JPH054251B2 - - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION (Field of Industrial Application) The present invention relates to a travel control device that maintains a vehicle speed at approximately a desired set value while driving the vehicle.

(Prior Art) In recent years, constant speed traveling devices that automatically maintain the vehicle speed of an automobile at a desired speed set by a driver have been put into practical use. This constant speed traveling device sets the vehicle speed as a target value for constant speed traveling by a set operation by the driver when the vehicle speed reaches a desired vehicle speed, and after that, this set vehicle speed and the actual vehicle speed are In comparison, when a difference occurs between the two, the throttle valve of the engine is controlled according to the difference, thereby making the actual vehicle speed match the set vehicle speed.

In order to drive at a constant speed using such a device, it is necessary to always maintain the throttle valve opening at a predetermined opening so as to maintain the engine rotation corresponding to the set vehicle speed. When the vehicle speed is within a certain range, the clutch is disengaged to cut off the transmission of drive power between the engine and the wheels, causing the vehicle to coast, and during this period the engine speed is reduced to idling. By doing so, constant speed driving control with good fuel efficiency can be performed. For this reason, for example,
Publication No. 22113 discloses a vehicle running control that determines a predetermined speed range based on the set vehicle speed when a constant speed running condition occurs, and repeats slow acceleration and coasting between the upper and lower limit values in this range. A method and apparatus are proposed. For convenience of explanation, the conventional constant-speed driving in which the engine throttle opening (or fuel injection amount) is controlled to maintain the vehicle speed within a certain range will be referred to as autocruise, and the above proposal will be referred to as autocruise. Constant-speed driving in which the vehicle speed is maintained within a predetermined range by repeating slow acceleration and coasting is called economy cruise.

In this driving control, when the vehicle speed reaches the upper limit, the clutch is disengaged and the engine throttle valve is fully closed to allow coasting. When the vehicle speed reaches the lower limit, the engine rotation is increased to the rotation corresponding to the vehicle speed, and then , the clutch is engaged and the engine speed is gradually increased to perform gentle acceleration until the vehicle speed reaches the upper limit. There is a problem in that the degree of gentle acceleration varies depending on the driving condition of the vehicle, such as whether the vehicle is traveling on a curved road, and the driving feeling during gentle acceleration may be impaired.

For example, if the engine temperature is low and the response of the engine rotation to the opening and closing of the throttle is not good, a problem may occur in which the engine cannot accelerate even if the throttle is opened to perform slow acceleration, or the temperature of the transmission or differential may be low. The viscosity of the oil is high and the resistance in this area is large, causing problems such as not being able to achieve sufficient acceleration during slow acceleration. A similar problem occurs when the vehicle is traveling uphill, and conversely, when the vehicle is traveling downhill, the problem arises that the vehicle is accelerated and the acceleration becomes too large.

In addition, although the problems in the case of economy cruise have been described above, even in the case of auto cruise, control is performed to maintain the vehicle speed within a predetermined range (the width of this predetermined range is different). Since a predetermined acceleration is performed so that the speed does not become lower than within this predetermined range, a problem similar to the above occurs at this time.

(Object of the Invention) In view of these problems, the present invention has been developed to reduce the vehicle speed within a predetermined range while driving at a constant speed, regardless of engine operating conditions (engine temperature, etc.) and driving conditions (whether driving on a slope or not). It is an object of the present invention to provide a travel control device that can obtain a constant acceleration (acceleration rate) when accelerating to maintain the vehicle speed within a certain range, and can prevent a decrease in driving feeling due to differences in acceleration. It is something to do.

(Structure of the Invention) The driving control device of the present invention is a device that maintains the vehicle speed within a predetermined range near the established vehicle speed by controlling the output of the engine to perform constant speed driving, and the driving control device maintains the vehicle speed within a predetermined range near the established vehicle speed to perform constant speed driving. When detecting whether or not a driving condition exists and causing constant speed driving when a constant speed driving condition exists,
The upper and lower limit vehicle speed setting means sets the upper and lower limits of the constant speed traveling vehicle speed range based on the set vehicle speed, and when the actual vehicle speed exceeds the upper limit, the deceleration means decelerates the vehicle speed and the actual vehicle speed reaches the lower limit. When the vehicle speed is lower than that, the speed increasing means is used to increase the vehicle speed. The present invention is characterized in that the speed increasing operation of the speed increasing means is corrected depending on the running condition of the vehicle.

(Embodiments) Preferred embodiments of the present invention will be described below with reference to the drawings.

FIG. 1 is a schematic diagram showing the overall configuration of a travel control device according to the present invention.

This device is controlled by controlling the clutch 10 on and off and controlling the opening of the throttle valve 26 by the throttle actuator 25 based on signals from the computer unit 30. The computer unit 30 is controlled by turning the cruise control switch 30a on and off, and the computer unit 30 receives a signal from the brake switch 2 which detects the operation of the brake pedal 1 in conjunction with the brake pedal 1, and an accelerator signal. A signal from an accelerator pedal position sensor 4 that detects the amount of depression of the accelerator pedal 3 in conjunction with the pedal 3; a signal from an engine stop detection sensor 21 that detects whether or not the engine 20 has stopped in the distributor; a signal from a water temperature sensor 22 that detects the cooling water temperature;
The vehicle speed is detected based on a signal from the throttle position sensor 23 that detects the opening of the throttle valve 26, a signal from the intake air temperature sensor 24 that detects the intake air temperature, and the rotation of the power transmission system on the output side of the clutch 10. Signals from the vehicle speed sensor 16 are input, and the throttle actuator 25 and the electromagnetic control valve 1 are activated based on these input signals.
Outputs an activation signal to 3. The electromagnetic control valve 13 controls the hydraulic pressure supply to the clutch actuating cylinder 11 to control the engagement and disengagement of the clutch 10, and the hydraulic pressure sent from the electric pump 15 via the accumulator 14 is applied to the clutch actuating cylinder by the electromagnetic control valve 13. 11, the rod 11a is moved to either the left or right in the figure, and the clutch 1 is engaged via the lever 12.
It is designed to cause intermittent 0's.

FIG. 2 is a graph showing changes over time in vehicle speed, engine rotation, etc. when driving is controlled by the driving control device. This graph shows changes when the cruise control switch 30a is turned on at time A, and shows the change in vehicle speed V at this time.
, the upper limit of the vehicle speed range (V
+Δv) and a lower limit value (V-ΔV) are determined, and from this state, the engine throttle opening degree is gradually opened and gradual acceleration is performed until the vehicle speed reaches the upper limit value (v+ΔV). When the vehicle speed reaches the upper limit (B
At this point in time), the clutch 10 is turned OFF, and at the same time, the throttle opening is fully closed, the engine rotation is reduced to idling rotation, and the vehicle is coasted in this state. During coasting, the vehicle speed gradually decreases due to running resistance, etc., and when this vehicle speed reaches the lower limit value (V - ΔV) (time C), the clutch 10 is turned ON again.
The throttle opening is also increased until the engine speed matches this lower limit vehicle speed. Thereafter, the throttle opening degree is gradually increased again, and gradual acceleration is performed until the vehicle speed reaches the upper limit value. In addition, in the present invention, the acceleration during the above-mentioned slow acceleration is corrected according to engine operating conditions such as engine temperature and vehicle running conditions.

FIG. 3 is a block diagram showing the configuration of the computer unit 30. The computer unit 30 includes a travel switching control block 31, an economy cruise control block 32, and an auto cruise control block 3.
3. Normal running control block 34, throttle opening control block 35 and clutch control block 3
Consists of 6.

The travel switching control block 31 has an input line 31.
a to 31f and output lines 31g to 31k are connected. The input line 31a receives the brake signal BRSW from the brake switch 2, the input line 31b receives the clutch signal CLSW from the clutch switch that detects clutch operation, and the input line 31c receives the cruise signal ACSW from the cruise switch. From line 31d is the cruise method signal ECMOD from the cruise method switch.
However, the setting signal VSSW from the vehicle speed set switch is input from the input line 31e, and the vehicle speed signal VS from the vehicle speed sensor 16 is input from the input line 31f. The cruise switch is a switch that switches between normal driving and constant speed driving, and the cruise method switch switches between conventional constant speed driving (auto cruise) and slow acceleration and coasting according to the present invention when constant speed driving is selected. The vehicle speed set switch is a switch for setting the vehicle speed for constant speed travel (economy cruise), which repeats the above, and constitutes the cruise control switch 30a in FIG. 1.

The output line 31g outputs a clutch operation permission signal CLUTCH to the clutch control block 36, and the output line 31h outputs a throttle opening control permission signal to the throttle opening control block 35.
Output THSW. Clutch operation permission signal
CLUTCH is an ON/OFF signal, and the clutch control signal CLB on the output line 32d from the economy cruise control block 32 is input to the clutch control block 36 only when the ON signal is output. There are three types of throttle opening control permission signal THSW: 1, 2, and 3. When the signal is 1, the signal is sent from the economy cruise control block 32 via the line 32c.
THB1 and signal THB from the autocruise control block via line 32c when signal 2.
2, and when the signal is 3, the signal THB3 from the normal control block 34 is input to the throttle opening control block 35 via the line 34b.

From the output line 31i, a set vehicle speed signal VSS for auto cruise is output to the auto cruise control block 33, and output lines 31j and 31
From k, an upper limit signal VSH and a lower limit signal VSL of vehicle speed for economy cruise are output to the economy cruise control block 32. A mode signal MOD is output from the output line 31l to the economy cruise control block 32, auto cruise control block 33 and normal cruise control block 34. There are three types of mode signals MOD, 1, 2, and 3, and these signals cause any one of the three control blocks 32, 33, and 34 to be controlled.
Select and activate only one.

In addition to the signals from the lines 31i and 31l, the economy cruise control block 32 receives an engine speed signal NE from the input line 32a.
and the vehicle speed signal VS from the line 32b are input, and based on these, a throttle control signal is sent from the line 32c to the throttle opening control block 35.
THB1 outputs a clutch control signal CLB to clutch control block 36 from line 32d.

In addition to the mode signal MOD, a vehicle speed signal VS is input to the auto cruise control block 33 via a line 33a, an accelerator opening signal ACP is input via a line 33b, and a throttle opening control block 35 is input from a line 33c for throttle control. signal
THB2 is output. Normal running control block 3
4 to line 34a in addition to the mode signal MOD.
The accelerator opening signal ACP is input through the line 34b to the throttle opening control block 35.
A throttle control signal THB3 is output.

On the other hand, the throttle opening control block 35 outputs an operating signal to the throttle actuator 25 via a line 35a to operate the throttle valve 26, and the clutch control block 36 outputs an electromagnetic control signal via a line 36a. An actuation signal is output to the valve 13 to actuate the clutch via the clutch actuation cylinder 11 and lever 12.

Computer unit 3 configured as above
The control operation of 0 will be explained using the flowchart shown below.

FIG. 4 is a flowchart showing the control in the travel switching control block 31, which starts from step S1, starts a 20 mS timer in step S2, repeats this flow every 20 m, and then brakes in step S3. signal
Determine whether BRSW is ON. When this is ON, that is, when the brake is being depressed, the process advances to steps S18 and S19, sets the vehicle speed signal VSS, upper and lower limit signals VSH and VSL to zero, and sets the mode signal MOD and throttle opening control permission signal.
Set THSW to 3, clutch operation permission signal
Turn CLUTCH OFF and perform normal driving control. When the brake is not working, step
Proceeding to S4, it is determined whether the clutch signal CLSW is ON or not. If it is ON, the process proceeds to steps S18 and S19 to shift to normal running control. Next, the process proceeds to step S7, where it is determined whether the cruise signal ACSW is ON or not.
When it is OFF, the process proceeds to steps S18 and S19 to shift to normal driving control, and when it is ON, the process proceeds to step S8 to determine whether the vehicle speed is 40 km/h or less. Vehicle speed is 40 for both auto cruise and economy cruise.
Since this is done only when the vehicle speed is above 40km/h, the step is not performed when the vehicle speed is below 40km/h.
Proceed to S18 and S19. When the vehicle speed is 40 km/h or more, the process proceeds to step S9 to determine whether the setting signal VSSW is ON or not; when it is OFF, the process proceeds to step S11 to determine whether the set vehicle speed signal VSS is greater than zero.
This is because the setting signal VSSW is only a trigger signal.
If the vehicle speed setting for constant speed driving is set when the setting signal VSSW is sent, from then on, the setting signal VSSW
This is because it is designed to remain as it is even if the set signal VSSW is turned OFF, and constant speed driving continues as long as the predetermined value is stored in the set vehicle speed signal VSS even if the set signal VSSW is OFF. . Therefore, when the set vehicle speed signal is zero, the step
The program advances to step S18 to shift to normal running control, and when VSS>0, the program advances to step S14.

On the other hand, when the setting signal VSSW is ON, the process advances to step S10, and the actual vehicle speed is set as the setting vehicle speed signal VSS.
Store either VS or 100Km/H, whichever is smaller (this is to prevent constant speed driving over 100Km/H for safety reasons), and use this set vehicle speed signal VSS as the upper limit signal. 5Km/
The value obtained by adding H is memorized, and the value obtained by subtracting 5 km/H from the set vehicle speed signal VSS or 40 is used as the lower limit signal.
Memorize the larger of Km/H (this is
This is because running at a constant speed of 40 km/h or less is not desirable from a stability standpoint). Then set vehicle speed signal VSS
It is confirmed whether or not the speed is 40Km/H or more, and if it is less than 40Km/H, the process advances to step S18. On the other hand, when the speed is 40 km/h or more, it is determined whether the cruise method signal ECMOD is ON. This cruise method signal ECMOD
OFF means that auto cruise is selected. In this case, proceed to step S16, set the mode signal MOD to "2", activate the auto cruise control block 33, and set the throttle opening control permission signal THSW. Set it to "2" and turn off the clutch operation permission signal CLUTCH to perform auto cruise control. this signal
If ECMOD is ON, proceed to step S15,
The mode signal MOD is set to "1" to activate the economy cruise control block 32, and the throttle opening control permission signal THSW is set to "1".
Turn on the clutch operation permission signal CLUTCH.

When step S15, S16 or S19 is completed, the process advances to step SS17, waits for 20 mS to elapse, returns to the beginning of the flow, and repeats this flow every 20 mS thereafter.

FIG. 5 is a flowchart showing the control in the auto cruise control block 33, in which step S31
Starting from , a 100 mS timer is activated in step S32, and thereafter this flow is repeated every 100 mS. Next, in step S33, the mode signal is
It is determined whether MOD is "2" or not, and only when it is "2" does the process proceed to step S34. That is, this flow does not substantially operate when the mode signal MOD is other than "2". In step S34, the value obtained by subtracting the vehicle speed signal VS from the set vehicle speed signal VSS,
In other words, the value corresponding to the difference between the set vehicle speed and the actual vehicle speed is stored as a proportional value VSP, and the vehicle speed VSLAST in the previous flow (this flow is repeated every 100 mS, so the vehicle speed at the time 100 mS ago) is subtracted from the actual vehicle speed VS. The value obtained is stored as the differential value VSD, and the proportional value
Integral value of 1, 0 or -1 depending on the value of VSP
Store as VSI. Integral value VSI is proportional value VSP
When the proportional value VSP is 2 or more, it is "1", when the proportional value VSP is 2 or less and -2 or more, it is "0", and when it is -2 or less, it is "-1". This value sets the actual vehicle speed. When the vehicle is more than 2 km/h away from the vehicle speed, the vehicle speed is made to approach the set vehicle speed more rapidly.

Next, in step S35, the above proportional value is
After multiplying VSP, differential value VSD, and integral value VSI by predetermined coefficients Kp, Kd, and Ki, respectively, calculate (VSP ×
Kp - VSD x Kd - VSI x Ki) and find this as the throttle opening correction value THD. In step S36, the throttle control signal THB2 is corrected using this correction value THD, and the throttle control signal THB2 is used to bring the vehicle speed closer to the set vehicle speed.
get. Furthermore, this control signal THB2 changes the throttle opening from fully closed (opening 0°) to fully open (opening 80°).
Therefore, in step S37, if the signal THB2 is 80° or more, it is set to 80°.
When the temperature is below 0°, set this to 0°. moreover,
In step S38, the current vehicle speed is stored as VSLAST, and in step S39, the throttle valve opening FN calculated from the accelerator opening signal ACP is stored.
2 (ACP) is stored as the actual throttle opening signal THB2B. Next, in step S40, the throttle control signal THB2 is used as the throttle control signal THB2 in steps S34 to S37.
Signal THB2 calculated by and actual throttle opening signal
Choose the larger one with THB2B. This is so that when the driver depresses the accelerator pedal in an attempt to accelerate the vehicle while the vehicle is running at a constant speed, the throttle opening degree is further increased in response to the driver's depressing the accelerator pedal to accelerate the vehicle. After this, 100m
Wait for S to pass, return to the beginning of the flow, and then 100
This flow is repeated every mS.

Figure 6 shows the economy cruise control block 32.
This flowchart starts from step S51, initializes the mode memory MODM by zeroing it in step S52, starts the 20mS timer in step S53, and repeats this flow every 20mS thereafter. Do it like this. First, in step S54, it is determined whether "1" is input to the mode signal MOD, and if this is other than "1", step S67 is performed.
Proceed to S68 and turn on the clutch control signal CLB.
Set the throttle control signal THB1 to zero. In addition,
Since this flow is performed when the mode signal MOD is "1", it can be said that the determination in step S54 is for safety against noise and the like.

Next, in step S58, the mode memory is
Determine whether MODM is "1" or not, and if it is not "1", proceed to step S59, set "1" to the acceleration mode signal, and set the engine speed to the gear to obtain the vehicle speed lower limit based on the lower limit value signal VSL. This lower limit engine speed signal NEM is obtained from the function FN (VSL) calculated by a ratio, etc., this is stored, and the process proceeds to step S60. On the other hand, when the mode memory MODM is "1", the process directly advances to step S60, and the value of the mode signal MOD is stored in the mode memory MODM. This is because in the second and subsequent flows, it is not necessary to repeat this setting as long as the mode memory MODM is 1.

Next, proceed to step S61 to output the acceleration mode signal.
Determine whether ACC is "1" or not. This acceleration mode signal ACC is a signal that distinguishes between a slow acceleration state and a coasting state in economy cruise, and is set to "1".
When it is "0", it is in a slow acceleration state, and when it is "0", it is in a coasting state. The acceleration mode signal ACC is set to "1" in step S59, because when the economy mode is selected, slow acceleration is first performed up to the upper limit of the set vehicle speed.

When the acceleration mode signal ACC is "1", the process proceeds to step S62, where it is determined whether the vehicle speed signal VS is larger than the upper limit value signal VSH, and when this is smaller than VSH, that is, when the vehicle speed has not yet reached the upper limit value. is the vehicle speed during coasting determined in steps S74 to S76, which will be described later. A predetermined throttle control signal THB1 is determined from the value modified by a function FN3 (ΔVS) for modifying the degree of slow acceleration based on the rate of change ΔVS. As a result, when performing gentle acceleration while driving downhill, the speed increase operation is corrected, that is, the opening rate of the throttle opening is made slower than when driving on a flat road to prevent sudden acceleration. On the other hand, when performing slow acceleration while driving uphill, the throttle opening rate can be slightly increased to obtain the desired slow acceleration. I'm trying to get some acceleration. On the other hand, when the vehicle speed reaches the upper limit value and the vehicle speed signal VS becomes greater than or equal to the upper limit signal VSH,
Perform steps S63 to S65 to set the throttle control signal THB1 to "0" and set the clutch control signal CLB to "0".
is turned OFF, the acceleration mode signal ACC is set to "0", and the vehicle shifts to coasting mode.

Meanwhile, in step S61, the acceleration mode signal is
If it is determined that ACC is "0", that is, the vehicle is in a coasting state, the process proceeds to step S70, where it is determined whether or not the vehicle speed signal VS is smaller than the lower limit value signal VSL. When VS is smaller than or equal to VSL, it is necessary to shift from coasting to slow acceleration, so perform steps S71 to S73 and modify the function FN2 (ΔVS) for determining the throttle opening by modifying the function FN3.
(ΔVS) to correct the clutch control signal CLB.
Turn ON, connect the clutch, and signal the acceleration mode.
Set ACC to 1. When VS is greater than VSL,
Coasting is continued as it is, but at this time steps S74 to S76 are performed, and the vehicle speed VS (n-1) in the previous flow and the vehicle speed in the current flow are
The difference from VS(n), that is, the rate of change in vehicle speed ΔVS is calculated, the average value of this ΔVS is calculated, and this is stored as ΔVS. This ΔVS will be used for the above-mentioned correction function FN3 (ΔVS).

After the above flow, 20m is reached in step S69.
Wait for S to pass, return to step S53, and continue for the next 20m.
This flow is repeated for each S.

In addition, in this example, the rate of change in vehicle speed ΔVS
An example has been shown in which the opening rate of the throttle opening for performing slow acceleration is modified in accordance with the engine speed, so that almost constant slow acceleration can be performed at all times. However, the present invention is not limited to this. The throttle opening rate may be modified according to temperature, transmission oil temperature, differential oil temperature, etc., or it may be modified according to the slope of the slope.

FIG. 7 is a flowchart showing the control in the normal running control block 34, starting from step S90, and at step S91, the mode signal is
Determine whether MOD is “3” or not. mode signal
When MOD is not "3", control according to this flow is unnecessary, so the throttle control signal THB3 is set to zero and this flow is ended. On the other hand, the mode signal
When MOD is "3", the throttle control signal THB3 is obtained from the function FN2 (ACP) for obtaining a necessary throttle control signal according to the accelerator opening signal ACP in step S93, and this flow is ended.

FIG. 8 is a flowchart showing the control in the throttle opening degree control block 35.
Starting from S101, 20mS at step S102
Start the timer, then steps S103 to S107
, it is determined whether the throttle opening control permission signal THSW is "1", "2", or "3", and when THSW=1, the throttle control signal THB1 is stored as the actuator signal THOBj, and THSW=2. In this case, THB2 is stored as the actuator signal THOBj, and THSW=3.
In this case, THB3 is stored as the actuator signal THOBj. Next, in step S108, actuator signal THOBj is applied to actuator 2.
5, and controls the opening and closing of the throttle valve 26 so that the opening degree is determined by this signal THOBj.
After this, in step S109, wait for 20 mS to elapse, and repeat this flow every 20 mS thereafter.

FIG. 9 is a flowchart showing the control in the clutch control block 36. This flow starts at step S121, and in step S122 it is determined whether the clutch operation permission signal CLUTCH is ON or not, that is, whether or not it is economy cruise. If it is not an economy cruise, the process proceeds to step S123, where the clutch actuator 13 is turned off to connect the clutch, and this flow ends. On the other hand, when the permission signal CLUTCH is ON, the process proceeds to step S124, where it is determined whether the clutch control signal CLB is ON or not. When this signal CLB is OFF, it is in a coasting state, and the actuator 13 is turned ON to disengage the clutch. , when the signal CLB is ON, it is in a slow acceleration state and the clutch actuator 13 is activated.
Turn it off and connect the clutch.

In the above embodiment, the case of economy cruise has been described, but in the case of auto cruise, there is no control to cause coasting, and other similar controls may be performed.

(Effects of the Invention) As explained above, according to the present invention, the upper and lower limits of vehicle speed are set based on the set vehicle speed, and when the vehicle speed exceeds the upper limit, the deceleration means is activated to decelerate the vehicle, and the vehicle speed is reduced to this level. When the lower limit value is lower than the lower limit, the speed increasing means is operated to increase the speed to maintain the vehicle speed within the above-mentioned certain range and drive the vehicle at a constant speed. A speed increasing operation of the speed increasing means according to the engine operating state and the vehicle running state so that the vehicle speed increasing rate when the speed is increased by the means is constant regardless of the engine operating state or the vehicle running state. Since the system is designed to compensate for the
The speed increase described above can always be maintained at a constant speed increase, thereby preventing a decrease in driving feeling due to differences in acceleration that occur depending on the operating state of the engine or the running state of the vehicle.

[Brief explanation of drawings]

FIG. 1 is a schematic diagram showing the overall configuration of a cruise control device according to the present invention, FIG. 2 is a graph showing changes over time in vehicle speed, engine rotation, etc. when the cruise control device performs cruise control, and FIG. The figure is a block diagram showing the configuration of the computer unit used in the above-mentioned travel control device, FIGS. 4 to 9 are flow charts showing the control contents of each control block of the computer unit, and FIG. 4 is a flow chart showing the control contents of each control block of the computer unit. Figure 5 shows the auto cruise control block, Figure 6 shows the economy cruise control block, Figure 7 shows the normal cruise control block, Figure 8 shows the throttle opening control block, and Figure 9 shows the clutch control block. . 1...brake pedal, 3...accelerator pedal, 10...clutch, 11...clutch operation cylinder, 13...electromagnetic control valve, 16...vehicle speed sensor, 22...water temperature sensor, 25...throttle actuator Eta, 26... Throttle valve, 30
...computer unit.

Claims (1)

[Claims] 1. A driving control device that controls the output of the engine based on a set vehicle speed signal inputted from the outside, maintains the vehicle speed within a certain range around the set vehicle speed, and performs constant speed driving. In the vehicle, constant speed driving condition detection means detects whether or not a constant speed driving condition is occurring; upper and lower vehicle speed limit setting means for setting upper and lower and lower limit values of vehicle speed; vehicle speed detection means for detecting the actual speed of the vehicle; a deceleration means for decelerating the vehicle; a speed increasing means for receiving the output of the vehicle speed detection means and increasing the vehicle speed when the vehicle speed is below the lower limit value; a state detection means for detecting the operating state of the engine or the running state of the vehicle; In response to the output of the state detecting means, the operating state of the engine or the vehicle is determined so that the vehicle speed increase rate when increasing speed by the speed increasing means is constant regardless of the operating state of the engine or the running state of the vehicle. A driving control device for a vehicle, characterized in that it is provided with a correction means for correcting the speed increasing operation of the speed increasing means according to the driving state.