JPH04208647A - Constant speed travel device for car - Google Patents

Abstract

PURPOSE:To restrain frequent shift-down and shift-up motion and accordingly stabilize behavior of a car body as well as preventing torque shock by a shift- down line of an automatic speed change gear shift map to the non-shift-down direction at the time of constant speed travel control. CONSTITUTION:A control unit 8 sets target throttle opening on the basis of an actual car speed and others and drives a throttle valve actuator 4 by an automatic speed control means 8A. Additionally, the control unit 8 controls an automatic speed change gear 5 by a speed change control means 8B on the basis of the actual car speed, throttle opening and others. Furthermore, at the time of a car entering an uphill road, it judges shift-down of the automatic speed change gear 5 by a 4 3 judgment means 8C. Subsequently, at the time of the car emerging from the uphill road, it judges shift-up of the automatic speed change gear 5 by a 3 4 judgment means 8D. Then, when the actual car speed goes lower than the target speed by a specified value, the car speed is improved by carrying out shift-down and converged to the target car speed. At this time, a shift-down line of a shift map of the automatic speed change gear 5 is changed to the non-shift-down direction.

Description

[Detailed Description of the Invention] (Industrial Application Field) The present invention relates to a constant speed traveling device for a vehicle,
More specifically, the present invention relates to a constant-speed vehicle driving system that can suitably control the speed change of an automatic transmission in accordance with the condition of the road when the vehicle is running uphill.

(Prior Art) A constant speed traveling device for a vehicle that runs the vehicle at a set speed by controlling the opening of the Ennon throttle valve in accordance with the deviation between the actual vehicle speed and the target vehicle speed is better than the conventional one. known (for example, Japanese Patent Application Laid-Open No. 61-28523
Publication No. 3).

This type of constant-speed vehicle running system generally adjusts the shift timing of the automatic transmission when the vehicle is climbing or descending from the vehicle by adjusting the deviation between the actual vehicle speed and the target vehicle speed, or by setting the throttle support, shift prohibition, and P timer. Corrected by time, that; 2-2
This ensures desired vehicle speed control in the uphill running state or downhill running state (for example, Japanese Patent Publication No. 6136889, Japanese Patent Application Laid-Open No. 63-137037).

For example, in a constant speed driving device, when a vehicle enters a boarding road, vehicle speed deviation and slowness occur.

The automatic transmission is shifted down based on the torque opening to improve the acceleration performance of the vehicle, and when a predetermined period of time has elapsed after shifting, the automatic transmission is shifted down again to reduce the actual vehicle speed. The vehicle was configured to perform speed control at a gear position corresponding to 'i1.

However, in such a constant speed traveling device, the timing of the foot knob is set in advance assuming a predetermined climbing route, so if the climbing route is longer than the pre-specified travel distance, There have been cases where the automatic transmission has been knocked down before the vehicle leaves the road, and the automatic transmission has been downshifted repeatedly to compensate for the vehicle's stalling, causing gear hunting in the automatic transmission.

Therefore, in view of this point, the optimal automatic transmission for the pitched running pipe was developed. Select Butaiminog and F4.
, I myself.../1000/R;/Jli- 2 and force/I made it possible to use the constant speed running device of the vehicle III. When the predetermined position is lower than -1-1, the automatic transmission is switched on/off.
- Make it town. After the not-town due to the /butotau/-1st stage, the opening/closing state of the throttle opening is calculated by the fan theory.

It is conceivable that the steady state of the throttle opening is determined based on the steady state, and that the automatic transmission is turned on and off only after the steady state is determined.

According to the constant speed traveling device having the above structure, when the vehicle enters the center of the road and the actual vehicle speed decreases significantly, the acceleration of the vehicle is ensured by downshifting the automatic transmission or the shifting means. On the other hand, the no-to-annob means does not operate the automatic transmission until it is determined based on the fan theory that the throttle opening is stable at a low throttle opening or a steady state after the not-town. , bu. Therefore, when the vehicle escapes from the boarding road and the throttle valve closes wide and becomes stable as the running resistance is reduced, the automatic gearing/futoanobu will be activated for the first time. There is no such thing as a knot ending knob being executed, and the ・futoa, boo'' will be executed at the optimal timing after escaping from the uphill road.

(Problem to be solved by the invention) However, according to the constant speed traveling device for a vehicle configured as described above, for example, when traveling at a constant speed on a long boarded road with a gentle slope, Normally, the vehicle is driven within a predetermined speed change range near the knot-town line from 4th gear to 3rd gear and the shift up line from 3rd gear to 4th gear.
-3 downshifts and 3→4 upshifts are repeated at a rate of 19% for a predetermined period of time, resulting in a control state close to hunting, which causes a problem in vehicle body behavior that jerks and jerks, resulting in poor triability.

As a countermeasure for this, for example, a slot for constant speed driving control.

Is it possible to limit the operating stroke of the torque actuator and forcibly reduce the vehicle speed? If it is possible to drive in 4th gear, daringly fixing it to 3rd gear will worsen fuel efficiency. However, there are some drawbacks.

(Means for Solving the Problems) The inventions recited in claims 1 to 3 of the present application are aimed at solving the above-mentioned problems, and are configured as follows.

(1) Structure of the invention according to claim 1 The constant speed traveling device for a vehicle according to the invention according to claim 1 is configured such that the actual vehicle speed converges to the target vehicle speed based on the deviation between the actual vehicle speed and the target vehicle speed. A device for a vehicle, comprising: a throttle opening control means for controlling a throttle opening of a throttle valve; and a shift-down means for shifting down an automatic transmission when the actual vehicle speed decreases by a predetermined value or more than the target vehicle speed. The present invention is characterized in that it has a basic configuration of a speed traveling device, and further includes a shift down line changing means for changing the shift town line of the automatic transmission shift map to a non-downshift direction during the constant speed traveling control. It is something.

(2) Structure of the invention according to claim 2 The constant speed traveling device for a vehicle according to the invention according to claim 2 is configured such that the actual vehicle speed converges to the target vehicle speed based on the deviation between the actual vehicle speed and the target vehicle speed. A throttle opening control means for controlling a throttle opening of a throttle valve, a shift down means for downshifting an automatic transmission when the actual vehicle speed is lower than the target vehicle speed by a predetermined value or more, and a shift door for the automatic transmission.

The basic configuration is a constant speed traveling device for a vehicle comprising a means for moving/shifting the shift door, and in the basic configuration, during the constant speed driving control, the shift door knob line of the automatic transmission shift map is moved in the direction of the non-shift door. The present invention is characterized in that a shift up line changing means for changing the shift up line is provided.

(3) Structure of the invention according to claim 3 The constant speed traveling device for a vehicle according to the invention according to claim 3 is configured such that the actual vehicle speed converges to the target vehicle speed based on the deviation between the actual vehicle speed and the target vehicle speed. A throttle opening degree control means for controlling a throttle opening degree of a throttle valve, a shift down means for downshifting an automatic transmission when the actual vehicle speed is lower than the target vehicle speed by a predetermined value or more, and a shift door for the automatic transmission.

The basic configuration of a vehicle constant speed running device is provided with a 7th gear and a 7th gear of the automatic transmission shift map during the constant speed running control described above. The present invention is characterized in that a shift down line changing means for changing the shift up line to a non-shift down direction and a shift up line changing means for changing the shift up line to a non shift down direction are provided.

(Function) Since each of the inventions described in claims 1 to 3 of the present application is configured as described above, the following effects occur corresponding to the configuration.

(1) Effect of the invention as claimed in claim 1 That is, in the constant speed traveling device for a vehicle as claimed in claim 1, first, due to its basic configuration, when the actual vehicle speed is lower than the original target vehicle speed by a predetermined value, the automatic transmission is activated. Tako control is performed to increase the vehicle speed by downshifting and converge to the target vehicle speed.

On the other hand, in such a case, the downshift line of the shift lever of the automatic transmission is changed to a non-downshift direction, making it difficult for downshifts to occur.

(2) Effect of the invention as claimed in claim 2 In the configuration of the constant speed traveling device for a vehicle as claimed in the invention as claimed in claim 2, first, due to this basic configuration, when the actual vehicle speed becomes lower than the original target vehicle speed by a predetermined value, the automatic shift is performed. Control is performed so that the vehicle speed is directed and converged to the target vehicle speed by downshifting the vehicle.

On the other hand, in such a case, the downshift line of the automatic transmission is changed to the non/downshift direction, which makes it difficult for the downshift to occur.

(3) Effect of the invention set forth in claim 3, that is, in the constant speed traveling device for a vehicle of the invention set forth in claim 3, first, due to its basic configuration, when the actual vehicle speed becomes lower than the original target vehicle speed by a predetermined value, the automatic transmission is activated. control to increase the vehicle speed and converge to the target vehicle speed by downshifting. On the other hand, when it becomes necessary to shift up, the /ft/pump means performs the /ft/knob.

On the other hand, in that case, the shift down line and shift of the 7-foot manop of the automatic transmission.

The gear line is changed to a non-noft town direction and a non-noft-a-knob direction, respectively, and the shift-up means can shift down and shift down.

It is less likely to occur together.

(Effects of the Invention) Therefore, according to the constant speed traveling device for a vehicle according to the invention of each claim of the present application, it is possible to suppress the frequent shifting and shifting operations based on the automatic transmission/shifting during uphill running, and the torque shifting can be suppressed. It is possible to prevent this and stabilize the vehicle behavior. As a result, drivability is improved.

(Embodiments) Hereinafter, embodiments of the present invention will be described in detail based on the accompanying drawings FIGS. 1 to 11.

First, FIG. 1 is an overall schematic diagram showing the configuration of an ennon equipped with a constant speed traveling device according to an embodiment of the present invention.
Further, FIG. 3 is an enlarged longitudinal sectional view of the throttle valve actuator section of the Ennon shown in FIG. 1.

In FIG. 1, a throttle valve 3 for adjusting the amount of intake air is provided in the intake passage 2 of the ENON 1, and this throttle valve 3 is driven to open and close by a throttle valve actuator 4, and its opening degree is controlled. . Further, the automatic transmission 5 includes a plurality of gear shifting gears 6a, 6.
b, 6c and the lock-up solenoid 7 are connected to the shift solenoid 6a.

By the combination of turning on and off 6b and 6c, a hydraulic circuit (not shown) is switched, and a plurality of hydraulic engagement elements (not shown) are selectively engaged, thereby operating the transmission mechanism to a plurality of gears. Furthermore, a lock-up clutch (not shown) in a torque converter (not shown) is engaged or released by turning the lock-up solenoid 7 on or off.

As shown in FIG. 3, the throttle valve actuator 4 includes a negative pressure chamber 41 for accumulating the negative pressure of the ennon 1, an atmospheric chamber 42 communicating with the atmosphere, and an ennon introduced into the negative pressure chamber 41. The tire flamm 1; 3 is moved by the negative pressure of the spring 14.1; the spring 14.1 biases the tire flamm 4; = A throttle wire 46 that operatively connects the connecting wire 45 to the throttle valve 3, and a release pipe 47a that communicates with the atmosphere.
An electromagnetic proportional IJ-s control valve 47 that can communicate the release pipe 47a and the negative pressure chamber 41, a pull pipe 48a to which the negative pressure of the engine/) 1 is supplied, and a Pressure chamber 4
The release control valve 47 and the pull control valve 4 are generally composed of an electromagnetic proportional pull control valve 48 that can communicate with the
The tire flam 43 and the rod 45 are reciprocated in the direction of arrow A by supplying and discharging the negative pressure of the ennon 1 to the negative pressure chamber 41 by controlling the solenoid No. 8.

The throttle valve 3 is opened and closed via a torque wire 46.

As shown in FIG. 1, the engine control unit 8 is provided with a vehicle speed signal Vn from a vehicle speed sensor 9 that detects vehicle speed, and an accelerator opening angle 10.
an accelerator opening signal α from an accelerator lever 11 that detects the pedal depression in the form of an accelerator opening; a brake signal BR from a brake switch 12 that detects a brake operation;
Throttle, [・Throttle signal T from Throttle L that detects the opening degree of Leharbe 3 to Throttle from Leharbe degree sensor 13; The signal GP and the speed change mote signal M from the mode switch 15 are input to the control unit 8, respectively. The control unit 8 outputs a throttle valve control signal A, a shift control signal B, and a lock-up control signal C to the throttle valve actuator 4, each shift gear/id 6a, 6b, 6c of the automatic transmission 5, and the lock-up solenoid 7, respectively. are doing. The throttle valve control signal A is the release control valve 47 of the throttle valve actuator 4.
and the IJ input to the pull control valve 48, respectively.
The release control signal A1 and the pull control signal A2 are configured to control the release control valve 47 and the pull control valve 48 depending on the tuteity ratio.
A pulse signal that variably controls each opening degree.

The control unit 8 also receives operation signals S W l , SW 2 , SW 3 .
SW4 is input respectively. The main switch 16 is for turning on the power to the constant speed traveling device and putting the entire system into standby mode, and the control switch 17 is for setting the desired target vehicle speed. After the constant speed driving control is canceled, the resume (automatic return) switch 18 is used to set the target vehicle speed V again before the cancellation.

The coast switch 19 is used to perform a desired deceleration during constant speed travel control.

FIG. 2 is a schematic diagram showing a partial configuration of the control unit shown in FIG. 1. Further, FIG. 8 shows general vehicle speed characteristics and characteristics of a vehicle equipped with the constant speed running device of this example in a running state.

FIG. 3 is a characteristic diagram showing torque opening characteristics.

As shown in FIG. 2, the control unit 8 controls the target throttle opening [T] based on the actual vehicle speed Vn. an automatic speed control means for setting the throttle valve actuator 4 and controlling the automatic transmission 5 based on the actual vehicle speed Vn, throttle opening TH, etc.; It includes a 4-3 determination means for determining whether the transmission 5 should be downshifted, and a 3-4 determination means for determining whether the automatic transmission 5 should be upshifted when the vehicle exits an uphill road.

The automatic speed control means includes a vehicle speed signal Vn, an accelerator opening signal α, a brake signal BR, a throttle opening signal T, and an operation signal SW1, S~'2. SW3. Based on these signals, the target vehicle speed V is set by SW4 or manually. ■ Set the control mode and the set target vehicle speed. and the target pro according to the control mode, [・Small opening T. Determine. The automatic speed control means is the opening degree of S0 Nottle Harvest 3, or the determined target pro7+/small opening degree T. As a result, a release control signal, a pull & pull control signal A, is outputted to the throttle valve actuator 4. In addition, the automatic speed control means controls the target vehicle speed ■. The vehicle speed deviation Δ■ between the actual vehicle speed \"n and the actual vehicle speed \"n is calculated as 4-3'
! -11 There are major measures to be taken.

The automatic speed control means performs automatic speed control (ASC) including constant speed control when the conditions for executing automatic speed control (ASC) are satisfied, that is,
When the main switch 16 is turned on, the knot position or D range is set, and the vehicle speed is a predetermined value, for example, 40 km/h or more, it is determined that the automatic speed control conditions are satisfied, and the automatic speed control means performs automatic speed control. Execute the operation signal SWI
, SW2゜SW3. SW4 According to the accelerator opening signal α and the brake signal BR, motor setting control such as vehicle speed feedback control mote and acceleration motor is performed to set the target throttle opening T corresponding to each mode. Set. On the other hand, if at least one of the above conditions is not satisfied, it is determined that the automatic speed change control condition is not satisfied, and
When the brake is activated, even if the above conditions are not met, it is determined that the 7 dynamic speed control has been released, and the system shifts to the normal S071-LHALF opening control, based on the amount of accelerator pedal operation. , target throttle opening degree T, is set and controlled.Furthermore, the automatic speed control means controls the set target throttle opening degree T.
The throttle valve actuator 4 outputs the throttle valve control signal A, that is, the release control signal, or the pull control signal A, in response to the torque opening IJT to the throttle valve actuator 4.
Outputs the target opening of the throttle valve 3 to the target opening T. To control the operation.

Although the detailed routine of the above-mentioned vehicle speed feed control mode will be omitted, the actual vehicle speed vn and the target vehicle speed ■. The target vehicle speed (■) is determined by calculating Pl-PD based on the deviation from the actual vehicle speed and the amount of change in the actual vehicle speed Vn. The throttle opening degree T V required to converge to the target throttle opening degree T is calculated and set as the target throttle opening degree T. Feedback control is performed by setting the This vehicle speed is fast.

If the brake is operated while the throttle control is in progress, the vehicle speed feeder stops the brake control and shifts to the normal throttle valve opening control mode.

Either omit the detailed routine of the above-mentioned normal pro/, + - valve distance control mode, or detect the accelerator opening degree α,
Select the map corresponding to the shift mode Pv1 (economy, normal, power), find the basic throttle valve opening according to the gear position with respect to the accelerator opening α, and calculate the accelerator pedal depression speed correction, vehicle speed correction, water temperature correction, etc. Perform various corrections and set the target throttle valve opening 1.
iT. Set.

Furthermore, while the constant speed driving control is being executed, the accelerator pedal 10 is
The opening degree α is the predetermined value α. For example, if the operation is performed by 5% or more, the mode shifts to the accelerator acceleration mode. The detailed routine of this accelerator acceleration mode can be omitted, or the vehicle speed feed parameter used up until then can be omitted. (Vote Plot Input the torque opening degree and J corresponding to the depressed accelerator pedal distance α.) Set.

The speed change control means includes a vehicle speed signal Vn, an accelerator opening signal α,
Throttle opening signal T, gear position signal GP and shift mode signal M are input, and based on these signals,
A shift determination and a lock-up determination are performed, and the shift slip/id 6a of the automatic transmission 5 is determined.

A shift control signal B and a lock-up control signal C are outputted to the lock-up solenoid 6b, 6c and the lock-up solenoid 7 to control the automatic shift R5. Further, the speed change control means includes 3
The 3→4 signal and the 4-3 signal from the →4 determining means and the 4-3 determining means are used to execute upshifting and downshifting, respectively.

4→3 determination means is target vehicle speed■. and actual vehicle speed■. When the vehicle speed deviation Δ■ is input and the vehicle speed deviation Δ■ increases due to a decrease in the actual vehicle speed Vn, a downshift to 3rd gear is determined. When a downshift is determined, the 4-3 signal is set to shift. The input signal is input to the control means to instruct the shift control means to downshift the automatic transmission 5.

The 3-4 determination means includes the 4→3 signal of the 4→3 determination means,
Throttle valve set 7 +) ] 3 The throttle opening is 1' to 11';
Opening/closing operation state, that is, throttle opening 1 river 1P! , the rate of change dT of the throttle opening TH is detected. 3-4
The determining means determines the throttle opening T H and the rate of change after the determining means recognizes whether or not a downshift of the automatic transmission 5 has been commanded. When a low throttle opening stable state, that is, a steady state, is detected by dT, it is determined that the vehicle has left the road, and the 3→4 signal is input to the speed change control means, and the speed change control means 7 lift-up of automatic transmission 5 is commanded.

As shown in FIG. 8, when the vehicle travels on the driving road or L', the actual vehicle speed Vn of the vehicle gradually decreases immediately after entering the slope 1 or S of the driving road. The profile (or TH' (indicated by a broken line)) is increased so that the actual vehicle speed Vn converges to the target vehicle speed ■., and the automatic transmission 5 is activated at the time point 18!c!
A downshift is performed based on the downshift determination of the 4→3 determining means. As a result, the actual vehicle speed Vn reverses its tendency to increase in part a, and becomes almost stable at point 2, as shown in part C.

When a vehicle is running on a relatively long pitched road 1,!
At 2 o'clock, the acceleration of the vehicle has finished, so the throttle opening TH becomes transiently stable, and when it has almost left the hill 1, it is greatly reduced due to the reduction in running resistance (ΔTH ), at time t3, a stable state is reached with a relatively low opening degree, that is, a steady state, as shown in the previous section. On the other hand, when the vehicle is running on a relatively short road S, the running resistance is reduced relatively early, so the vehicle speed is
Before n becomes stable, the throttle opening TH' is greatly reduced (ΔTH') and becomes stable at a relatively low opening at portion b', that is, a steady state.

FIG. 4, FIG. 5, FIG. 6, and FIG. 7 are diagrams showing determination examples of the steady state determination method in the steady state H constant means.

4 and 5 show control rules based on fuzzy theory, and FIG. 4 shows input membership functions with the small opening T)I as a variable, The diagram is
Fig. 6 shows the input member Shinobu function with the rate of change dT (absolute value) of the throttle opening TH as a variable, and Fig. 6 shows the fuzzy function concluded from the grade of each fuzzy set obtained from Figs. 4 and 5. The fuzzy rules for determining the set are shown, and FIG. 7 shows the output membership function for determining the final conclusion from the conclusion fan-set. In addition, in each figure, NB, NS, ZO, PS, and PB indicating each fuzzy set are respectively negative and large (Negative Big) and negative and small (Ne
ga + i ve Sma l l), habo zero (
Zero), Positive small
), meaning positiveB i g.

In Fig. 4, for example, the throttle opening degree Tit is T1
, the grades of NB and NS are 0.8 and 06, respectively, and in Fig. 5, the change in small opening T 11 ↓ dTh・dT, Noto blue, ZO and PS
are 06 and 0.3, respectively. The fuzzy Jg whose grade was determined in this way, i.e. 7.0 ノ)
Small opening LH (7) N B (0,8) and N S
(Z□ of the rate of change dT of the throttle opening TH
(Q6) and P S (0,3), the fuzzy sets PS, ZO, ZO, and 20 of the conclusion are determined by the fuzzy rule table shown in FIG. 6, as shown by the broken line. Also, these fuzzy sets PB.

A small value is selected for each grade of zo, zo, and zO. For example, NB (08
) and Z O (0, 6) of the rate of change dT, the conclusion is 20 (Z O (0, 6)) of grade 0°6.

Furthermore, these conclusions, P S (0,3), Z O (0
, 6), ZO(0,3) and ZO(0,6) are the seventh
This is reflected in the output member Shinobu function shown in the figure as shown by the imaginary line.

Note that the two Z O (0, 6) are shown overlappingly in FIG. Then, each conclusion p s (0, 3), 20 (o,
6), Z O (0, 3) and Z O (0, 6) l: Judgment of the center of gravity of the enclosed area, that is, the area shown by various shadow lines in Fig. 7, or the steady state. When the insect L/position is lower than the threshold value γ for determining the steady state, the throttle opening T ) (steady state, that is, low opening In the above example, the center of gravity is at the final conclusion C3 shown on the upper!c!horizontal axis.

It is determined that the torque opening TH is in a steady state5.As described above, in this embodiment, the speed change control when entering a hill during constant speed driving control is performed based on the actual vehicle speed n and the throttle opening. This is done based on the rate of change dT of the H and d plots TH. Then, the actual vehicle speed Vn is the target vehicle speed■. When the vehicle has fallen more significantly, it is determined that the vehicle has entered the uphill road, and the automatic transmission 5 is downshifted. In addition, based on the fuzzy theory, the steady state of the throttle opening TH was determined from the throttle opening TH and the rate of change dT, and after the downshift, the steady state of the pro-notre opening Tl was detected. In some cases, a shift is performed as if the vehicle has left the uphill road.Therefore, the automatic transmission is adapted to the situation where the vehicle has left the uphill road by selecting the optimal 7-ft knob timing of the automatic transmission for the morning of the uphill driving condition. In this way, it is possible to perform a shift up of 5, and thus it is possible to prevent gear change hunting, where gear changes are repeated in a short period of time, while driving on a relatively long uphill road. , since it is done based on fan theory,
Of the fixed lotus-shaped book? It is possible to simplify a stationary constant program without getting confused about the II constant.

The present invention is not limited to the above-mentioned examples, but various modifications can be made within the scope of the invention described in the claims, and these are also included within the scope of the present invention. Needless to say.

For example, in the above embodiment, a negative pressure type actuator is used as the melo/torl valve actuator, but it is also possible to employ other types of actuators such as a DC motor.

Furthermore, various methods in fuzzy theory can be adopted to arrive at the final conclusion in the fuzzy theory.

Furthermore, in the above embodiment, the 3-4 determining means determines the throttle/torque Vn'+ from the throttle valve opening sensor 13.
Based on the V signal T, the throttle is opened I'! - Low opening degree stable state, that is, steady state is detected, but IJ
Of course, it is also possible to detect the stable state of the constant opening of the throttle valve 3 by integrating the pulse output times of the IJ-seat control signal A1 and the pull control signal A.

By the way, according to the constant speed traveling device for a vehicle configured as described above, when driving at a constant speed on a long road with a gentle slope, the downshift line from 4th gear to 3rd gear is normally shifted. Since the vehicle will be traveling near the shift up line from 3rd gear to 4th gear with a predetermined speed change width,
→3 shift down and 3 →4 shift up are repeated at predetermined time intervals, resulting in a control state similar to hunting, causing a problem in which the vehicle behavior becomes jerky and drivability deteriorates.

Additionally, in this embodiment, the control unit 8 is configured to downshift or change the upshift line of the automatic transmission under predetermined conditions, thereby solving the above problem. It has become.

Next, the shift manob line changing operation of the automatic transmission by the control unit 8 will be explained in detail with reference to the flowcharts of FIGS. 9 and 10.

First, FIG. 9 shows the main switch 16 of the constant speed traveling device.
This shows the automatic transmission's not-manob line change control operation performed by turning both the set switch 17 and the set switch 17 ON11.

First, in step S1, control is performed for a normal running state that is not constant speed running. Next, step S! First, it is determined whether the main switch 16 of the constant speed traveling device is turned on. As a result, if it is determined to be 'I'ES, the process further proceeds to step S, where it is determined whether or not the set switch 17 is turned on.

As a result, both the main switch 16 and the set switch 17 are turned on, and the vehicle is in a constant speed traveling control state at a predetermined speed, and the traveling route is a long and gradual one as shown in g in FIG. When pitching, the following step S,
Then, as shown in FIG. 11, the 4→3/shift line B of the automatic transmission shift map is changed (deepened) to a predetermined level in the non-/shift direction so that it is less likely to occur.

On the other hand, in this case, the control operation described above is further combined with a control for changing the shift up line in a direction other than the amplifier knob.

Then, the process finally proceeds to step Ss to execute constant speed driving control.

Therefore, according to this control, even when driving at a constant speed on a long and gentle road, it becomes difficult to repeatedly shift down to 3rd gear and shift up to 4th gear, and the 4th gear state becomes less likely to occur. The vehicle can now continue to run stably, resulting in good drivability and improved fuel efficiency.

Next, FIG. 10 shows a part of the flowchart shown in FIG.
This is a not-manob line change control operation during constant speed driving control conditioned on operation.

First, as in the case of FIG. 9, in step S, control is performed for a normal running car that is not running at a constant speed. Next, in step S, it is determined whether the main switch 16 of the constant speed traveling device is turned on or not. As a result, if it is determined to be YES, proceed to step S3, and proceed to step S3.
Before determining whether or not 7 is ON, first check the 4→3 shift down line B of the automatic transmission/futomanop.
As shown in the figure, the predetermined level is changed (deepened) toward the non-kowdown side so that 7-koutdown is less likely to occur.

Next, proceed to step S4 and set switch 1.
Determine ON/'OFF of 7.

As a result, when the main switch 16 for Y E S judgment and the set switch 17 are both turned ON, when driving at a predetermined vehicle speed with a long distance and gradual uphill driving, the steering and brake Ss are finally turned on. Then, the constant speed running control is executed based on the changed 77 town line.

Therefore, according to this control, even when driving at a constant speed on a long, gentle uphill road, as in the case of FIG. This allows stable driving to continue in 4th gear and improves fuel efficiency.

In this case, if the slope of the pitch is large while driving,
Either a 3→2 shift town line is used as shown in FIG. 11, or in that case, a method is adopted in which the 3→2 shift down line is further changed to a non-shift town direction.

[Brief explanation of the drawing]

FIG. 1 is an overall schematic diagram of an engine equipped with a constant speed traveling device according to an embodiment of the present invention, and FIG. 3 is an enlarged vertical cross-sectional view of the throttle valve actuator shown in FIG. 1, FIG. 4, FIG. 5,
6 and 7 are diagrams showing each determination example of the steady state determination method in the steady state determination means, and FIG. 8 is a diagram showing the uphill running of the vehicle equipped with the constant speed traveling device according to the embodiment of the present invention. The characteristic diagrams shown in FIGS. 9 and 10 showing general vehicle speed characteristics and throttle opening characteristics in various states are based on the above-mentioned Conotrol unit shown in FIG. 2. Each flowchart of FIG. 11 showing the operation of changing the footmanop reference line is a shift diagram changed by the operations of FIG. 9 and FIG. 1O. l・１・・・Entsuno 2・・・Intake passage 3・・・φ Throttle valve 4・・・Throttle valve actuator 5・・・
・・Automatic transmission 6a, 6b, 6c・・Shift solenoid 7-・・・・
・B, Kuanopu grip/item 8・・Fist ・Control unit 9・・Vehicle speed sensor 10・・Accelerator pedal】l・・Accelerator sensor 12・・Brake switch 13・・・・・Throttle valve opening sensor 14...
Kiabo//Yon sensor I5...Moto Suino Sen 16...Main switch 17...Seno Figure 6 'Figure 19

Claims (3)

[Claims] 1. a throttle opening control means for controlling a throttle opening of a throttle valve so that the actual vehicle speed converges to the target vehicle speed based on a deviation between the actual vehicle speed and the target vehicle speed; A constant speed traveling device for a vehicle, comprising a shift down means for downshifting the automatic transmission when the speed decreases by more than a value, the shift down line of the automatic transmission shift map is set in a non-downshift direction during the constant speed traveling control. A constant speed traveling device for a vehicle, characterized in that a shift down line changing means is provided. 2. a throttle opening control means for controlling a throttle opening of a throttle valve so that the actual vehicle speed converges to the target vehicle speed based on a deviation between the actual vehicle speed and the target vehicle speed; In a constant speed traveling device for a vehicle, comprising a shift down means for downshifting the automatic transmission when the speed decreases by more than a value, and a shift up means for shifting up the automatic transmission, the automatic transmission software during the constant speed traveling control. A constant speed traveling device for a vehicle, characterized in that a shift up line changing means for changing a shift up line of a map to a non-shift up direction is provided. 3. a throttle opening control means for controlling a throttle opening of a throttle valve so that the actual vehicle speed converges to the target vehicle speed based on a deviation between the actual vehicle speed and the target vehicle speed; In a constant speed traveling device for a vehicle, comprising a shift down means for downshifting the automatic transmission when the speed decreases by more than a value, and a shift up means for shifting up the automatic transmission, the automatic transmission shift map is set during the constant speed traveling control. A constant speed traveling device for a vehicle, characterized in that it is provided with a shift down line changing means for changing the downshift line in the non-shifting direction, and a shift up line changing means for changing the shift up line in the non-shifting up direction. .