may change the set value of the target vehicle speed.

In other words, the set value of the target vehicle speed at this time is the actual vehicle speed VA detected by the vehicle speed/acceleration detection unit 24 plus the correction amount vK when the acceleration driving state is specified; When the state is specified, the correction amount VKz is subtracted from the actual vehicle speed VA detected by the vehicle speed/acceleration detection unit 24, but the target vehicle speed is determined by multiplying the actual vehicle speed VA by a preset coefficient. may be set.

Furthermore, instead of the actual vehicle speed VA, the target vehicle speed vS when the vehicle is running at a constant speed may be used. Or correction ff
Even if 1VK + VKz is set to the same value, substantially the same effects as in each of the above embodiments can be obtained.

Next, when the vehicle is running at a constant speed, the 5 changeover switch 46
When the deceleration traveling state is designated by operating , the target acceleration may be gradually increased in each control cycle after the designation, similarly to the case where the acceleration traveling state is designated. In this case, in addition to the effects obtained in each embodiment, there is an effect that the movement to deceleration running is performed more smoothly.

Furthermore, when the throttle switch 47 is set to the position (■), after the brake pedal 28 is released, the throttle valve 31 is always held at the minimum opening position where the engine is at the idle position. The throttle valve 31 may be always held at the minimum opening position even after the accelerator pedal 27 is released.

Furthermore, there are four positions of the acceleration switch 45 in groups 4 to 4 in FIG. If you say it, it will drive at a constant speed, and (5)
In the case of ~E, acceleration travel is designated by the travel state designation unit 3 of the control unit 25, but the travel states corresponding to each position of the ~E are not limited to these. , can be set arbitrarily as needed.

Further, in each embodiment, deceleration traveling is not designated by simply switching the acceleration switch 45, but "decelerating traveling" is set in any position of the acceleration switch 45 so that decelerating traveling can be designated simply by switching the acceleration switch 45. It may be possible to set this and make it selectable.

Further, the selection of the acceleration switch 45 is not limited to the fixed four positions, and the number of selection positions may be increased or decreased as necessary.

Further, the switching of the driving state corresponding to the operation of the changeover switch 46 is not limited to that shown in each embodiment, but any combination of driving conditions can be set for each position of the acceleration switch 45, and the changeover of the driving state corresponding to the operation of the changeover switch 46 is It may also be possible to switch in response to an operation.

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 time of 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, which is the carrot idle position, but these conditions are determined by the characteristics of the vehicle.

It may be changed depending on the purpose of use.

This allows, for example, if the deceleration is greater than the standard,
Or, if the duration is longer than the standard, or
The conditions may be such that the deceleration is greater than the reference and the vehicle speed at the time of deceleration is lower than the reference.

Further, although the degree of deceleration is determined based on the deceleration, it may also be determined based on the pressure of the brake oil that drives the brake.

Furthermore, auto cruise mode control is performed in each control cycle. Added a function to display the target vehicle speed for constant speed driving when constant speed driving is specified as the vehicle driving condition, and the target vehicle speed for acceleration driving or deceleration driving when acceleration driving or deceleration driving is specified. In this case, the target vehicle speed or the set value of the target vehicle speed can be changed while visually confirming the change.

Further, the engine control device 1 of each embodiment 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. As in the conventional case, constant speed driving may be performed only when constant speed driving is artificially specified.

In this case, since the driving condition is artificially designated, the same effect can be obtained by operating the engine control device 1 while the vehicle is traveling at a constant speed.

Further, in the engine control device 1 of each embodiment, simply setting both the accelerator pedal 27 and the brake pedal 28 to the released state does not cause the vehicle to run at a constant speed;
When the acceleration switch 45 or the changeover switch 46 is operated to switch to a preset state, that is, in each embodiment, when the acceleration switch 45 is switched to the open position, constant speed traveling may be specified.

[Effects of the Invention] As described in detail above, according to the vehicle engine control device of the present invention, the constant vehicle speed control means and the acceleration/deceleration control means are configured to perform each control based on actual acceleration data. When the vehicle weight detected by the vehicle weight detection section or the corresponding data changes suddenly, the constant vehicle speed control means and acceleration/deceleration control means detect the actual acceleration data from the acceleration detection means before the sudden change. In addition, the system is configured to reset the control of the entire device to the initial stage.1 For example, even if a wheel bumps or rebounds due to an uneven road surface, it will not be incorrect as actual acceleration data. Things will no longer be allowed to enter.

Therefore, the running control of the vehicle becomes smooth and unaffected by external disturbances, and since the latest possible acceleration data is used, the desired control can be quickly performed, improving the riding and driving feeling, etc. There are advantages that can greatly contribute to

[Brief explanation of the drawing]

1 to 27 show a vehicle engine control device as a first embodiment of the present invention. FIG. 1 is a conceptual diagram showing the main parts of this device, and FIG. Figure 3 is a configuration diagram of its depression amount detection unit, Figure 4 is a configuration diagram of its throttle valve rotation unit, Figure 5 is a configuration diagram of its vehicle speed/acceleration detection unit, and Figure 6 is its auto cruise. Figure 7 is a front view of the switch, Figure 7 is a circuit diagram of the connection between the auto cruise switch and the control section, Figure 8 (i) is a main flowchart showing the main contents of this control, and Figures 8 (n) to (iv). ) are flowcharts showing the contents of interrupt control that is given priority to main flowchart 1, respectively, and FIG.
A flowchart showing the contents of the fail-safe control for compensating for the error in the actual acceleration obtained by the third interrupt control shown in FIG. 10 is a flowchart showing details of the throttle non-direction control performed in step A116 of FIG. 8(i), and FIG. 11 is a flowchart showing details of the linear motion control performed in step A116 of FIG.
A flowchart showing the details of the accelerator mode control performed in step C137, FIG.
4 is a flowchart showing details of auto cruise mode control performed in step 4. FIG. 13 is a flowchart showing details of the changeover switch control performed in step E128 of FIG. 12, FIG. 14 is a flowchart showing details of acceleration switch control performed in step E121 of FIG. 12, and FIG.
A flowchart showing the details of the deceleration control performed at step E131 in the figure, FIG.
17 is a flowchart showing details of the acceleration control performed in step E122 of FIG. 12, and FIG. 18 is a flowchart showing details of the target vehicle speed control performed in step J115 of FIG. 16.
Flowcharts 19 to 26 showing the details of the control for determining vS, , all show the correspondence between the parameters of the map used for control in this engine control device and the variables read out corresponding to these parameters. The graph shown in FIG. 27 shows an example of changes in the target acceleration and running speed corresponding to the passage of time after switching the acceleration switch 45 and setting the running state designation section of the control unit to accelerated running. 28 to 30 show a vehicle engine control device as a second embodiment of the present invention, and FIGS.
8 is a flowchart showing details of the throttle non-direct motion control (step A116 in FIG. 8(i)), FIG. 29 is a flowchart showing details of the auto cruise mode control performed in step C144 of FIG. 28, and FIG. This figure is a flowchart showing details of the target vehicle speed control performed in step E133 of FIG. 29. 1-vehicle engine control device, 2-manual operation means, 3-
A driving state specifying section as a driving state specifying means, 4- a target acceleration setting section as a target acceleration setting means, 5- a vehicle speed detecting means, 6- an attained target vehicle speed setting section as an attained F3 target vehicle speed setting means (target vehicle speed setting part), 7-engine output adjustment means, 8- constant vehicle speed control section as constant vehicle speed control means,
9-acceleration control section as acceleration control means, 10-deceleration control section as deceleration control means, 11--reaching detection section as reaching detection means, 12--driving state switching section as running state switching means, 13-engine, 14-depression amount detection section,
15-accelerator switch, 16-brake switch, 1
7 - Shift selector switch, 18 - Auto cruise switch, 18a... Main lever 19 - Vehicle weight detection unit (including air pressure detection device for air suspension vent 3)
, 20...Intake air amount detection section, 21-engine rotation speed detection section, 22-.-output shaft rotation speed detection section, 23-.-
Gear stage detection section, 24--Vehicle speed/acceleration detection section, 25-Control section, 26--Throttle valve rotating section, 27-Accelerator pedal (driving state changing means), 28-Brake pedal (driving state changing means), 30--Suction passage, 31--Throttle valve, 32--Automatic transmission, 33-Left front wheel, 33
- - Right front wheel, 35 - Left rear wheel, 36 - Right rear wheel, 37 - Potentiometer, 38 = A-D conversion unit, 39 - Actuator drive unit, 40 - Throttle valve actuator, 41 - - - Throttle valve opening detection section, 4
2...-Right rear wheel speed detection unit, 43--Left rear wheel speed detection unit, 44--Vehicle speed/acceleration calculation unit, 45-Acceleration switch (driving state changing means), 46-Changing switch (driving state change means) state switching operation means and running state changing means), 47...-
Throttle switch, 48-Target vehicle speed change switch, 4
9-Steering Gollum, 50-.-Power supply.

Claims (1)

[Claims] Target vehicle speed setting means for setting a speed at which the vehicle should travel at a constant speed; Constant vehicle speed control means for maintaining the vehicle at the target vehicle speed and controlling the vehicle to travel at a constant speed; Acceleration/deceleration control means for controlling acceleration/deceleration of the vehicle. a driving state changing means that can change the driving state of the vehicle; an engine output adjusting means that adjusts the engine output based on control signals from the constant vehicle speed control means and the acceleration/deceleration control means; and an actual acceleration of the vehicle. an acceleration detection means for detecting the vehicle weight, a vehicle weight detection section for detecting the vehicle weight of the vehicle and data corresponding thereto, and a target acceleration/deceleration for setting the target acceleration and target deceleration of the vehicle during the acceleration/deceleration control, etc. setting means, and the constant vehicle speed control means and the acceleration/deceleration control means are configured to perform each control based on the data of the actual acceleration, and the vehicle weight detected by the vehicle weight detection section or the vehicle weight detected by the vehicle weight detection section is If the data corresponding to the change suddenly changes, the constant vehicle speed control means and the acceleration/deceleration control means adopt the data before the sudden change as the actual acceleration data from the acceleration detection means, and also initialize the control of the entire device. A vehicle engine control device, characterized in that it is configured to reset the settings in stages.