JPH08169250A - Travel control device for vehicle - Google Patents

Abstract

PURPOSE: To provide a vehicular travel control device capable of pertinently controlling the under-shoot of a travel speed at the time of interrupting a deceleration operation without any setting change of a target speed. CONSTITUTION: When a set switch is turned on at a constant speed travel control process (Step 401: YES), a process enters the mode of coasting control and reaches Step 412 via Steps 402 and 412a. If an idling switch is off, constant duty output (e.g. 30%) to actuate a throttle valve operation motor in a closing direction is applied (Step 412). If the idling switch is on, the process is continued until an end. If the idling switch is detected as turned on, a process to STEP 412 is prohibited, thereby preventing the motor from being continuously driven in a closing direction. As a result, when the motor is driven in an opening direction after the coasting control, the throttle valve immediately beings to open. According to this construction, the under-shoot of a travel speed can be pertinently restrained.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a vehicle running control device for controlling a vehicle speed by driving a throttle mechanism, and more particularly to a vehicle running control device provided with deceleration instruction means for instructing deceleration of a vehicle.

[0002]

2. Description of the Related Art Conventionally, a vehicle is provided with deceleration instruction means for instructing deceleration of the vehicle, and while the deceleration instruction means is instructing deceleration, a throttle mechanism such as a throttle valve is driven to be closed to decelerate the vehicle. Travel control devices have been considered. Further, as this type of vehicle travel control device,
When the deceleration instruction means stops the deceleration instruction, so-called coast control is performed to open and close the throttle valve so that the vehicle speed at the time the instruction is stopped is maintained, and when the deceleration instruction means gives the deceleration instruction, the vehicle speed is controlled. Various devices such as a device for performing so-called tap-down control for reducing a certain amount have been considered.

[0003]

However, in a mechanical system for driving a throttle valve or the like, a transmission delay occurs due to fitting of parts (so-called play). Therefore, in this type of vehicle travel control device, even if the throttle valve is closed and driven to the fully closed position and stopped, the actuator that drives the throttle valve further operates in the closing direction according to the play amount. There is. Then, even if you try to open the throttle valve to stop deceleration,
There may be a significant delay between the actuation of the actuator in the opening direction and the opening of the throttle valve. In this case, it is conceivable that the vehicle speed undershoots the target speed and a good ride comfort cannot be obtained.

Therefore, as disclosed in Japanese Examined Patent Publication No. 3-21374, there is provided a vehicle running control device for suppressing an undershoot of a vehicle speed by setting a vehicle speed lower than a vehicle speed at the time of stopping the deceleration by a predetermined amount as a target speed. It is considered. However, in this device, the target speed is set lower than the desired value, which may give the driver a feeling of strangeness.

Therefore, the present invention has been made for the purpose of providing a vehicle travel control device capable of suppressing an undershoot of a vehicle speed satisfactorily without changing the setting of the target speed as disclosed in the above publication.

[0006]

In order to achieve the above object, the invention according to claim 1 is, as illustrated in FIG. 17, a throttle state detecting means for detecting an open / closed state of a throttle mechanism of an internal combustion engine for a vehicle. A throttle drive means for adjusting the speed of the vehicle by opening and closing the throttle mechanism; a deceleration instruction means for instructing the throttle drive means to decelerate the vehicle; and a deceleration instruction means for instructing deceleration. The vehicle travel control device is characterized in that the vehicle travel control device is provided with a drive stopping means for stopping the driving of the throttle driving means when the detection result of the throttle state detecting means is in the closed state during the operation.

The invention according to claim 2 provides the vehicle running control device according to claim 1 as shown in FIG.
When the throttle drive means is driven by a predetermined amount in the closing direction of the throttle mechanism, a predetermined amount drive means is provided, and when the detection result of the throttle state detection means changes from the open state to the closed state, then the drive stopping means is A vehicle travel control device is characterized in that the driving of the throttle driving means is stopped after the driving of the throttle mechanism by a predetermined amount by the predetermined amount driving means.

According to a third aspect of the invention, as illustrated in FIG. 19, an acceleration detecting means for detecting the acceleration of the vehicle and a throttle drive for adjusting the speed of the vehicle by opening / closing the throttle mechanism of the internal combustion engine for the vehicle. Means, a deceleration instruction means for instructing the vehicle to decelerate by driving the throttle drive means, and an acceleration detected by the acceleration detection means while the deceleration instruction means instructs deceleration, A travel control device for a vehicle is provided, which comprises: a drive control unit that controls the drive of the throttle drive unit so that the throttle drive unit has a predetermined negative value.

According to a fourth aspect of the present invention, the vehicle running control device according to the third aspect further includes throttle state detecting means for detecting an open / closed state of the throttle mechanism, and the deceleration instructing means for decelerating. A traveling control device for a vehicle is provided, which is provided with: drive stopping means for stopping driving of the throttle driving means when the detection result of the throttle state detecting means is closed while the throttle state detecting means is closed.

According to a fifth aspect of the present invention, as illustrated in FIG. 20, a throttle drive means for adjusting the speed of the vehicle by opening and closing a throttle mechanism of an internal combustion engine for a vehicle, and the throttle drive means are driven to operate the throttle drive means. Deceleration instructing means for instructing the vehicle to decelerate, and opening direction driving means for driving the throttle driving means by a predetermined amount in the opening direction of the throttle mechanism when the deceleration instructing means stops deceleration instruction.
The gist of the present invention is a vehicle travel control device characterized by being provided with.

A sixth aspect of the present invention is based on a vehicle travel control device according to the fifth aspect, wherein the predetermined amount is an amount corresponding to the fit of the throttle mechanism. According to a seventh aspect of the present invention, the vehicle traveling control device according to the fifth aspect further includes: a throttle state detecting means for detecting an open / closed state of the throttle mechanism; and a deceleration instruction means for instructing deceleration. A vehicle traveling control device is characterized in that drive control means for stopping the drive of the throttle drive means when the detection result of the throttle state detection means is closed is provided.

[0012]

In the invention according to claim 1 having the above-described structure, when the deceleration instructing means instructs deceleration,
The throttle drive means drives the throttle mechanism in the closing direction, that is, in the deceleration direction of the vehicle. Therefore, the amount of air taken in through the throttle mechanism gradually decreases, and the vehicle speed accordingly decreases. Next, when the detection result of the throttle state detection means is closed while the deceleration instruction means instructs deceleration, the drive stopping means stops the driving of the throttle driving means. Then, the throttle mechanism is kept closed.

As described above, according to the present invention, since the driving of the throttle drive means is stopped when the detection result of the throttle state detection means is the closed state, the throttle drive means is further closed from the closed state of the throttle mechanism. It can be prevented from being driven in the direction. Therefore, when the throttle drive means is driven in the opening direction of the throttle mechanism after the throttle mechanism is held in the closed state, the delay time from the drive of the throttle drive means to the opening of the throttle mechanism can be shortened favorably. it can. Therefore, the undershoot of the vehicle speed can be satisfactorily suppressed without changing the setting of the target speed, and further, the riding comfort of the vehicle can be satisfactorily improved without making the driver feel uncomfortable.

According to a second aspect of the invention, in addition to the first aspect of the invention, a predetermined amount drive means for driving the throttle drive means in the closing direction of the throttle mechanism by a predetermined amount is provided.
When the detection result of the throttle state detecting means changes from the open state to the closed state, the drive stopping means then stops the driving of the throttle driving means after the predetermined amount of the driving of the throttle mechanism by the predetermined amount of driving means. When a mechanical contact such as a well-known idle switch is used as the throttle state detecting means, some variation occurs in the detection accuracy of the open / closed state. Therefore, even if the throttle state detecting means detects the closed state of the throttle mechanism, the throttle mechanism may not be completely closed at that moment.

In the present invention, since the throttle driving means is further driven in the closing direction by the predetermined amount after the detection result of the throttle state detecting means changes to the closed state, the throttle mechanism can be surely brought into the closed state. Therefore, control accuracy during deceleration can be improved. Further, since the throttle driving means is not driven in the closing direction beyond the predetermined amount after the detection result of the throttle state detecting means is changed to the closed state, the throttle driving means does not drive the throttle mechanism as described above. It is possible to favorably shorten the delay time from the time when the vehicle is driven in the opening direction to the time when the throttle mechanism starts to open. Therefore, the same operation as the invention according to claim 1
The effect is also obtained.

According to the third aspect of the present invention, while the deceleration instructing means is instructing deceleration, the drive control means causes the throttle driving means so that the acceleration detected by the acceleration detecting means becomes a predetermined negative value. Control the drive of. Therefore, it is possible to prevent the acceleration during deceleration of the vehicle from becoming excessively large in the negative direction, and thus it is possible to prevent the throttle mechanism from being continuously excessively driven in the closing direction. As a result, it is possible to shorten the delay time until the throttle mechanism is fully opened when the deceleration instruction means stops the deceleration instruction, and it is possible to favorably prevent the vehicle speed from undershooting.

Therefore, according to the present invention, the undershoot of the vehicle speed can be satisfactorily suppressed without changing the setting of the target speed, and the ride comfort of the vehicle can be improved without giving the driver a feeling of discomfort. Can be improved. Further, the present invention does not require throttle state detecting means for detecting the open / closed state of the throttle mechanism, and therefore can be easily applied to a vehicle having no throttle state detecting means such as an idle switch.

The invention according to claim 4 has the structure of the invention according to claim 1 and the structure of the invention according to claim 3 at the same time. Therefore, the throttle mechanism is prevented from being further driven in the closing direction from the closed state, and the throttle mechanism is further driven in the closing direction when the acceleration during deceleration reaches a predetermined negative value. Can be prevented.

Here, when the vehicle is traveling at high speed, the running resistance is large, so that the acceleration may reach the above-mentioned predetermined value by only closing the throttle mechanism a little, that is, before the throttle mechanism is closed. In this case, the drive control means prevents the drive amount of the throttle mechanism in the closing direction from becoming excessively large, so that the undershoot of the vehicle speed can be favorably prevented. Further, when the vehicle is running at a low speed, the acceleration does not increase so much in the negative direction even if the throttle mechanism is fully closed. In this case, the drive stopping means stops the driving of the throttle driving means, so that undershoot of the vehicle speed can be effectively prevented.

That is, according to the present invention, in addition to the effect of the invention described in claim 1 and the effect of the invention described in claim 3, the undershoot of the vehicle speed can be satisfactorily suppressed in all speed regions. Such an effect occurs. Therefore, the riding comfort of the vehicle can be improved in all speed regions.

According to the fifth aspect of the invention, when the deceleration instructing means stops the deceleration instruction, the opening direction driving means drives the throttle driving means in the opening direction of the throttle mechanism by a predetermined amount. Therefore, after the deceleration instruction is stopped, the output of the internal combustion engine is favorably increased, and the vehicle speed undershoot can be favorably suppressed. Therefore, in the present invention, the undershoot of the vehicle speed can be satisfactorily suppressed without changing the setting of the target speed, and as a result, the riding comfort of the vehicle can be satisfactorily improved without giving the driver a feeling of strangeness. be able to. The predetermined amount may be, for example, an amount corresponding to the fit of the throttle mechanism.

Further, the present invention does not require throttle state detecting means for detecting the open / closed state of the throttle mechanism. Therefore, the present invention can be easily applied to a vehicle having no throttle state detecting means such as an idle switch. . Further, the predetermined amount may be set to an appropriate value according to the type of internal combustion engine. A diesel engine or a gasoline engine with a small output requires a relatively large throttle opening even during normal driving. When the present invention is applied to such an internal combustion engine, the predetermined amount may be set to be relatively large.
Then, after the deceleration instruction is stopped, the throttle opening greatly increases and the output of the internal combustion engine rises satisfactorily. Therefore, in the present invention, the undershoot of the vehicle speed can be suppressed well regardless of the characteristics of the internal combustion engine.

The invention according to claim 7 has the structure of the invention according to claim 1 and the structure of the invention according to claim 5 at the same time. Therefore, the throttle mechanism can be prevented from being further driven in the closing direction from the closed state, and the output can be favorably improved after the deceleration instruction is stopped.

Here, according to the configuration common to the invention described in claim 1, the throttle mechanism is not driven in the closing direction from the closed state when the deceleration instruction is stopped. Therefore, as soon as the opening direction driving means starts driving the throttle driving means, the throttle mechanism starts to open. Therefore, the output of the internal combustion engine can be further increased after the deceleration instruction is stopped.

That is, according to the present invention, in addition to the effect of the invention described in claim 1 and the effect of the invention described in claim 5, the undershoot of the vehicle speed can be further suppressed to improve the riding comfort. Such an effect occurs.

[0026]

DESCRIPTION OF THE PREFERRED EMBODIMENTS An embodiment of the present invention will be described below with reference to FIG. FIG. 1 shows an overall configuration diagram of a travel control device of an embodiment.
This travel control device is installed in an automobile equipped with a gasoline engine together with an electronically controlled fuel injection device EFI.

Cruise ECU 1 for executing constant speed traveling control
A battery 5 is connected to the vehicle via an ignition switch 3. By turning on the ignition switch 3, power is supplied to the cruise ECU 1 and the microcomputer 8 can be operated. See also Cruise E
The actuator drive stage 7 built in the CU 1 includes
Power is supplied via the main relay 9. A main switch 11 for constant speed traveling control is connected to the main relay 9. By turning on the main switch 11, the main relay 9 is turned on and power is supplied to the actuator drive stage 7 to control the constant speed traveling. Is possible.

The microcomputer 8 includes ROM, RA
It is configured as an ordinary microcomputer provided with M, I / O, bus lines and the like. Various sensors are provided to the microcomputer 8 via an input buffer 12.
Signals from switches are input. In this embodiment, a control switch 14 for constant speed traveling control, a stop lamp switch 16 that is turned on when a driver depresses a brake pedal, and a throttle valve 26 (throttle mechanism).
A signal is input from an idle switch 18 as a throttle state detecting means that is turned on when the throttle opening is fully closed, and a vehicle speed sensor 20 that generates a signal having a frequency proportional to the speed of the vehicle. The control switch 14
Is a set switch 14a and a resume switch 14
b, and a cancel switch 14c. The set switch 14a, the resume switch 14b, and the cancel switch 14c are types of switches that are turned on only when they are pressed and are turned off immediately when the pressing is released.

The microcomputer 8 sequentially executes the program instructions stored in the ROM based on the signals of these various sensors and switches, and outputs the drive instruction to the actuator drive stage 7 as necessary. ing. The actuator drive stage 7 is a drive circuit for driving the actuator 22, and drives the motor 22a and the clutch 22b provided inside the actuator 22 in response to the drive command from the microcomputer 8 in response to the drive command. Running output. For example, the motor 22a is controlled by the output of the actuator drive stage 7 in the forward / reverse rotation and its rotation speed. When the clutch 22b is energized by the output of the actuator drive stage 7, the rotation of the motor 22a is transmitted to the throttle valve 26 of the engine 24. This allows the microcomputer 8 to adjust the driving force of the engine 24, and as a result, to control the speed of the vehicle. That is, the actuator drive stage 7 and the actuator 22 correspond to throttle drive means.

As a well-known structure, the accelerator pedal 28 and the throttle valve 26 are connected so that the depression amount of the accelerator pedal 28 is linked to the throttle opening. The depression operation of the accelerator pedal 28 and the rotation operation of the motor 22a connected to the throttle valve 26 by the clutch 22b can be operated independently of each other. This is reflected in the rotation of the throttle valve 26. Therefore, even if the motor 22a is rotating so as to fully close the throttle valve 26, if the accelerator pedal 28 is depressed, the throttle opening corresponds to the depression amount of the accelerator pedal 28. On the contrary, even if the accelerator pedal 28 is not depressed, if the motor 22a rotates in the direction to open the throttle valve 26, the motor 2
The throttle opening corresponds to the rotation of 2a. Since such a configuration is well known, detailed description will be omitted.

In addition to the travel control device described above, an electronically controlled fuel injection device (EFI) 30 is provided in this embodiment. The electronically controlled fuel injection device 30 calculates a necessary amount of fuel according to the load on the engine 24, and supplies the fuel from the injector 32 into the intake air. Further, the electronically controlled fuel injection device 30 also performs fuel cut control under a predetermined fuel cut condition, in which the idle switch 18 is turned on during traveling and remains in that state for a predetermined time (for example, 500 msec).

Next, the constant speed traveling control process executed by the microcomputer 8 will be described with reference to the flowcharts of FIG. The constant-speed traveling control process shown in FIG. 2 is performed every control cycle T (for example, 48 msec) when power is supplied to the microcomputer 8 of the cruise ECU 1 by turning on the ignition switch 3. The output duty (%) is calculated from the vehicle speed and switch input, and T × duty /
During 100, the motor 22a of the actuator 22 is energized.

First, the cycle of the signal from the vehicle speed sensor 20 is read to calculate the current vehicle speed (vehicle speed: Vn) (step 101). Next, it is judged whether each switch input of the control switch 14, the stop lamp switch 16 and the idle switch 18 is on / off (step 10).
2). Next, it is determined whether the main relay 9 is on (step 103). This is because the power supply to the actuator drive stage 7 is not supplied when the main relay 9 is not turned on, so that the shift to the constant speed traveling control cannot be performed. When the main relay 9 is not turned on, the control cycle is ended without performing processing such as duty calculation and waits until the next control cycle starts.

If the main relay 9 is on, it is next determined whether or not constant speed traveling control is in progress (step 104). After this process, the control to be executed is determined based on the input contents of the control switch 14. If it is determined in step 104 that control is not in progress, then set / resume processing (step 200) is executed. This process is a process of determining the set of constant speed traveling control. The set means that the vehicle speed Vn at that time is taken in by pressing the set switch 14a while the constant speed traveling control is not performed, and the vehicle speed Vn is set to the target vehicle speed Vt and the stored vehicle speed Vm to perform the constant speed traveling control. Is to do it. The resume process executed in this step will be described in detail later.

Set / resume processing (step 20)
Details of 0) are shown in FIG. In this process, first, it is determined whether or not the off state of the idle switch 18 is detected even once after the ignition switch 3 is turned on (step 201a). Here, in the present embodiment, a well-known process of turning off the flag FOFF when the ignition switch 3 is turned on and turning on the flag FOFF when the idle state of the idle switch 18 is detected is performed by another routine (not shown). Therefore, step 201a
Then, referring to the flag FOFF, if it is on, an affirmative decision is made and the routine proceeds to step 201b, and if it is off, a negative decision is made and the routine ends without further processing, and the process waits until the next control cycle starts. This is because the idle switch 1 is operated between the time when the ignition switch 3 is turned on and the time when the constant speed traveling control is instructed (the main switch 11 is operated).
If the switch 8 is not in the OFF state even once, it is determined that the idle switch 18 is abnormal, and the process of prohibiting the shift to the constant speed running control described later is performed.

When the flag FOFF is on and the process proceeds to step 201b and thereafter, it is determined whether the set switch 14a is on (step 201b). If the set switch 14a is on, the immediately preceding step 10 is performed.
The vehicle speed Vn calculated in 1 is set to the target vehicle speed Vt and the stored vehicle speed Vm, the clutch 22b is turned on, and the motor 2
The rotation of 2a is linked to the throttle valve 26, and the set flag FSET is turned on (step 2).
02). Further, the initialization processing of the puffing control (acceleration correction) for preventing the vehicle speed from falling at the time of setting (step 20)
3) is done.

The vehicle speed drop at the time of setting means that the motor 22a of the actuator 22 is at the fully closed position immediately after the setting, and there is a delay in rotating from this position to the throttle opening degree at which constant speed running is possible, and the vehicle speed decreases. It means a temporary depression. In order to prevent this, the motor 22a of the actuator 22 is temporarily driven to the open side immediately after setting. It is the initialization at the time of setting (step 203) that this amount of driving is calculated.

FIG. 5 shows a detailed flow chart of the initializing processing for initializing the setting (step 203). First motor 2
The amount fUL that drives 2a to the open side (corresponding to the number of times repeated in the constant speed traveling control process) is obtained as a function of the memory vehicle speed Vm, as shown in the following Expression 1.
It is calculated as the sum of (Vm) and the predetermined value IDL (step 204).

[0039]

[Equation 1] PULL ← f (Vm) + IDL (Equation 1) The predetermined value IDL is an amount of play in the link system, throttle link system, etc. of the actuator 22 or an amount corresponding to the amount of play (hereinafter referred to as play amount). Corresponds to.

Next, the amount PULLINT, which will be described later, is cleared to zero (step 205), and the flag FPID, which will be described further below.
L is turned off (step 206), and the initializing processing for setting-up (step 203) is completed. Next, the flag FPULL, which means that the puffing control is being performed, is turned on (step 207). Therefore, it is determined during the next puffing control, that is, whether the flag FPULL is turned on (step 10
In 5), an affirmative determination is made and puffing control (step 30
0) is executed.

The details of the puffing control are shown in FIG. When the idle switch 18 is turned on when it is first set in the process of step 200, it means that the current opening of the motor 22a of the actuator 22 is still in the idle position and the throttle valve 26 is in the fully closed position. Means to be in.

Therefore, the idle switch 18 is first judged to be on (step 301), and if it is on, the flag FPIDL which indicates that the idle switch 18 is detected to be on during the puffing control is turned on (step 302).
Next, a fixed duty (high-speed driving, for example, duty 95
%) As the output duty (step 303).
At this time, the number of output fixed duty is further counted by the counter PULLINT (step 30).
4). Therefore, the duty output process (step 10
In 6), for example, the motor 22 is driven at high speed with a duty of 95%.
a rotates to the open side, and the rotation for play is quickly eliminated.

In the next control cycle, when the process is started again from step 101, after passing through steps 102 and 103, since the constant speed traveling control is being performed, an affirmative decision is made in step 104, and the cancel switch 14c is turned on. The determination (step 108) and the on-state determination of the stop lamp switch 16 (step 109) are made, but since both are switched off, a negative determination is made and the process proceeds to accelerator / coast processing (step 400).

Accelerator coast processing (step 40)
Details of 0) are shown in FIG. First, the ON determination of the set switch 14a (step 401) is performed, and even if it is ON at this time, the ON determination of the set flag FSET (step 402) is performed next. Since the flag FSET is turned on, an affirmative determination is made and the determinations in steps 400 to 105 are made. Still flag FPULL
Is ON, the process of step 300 is executed again. Further, in step 401, a negative determination is made that the set switch 14a is not pressed, and then in step 40
It is determined in 3 whether or not resume control, which will be described later, is being performed, it is determined in step 407 that the resume switch 14b is on, and the flags FACC and FCOA are determined in step 408, but both are negatively determined, and the flag FS is further determined.
ET is turned off (step 409) and step 400
From step 105, the determination is made. Still flag F
Since PULL is on, the process of step 300 is executed again.

In the puffing control (step 300), as long as the idle switch 18 is on as described above (step 301), in order to eliminate the play and realize the substantial opening at an early stage, the throttle is opened in the opening direction at high speed. A duty setting process (step 303) for rotating the valve 26 is performed, and the number of repetitions of this process is counted by the counter PULLIN.
Counted to T (step 304).

After that, when the idle switch 18 is turned off, the routine proceeds from step 301 to the FPIDL ON determination (step 305). Since the flag FPIDL is turned on in step 302 in the control cycle up to the previous time,
Next, a counter P indicating the number of fixed duty outputs so far
The value of ULLINT is input to a variable (idle play amount) IDL representing the play of the throttle valve 26 (step 306). Then, as shown in the following Expression 2, the storage vehicle speed V
The open side driving amount PULL for puffing is calculated again based on m and the idle play amount IDL (step 307).

[0047]

## EQU2 ## PULL ← f (Vm) + IDL (Equation 2) Next, the flag FPIDL is turned off (step 308),
The counter PULLINT is counted up (step 309), the open duty is set to 95% (step 310), and PULLINT ≧ PULL is determined (step 311). At first PULL is PULL
Since f (Vm) -1 is larger than INT, a negative determination is made in step 311, and in the processing of the next step 106, the throttle valve 26 is controlled to the open side at a high speed with a duty of 95%. Therefore, PULLINT <PU
As long as it is LL (accurately until PULLINT = PULL), the throttle valve 26 is rotated to the open side at high speed,
The throttle opening will open rapidly. That is,
The engine output is rapidly increased to realize the storage vehicle speed Vm set in step 202, and the storage vehicle speed Vm is increased.
The drop in vehicle speed during the period until the actuator 22 realizes the throttle opening that achieves the above is suppressed as much as possible.

If PULLINT ≧ PULL by counting up PULLINT (step 309), an affirmative decision is made in step 311 and the flag FPU is determined.
LL is turned off (step 312). As a result, a negative determination is made in step 105 in the next control cycle, and duty calculation processing (step 500) is performed.

The details of the duty calculation process (step 500) are shown in FIG. First, the skip vehicle speed (Vsk), which is the advance vehicle speed, is differentiated between the current vehicle speed Vn and the skip time Tsk by a vehicle speed differential value (actually Vn and vehicle speed Vn-4 four control cycles before).
The difference is calculated by dividing the difference of 4 by 4 control cycle times) as shown in the following Expression 3 (step 501).

[0050]

Vsk ← Vn + Tsk × (Vn−Vn−4) / 4T (Equation 3) That is, Vsk is a value that predicts the vehicle speed after Tsk.
Next, the process proceeds to step 504, and the motor 2 is calculated from the deviation (Vt-Vsk: km / h) obtained by subtracting the skip vehicle speed Vsk from the target vehicle speed Vt according to the map G shown in FIG.
The duty DUTY for driving 2a is calculated. The higher the duty DUTY, the higher the rotation speed of the motor 22a, and the throttle valve 26 is rotated at a higher speed. This can be expressed by a mathematical expression as shown in the following Expression 4 (step 504).

[0051]

EQUATION 4 DUTY ← G (Vt-Vsk) (Equation 4) The throttle open side is described above the vertical axis, and the throttle closed side is described below the vertical axis. The maximum value is set to 95% duty, for example. Further, the dead zone is provided between the area where the deviation is less than 1 and the area where it exceeds -1. In this dead zone, the output to the motor 22a is duty D
By setting the UTY to 0%, the throttle opening is not changed. This is to prevent the drive output of the actuator 22 to the motor 22a from becoming complicated.

Since the map G is set as described above, when Vt-Vsk ≧ 1, the output duty to the open side increases with the upper limit of 95% as the deviation increases. That is, the larger the deviation, the faster the throttle opening. When Vt−Vsk ≦ −1, the output duty to the closing side increases with the upper limit of 95% as the deviation becomes smaller. That is, the smaller the deviation, the faster the throttle opening is reduced.

Thereafter, unless the conditions are changed, steps 101, 102, 103, 104, 108, 109 and 4 are performed.
01, 403, 407, 408, 409, 105, 50
The processings 1, 504 and 106 are repeatedly executed in each control cycle, feedback control is performed so that the vehicle speed Vn becomes the target vehicle speed Vt, and constant speed traveling control is realized.

Next, cancellation will be described. Cancel means the control switch 14 during constant speed running control.
When the cancel switch 14c is pressed (step 108) or the stop lamp switch 16 is turned on by depressing the brake (step 10).
In step 9), the process of stopping the constant speed traveling control (step 60).
0).

Details of the cancellation are shown in FIG. First, the clutch 22b is turned off (step 601), and the target vehicle speed Vt
Is cleared to zero (step 602), the motor 22a is continuously energized to the closed side (step 603), and the actuator 2
2 Return the opening of itself to fully closed. At this time, the storage vehicle speed Vm is maintained as it is without being cleared to zero.

Next, resume will be described. Resume means that the vehicle speed is Vm
When the resume switch 14b is pressed while is stored, the vehicle speed is restored from the current vehicle speed to the stored vehicle speed Vm. First, if it is determined in step 104 that control is not being performed, then the process of step 200 is entered. After the ignition switch 3 is turned on, the idle state of the idle switch 18 is detected (FOFF: ON),
If the set switch 14a is off, step 201
A negative determination is made in b, and it is determined whether or not the resume switch 14b is turned on (step 208). If the resume switch 14b is on and the storage vehicle speed Vm is not zero, that is, if the storage vehicle speed Vm is set (step 209), the current vehicle speed Vn is set to the target vehicle speed Vt and the clutch 22b is turned on. , Resume control flag FRES is turned on (step 210). Then, the processes of steps 105, 500 and 106 are performed.

In the next control cycle, an affirmative decision is made in step 104, steps 108, 109 are followed by step 400, and a negative decision is made in step 401 to decide whether or not the resume control is being performed (step Four
03). That is, it is determined whether the flag FRES is on. A positive determination is made in step 403, and the target vehicle speed Vt is increased by the constant vehicle speed D (step 404). Then, it is determined whether or not the target vehicle speed Vt is higher than the stored vehicle speed Vm (step 405). If Vt ≦ Vm, then the processes of steps 105, 500 and 106 are performed. Therefore, as long as Vt ≦ Vm, the target vehicle speed Vt is increased little by little, and the processes of steps 105, 500, and 106 are executed to increase the vehicle speed Vn. Then, as a result of the increase of the target vehicle speed Vt in step 404, Vt> Vm
If so, the storage vehicle speed Vm is set to the target vehicle speed Vt and the flag FRES is turned off (step 406).

In the next control cycle, a negative determination is made in step 403, and the resume switch 14b has already been released, so the resume switch 14 in the next step 407.
A negative determination is made by the ON determination of b, and a negative determination is also made of either the flag FACC or the flag FCOA of step 408, and the flag FSET is turned off (step 40
9) Then, steps 105, 500, and 106 are executed, and constant speed traveling control is performed.

Next, the accelerator will be described. The accelerator is a means for increasing the speed when the resume switch 14b is pressed during the constant speed traveling control, and then shifting to the constant speed traveling control with the vehicle speed Vn when the resume switch 14b is released as the target vehicle speed Vt. Is. First, step 1
It is determined in step 04 that the constant-speed traveling control is being performed, and step 10
After 8,109, step 400 is entered, and step 40 is entered.
If the resume switch 14b is pressed and turned on when it is determined in step 403 that the resume control is not being performed, the affirmative determination is made as to whether the resume switch 14b is turned on in step 407. It As a result, the target vehicle speed Vt is increased by the constant vehicle speed D, and the flag FA indicating that the accelerator control is in progress
CC is turned on (step 410). In step 500 thereafter, the drive duty of the motor 22a is calculated using the target vehicle speed Vt increased by D, and the vehicle speed Vn is controlled to match the increased target vehicle speed Vt. As a result, speed-up control is achieved. Resume switch 14b
As long as is kept pressed, the target vehicle speed Vt is increased and the vehicle speed Vn is increased with a predetermined speed such as a legal speed as an upper limit.

When the accelerator control is terminated, if the resume switch 14b is released, a negative determination is made in step 407, and an affirmative determination is made in step 408 because the flag FACC is on, and the current vehicle speed Vn is set as the stored vehicle speed Vm and the target vehicle speed. Set to Vt, and further set flags FACC, FCOA
Is turned off (step 411). In this way, the control moves to the constant speed traveling control.

Next, the coast will be described. The coast means deceleration control when the set switch 14a is pressed during the constant speed traveling control, and then the set switch 14a is pressed.
The vehicle speed Vn when a is released is set as the target vehicle speed Vt, and the vehicle moves to the constant speed running control. First, step 104
If it is determined that the constant speed traveling control is being performed, the step 108,
After step 109, step 400 is entered, and it is determined in step 401 that the set switch 14a is on. Since the flag FSET has already been turned off in step 409, a negative determination is made in step 402, and the flag FCOA indicating that coast control is being performed is turned on (step 41
2a), ON determination of the idle switch 18 (step 4
12b). If the idle switch 18 is off, a fixed duty output (for example, 30%) for driving the motor 22a to the closing side is implemented (step 412c), and after the duty output in step 106, the control cycle shifts to the next control cycle. Further, when it is detected that the idle switch 18 is turned on in step 412b, the processing is ended as it is and waits until the next control cycle. In step 402, the flag FSET is set.
The ON switch is determined to be ON when the set switch 14a is ON during the set operation and the set switch 1 for coasting.
This is for distinguishing from ON of 4a.

When the coast control is finished, the set switch 14a is released, so that the steps 401 to 4 are executed.
Steps 408 through 03, 407 are reached, and the flag FCOA is on. Therefore, in step 411, the current vehicle speed Vn is set to the stored vehicle speed Vm and the target vehicle speed Vt, and the flags FACC and FCOA are turned off ( Step 411). In this way, the control moves to the constant speed traveling control. The constant speed traveling control is performed as described above. Particularly, in the present embodiment, when it is detected that the idle switch 18 is turned on in step 412b, the transition to step 412c is prohibited to prevent the motor 22a from being continuously driven in the closing direction. The effect is obtained. Since there is a predetermined amount of play between the throttle valve 26 and the motor 22a, even after the throttle valve 26 is fully closed, the motor 22a can continue to rotate in the closing direction according to the amount of play. However, when the control for opening the throttle valve 26 is performed after the motor 22a continues to rotate in the closing direction, a significant delay time occurs from the time when the motor 22a starts rotating in the opening direction until the opening of the throttle valve 26. . In such a case, the vehicle speed may undershoot the target vehicle speed Vt at the end of coast control.

In the present embodiment, as described above, when it is detected that the idle switch 18 is turned on, the shift to step 412c is prohibited and the motor 22a is prevented from being continuously driven in the closing direction. The time can be shortened well. Therefore, the undershoot of the vehicle speed can be favorably suppressed, and the ride comfort of the vehicle can be favorably improved without giving the driver a feeling of strangeness. Especially in coast control, the set switch 1
When 4a is released, it is necessary to immediately start opening the throttle valve 26 in order to maintain the current vehicle speed Vn. On the other hand, in this embodiment, the undershoot at the end of the coast can be suppressed extremely well due to the above-mentioned effects.

In the above embodiment, the set switch 14a corresponds to the deceleration instruction means, and step 412b of the processing of the microcomputer 8 corresponds to the drive stopping means. Further, the present invention is not limited to the above embodiments, and can be implemented in various modes without departing from the gist of the present invention. For example, in the above-described embodiment, the drive of the motor 22a is immediately stopped when it is detected that the idle switch 18 is turned on in step 412b. However, after detecting the turn-on of the idle switch 18, the motor 22a is driven for a while. May be canceled.

For example, FIG. 10 shows the accelerator of the second embodiment.
It is a flowchart showing a part of coast processing. In this embodiment, when the set switch 14a is pressed during the constant speed traveling control, steps 402 and 41 are performed, as in the above embodiment.
After 2a, the process proceeds to step 412b, but when it is detected that the idle switch 18 is turned on, it is determined whether or not the idle switch 18 was turned on in the previous cycle (step 412d). Immediately after the idle switch 18 is changed from OFF to ON, a negative determination is made, and the routine proceeds to step 412e, and a fixed duty output (for example, 10%) for driving the motor 22a to the closing side at a slow speed is performed (this is the throttle drive). (Corresponding to a predetermined amount driving means for driving the means in the closing direction of the throttle mechanism by a predetermined amount).

Then, after the duty output in step 106, the next control cycle starts. If the set switch 14a is still pressed in the next control cycle, then step 4
An affirmative decision is made in 12d, the processing is terminated as it is, and the process stands by until the next control cycle. The determination in step 412d is executed based on a known process such as setting a predetermined flag based on the determination result in step 412b.

As described above, in this embodiment, after the idle switch 18 is turned on, the motor 22a is further driven in the closing direction by a predetermined amount (control cycle = T, Duty = 10%,
Energized for 0.1T). Therefore, even if the detection accuracy of the idle switch 18 varies, the throttle valve 26 can be reliably closed. Therefore, the accuracy of coast control can be further improved. Further, since the motor 22a is not energized in the closing direction for more than 0.1T, it is possible to prevent the motor 22a from being continuously driven in the closing direction. Therefore, similarly to the first embodiment, the undershoot of the vehicle speed can be suppressed well, and the ride comfort of the vehicle can be improved satisfactorily without making the driver feel uncomfortable.

FIG. 11 is a flowchart showing a part of the accelerator / coast processing of the third embodiment. Also in this embodiment, when the set switch 14a is pressed during the constant speed traveling control, steps 402 and 412a are performed as in the above embodiments.
However, when it is detected that the idle switch 18 is off, step 412f is executed.
Move to. In this step 412f, step 10
The acceleration dVn / dt of the vehicle based on the amount of change in the vehicle speed Vn calculated in 1 from the previous cycle, the control cycle of this routine, and the like.
Is calculated, and the output duty corresponding to the acceleration dVn / dt is obtained from the map of FIG. Then step 1
After the duty output of 06, the control cycle ends. Further, when an affirmative decision is made in step 412b, the control cycle is ended as it is as in the first embodiment.

In the map of FIG. 12, the value obtained by subtracting the acceleration dVn / dt from the preset target acceleration D (negative value) and the output duty of the actuator 22 to the motor 22a (opening side of the throttle valve 26) Is defined as +) and are directly proportional to each other. For this reason,
When the motor 22a is driven by the output duty calculated in step 412f, the acceleration dV is increased during coast control.
It can be controlled so that n / dt becomes D.

Therefore, it is possible to prevent the acceleration dVn / dt of the vehicle under coast control from becoming excessive in the negative direction, and by extension, it is possible to prevent the throttle valve 26 from being excessively driven in the closing direction. Can be prevented. As a result, when the coast control is finished, the delay time until the opening of the throttle valve 26 reaches the opening corresponding to the target vehicle speed Vt can be shortened and the undershoot of the vehicle speed Vn can be effectively suppressed. it can. Therefore, in the present embodiment, the vehicle speed Vt is set without changing the setting of the target vehicle speed Vt.
The undershoot of n can be suppressed well, and as a result, the riding comfort of the vehicle can be improved satisfactorily without making the driver feel uncomfortable.

For example, as illustrated by the alternate long and short dash line in FIG. 13, when the throttle opening is continuously reduced at a constant speed during coast control, the throttle opening is excessively reduced, and the vehicle speed Vn decreases downward (negative acceleration dVn / dt) may be too large. Then, at the end of coast control, the current vehicle speed Vn
When the control is performed so that the target vehicle speed Vt is, the delay time until the throttle opening reaches a value corresponding to the target vehicle speed Vt increases, and the vehicle speed Vn may undershoot relatively large.

On the other hand, in this embodiment, as illustrated by the solid line in FIG. 13, the acceleration dVn / dt is converted into the target acceleration D.
The throttle opening is controlled so as to approach. Therefore, at the start of coast control (in FIG. 13, dVn / dt≈
The throttle opening sharply decreases to 0), but the acceleration d
As Vn / dt converges on the target acceleration D, the throttle opening becomes stable. Therefore, after the coast control is completed, the throttle opening becomes a value corresponding to the target vehicle speed Vt in a short time. Therefore, it is possible to suppress the undershoot of the vehicle speed Vn and improve the riding comfort of the vehicle satisfactorily.

Further, in the present embodiment, the following effects can be obtained, which are not shown in FIG. That is, the acceleration dV
When it is detected that the idle switch 18 is turned on before n / dt reaches the target acceleration D, an affirmative decision is made in step 412b, whereby the motor 22a can be prevented from being continuously driven in the closing direction. Therefore, after the coast control is completed, the delay time from when the motor 22a starts to rotate in the opening direction to when the throttle valve 26 starts to open can be shortened. Therefore, in this embodiment, the undershoot of the vehicle speed Vn can be suppressed and the riding comfort of the vehicle can be improved satisfactorily even in such a case.

Since the running resistance is high when the vehicle is running at high speed, the acceleration dVn / dt converges to the target acceleration D by merely closing the throttle valve 26, that is, before the throttle valve 26 is fully closed. I have something to do. In this case, the throttle opening can be converged by the process of step 412f, and the undershoot of the vehicle speed Vn can be effectively prevented. Further, when the vehicle is traveling at a low speed, the acceleration dVn / dt may not reach the target acceleration D even if the throttle valve 26 is fully closed. In this case, the affirmative determination in step 412b allows the driving of the motor 22b to be stopped and the undershoot of the vehicle speed Vn to be favorably prevented.

That is, in this embodiment, there is an effect that the undershoot of the vehicle speed Vn can be suppressed well in all speed regions. Therefore, the riding comfort of the vehicle can be improved in all speed regions. This embodiment corresponds to the inventions of claims 3 and 4, and dVn / dt in the process of step 412f.
Is calculated by the acceleration detecting means in step 412f.
In the process (1), the process of obtaining the output duty by the map of FIG. 12 and step 106 correspond to the drive control means. Further, in this embodiment, D-dVn / dt
The map of FIG. 12 is configured such that the output duty is directly proportional to the output duty, but a dead zone may be provided near 0 as in the map illustrated in FIG. In this case, it is possible to prevent the drive output to the motor 22a from becoming complicated. Further, D is not a constant but may be variable depending on the current vehicle speed and the like. Further, instead of the map of FIG. 12, the output duty can be obtained by various methods, such as using a matrix-like map in which the vehicle speed Vn detected in the cycle and the previous cycle are used as the vertical axis and the horizontal axis, respectively. You can also Furthermore, when the vehicle is equipped with an acceleration sensor (so-called G sensor) that directly detects the acceleration of the vehicle,
The output duty may be calculated by directly using the sensor output. In this case, since the process of calculating the acceleration dVn / dt is unnecessary, the process can be further simplified.

Next, FIGS. 14 and 15 are flow charts showing the accelerator / coast process and the puffing control of the fourth embodiment, respectively. In each drawing, the same components as those in the first embodiment (FIGS. 4 and 6) are designated by the same reference numerals and the description thereof will be omitted. In the present embodiment, as shown in FIG. 14, when the set switch 14a is pressed during the constant speed traveling control, the process proceeds to 412g via step 402.
In this step 412g, a fixed duty output (for example, 30%) for driving the motor 22a to the closing side is executed (regardless of whether the idle switch 18 is turned on or off), and the flag FCOA indicating that the coast control is being performed is turned on. If the set switch 14a and the resume switch 14b are not pressed during the constant speed traveling control and the resume control is not being executed, the process proceeds to step 408a via steps 401, 403 and 407. Flag FC here
When OA is determined and FCOA is off, the process proceeds to step 408b, and the flag FACC is determined. When FACC is also off, go to the above step 409,
When FACC is turned on, the process proceeds to step 411 described above. When it is determined in step 408a that the flag FCOA is on, the following settings are made in step 411a, and then the process proceeds to step 411. That is, step 411
In a, the open side drive amount PULL of the motor 22a in the puffing control is set to the predetermined value IDL, and the counter PULLIN is set.
T is set to 0, and the flag FPULL, which means that the puffing control is being performed, and the coast puffing flag FCOAP are turned on.

In the puffing control (step 300), as shown in FIG. 15, first, the coast puffing flag FCOAP is determined in step 301a, and when the coast puffing flag FCOAP is off, the process goes to the above step 301. If so, the process proceeds to step 309 described above. Further, when the counter PULLINT reaches PULL (step 311: YES), the coast puffing flag FCOAP is turned off together with the flag FPULL (step 312a), and the routine proceeds to step 106.

Therefore, when the hand is released from the set switch 14a to end the coast control, a negative determination is made in step 401, the process proceeds to step 408a via steps 403 and 407, and an affirmative determination is made in step 408a. . Then, after the above settings are made in step 411a, the process proceeds to step 105 via step 411. In step 411a, the flags FPULL and FCOA are set.
Since both P are turned on, the process shifts to the puffing control of step 300, and shifts to step 309 via step 301a at the beginning thereof. Therefore, the counter PUL
The motor 22a rotates to the open side at a high speed with a duty of 95% until the LINT reaches the open side drive amount PULL. PU
When LLINT ≧ PULL (step 311: YE
S) Both the flags FPULL and FCOAP are turned off, and the normal constant speed traveling control is resumed.

As described above, in this embodiment, the puffing control is executed at the end of the coast control. Therefore, after the coast control is finished, the output of the engine 24 is favorably increased, and the undershoot of the vehicle speed Vn can be favorably suppressed. Therefore, in this embodiment, the undershoot of the vehicle speed Vn can be satisfactorily suppressed without changing the setting of the target vehicle speed Vt, and the ride comfort of the vehicle can be improved without giving the driver a feeling of strangeness. Can be improved.

For example, as illustrated by the alternate long and short dash line in FIG. 16, the current vehicle speed Vn is changed to the target vehicle speed V at the end of coast control.
If the throttle opening is considerably smaller than the value corresponding to the target vehicle speed Vt when the normal control of t is performed, there is a significant delay time until the throttle opening reaches the value corresponding to the target vehicle speed Vt. May occur and the vehicle speed Vn may be relatively large and undershoot.

On the other hand, in this embodiment, as illustrated by the solid line in FIG. 16, after the coast control is completed, the throttle opening is rapidly increased by the puffing control. The value corresponds to the vehicle speed Vt. Therefore, it is possible to suppress the undershoot of the vehicle speed Vn and improve the riding comfort of the vehicle satisfactorily.

The above-described embodiment corresponds to the invention described in claim 5, and includes step 411a and step 300.
This process corresponds to the opening direction drive means. Further, although the open side drive amount PULL is set to the predetermined value IDL in this embodiment, the open side drive amount PULL may be changed as necessary. For example, it is necessary to open the throttle valve 26 more rapidly as the target vehicle speed Vt is higher. Therefore, the opening side drive amount P
The ULL may be set to increase according to the target vehicle speed Vt. Further, a diesel engine or a gasoline engine with a small output requires a relatively large throttle opening even during normal traveling. Therefore, when this type of engine is adopted as the engine 24, the open side driving amount PULL may be set to be relatively large. Then, after the coast control ends, the throttle opening greatly increases and the output of the engine 24 rises satisfactorily. Therefore, the control of the present embodiment can be favorably applied to various types of engines 24,
In either case, undershoot of the vehicle speed Vn can be effectively prevented.

Further, instead of the processing of step 412g of FIG. 14, the processing of steps 412a to 412c of FIG. 4 may be executed. In this case, when the idle switch 18 is turned on, the throttle valve 26 is no longer driven to close. For this reason, when the puffing control is executed after the coast control is completed, the throttle valve 26 immediately starts to open and the throttle opening degree corresponding to the target vehicle speed Vt is reached in a shorter time than the opening. Therefore, it is possible to further suppress the undershoot of the vehicle speed Vn and improve the riding comfort.

The vehicle speed Vn is the same as in the third and fourth embodiments.
The configuration that suppresses the undershoot can be applied to a vehicle that does not have the idle switch 18, for example, by making some changes as follows. In the third embodiment, it is configured such that the step 412a of FIG. 11 directly shifts to the step 412f, and the set / resume processing (step 200) and the puffing control (step 300).
The above may be executed by a known process that does not use the idle switch 18. Also in this case, the acceleration dVn
By controlling / dt to the target acceleration D, the undershoot of the vehicle speed Vn can be suppressed.

In the fourth embodiment, a process of directly going to step 106 when a negative decision is made in step 301 of FIG. 15 is adopted, and a set / resume process (step 200).
The above may be executed by a known process that does not use the idle switch 18. In this case as well, after the coast control is completed, the puffing control can be executed to suppress the undershoot of the vehicle speed Vn.

As described above, the processes of the third and fourth embodiments can be applied to a vehicle not having the idle switch 18 with a slight modification. For example, many vehicles that employ a diesel engine as the engine 24 do not have the idle switch 18 because of the configuration of the diesel engine.
The processing of the third and fourth embodiments can also be applied to this type of vehicle by making the above changes. Therefore, the undershoot of the vehicle speed Vn can be favorably suppressed without adding the idle switch 18 and complicating the configuration of the diesel engine.

In particular, in the process of the fourth embodiment, if the open side drive amount PULL is set to a large value, undershoot can be prevented satisfactorily even when a relatively large throttle opening is required as in a diesel engine. can do. That is, the process of the fourth embodiment is extremely effective for a vehicle using a diesel engine or the like.

Further, the present invention is not limited to the coast control, but a so-called tap-down control in which the vehicle speed is decelerated by a predetermined speed each time the switch is operated in response to a predetermined switch operation.
The present invention can be applied to control according to various deceleration instruction means.

[Brief description of drawings]

FIG. 1 is an overall configuration diagram of a travel control device according to an embodiment.

FIG. 2 is a flowchart of a constant speed traveling control process executed by the traveling control device.

FIG. 3 is a flowchart of a set / resume process in the process.

FIG. 4 is a flowchart of an accelerator / coast process.

FIG. 5 is a flowchart of a setting-time puffing initialization process.

FIG. 6 is a flowchart of puffing control.

FIG. 7 is a flowchart of a duty calculation process in the process.

FIG. 8 is a flowchart of a cancel process in the process.

FIG. 9 is a map for calculating the duty from the deviation of the vehicle speed.

FIG. 10 is a flowchart showing a part of accelerator coast processing of the second embodiment.

FIG. 11 is a flowchart showing a part of accelerator coast processing of the third embodiment.

FIG. 12 is an explanatory diagram showing a map used in the processing.

FIG. 13 is a timing chart illustrating effects of the third embodiment.

FIG. 14 is a flowchart showing an accelerator coast process of the fourth embodiment.

FIG. 15 is a flowchart showing a puffing control according to a fourth embodiment.

FIG. 16 is a timing chart illustrating effects of the fourth embodiment.

FIG. 17 is an exemplary diagram for explaining the configuration of the invention according to claim 1;

FIG. 18 is an exemplary diagram for explaining a configuration of the invention according to claim 2;

FIG. 19 is an exemplary diagram for explaining a configuration of the invention according to claim 3;

FIG. 20 is an exemplary diagram for explaining a configuration of the invention according to claim 5;

[Explanation of symbols]

DESCRIPTION OF SYMBOLS 1 ... Cruise ECU 3 ... Ignition switch 5 ... Battery 7 ... Actuator drive stage 8 ... Microcomputer 14b ... Resume switch 14c ... Cancel switch 14 ... Control switch 14a ... Set switch (deceleration instruction means) 16 ... Stop lamp switch 18 ... Idle switch (Throttle state detecting means) 20 ... Vehicle speed sensor 22 ... Actuator 22a ... Motor 22b ... Clutch 24 ... Engine 26 ... Throttle valve (throttle mechanism) 28 ... Accelerator pedal 30 ... Electronically controlled fuel injection device 32 ... Injector

 ─────────────────────────────────────────────────── ─── Continuation of the front page (72) Inventor Manabu Kurimoto 1-1-1, Showa-cho, Kariya city, Aichi Nihon Denso Co., Ltd.

Claims (7)

[Claims] 1. A throttle state detecting means for detecting an open / closed state of a throttle mechanism of an internal combustion engine for a vehicle, a throttle drive means for adjusting a vehicle speed by opening / closing the throttle mechanism, and a throttle drive means for driving the throttle drive means. Deceleration instruction means for instructing the vehicle to decelerate, and drive for stopping driving of the throttle drive means when the detection result of the throttle state detection means is a closed state while the deceleration instruction means is instructing deceleration A travel control device for a vehicle, comprising: a stopping means. 2. The vehicle travel control device according to claim 1,
Further, a predetermined amount drive means for driving the throttle drive means by a predetermined amount in the closing direction of the throttle mechanism is provided, and when the detection result of the throttle state detection means changes from the open state to the closed state, the drive stopping means is subsequently operated. A driving control apparatus for a vehicle, wherein the driving of the throttle driving means is stopped after the predetermined amount of driving of the throttle mechanism is driven by the predetermined amount of driving means. 3. An acceleration detecting means for detecting an acceleration of a vehicle, a throttle driving means for adjusting the speed of the vehicle by opening and closing a throttle mechanism of an internal combustion engine for a vehicle, and a throttle driving means for driving the vehicle to drive the vehicle. Deceleration instruction means for instructing deceleration, and acceleration of the throttle drive means for the acceleration detected by the acceleration detection means to be a predetermined negative value while the deceleration instruction means is instructing deceleration. A drive control device for a vehicle, comprising: a drive control unit that controls drive. 4. The vehicle travel control device according to claim 3,
Further, when the detection result of the throttle state detecting means is a closed state while the deceleration instructing means is instructing deceleration, the throttle driving means drives the throttle driving means. A drive control device for a vehicle, comprising: drive stopping means for stopping. 5. A throttle drive means for adjusting the speed of the vehicle by opening and closing a throttle mechanism of an internal combustion engine for a vehicle, a deceleration instruction means for driving the throttle drive means to instruct the vehicle to decelerate, and the deceleration. A traveling control device for a vehicle, comprising: an opening direction driving means for driving the throttle driving means by a predetermined amount in the opening direction of the throttle mechanism when the instruction means stops the deceleration instruction. 6. The vehicle travel control device according to claim 5, wherein the predetermined amount is an amount corresponding to fit of the throttle mechanism. 7. The vehicle travel control device according to claim 5,
Further, when the detection result of the throttle state detecting means is a closed state while the deceleration instructing means is instructing deceleration, the throttle driving means drives the throttle driving means. A drive control device for a vehicle, comprising: drive stopping means for stopping.