JPH08253057A - Vehicle speed controller - Google Patents

Abstract

PURPOSE: To reduce feeling of incongruity in traveling by releasing vehicle speed feedback control when at least one of speed information of a memory means and the moving speed is less than the lower limit value. CONSTITUTION: A limit speed setting means 101 sets a lower limit value higher when the moving speed is high and sets the lower limit value lower when it is low according to the moving speed. When the moving speed is low, the lower limit value is decreased, the probability in which the constant velocity traveling is released in low-speed traveling, and load to a driver is decreased. Since the lower limit value is increased when the moving speed is high, the constant velocity traveling is released when a vehicle travels at relative high speed and the speed is once decreased before a downhill slope and a signal or when the vehicle speed after deceleration is relatively high, and the probability in which a sense of incongruity is generated after the release of braking is decreased. When the vehicle speed feedback control is released, a second control means 101 takes the operating amount Sa of an accelerating/decelerating means 50 as the target operating amount corresponding to the speed information of the memory means 101, and automatic traveling of the vehicle is performed also when the moving speed is not more than the lower limit value.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to control of vehicle traveling speed, and more particularly, although not intending to be limited to this, to a constant speed traveling control device for a ground vehicle using an internal combustion engine or an electric motor as a prime mover.

[0002]

2. Description of the Related Art For example, an internal combustion engine (hereinafter referred to as an engine)
Vehicles equipped with the (hereinafter also referred to as vehicle) travel speed (hereinafter referred to as vehicle speed) by an accelerator pedal connected to an engine throttle valve and a brake pedal connected to a master cylinder that applies a brake pressure to wheel brakes. Sometimes) can be adjusted. It is common for the driver to frequently operate the accelerator pedal and the brake pedal while performing acceleration / deceleration adjustment and always operate one of the pedals, which is a burden on the driver. Therefore, in recent years, a control device for driving the vehicle at a constant speed has been developed, and many vehicles are equipped with the control device.

The constant speed traveling control device sets the vehicle speed stored in the memory by the driver's operation as the target speed, compares the vehicle speed detected by the vehicle speed detector (hereinafter referred to as the actual vehicle speed) with the target vehicle speed, and compares the actual vehicle speed with the actual vehicle speed. Open the throttle valve via the throttle valve driver so that the speed matches the target vehicle speed,
Drive to close. This is convenient because the driver can drive the vehicle without depressing the accelerator pedal. However, conventionally, in a vehicle with a constant speed traveling function, storing the vehicle speed value in the memory and increasing / decreasing the vehicle speed value are performed by a set switch in the driver seat,
This is done by the driver operating an increase / decrease switch, etc.
No. 1-1549). However, when the brake is depressed, the constant speed traveling function is canceled. Therefore, if the brake is once depressed, the switch for constant speed running in the driver's seat must be operated again. Thus, the operability is not always sufficient.

Therefore, a device has been proposed in which constant-speed traveling is interrupted while the brake is depressed, but when the brake is released, the constant-speed traveling is resumed with the vehicle speed immediately before the release as a target value. (JP-A-58-50013 and JP-A-1)
-306334).

On the other hand, for example, when the vehicle is traveling at a constant speed,
If the vehicle is approaching a curve or a downhill and traveling at the vehicle speed value in the memory is uncertain, it is necessary to depress the brake pedal to cancel the constant speed traveling. If the driver depresses the brake pedal, or if the vehicle approaches an uphill and the driver depresses the accelerator pedal, constant-speed driving is canceled. It is necessary to operate the switch for constant speed driving in the driver seat again,
When traveling at a constant speed on a road with many curves or slopes, the operation becomes complicated and the driver's burden increases. In order to solve the problem, for example, there is a method of reducing the target set speed for constant speed traveling in proportion to the size of the steering angle operated by the driver (Japanese Patent Laid-Open No. 58-65944). As a result, speed control is performed according to the curvature of the curve, and it is expected that the driver will not need to operate the brake pedal. That is, it is presumed that the driver's operation of the brake pedal each time the vehicle approaches a curve is reduced and the driver's burden is reduced.

The vehicle speed control (constant speed running) described above is performed only when the vehicle speed (actual vehicle speed) exceeds a certain threshold value (lower limit value). That is, the speed of the vehicle is the lower limit value (for example, 40 km /
Since the constant speed traveling control is released when the value becomes h) or less, the driver needs to accelerate or decelerate the vehicle by operating the accelerator at a low speed. One reason to cancel the constant speed running control in the low speed range is:
The low vehicle speed often means that the road condition is poor and the vehicle cannot travel at a constant speed. The constant-speed driving has been developed for the purpose of improving running fuel efficiency during high-speed driving such as driving on a highway and reducing a driver's burden by reducing driving operations.

[0007]

However, depending on road conditions, it is required to improve the running fuel efficiency or reduce the driving operation to reduce the burden on the driver not only during high-speed running but also during low-speed running. Sometimes. For example, in a congested road condition, the driver frequently operates the accelerator and brakes, which deteriorates the fuel efficiency and increases the driver's burden due to the frequent driving operation. In order to improve this, it is necessary to set the lower limit value that determines restart / release of constant-speed traveling after the brake operation to a low value.

However, when the lower limit value is low and the speed immediately before the brake is relatively high is relatively high, if the vehicle speed immediately after the brake is not lower than the lower limit value, for example, before a downhill road or a traffic light. If the driver is expecting continued deceleration even after decelerating and then releasing the brake, constant-speed driving is resumed after releasing the brake, and the driver feels acceleration (a feeling of discomfort) and then shakes again. -There may be a behavior that is different from the driver's expectation, such as stepping on the key.

The first object of the present invention is to reduce the discomfort caused by running at a constant speed after stepping on the brake at a relatively high speed.
The second purpose is to utilize the constant-speed running at low speed, and the third purpose is to suppress the constant-speed running which is of low practical significance. The fourth purpose is to do the following, the fifth purpose is to simplify the starting operation of the driver when the vehicle is repeatedly started and stopped frequently, and the sixth purpose is to perform smooth automatic starting. .

[0010]

A vehicle speed control device according to the present invention is mounted on a vehicle and has an increasing / decreasing means (11, 12, 50) for increasing or decreasing its moving speed (RVs); the moving speed (RVs). ) Detecting means (Mag, LSW, 110,109); memory means (101) for storing speed information (RVm); if it is high corresponding to the moving speed (RVs), the lower limit value (LVS) is set. Limit speed setting means (101) for setting high and low, and speed detecting means (11, 1)
If the moving speed (RVs) detected by (2,50) is higher than the target speed (RVo) based on the speed information (RVm) of the memory means (101), increase / decrease means (11,12,50) Vehicle speed (RVs)
Decelerates, accelerates when low, and memory means (101)
When at least one of the speed information (RVm) and the moving speed (RVs) is less than the lower limit value (LVS), a speed control means (101) is provided for canceling the vehicle speed feedback control.

For ease of understanding, in parentheses, symbols for corresponding elements or corresponding matters in the embodiments shown in the drawings and described later are added for reference.

[0012]

[Function] The limit speed setting means (101) sets the lower limit value (LVS) higher when the moving speed (RVs) is higher and lower when the moving speed (RVs) is lower. Value (LV
S) decreases, the probability of releasing constant speed driving at low speed driving decreases, and the burden on the driver is reduced. Since the lower limit (LVS) increases when the moving speed is high, for example, when traveling at a relatively high speed and decelerating once before a downhill road or a signal,
When the vehicle speed after deceleration is relatively high, the constant-speed traveling is released, and the probability of causing acceleration (a feeling of strangeness) after releasing the brake becomes low.

In one embodiment of the present invention, the second control means (101) is used when the vehicle speed feedback control is canceled.
However, the operation amount (Sa) of the speed increasing / decelerating means (11, 12, 50) is set as the target operation amount (Sao) corresponding to the speed information (RVm) of the memory means (101). Even if the value is lower than the lower limit (LVS), the vehicle is automatically driven, which reduces the burden on the driver. The correlation of the target operation amount (Sao) with respect to the speed information (RVm) of the memory means (RVm) is a reference pattern that represents a time-series movement speed increase pattern when the vehicle is accelerated from substantially zero movement speed. At the moving speed (V
It is substantially equivalent to the correlation of the operation amount (Sa) of the increasing / decelerating means with respect to s). As a result, when the vehicle speed is lower than the lower limit (LVS) of the vehicle speed feedback control, the speed increasing / decreasing means (11, 12, 50)
The operation amount (Sa) of is set as the target operation amount (Sao) corresponding to the target speed information (RVm) The vehicle start by the operation amount control follows the reference pattern, and the start and stop are repeated frequently. In this case, the driver's starting operation becomes easy, and smooth automatic starting is realized. The burden on the driver is reduced.

The embodiment of the present invention further comprises an instruction means (SSW, 37, BSW1) for instructing automatic speed control, and an input reading means (10
1) is the moving speed (Vs) when the instruction means switches to automatic speed control instruction (SSW closed, 37 is idling opening & BSW1 open)
Is written to the memory means when the moving speed is greater than or equal to the lower limit value (LVS), and when it is less than the lower limit value, a value representing substantially zero. According to this, for example, when the vehicle frequently starts and stops on a congested road, the driver may maintain the operation of the input means (USW) when starting to reach a desired speed. For example, when deceleration is required and the brake pedal is depressed, the automatic speed control is released, but when the brake pedal is released, the instructing means (SSW, 37, BSW1) instructs the automatic speed control, which causes the automatic speed control. Return to control, at this time memory vehicle speed
Since (RVm) becomes zero, the input means (USW) can be operated to automatically start the vehicle with a predetermined starting characteristic from a vehicle speed of 0 (which may not be 0, but is an extremely low speed value). Therefore, the driver's driving operation becomes easy in the operation in which the vehicle starts and stops relatively frequently.

Other objects and features of the present invention will become apparent from the following description of embodiments with reference to the drawings.

[0016]

【Example】

First Embodiment FIG. 1 shows the system configuration of the first embodiment of the present invention, and FIG.
The appearance of the throttle valve drive mechanism of the on-board engine
FIG. 3 shows a cross section of the mechanism. Referring to FIGS. 1 and 2,
In the intake passage, which is the air flow path of the throttle body 1 of the internal combustion mechanism, the throttle valve 11 is provided with a throttle valve 11.
It is rotatably supported by 2. A case 2 is integrally formed on the side surface of the throttle body 1 that supports one end of the throttle shaft 12.
A throttle valve driver is attached to the cover 3. Further, a potentiometer 13 which is a part of the throttle valve driver is mounted on the side surface of the throttle body 1 opposite to the case 2 and supporting the other end of the throttle shaft 12.

The potentiometer 13 is a throttle opening sensor for generating an analog electric signal indicating the opening of the throttle valve 11, and its slider is connected to the throttle shaft 12.

A movable yoke 43 is fixed to the other end of the throttle shaft 12, and the throttle valve 11
Are configured to rotate integrally with the movable yoke 43. The movable yoke 43 is the throttle shaft 12.
It is a circular dish-shaped magnetic body having a shaft fixed to a fixed yoke 44 of substantially the same shape, and its open ends face each other and its side walls and shaft portions are superposed in the axial direction. It is fitted with a predetermined gap in this state. This fixed yoke 4
Numeral 4 is fixed to the throttle body 1, and a clutch solenoid 45 wound around a non-magnetic bobbin 46 is housed in a space formed between the shaft portion and the side wall.
A non-magnetic friction member 43a is embedded around the throttle shaft 12 on the bottom surface of the movable yoke 43, and a drive plate 4 is provided via a disc-shaped magnetic clutch plate 42.
1 are arranged facing each other.

The drive plate 41 is a circular dish having a shaft portion at the center, and the shaft portion is rotatably supported around the throttle shaft 12. External gears are integrally formed on a shaft portion of the drive plate 41, and are configured to mesh with external teeth formed on a small diameter portion of a gear 52 described later. The above-mentioned clutch plate 42 is coupled to the bottom surface of the drive plate 41 via a leaf spring 41a. The leaf spring 41a urges the clutch plate 42 toward the drive plate 41 and separates it from the movable yoke 43 when the clutch solenoid 45 is not energized.

The gear 52 that meshes with the drive plate 41 is
It has a stepped columnar shape having a small diameter portion and a large diameter portion, each having external teeth formed thereon, and is rotatably supported around a shaft 52a fixed to the cover 3. Motor 5 for cover 3
0 is fixed, and its rotation axis is rotatably supported in parallel with the shaft 52a. A gear 51 is fixed to the tip of the rotating shaft of the motor 50, and this gear meshes with the outer teeth of the large diameter portion of the gear 52. The motor 50 is a step motor.

When the motor 50 rotates and the gear 51 rotates, the gear 52 rotates, and the drive plate 41 meshing with the gear 52 rotates around the throttle shaft 12 together with the clutch plate 42. At this time, if the clutch solenoid 45 is not energized, the clutch plate 42 will move to the leaf spring 41.
It is separated from the movable yoke 43 by the urging force of a.
That is, in this case, the movable yoke 43, the throttle shaft 12, and the throttle valve 11 are in a state where they can freely rotate regardless of the drive plate 41. When the clutch solenoid 45 is energized and the movable yoke 43 and the fixed yoke 44 are excited, the electromagnetic force causes the clutch plate 4 to move.
2 is attracted toward the movable yoke 43 against the biasing force of the leaf spring 41a and abuts on the movable yoke 43. As a result, the clutch plate 42 and the movable yoke 43 are frictionally engaged with each other,
With the action of the friction member 43a, the two rotate in a joined state. That is, in this case, the drive plate 41, the clutch plate 42, the movable yoke 43, the throttle shaft 1
2 and the throttle valve 11 are integrated,
It is rotationally driven by the motor 50 via 1, 52.

An accelerator shaft 32 is rotatably supported by the cover 3 in parallel with the throttle shaft 12 and protrudes outside the cover 3. An accelerator link 31 forming a rotary lever is fixed to a protruding end of the accelerator shaft 32, and a pin 33a fixed to one end of an accelerator cable 33 is locked to a tip of the accelerator link 31. A return spring 35 is connected to the accelerator link 31, and the accelerator link 31 and the accelerator shaft 32 are connected.
Is urged in the closing direction of the throttle valve 11. The other end of the accelerator cable 33 is connected to an accelerator pedal 34, and the accelerator link 31 and the accelerator shaft 32 are connected to the accelerator shaft 32 in accordance with the operation of the accelerator pedal 34.
An accelerator operation mechanism that rotates about the axis of the is configured.

A plate-shaped accelerator plate 36 is fixed to the left end of the accelerator shaft 32. At the left end,
A round hole for rotatably supporting the right end of the additional intermediate shaft 24 is formed, and the right end of the intermediate shaft 24 is inserted into this round hole. The left end of the intermediate shaft 24 is rotatably supported by the throttle body 1. The intermediate shaft 24 is attached to the throttle plate 21 facing the accelerator plate 36.
However, it is rotatably attached.

The throttle plate 21 is composed of a small diameter portion and a large diameter portion fixed to the intermediate shaft 24, and external teeth are formed on the outer surface of the large diameter portion. The outer teeth of the throttle plate 21 mesh with the outer teeth formed on the movable yoke 43 described above, the movable yoke 43 rotates in response to the rotational driving of the throttle putt 21, and the throttle shaft integrally connected thereto. 12 and the throttle valve 11 are configured to rotate.

On the throttle plate 21, a step is formed at the connecting portion between the small diameter portion and the large diameter portion, and an end cam is formed on the outer peripheral side surface. One side of the large diameter part in the radial direction is
The throttle plate 2 is arranged so as to face a stopper (not shown) provided on the case 2.
The rotation of 1 is restricted. A pin 23 is fixed to the large diameter portion of the throttle plate 21.

One end of the return spring 22 is locked to the shaft portion of the throttle plate 21, and the other end is locked to a pin implanted in the case 2. Therefore, the throttle plate 21 is urged by the urging force of the return spring 22 in the direction in which the side surface of the large diameter portion abuts the case 2. That is, the throttle plate 21 is biased in the closing direction of the throttle valve 11 by the return spring 22.

The accelerator plate 36 is composed of a disk portion having a central portion fixed to the accelerator shaft 32 and an arm portion extending in the radial direction. The disc portion has a small diameter in a portion continuous with the arm portion, has a recessed portion, and has an end face cam on the outer peripheral side surface. The arm portion is arranged so that one side surface in the rotation direction faces a stopper (not shown) provided on the case 2 and the other side surface faces the pin 23 of the throttle plate 21. That is, the accelerator plate 36 rotates counterclockwise and the arm portion moves to the pin 23 of the throttle plate 21.
The accelerator plate 36 and the throttle plate 21 are configured to rotate integrally when they come into contact with. Generally, when the throttle plate 21 is not urged to rotate by the electric motor 50 and the accelerator is not depressed at all, the arm portion of the plate 36 is pin 2
It is in contact with 3. 2 and 3 show this state.

The accelerator plate 36 is biased in the clockwise direction B (FIG. 2) by the biasing force of the return spring 35. In addition, the accelerator plate 36 includes an accelerator shaft 32.
A pin 36c extending in the axial direction is planted.

Accelerator shaft 3 formed on cover 3
A potentiometer 37 is fixed to the outer circumference of the bearing portion 2. The potentiometer 37 is an accelerator opening sensor, and the pin 36c is engaged with the slider thereof. As a result, the potentiometer 37 moves the accelerator shaft 3
An analog electric signal indicating the rotation angle of 2 is generated. The potentiometer 37 is electrically connected to the printed wiring board 70 inserted between the case 2 and the cover 3,
Leads 71 are connected to the printed wiring board 70.

A limit switch 60 interlocking with the throttle plate 21 and the accelerator plate 36 is fixed to the case 3 via a stay, and a printed wiring board 70 is provided.
Is electrically connected to The limit switch 60 is
This is a normally closed switch that switches the cam portion of the throttle plate 21 from closed to open when the opening of the throttle valve 11 reaches the upper limit, and is used for detecting the upper limit reached when the throttle valve 11 is opened and closed. The limit switch 60 is inserted into the respective supply lines of the clutch solenoid 45 of the clutch 40 and the electric motor 50, and when the limit switch 60 is opened, the energization of the clutch solenoid 45 and the electric motor 50 is cut off.

In the throttle valve driver described above, the yoke 43 is fixed to the throttle shaft 12,
The outer teeth of the throttle plate 21 mesh with the outer teeth of the yoke 43. The throttle plate 21 is rotatably mounted on an intermediate shaft 24 that can freely rotate with respect to an accelerator shaft 32, and is rotated by a return spring 22 in a clockwise direction B.
(Fig. 2) is always forced to rotate. With the above combination, the throttle valve 11 / throttle shaft 12
When the clutch solenoid 45 of the clutch 40 is de-energized (clutch disengaged) while the accelerator pedal 34 is not depressed, the throttle valve 11 is operated by the force of the return spring 22. It is the minimum opening (idling opening).

When performing automatic speed control, the clutch solenoid 45 is energized and the yoke 43 is driven by the drive plate 4
1 is frictionally coupled, and when the drive plate 41 is rotated counterclockwise by the forward rotation bias of the electric motor 50, the opening degree of the throttle valve 11 increases. When the drive plate 41 is rotated clockwise by the reverse rotation bias of the electric motor 50, the opening degree of the throttle valve 11 becomes small. Potentiometer 13 coupled to throttle shaft 12
Generates an analog signal indicating the throttle valve opening. Immediately before the opening of the throttle valve 11 reaches a mechanical maximum value (at this time, the throttle plate 21 hits a mechanical stopper), the limit switch 60 is closed and opened by the throttle plate 21, and the clutch solenoid 45 and the electric motor are opened. The power feeding loop of the electric motor 50 is opened, the forward rotation bias of the electric motor 50 is stopped, and the energization of the electromagnetic clutch 50 is stopped. When the energization of the clutch 40 is stopped, the clutch 40 is disengaged, and the throttle valve 11 is returned to the closing direction by the force of the return spring 22. When this return causes the limit switch 60 to return to the closed state, the clutch solenoid of the clutch 40 is released. When the energization of 45 is resumed, the clutch 40 returns to the contact state and the rotation of the throttle valve 11 in the closing direction by the return spring 22 is stopped. With such an operation, when the throttle valve 11 is driven up to or exceeding the mechanical maximum opening, the opening of the throttle valve 11 is held at the opening just before the mechanical maximum opening. Will be.

When the electric motor 50 sets the opening of the throttle valve 11 to a certain opening while the clutch 40 is energized, even if the accelerator pedal 34 is stepped on, the accelerator plate 36 contacts the pin 22 of the throttle plate 21. The throttle valve 11 is not operated by depressing the accelerator pedal 34 within a non-engaged range (a range in which the rotation amount of the accelerator plate 36 is smaller than the rotation amount of the throttle plate 21).

By depressing the accelerator pedal 34, the amount of rotation of the accelerator plate 36 increases and the accelerator plate 3
When 6 abuts on the pin 22, the throttle plate 21 is interlocked with the accelerator plate 36 and the throttle valve 11
The opening degree of is the opening degree with respect to the accelerator depression amount. Throttle valve 1 as the accelerator depression amount increases
The opening degree of 1 becomes larger. When the accelerator pedal is slightly released, the opening of the throttle valve 11 is slightly reduced by the force of the return spring 22.

As described above, when the constant speed mode (automatic speed control) is not set, or when the accelerator depression amount is in a range larger than the rotation amount of the throttle plate 21 even in the constant velocity mode, the throttle valve is opened by the accelerator depression amount. Degree is fixed.

The electric throttle valve opening / closing drive mechanism described above is controlled by the electric control circuit shown in FIG. This electric control circuit includes a microcomputer (hereinafter referred to as MPU) 101 and various drivers,
It is composed of a converter, an input circuit and a switch. A voltage V _B from the battery BTT, a constant voltage Vcc1 via the first voltage power supply CPS ₁ and / or a constant voltage Vcc2 via the second constant voltage power supply CPS ₂ is supplied to each component. Although a detailed power supply line is not shown in FIG. 1, it does not include the voltages V _B and Vcc1.
Is required only for connection of the battery BTT, and is always supplied as long as the battery BTT is connected. Further, the supply of the voltage Vcc2 requires the closing of the main switch MSW, but this voltage Vcc2 is MP.
It is given to U101 and alarm lamp ALP.

In the MPU 101, the second constant voltage power supply CPS
The constant voltage Vcc2 from ₂ is used for setting the standby mode and returning to the normal mode. In this standby mode, all input / output ports are high impedance,
This is a power saving mode in which only the state of the immediately preceding register and the contents of RAM are retained and the software operation is stopped.
The MPU 101 sets this standby mode when the constant voltage Vcc2 is no longer applied. However, if this mode is set, the software operation will stop, so
Hardware control is required to return to the normal mode. The port for performing this is the control port Iss, and when the constant voltage Vcc2 from the second constant voltage power supply CPS ₂ is applied to this control port Iss, the standby mode is returned to the normal mode. The functional operation of each unit will be described below.

The PWM counter 102 includes an MPU 101.
Is supplied with PWM data D and a clock pulse. The PWM data are given as positive and negative values, the sign indicates the urging direction of the motor 50, and the size indicates the on-duty. That is, the PWM counter 102 has a PWM value other than zero.
When data D is given, the PWM pulse is set to high level H
If the sign turns positive (energization instruction) and the sign is positive, the energizing direction control signal is set to the H level, and if the sign is negative, the energizing direction control signal is set to the low level L and clock pulse counting is started. When the count value becomes equal to the absolute value of the PWM data D, the PWM pulse shifts to the low level L (non-energization instruction).

The PWM pulse of the PWM counter 102 and the energizing direction control signal are given to the motor driver 103. The motor 50 of the electric throttle valve opening / closing drive mechanism (driver) is connected to the motor driver 103. The motor driver 103 operates the motor 50 while the PWM pulse is at H level if the direction control signal is at H level. When the direction control signal is L level, the motor 50 is biased in the reverse direction while the PWM pulse is L level. The operation of the motor driver 103 is monitored by the monitoring circuit 104.

The aforementioned limit switch 60 is inserted in series in the energizing line of the motor 50. These switches restrict the rotation of the throttle valve 12 in the forward rotation direction beyond the limit. That is, as described above, the forward rotation of the motor 50 is transmitted to the throttle shaft 12 via the electromagnetic clutch, and the throttle shaft 12 is connected to the wire 4
When the rotation exceeds the angle corresponding to the throttle opening upper limit, the limit switch 60 opens to block the forward rotation bias of the motor 50 to disconnect the clutch, and the return spring 22 causes the throttle shaft 12 to rotate. When the limit switch 60 is closed due to reverse rotation, the clutch is closed and the motor 5
The forward rotation bias of 0 is performed. When the rotation of the throttle shaft 12 falls below the angle corresponding to the throttle opening lower limit, reverse rotation is blocked by a mechanical stopper (not shown).

To the solenoid driver 105, the clutch solenoid 45 of the electric throttle valve opening / closing drive mechanism described above is connected. The solenoid driver 105
When the electromagnetic clutch energizing instruction is received from the MPU 101, the clutch solenoid 45 is energized, and when the electromagnetic clutch deactivating instruction is received, it is deenergized.

A normally closed brake switch BSW ₂ and a limit switch 60, which are interlocked with the depression of a brake pedal (not shown), are inserted in the energizing line of the clutch solenoid 45. Brake switch BS
W ₂ opens the contact when the brake pedal is depressed,
The urging line of the clutch solenoid 45 is cut off. Further, the limit switch 60 regulates the rotation limit of the output throttle shaft 12 as described above. Therefore, when the brake pedal is depressed or the throttle valve 1
When the rotation of 1 reaches the upper limit, the clutch solenoid 45 is immediately deenergized. The operation of the solenoid driver 105 and the operation of the brake switch BSW ₂ are monitored by the monitoring circuit 106.

When the lamp driver 107 receives a lamp energizing instruction from the MPU 101, the lamp driver 107 energizes the alarm lamp ALP (provided that the constant voltage Vcc2 is supplied). This alarm lamp AL
P is provided on the vehicle meter panel (not shown),
It is backlit by the message "Please check your autodrive".

When chip selection is performed by the MPU 101, the A / D converter 108 digitally converts the detection voltage of the potentiometer 13 and returns it to the MPU 101, and the A / D
The converter 109, when chip-selected by the MPU 101, digitally converts the output voltage of the F / V converter 1110 and returns it to the MPU 101, and the A / D converter 11
When 1 is chip-selected by the MPU 101, the detected voltage of the potentiometer 37 is digitally converted to MPU1.
Return to 01.

The F / V converter 110 is a converter that converts frequency into voltage, in which the reed switch LSW is sensitive to the magnetism of the rotating permanent magnet Mag coupled to the output shaft (not shown) of the transmission. The frequency of the signal generated by turning it on and off is converted into a voltage. That is, the F / V converter 1
10 outputs a voltage signal proportional to the vehicle speed Vs.

The input circuit 116 is an input interface for the MPU 101 to read ON / OFF of the switch BSW ₁ , and the input circuit 117 is an input interface for the MPU 101 to read ON / OFF of the switches SSW, USW, DSW. is there. Switch U here
SW and DSW are mounted on the inner panel in front of the driver's seat (not shown), and the driver accelerates (switch USW on) and decelerates (switch DSW on) during automatic speed control.
To instruct.

The switch BSW ₁ is linked to the depression of a brake pedal (not shown) like the above-mentioned brake switch BSW ₂ , but this is a normally open brake switch, in which the brake lamp BLP is connected via a diode. Are connected in series. When the brake pedal is depressed, the switch BSW1 is closed and the brake lamp BLP is turned on. The diode is connected to the brake lamp BLP on the anode side, and the switch BSW
_A constant voltage power supply Vcc2 is applied to the cathode side connected to the ₁ side via a resistor, and the same voltage is applied to the ground side connection ends of SSW, USW, DSW in the input circuit 116 via the resistor. . The anode side of the diode is in parallel with the brake lamp BLP, and is an NPN that is a lamp driver.
Connected to the collector side of the transistor 150, the transistor 150 is a switching element that is turned on / off by the retrigger monomulti 151.

The re-trigger mono-multi (re-triggerable mono-multi vibrator) 151 is an output interface for the MPU 101 to instruct ON / OFF of the transistor 150, and the re-trigger mono-multi 151 outputs an H level signal. Then, the transistor 150 is turned on to turn on the brake lamp BLP. Further, the retrigger monomulti 151 outputs an L level signal to turn off the transistor 150, and the brake lamp BLP is turned off. The re-trigger monomulti 151 supplies H (BLP lighting) to the transistor 150 while its input end is H, and when the input end falls from H to L, it outputs after a predetermined time (time-out value Tm). L (BLP
Returned to off), the output again input during the predetermined time again returning to H and H (BLP lit), retriggerable - because the type, re a H between e.g. MPU101 is T ₁ Torigamono When applied to the multi 151, the re-trigger mono multi 151 applies H (BLP lighting) to the transistor 150 for T ₁ + Tm. Therefore, the MPU 101
When outputting H (BLP lighting) in a pulse form in less than the Tm period, the retrigger monomulti 151 continuously supplies H (BLP lighting) to the transistor 150 during that time, and the retrigger monomultis 151 151 is operated.
There is no flicker (flashing) on the Kiramp BLP. MPU
When 101 gives one pulse of H for an extremely short time, the lamp BLP is continuously lit for a relatively long Tm. This is done to ensure the recognition of the driver of the following vehicle.

A communication circuit 119 is connected to the MPU 101, and the GPS unit 12 is connected to the communication circuit 119.
0, a shift controller 171 and a steering controller 201 are connected. The GPS unit is connected to a GPS antenna on the vehicle, calculates and holds the current position (latitude, longitude, altitude) of the vehicle, the traveling direction of the vehicle, and the traveling speed of the vehicle based on the antenna reception information, and a map. It is equipped with a database and displays map information indicating the current position of the vehicle and its surroundings on a two-dimensional display. The map data includes data indicating road intersections, slope inclinations, and curve curvatures corresponding to markers on the map and topography. The GPS unit 120 includes the communication circuit 11
When there is a data transfer instruction from the MPU 101 via 9,
The position closest to the current position (hereinafter referred to as the current position)
Curve curvature R1 (reciprocal of curve radius) and road inclination ρ1 (height change amount per horizontal unit distance; uphill +, downhill as seen in the vehicle traveling direction) -, And transfers it to the MPU 101 via the communication circuit 119. When the search distance Ds is designated by the MPU 101, the position closest to the position corresponding to the distance Ds of the road on the map from the current position and traveling direction of the vehicle and the distance Ds (hereinafter referred to as Ds forward position). ) Road car
The curve curvature R2 and the road slope ρ2 are searched from the map database, and the curve curvature R1 and the road slope ρ at the current position are searched.
1 to the MPU 101 via the communication circuit 119. When the current position or the like is unknown due to inability to receive radio waves, or when data search or calculation fails, an error message is transmitted to the MPU 101.

The communication circuit 119 includes an automatic transmission (161
˜171) to the communication terminal of the speed change controller 171. This automatic transmission will be described. An input shaft of a torque converter 161 with a direct coupling (lock-up) clutch is coupled to a rotary shaft 169 of the vehicle engine, and an output shaft of the torque converter 161 is connected to an input shaft of an overdrive mechanism 162. The input shaft of the gear shift mechanism 163 is coupled to the output shaft of the mechanism 162. Mechanism 163
Output shaft 164 drives an axle (not shown) via a propeller shaft (not shown), a differential (not shown), and the like. The torque converter 161, the overdrive mechanism 162, and the gear speed change mechanism 163 include a shift lever, a shift valve, and switching solenoid valves 166 and 167.
And a hydraulic circuit including a lockup solenoid valve 168. The shift lever position sensor 165 detects the set position of the shift lever (shift lever position). The signal indicating the set position of the shift lever is given to the shift controller 171 mainly composed of the microcomputer. Further, the open / close signal of the lead switch LSW is given to the speed detection circuit 170, and the circuit 170 gives a vehicle speed signal to the controller 171. Controller 171
Turns on and off the solenoid valves 166 to 168,
Information on which speed stage is set (current speed stage) by determining the speed stage (gear ratio between input and output shafts) and lockup of the torque converter 161, overdrive mechanism 162, and gear speed change mechanism 163. Is held and whether or not the speed stage needs to be rounded up (shifted up) according to a predetermined processing logic,
Whether or not deceleration (shift down) is necessary and whether or not lockup is necessary is determined, the determined speed stage is set, and lockup or lockup is released according to the lockup necessity determination, and along with this, the current speed stage information is displayed. Update.

The structure of the automatic transmission described above is the same as that already proposed by the applicant in Japanese Patent Laid-Open No. 56-39354. However, the shift controller 171
Has been slightly improved. For example, when the transmission controller 171 shown in FIG. 1 includes a communication circuit and a data transfer request is issued from the MPU 101 via the communication circuit 119 on the MPU 101 side, the transmission controller 171 shifts the shift lever position (S .L.P.) And the current speed stage (T.S.
R. ) Is sent to MP via the communication circuit 119.
Transfer to U101. When the MPU 101 receives these data, the shift lever position (S.L.P.)
The data is stored in the register RSP at the current speed stage (T.S.R.).
The data is written in the register RTP.

The communication circuit 119 is further connected to a steering controller 201 which is connected to a steering wheel on the vehicle and detects a steering angle by a driver's operation to control rear wheel steering.
When a data transfer request is issued from the MPU 101 via the communication circuit 119 on the side, the steering controller 201
Transfers data representing the steering angle (steering angle) to the MPU 101 via the communication circuit 119. MPU
101 writes this data in the register RST. 4 and 5 show the automatic speed control operation of the MPU 101 shown in FIG. The MPU 101 turns on the constant voltage Vcc2 when Vcc2 is turned on, that is, the main switch MSW is closed.
Is added to the MPU 101, initial setting, that is, port state setting, register (one area of memory) clear, parameter
Initial settings are performed (step 1). In the following, the word "step" will be omitted in parentheses and the step number. Enter the number.

When the initial setting (1) is completed, the MPU 101
Starts the timer Ts with the time limit value Ts = 50 msec (2), and first, the register RVs (one area of the internal memory)
The digital data RVs (the previous value of the detected vehicle speed) written in is written in the register RBVs (one area of the internal memory). Then, the signal level Bs of the input port PB (H when the break switch BSW1 is on and L / off is H) is read and written in the register RBs, and the input port PB is read.
S signal level Ss (automatic speed control instruction switch SSW
Is ON and L / OFF reads H) and writes it to the register RSs, and the input port PUS signal level Su (acceleration switch USW is ON and L / OFF H) reads the register Rs.
Write to Su, read the signal level Sd of the input port PDS (H when the deceleration switch DSW is on and L / off) and write to the register RSd, and A / D to the A / D converter 108.
Digital data Sa generated by the A / D converter 108 by instructing D conversion (opening of the throttle valve 11; data obtained by digitally converting the analog signal of the potentiometer 13 which is a throttle opening sensor). ) Is read and written in the register RSa, the A / D converter 111 is instructed to perform A / D conversion, and the digital data Aa generated by the A / D converter 111 (the depression amount of the accelerator pedal 34; the accelerator angle The register RA is read by reading the data obtained by converting the analog electric signal of the potentiometer 37, which is a sensor, into a digital signal.
a, and A / D to A / D converter 109.
By instructing conversion, digital data Vs generated by the A / D converter 109 (data obtained by digitally converting an analog voltage of a level substantially proportional to the vehicle speed) is written in the register RVs (3A). In the following, the data of the above registers and other registers may be represented as they are by register symbols. For example, the data of the register RBs may be represented as RBs.

The MPU 101 then requests the transmission controller 171 to transfer data via the communication circuit 119.
In response to this, the shift controller 171 responds to the shift lever position (SLP) and the current speed stage (T.P.).
S. R. ) Is transmitted to the MPU 101 via the communication circuit 119. The MPU 101 uses these data
Is received, the shift lever position (S.L.
P. ) Data in the register RSP at the current speed stage (T.S.
R. ) The data is written in the register RTP (3B). MP
U101 further requests the steering controller 201 to transfer data via the communication circuit 119. In response to this, the steering controller 201 sends the data indicating the steering angle to the MP through the communication circuit 119.
Transfer to U101. When the MPU 101 receives this data, it writes it in the register RST (3C).

Next, the MPU 101 checks whether the data RVs of the register RVs (hereinafter also referred to as the actual vehicle speed) is equal to or higher than the lower limit value (fixed value) VL (4). If it is VL or more, the search distance Ds corresponding to the actual vehicle speed RVs is calculated (6). An outline of the correlation between the vehicle speed and the search distance Ds is shown in FIG. In this embodiment, as shown in FIG. 9, the search distance Ds is a linear function of the vehicle speed, and the search distance Ds corresponding to the vehicle speed is calculated according to the set linear function. Although the vehicle speed data used for calculating the search distance Ds is the memory data RVm written in the register RVm described later, the actual vehicle speed RVs (read in the register RVs in step 3). Value) may be used.

Next, the MPU 101 transmits the search distance Ds to the GPS unit 120 via the communication circuit 119, and the local curvature and the curve curvature R1 in front of the local point Ds.
Request transfer of (local point), R2 (point in front of Ds), slope ρ1 (local point) and slope ρ2 (point in front of Ds) (7). When the GPS unit 120 transfers the data, it receives the data (8), and the presence or absence of the data and an error
The presence or absence is checked (9), and if the curve curvature R1 is correctly received, it is written in the register RR1, and if the curve curvature R2 is correctly received, it is written in the register RR2, and the slope ρ1 is set. If it is received correctly, it is written in the register Rρ1, and if it is received correctly, it is written in the register Rρ2 (10). If the data is missing or an error, the information (E) indicating the error is written in the corresponding register (5). When the actual vehicle speed RVs is less than the lower limit value VL, the vehicle speed is extremely low or the vehicle is stopped, and it is not necessary to change the target vehicle speed (RVo) corresponding to the geographical condition (bend, slope) of the road to low. Therefore, GPS
No data request is made to the unit 120, and data is stored in the above-mentioned geographical condition registers RR1, RR2, Rρ1, Rρ2.
In order to indicate that there is no data (data error), information (E) indicating error is written (4,5).

Next, in the MPU 101, the automatic speed control instruction switch SSW is closed (RSs = L), the accelerator angle is the idling angle (RAa = idling opening), and the break switch BSW1 is open (RBs = H). Or
Is checked (11 to 13). Both are correct (YES)
Then, "1" indicating that automatic speed control is required is written in the flag register Fc (14), and if either is non (NO), "0" indicating that automatic speed control is not required is written in the flag register F.
Write to c (15). Check here (11-13)
When RBs is switched from H to L by depressing the brake pedal, the register RBO is set to 1 (break).
(While the pedal is being depressed) is written to increment the data in the register RBC by 1 and clear the register Fc (13).
A-13D). While the brake pedal continues to be depressed, the register RBO is 1, so the register RBC
Data is not incremented, and when the brake pedal is released and RBs is switched from L to H, the register RBO is cleared (14). One increment is made for each depression of the key pedal.

Judgment as to whether or not the above automatic speed control is necessary (11 to 1)
After 5), the MPU 101 "sets the upper and lower limit values".
After (ULD), it is checked whether automatic speed control is necessary (Fc = 1) or unnecessary (Fc = 0) (16A). "Setting of upper and lower limit values" (ULD) is for determining the lower limit range (UVS, LVS) on the control of constant speed running (vehicle speed feedback), which will be described later with reference to FIGS. 14 and 15. I will describe.

If automatic speed control is unnecessary (Fc = 0), M
In the PU 101, the vehicle speed RVs is the actual vehicle speed RVs and the target vehicle speed R
It is checked whether it is within the range of automatic speed control by the vehicle speed feedback for opening and closing the throttle valve 11 so as to match Vo, that is, UVS ≧ RVs ≧ LVS (16B in FIG. 5, 16C). UVS
Is the upper speed limit (120 or 100 km / h) defined in “Setting upper and lower limits” (ULD), and LVS is the lower speed limit (4
0 or 20 km / h). Vehicle speed RVs is upper speed limit U
When it exceeds VS, UVS is written in the register RVm (16G). If UVS ≧ RVs ≧ LVS,
The vehicle speed RVs at that time (data of the register RVs) is written in the register RVm (16D), the curve curvature RR1 at that time is written in the register RRm, and the road inclination Rρ1 is written in the register Rρm (16F). Vehicle speed RVs is lower limit speed L
When it is less than VS, the data representing zero vehicle speed is written in the register RVm (16E).

When the automatic speed control is required (Fc = 1), first, the speed increasing instruction switch USW is turned on (RSu =
"L") is checked (16H), and if it is ON, after executing "acceleration instruction frequency processing" (DEα),
It is checked whether it was on (RUF = 1) immediately before (before Ts) (16I). It was off immediately before (RUF =
0) At this time, "1" indicating that the speed increasing instruction switch USW is turned on is written in the register RUF,
Write the vehicle speed RVs at that time into the register RUVs (1
6J). The “acceleration instruction frequency processing” (DEα) determines the memory vehicle speed increase update speed α, and the content thereof will be described later with reference to FIG. 6.

The switch USW is immediately before (before Ts).
Whether or not it was also turned on for the first time this time, the data RUVs of the register RUVs (switch U
It is checked whether the vehicle speed when the SW is switched from OFF to ON is less than or equal to the vehicle speed upper limit value UVS for executing the automatic speed control by the vehicle speed feedback (16K), and if so, the memory vehicle speed RVm Is less than the set low value LLL, is less than or equal to LLL and is less than the setting low value LLV, or LL
It is checked whether it is V or more (16L, 16N). When the memory vehicle speed RVm is less than the set low value LLL, the sum obtained by adding 4α to the data RVm is updated and written in the register RVm (16M). Memory vehicle speed RVm is L
When the value is equal to or more than LL and is less than the set low value LLV, the register R
The sum obtained by adding 2α to the data RVm is updated and written to Vm (16O). When the memory vehicle speed RVm is equal to or higher than LLV, the register RVm and its data RVm are α
Is updated and written (16P), and the register R
When the data of Vm exceeds the vehicle speed upper limit value UVS for executing the automatic speed control by the vehicle speed feedback, the data of the register RVm is updated to UVS (16Q, 1).
6R).

The data LLL, LLV and LVS are shown in FIG.
3 and the significance of the above processing using these data will be described later with reference to FIG.

In step 16K, RUVs> UV
When it is S, the data of the register RVm is not updated (step 16K to 17A). That is,
When the vehicle speed RUVs when the switch USW is switched from OFF to ON exceeds the vehicle speed upper limit value UVS for executing the automatic speed control by the vehicle speed feedback, the memory vehicle speed RVm is not updated.

When the speed increase instruction switch USW is off (RSu = "H") in the check in step 16H, the MPU 101 writes "0" (speed increase instruction switch USW off) in the register RUF ( 16S), it is checked whether the deceleration instruction switch DSW is on (RSd = “L”) (16T). When the switch DSW is on, after executing the "deceleration instruction frequency process" (DEβ), the data of the register RVm is updated to a value smaller by β than the value at that time (16U). When the updated value becomes less than 0, it is updated to 0 (16V, 16W). When the deceleration instruction switch DSW is off (RSd = “H”), the register RDF indicating that it is on is cleared. It should be noted that when the deceleration instruction switch DSW is turned on, 1 indicating that the DSW is turned on is written in the register RDF in step 82A of FIG. 7 described later. The "deceleration instruction frequency processing" (DEβ) determines the memory vehicle speed decrease update speed β, and its content is shown in FIG.
Will be described later with reference to.

Next, in step 17A, the MPU 101
Refers to the data in the flag register Fc to check whether automatic speed control is necessary or not (17A). When the automatic speed control is required (Fc = 1), the MPU 101 checks whether the memory vehicle speed RVm (or the actual vehicle speed RVs) is equal to or higher than the lower limit vehicle speed LVS of the automatic speed control by the vehicle speed feedback control (17B). .

If it is equal to or higher than LVS, the target vehicle speed V
Calculate o (18). The calculated target vehicle speed Vo is written in the register RVo. The contents will be described later with reference to FIGS. 8 and 10. When the target vehicle speed Vo is calculated, MPU1
01 is vehicle speed deviation = target vehicle speed RVo−actual vehicle speed RVs, and throttle valve opening / closing speed (substantially proportional to the PID calculation value of the deviation) for making the vehicle speed deviation zero by PID (proportional, integral, differential) calculation. Throttle valve drive speed
Is calculated and converted into an energization duty of the PWM drive pulse of the motor 50 (19A). And register F
The discontinuity is high immediately after the data of c is switched from 0 to 1 (a radical) smoothing process at the time of switching to smoothly correct the throttle valve drive, or automatic speed control has already started. After performing a steady-state smoothing process for smoothing discontinuity with the output immediately before (19A), through brake lamp control (19B),
The energization duty is output to the PWM counter 102 (2
1). At the start point of this output, the clutch solenoid 45 is energized to bring the clutch 40 into contact. The content of the brake lamp control (19B) will be described later with reference to FIG.

When the memory vehicle speed RVm is less than the lower limit vehicle speed LVS of the automatic speed control by the vehicle speed feedback control, the MPU 101 makes the throttle target opening degree Sao corresponding to the memory vehicle speed RVm (value substantially below LVS).
Throttle opening deviation = target opening Sao−actual opening RSa is calculated, and the throttle valve opening / closing speed (zero) for making the throttle opening deviation zero by PID (proportional, integral, derivative) calculation ( The throttle valve drive speed (which is approximately proportional to the calculated PID value of the deviation) is calculated, and this is calculated by the motor 50.
The PWM drive pulse is converted into an energization duty (19
C). This process is referred to as "open loop PWM calculation" (19
C). The data of the register Fc is 0 to 1.
High discontinuity immediately after switching to (extreme) smoothing processing during switching for smooth correction of throttle valve drive, or immediately after the output immediately after starting automatic speed control. After the steady-state smoothing process for smoothing the discontinuity is performed (19A), the energizing duty is changed to PW through the brake lamp control (19B).
It is output to the M counter 102 (21). At the start point of this output, the clutch solenoid 45 is energized and the clutch 4
Connect 0. "Open-loop PWM operation"
The content of (19C) will be described later with reference to FIG.

If it is determined in step 17A that automatic speed control is not required (Fc = 0), the MPU 101
Generates (20) and outputs (21) a throttle valve drive release output that has been subjected to the processing corresponding to this switching cause when Fc = 1 is switched to 0. In the release calculation (20), when the release of the automatic speed control is due to the opening of the automatic speed control instruction switch SSW (RSs = H) (11 and 15 in FIG. 4), the accelerator pedal is operated. In order to avoid sudden deceleration when the pedal is not stepped on, the energization duty for closing and driving the throttle valve at a speed corresponding to the actual vehicle speed RVs at that time is calculated, and the throttle valve opening RSa becomes equal to or smaller than the accelerator opening RAs. Throttle valve drive release output (clutch 40 disengaged)
Generate Release of automatic speed control is done by accelerator pedal 3
4 is the cause (12, 15 in FIG. 4), the throttle valve is closed at a speed corresponding to the actual vehicle speed RVs at that time in order to avoid sudden deceleration due to remaining accelerator pedal depression. The energizing duty for driving is calculated, and when the throttle valve opening RSa becomes equal to or smaller than the accelerator opening RAs, a throttle valve drive release output (clutch 40 disengagement) is generated. Release of automatic speed control is caused by depression of the brake pedal (Fig. 4
13 and 15), the throttle valve drive release output (clutch 40 disengaged) is immediately issued to accelerate deceleration.
Generate Since the brake switch BSW2 is in series with the clutch solenoid 45, when the brake pedal is depressed, the clutch 40 is automatically disengaged.

After the "output" (21), the MPU 101 checks whether or not the timer Ts has time-over. The monitoring output is read, and the abnormality of the throttle valve driver and the controller 100 is checked by referring to the monitoring output and the output information held by itself. When there is an abnormality, the throttle valve drive release is output, the lamp ALP is turned on, and the control operation is stopped.

When the timer Ts has timed out without detecting an abnormality, the process returns to step 2 in FIG. 4, the timer Ts is started again, and the control operation (3 to 21) of one step described above is similarly performed. . Since this is repeated when no abnormality is detected, the above-described control operation is substantially the time limit value Ts of the timer Ts.
It is repeated in the cycle. In this repetition, steps 16B to 16G are performed while automatic speed control is unnecessary (Fc = 0).
Is executed, the register RV is maintained as long as the vehicle speed Vs is within the automatic speed control range by the vehicle speed feedback.
The data of m, RRm and R [rho] m are updated to the latest one in the period Ts. When the automatic speed control is required (Fc = 1), steps 16B to 16G are not executed during that time. Therefore, the data of the registers RVm, RRm and Rρm are changed from the automatic speed control not required (Fc = 0) to the automatic speed control required (Fc = 0). The data remains just before the switching to Fc = 1) (provided that the USW and DSW are not operated), and these data are the target vehicle speed value Vo for the automatic speed control by the vehicle speed feedback. Is the reference data for determining
The target vehicle speed Vo is calculated by the "target vehicle speed Vo calculation" (18).
Is calculated.

After the "output" (21), the MPU 101 checks whether the timer Ts has time-over. If the timer Ts has not time-over, the MPU 101 waits for the time-over, during which the monitoring circuits 104 and 106 wait. The monitoring output is read, and the abnormality of the throttle valve driver and the controller 100 is checked by referring to the monitoring output and the output information held by itself. When there is an abnormality, the throttle valve drive release is output, the lamp ALP is turned on, and the control operation is stopped.

When the timer Ts has timed out without detecting an abnormality, the process returns to step 2 in FIG. 4, the timer Ts is started again, and the control operation (3 to 21) of the above-mentioned one step is similarly performed. . Since this is repeated when no abnormality is detected, the above-described control operation is substantially the time limit value Ts of the timer Ts.
It is repeated in the cycle.

In summary, the switch MS having the same meaning as the power switch for the MPU 101.
While W is open, Vcc2 is not applied to the MPU 101, so the MPU 101 is in the standby state and the data in the internal memory is deleted.
Data retention only. When the switch MSW is closed and Vcc2 is added to the MPU 101, the MPU 101
Processing for constant speed traveling control (2 to 22 in FIGS. 4 and 5)
Are repeatedly executed substantially in the Ts cycle. During this repetition, the automatic speed control instruction switch SSW is opened, the brake switch BSW1 is closed (the brake pedal is depressed), and the accelerator opening indicated by the potentiometer 37 exceeds the idling opening (accelerator pedal). No automatic speed control is required (Fc = 0) while at least one of the above is satisfied, and the MPU 101 drives the throttle valve driver (opening / closing operation of the throttle valve 11: FIG. 5, 19) and 21) are not executed, but the vehicle speed register (memory) RVm, the curve curvature register (memory) RR
The data of m and the inclination register (memory) Rρ1 are updated to the latest actual vehicle speed value RVs, the latest curve curvature RR1 and the latest inclination value Rρ1 (3 to 16A in FIG. 4 to FIG. 5).
16B-16G). The vehicle is the driver's accelerator pedal 3
4 or the brake pedal (not shown) is operated at a speed corresponding to the operation or stopped.

The driver starts the vehicle with the switch MSW closed, depresses the accelerator pedal 34 and runs at the desired vehicle speed, and the automatic speed control instruction switch S
When SW is closed and then the accelerator pedal 34 is released, the automatic speed control start condition is satisfied when the accelerator pedal 34 returns to the idling opening position. That is, the switch SSW is closed, the brake switch BSW1 is opened (the brake pedal is not depressed), and the accelerator opening =
The three idling opening degrees (release of the accelerator pedal 34) are simultaneously established. As a result, automatic speed control is required (Fc =
1). In this state, steps 16B to 1 in FIG.
6G is not executed, so increase / decelerate switches USW, D
Unless SW is operated, the data in the registers RVm, RRm and Rρ1 are not updated, and the data remains just before the automatic speed control start condition is satisfied. That is, the data immediately before the
Data is stored and retained.

In the state where the automatic speed control is required (Fc = 1), when the memory vehicle speed RVm is equal to or higher than the vehicle speed lower limit value LVS of the automatic speed control by the vehicle speed feedback control, the target vehicle speed value Vo is "the target vehicle speed." Vo operation "(18)," constant speed PWM operation "(19A) and" output "
At (21), the throttle valve 11 is driven to open and close at a speed corresponding to the deviation of the actual vehicle speed RVs from the target vehicle speed value Vo (RVo described later), and the vehicle speed is substantially the target vehicle speed value V.
It becomes o.

When the automatic vehicle speed control is required (Fc = 1) and the memory vehicle speed RVm is less than the vehicle speed lower limit value LVS of the vehicle speed feedback control automatic vehicle speed control, the throttle valve target opening degree Sao is "O". -Open loop PWM operation "(19C), this" open loop PW
M calculation "(19C) and" output "(21), the throttle valve 11 is driven to open and close at a speed corresponding to the deviation of the actual opening RSa from the target opening Sao, and the throttle valve opening is substantially the target opening. Degree Sao.

When the automatic speed control start condition is not satisfied,
That is, the switch SSW is opened and the break switch BS is
W1 closed (step on brake pedal) or accelerator opening =
When the idling opening is exceeded (the accelerator pedal 34 is depressed), automatic speed control is not required (Fc = 0), and the clutch 40 is disengaged immediately or after a certain time by the steps 20 and 21 in FIG. -The mechanical connection between the motor 50 and the throttle shaft 12 is released, and the throttle valve 11 opens and closes in response to the operation of the accelerator pedal 34.

Next, the contents of the "speed-up instruction frequency process" (DEα) shown in FIG. 5 will be described with reference to FIG. It should be noted that this process is executed only while the speed increasing instruction switch USW is closed, and in the “initial setting” (1) shown in FIG. 4, all of the registers RBD1 to 8 described later have the reference value RMDs. Please note that is written.

When proceeding to the "speed-up instruction frequency processing" (DEα), the MPU 101 first checks whether or not it is immediately after the switch USW is switched from open to closed (71). Immediately after switching, the data of the registers RBD1 to 8 are changed to RB.
The data of D2 is written to RBD1, the data of RBD3 is written to RBD2, and so on (7)
2). Next, the data RDC of the register RDC for writing the closing time (Ts unit) of the switch USW to the register RBD8.
Is written here, and the closing time of the switch USW (Ts unit)
The register RDC is cleared to restart the measurement of (7). The above process is performed only immediately after the switch USW is switched from open to closed. The following is executed not only immediately after that, but also when the switch USW is continuously kept closed. That is, the register RDC is incremented by 1 to measure the duration time of the USW close (7
4). Next, the average value RM of the data of the registers RDB1 to 8
D (the average value of the respective durations of the last 8 times of closing the USW) is calculated (75). Next, the coefficient value Uk corresponding to the average value RMD is calculated and written in the register RUK (7
5). The value of the coefficient Uk with respect to the value of RMD is determined by RMD as the reference value R, as shown in the block of step 75 of FIG.
The value is set to 1 when MDs, large in proportion to RMD and saturated at 2 when RMD> 1, and small in proportion to RMD and saturated at 1/2 when RMD <1.
According to this relationship, the MPU 101 makes the U corresponding to the RMD
Calculate k (75).

Next, the MPU 101 performs step 3B in FIG.
Automatic transmission shift lever position RS read in
With reference to P and the current speed stage RTP, coefficient values corresponding to them are calculated and written in the register RAK (77). The coefficient values determined in association with the shift lever position RSP and the current speed stage RTP are shown in step 77 of FIG. This coefficient value is set to be larger as the shift lever position RSP specifies a high torque low speed output, and is set to be larger as the current variable speed stage is set to a high torque low speed output (77).

The MPU 101 then proceeds to α = RUK × RAK
Calculate × γ and write it to the α storage register. This α
Is used as the increment value (4α, 2α, α) of the memory vehicle speed RVm in steps 16M, 16O and 16P of FIG. RUK is the coefficient value of the register RUK (Uk calculated in step 75), and is the past 8 times of USW.
The longer the average value of each duration of closing, the larger the value,
RAK is a coefficient value of the register RAK (value determined in step 77), and is larger as the shift lever position of the automatic transmission is high torque low speed output and is larger as the current speed stage is high torque low speed output. , Γ is the reference acceleration amount (fixed value) shown in FIG.
The increase speed of the memory vehicle speed RVm executed at 16P (the repetition of the Ts cycle) is high, and the higher the shift lever position of the automatic transmission is the high torque low speed output, and the current speed stage is the high torque low speed output. The higher the speed, the higher the increasing speed of the memory vehicle speed RVm.

As a result, the driver operates the speed increase instruction switch U
When the SW is closed for a long time, the memory vehicle speed RVm changes to a high value at high speed. In conjunction with this, the moving speed RVs of the vehicle
However, it rises at high speed. The fact that the driver closes the switch USW for a long time means that the driver intends to increase the vehicle speed immediately, and in this case, the memory vehicle speed RVm increases at a high speed as described above, and accordingly. That the actual vehicle speed RVs rises at a high speed corresponds to the behavior of the driver.

Even when the driver is in the shift lever position of the automatic transmission on the low speed side and when the transmission of the automatic transmission is in the low speed stage, the memory vehicle speed RVm is kept high by closing the speed increase instruction switch USW. Turns to a high price. In conjunction with this, the moving speed RVs of the vehicle
However, it rises at high speed. The fact that the driver intends to increase the vehicle speed quickly is that the shift lever position is on the low speed side, and the fact that the current speed stage is of low speed rotation output requires high torque for running the vehicle. That is, the vehicle can be accelerated quickly. In this case, as described above, the memory vehicle speed RVm is increased at a high speed, and the throttle valve opening is increased accordingly. Therefore, the actual vehicle speed RVs is increased. Increasing speed depends on the driver's driving intention and the running condition of the vehicle.

Next, the contents of the "deceleration instruction frequency processing" (DEβ) shown in FIG. 5 will be described with reference to FIG. It should be noted that this process is executed only while the deceleration instruction switch DSW is closed, and in the “initial setting” (1) shown in FIG.
Note that Ds is written.

When proceeding to the "deceleration instruction frequency process" (DEβ), the MPU 101 first checks whether or not it is immediately after the deceleration instruction switch DSW is switched from open to closed (81).
Immediately after switching, the switch R is added to the register RDF.
Write "1" to indicate that SW is closed. The information "1" is cleared at step 16X of FIG. 5 when the switch DSW returns to the open state. This register R
The process after writing “1” in DF is the same as the content of the “acceleration instruction frequency process” (DEα) described above. RBD is Rbd, RDC is Rdc, and RMD is Rmd.
By reading Uk as Dk and RUK as RDK, the description of calculating β appears. Therefore, detailed description of steps 82B to 88 in FIG. 7 here will be omitted.

This β is used as the decrement value (β) of the memory vehicle speed RVm in step 16U of FIG. As a result, when the driver prolongs the closing of the deceleration instruction switch DSW, the memory vehicle speed RVm changes to a low value at high speed. In conjunction with this, the moving speed RVs of the vehicle drops at a high speed. The fact that the driver closes the switch DSW for a long time means that the driver intends to quickly reduce the vehicle speed, and in this case, the memory vehicle speed RVm decreases at a high speed as described above, and accordingly. The fact that the actual vehicle speed RVs falls at a high speed is an act of the driver.

Even when the driver is in the shift lever position of the automatic transmission on the low speed side and when the transmission of the automatic transmission is in the low speed stage, the memory vehicle speed RVm is high and low due to the closing of the deceleration instruction switch DSW. Changes to a value. In conjunction with this, the moving speed RVs of the vehicle
However, it descends at high speed. The fact that the shift lever position is on the low speed side or that the current speed stage has a low speed rotation output means that the vehicle can be decelerated quickly. In this case, the memory vehicle speed RVm drops at a high speed. Accordingly, the throttle valve opening is reduced accordingly, and the fact that the actual vehicle speed RVs falls at a high speed corresponds to the driving intention of the driver and the running state of the vehicle.

Next, the contents of the "calculation of target vehicle speed Vo" (18) will be described with reference to FIG. Here, MPU101
First, the speed data RVm of the register RVm is written in the target vehicle speed register RVo (31).

Next, the MPU 101 next sets the road car ahead of the vehicle.
A target vehicle speed Vor defined by the curvature of the curve (the reciprocal of the radius of the arch) is calculated (32 to 35). In this case, first, the data RR2 of the register RR2 is placed in front of the road.
Check if it represents the curvature of the curve (3
2). As described above, when this data is not obtained and when the actual vehicle speed is less than the lower limit value VL,
The data of the register RR2 is an error indication (E) (4-9 in FIG. 4). In this case, the data of the target vehicle speed register RVo is not changed, and the process proceeds to the calculation of the next target vehicle speed Voρ (36 to 39). Data R of register RR2
When R2 represents the curvature of the road curve ahead of the vehicle, the target vehicle speed Vor corresponding to the data of the registers RVm and RR2 is read from the table 1 (one area of the internal memory) (33). . The table 1 has a target vehicle speed Vor written therein (corresponding to RVm (memory vehicle speed) and road curve curvature RR2 in front of the vehicle (using these as addresses),
That is, the Vor values corresponding to RVm and RR2 having the correlation shown in FIG. 10A are written. As a result, the higher the memory vehicle speed RVm, the lower the higher the road curve curvature RR2 in front of the vehicle (the lower the steeper the front curve), and the memory vehicle speed RVm is the upper limit value (saturation value). , The target vehicle speed Vor is read. The MPU 101 reads the read target vehicle speed Vor
Is compared with the content RVo of the target vehicle speed register RVo,
The smaller one is updated and written in the target vehicle speed register RVo (34, 35). As a result, if the road curve curvature RR2 in front of the vehicle is large, the content R of the target vehicle speed register RVo
Vo is updated to a value showing a small value. As described above, a higher distance Ds is determined in correspondence with the actual vehicle speed, and a longer distance Ds is determined, and the GPS curve is requested to the GPS unit 120 at a position ahead of this distance Ds on the road. GP
It has received the transfer from the S unit 120 (6 in FIG. 4).
10), the data is the road car in front of the vehicle here.
Since the curvature is RR2, the front of the vehicle here means substantially Ds ahead of the current position.

Next, the MPU 101 calculates the target vehicle speed Voρ defined by (the absolute value) of the deviation of the road inclination Rρ2 in front of the vehicle with respect to the current road inclination (uphill +, downhill −) Rρ1 (36-). 39). In this case, first, the data Rρ1, Rρ2 of the registers Rρ1, Rρ2
Check whether it represents a road slope (3
6). As described above, when this data is not obtained and when the actual vehicle speed is less than the lower limit value VL,
The data of the registers Rρ1 and Rρ2 is an error (E) (4 to 9 in FIG. 4). When at least one of Rρ1 and Rρ2 is an error, the target vehicle speed register RVo
The data of No. is not changed, and the process proceeds to the calculation of the next target vehicle speed VoRi (40 to 43). Data of registers Rρ1 and Rρ2
If the vehicle Rρ1 and Rρ2 represent the current position and the road inclination ahead of the vehicle, respectively, the memory vehicle speed RV
The target vehicle speed Voρ corresponding to the absolute value of m and the inclination deviation (= Rρ1-Rρ2) is read from the table 2 (one area of the internal memory) (37). Table 2 is memory vehicle speed R
The target vehicle speed Voρ is written in correspondence with (the absolute value of) Vm and the inclination deviation (ie, these are the addresses), that is, the correlation shown in FIG.
The value of Voρ corresponding to (the absolute value of) Vm and inclination deviation is written. As a result, the higher the memory vehicle speed RVm is, the lower the road inclination ahead of the vehicle is as much as the road inclination at the current position is, and the lower the memory vehicle speed RVm is. The MPU 101 compares the read target vehicle speed Voρ with the content RVo of the target vehicle speed register RVo, and writes the smaller one in the target vehicle speed register RVo (38, 3).
9). As a result, if the inclination deviation between the vehicle present position and the front is large, the content RVo of the target vehicle speed register RVo is updated to a small value. As described above, a higher distance Ds is determined corresponding to the actual vehicle speed, and a longer distance Ds is determined to request the GPS unit 120 for the road inclination at the current position on the road and the position ahead by this distance Ds. It has received the transfer from the GPS unit 120 (6 to 1 in FIG. 4).
0), and the deviation of the data Rρ1 and Rρ2 is the inclination deviation here, so the vehicle front here means substantially Ds forward from the current position.

The MPU 101 then determines the memory vehicle speed RVm.
And memory location (constant constant speed running control required Fc = 1 at 14 in FIG. 4)
The vehicle position) and the road curve curvature (reciprocal of the curve radius) RRm of the current position.
The target vehicle speed VoRi defined by the deviation of 1 (= RR1-RRm) is calculated (40 to 43). In this case, first, the data RRm, RR of the registers RRm, RR1.
It is checked whether 1 represents the curvature of the curve (40). As described above, when this data is not obtained and when the actual vehicle speed is less than the lower limit value VL, the data in the registers RRm and RR1 is an error (E) (Fig. 4 4-9). If at least one of RRm and RR1 is an error, the target vehicle speed register RV
The data of o is not changed, and the process proceeds to the calculation of the next target vehicle speed Voρi (44 to 47). If the data RRm and RR1 of the registers RRm and RR1 represent the curve curvatures of the memory position and the current position, respectively, the target vehicle speed corresponding to the memory vehicle speed RVm and the curve deviation (= RR1-RRm). VoRi is read from table 3 (one area of the internal memory) (41). Table 3 is memory vehicle speed R
The target vehicle speed VoRi is written corresponding to Vm and the curve deviation (using these as addresses), that is, the RVm and the curve deviation corresponding to the correlation as shown in FIG. The VoRi value of is written. As a result, the higher the memory vehicle speed RVm, the higher it becomes, and the curve RR1 at the current position is higher than the curve RR1 at the memory position.
Is higher, the target vehicle speed VoRi is read out with the memory vehicle speed RVm being the upper limit value (saturation value). MP
The U101 compares the read target vehicle speed VoRi with the content RVo of the target vehicle speed register RVo and updates and writes the smaller one in the target vehicle speed register RVo (42, 43).
As a result, when the curve at the vehicle current position is steeper than the curve at the memory position, the content RVo of the target vehicle speed register RVo is updated to a small value.

The MPU 101 then determines the memory vehicle speed RVm.
And memory location (automatic speed control required Fc = 1 at 14 in FIG. 4)
The target vehicle speed Voρi defined by the deviation (= Rρm−Rρ1) of the road inclination RRρ at the current position with respect to the road inclination Rρm of the vehicle position (44-4).
7). In this case, first, it is checked whether the data Rρ1, Rρm of the registers Rρ1, Rρm represent the road inclination (44). As described above, when this data is not obtained and when the actual vehicle speed is less than the lower limit value VL, the data in the registers Rρ1 and Rρm is an error (E) (Fig. 4 4-9). R
If at least one of ρ1 and Rρm is an error, the data of the target vehicle speed register RVo is not changed. Register R
If the data Rρ1 and Rρm of ρ1 and Rρm represent the road inclination at the memory position and the current position, respectively, the memory vehicle speed RVm and the inclination deviation (= Rρm−R)
The target vehicle speed Voρi corresponding to ρ1) is read from table 4 (one area of the internal memory) (45). Table 4 is
The target vehicle speed Voρi is written in correspondence with the memory vehicle speed RVm and the inclination deviation (using these as addresses), that is, the correlation shown in FIG. 10D is obtained.
It is the one in which the Voρi value corresponding to RVm and slope deviation is written. Thus, the higher the memory vehicle speed RVm is, the lower the road inclination Rρm at the current position is stronger than the road inclination Rρm at the memory position, and the lower, and the target vehicle speed Voρi with the memory vehicle speed RVm being the upper limit value (saturation value) is read out. . The MPU 101 sets the read target vehicle speed Voρi as
Compared with the content RVo of the target vehicle speed register RVo, the smaller one is updated and written in the target vehicle speed register RVo (4
6, 47). As a result, if the road inclination at the current vehicle position is steep with respect to the road inclination at the memory position, the content RVo of the target vehicle speed register RVo is updated to a small value.

From the calculation of the target vehicle speed Vo (data updating of the target vehicle speed register RVo) described above (18), the target vehicle speed RVo is the target vehicle speed corresponding to the memory vehicle speed RVm and the curve curvature RR2 in front of the vehicle. Vor, the target vehicle speed Voρ corresponding to the deviation of the road inclination Rρ2 ahead of the vehicle with respect to the road inclination Rρ1 at the current position, and the target vehicle speed VoRi corresponding to the deviation of the curve curvature RR1 at the current position with respect to the curve curvature RRm at the memory position, And the target vehicle speed Vo corresponding to the deviation of the road inclination Rρ1 at the current position from the road inclination Rρm at the memory position
Of ρ i, it is determined to be the one showing the lowest value.

Therefore, when there is a curve or inclination in front of the vehicle, the vehicle speed is reduced below the memory vehicle speed RVm, and the driver releases the automatic speed control by the speed control device, such as stepping on the brake pedal. Is reduced. As the target vehicle speed RVo changes and increases as the vehicle goes through a tight curve or slope, the frequency with which the driver releases the automatic speed control by the speed control device, such as depressing the accelerator pedal, is reduced. That is, since the curve curvature RR2 and the road inclination Rρ2 that are referred to in order to change the target vehicle speed RVo are ahead of the vehicle (distance Ds), the curve
The possibility that the driver will step on the brake pedal (release the automatic speed control) in front of the road or uphill is reduced, and the driver will not be able to step on the accelerator pedal before exiting the curve or slope. The possibility of stepping on (release of automatic speed control) is reduced.

The current position curve R which is stronger than the curve RRm when the reference vehicle speed RVm is written in the register (memory).
In R1, the target vehicle speed RVo is correspondingly updated to be low, and the vehicle speed RVs is accordingly reduced. This is because even if there is a curve in front of the vehicle and the target vehicle speed RVo is changed from the front of the curve to a low value in accordance with the curvature of the curve, the curve will change even if the vehicle ahead changes to a straight road. The low speed is maintained during traveling, and the frequency with which the driver releases the automatic speed control by the speed control device, such as stepping on the brake pedal in the curve, is reduced.

The target vehicle speed RVo is correspondingly updated to be lower at the current position inclination Rρ1 than the road inclination Rρm when the reference vehicle speed RVm is written in the register (memory), and the vehicle speed RVs is accordingly reduced. This is because even if the target vehicle speed RVo is changed to a low value from before the front inclination in preparation for the inclination change in front of the vehicle as described above, even if the front of the vehicle changes to a flat road, a low speed is maintained during the inclined traveling. As a result, the frequency with which the driver releases the automatic speed control by the speed control device, such as stepping on the brake pedal in the curve, is reduced.

Next, the contents of the "brake lamp control" (19B) will be described with reference to FIG. Here MPU1
01 first subtracts the digital data (current vehicle speed data) RVs of the register RVs from the digital data (previous vehicle speed data) RBVs of the register RBVs, calculates the deceleration (51), and decelerates a certain threshold value. If it is equal to or higher than the LAN, the H level is written to the register RPL as rapid deceleration (52, 53), and if the deceleration is less than the threshold LAN, the L level is written to the register RPL (5
2, 54). The brake lamp lighting data RPL in the register RPL is output port PL in the above-mentioned step 21.
Then, the re-trigger monomulti 151 is triggered. This causes the break lamp BLP to light up.

When the deceleration (RBVs-RVs) exceeds the set value (LAN), the brake lamp BLP is irrelevant to the depression of the brake pedal (regardless of the driver's consciousness).
Is lit to signal the following vehicle. The following vehicle can quickly recognize the deceleration of the vehicle by turning on the brake lamp of the preceding vehicle, and the safety at the time of deceleration in the automatic speed control is improved.

In the above example, the deceleration of the vehicle is calculated based on the vehicle speed (RVs), and the brake lamp BLP is turned on when the deceleration is large (FIG. 11). During speed control, the MPU 101 opens and closes the throttle valve 11 so that the vehicle speed (RVs) matches the target speed (RVo).
Based on the deceleration of o), the brake lamp BLP may be turned on when it is large. In this case, for example, at the beginning of "calculation of target vehicle speed Vo" (18) (immediately before step 31 in FIG. 8), the data R in the register RVo is read.
Write Vo (previous target vehicle speed) in the register RBVo,
In the deceleration calculation (51 in FIG. 11), deceleration = R
BVo-RVo may be calculated. RBVo
Is the data of the register RBVo (value obtained before Ts), R
Vo is the data (value obtained this time) of the register RVo.

Next, referring to FIG. 12, when the automatic speed control is required (Fc = 1) and the memory vehicle speed RVm is less than the lower speed limit value LVS of the automatic speed control by the vehicle speed feedback control, the operation is executed. The contents of "Punloop PWM calculation" (19C) will be described. In this, MPU101 first
The target throttle opening degree Sao is calculated (61).

The accelerator operation amount (throttle valve opening degree) when the driver accelerates from a vehicle speed of 0 (vehicle stop) to around LVS (40 km / h in this embodiment) by operating the accelerator pedal 34 on a flat road ) And the change in vehicle speed over time are shown in FIG. When one of such accelerator operation characteristics is used as a reference pattern and the relationship between the vehicle speed and the throttle valve opening in the reference pattern is shown, a graph shown in FIG. 13B (horizontal axis is vehicle speed) is obtained. . In this embodiment, this relationship is approximated by a linear function, and MPU1
01 is the calculation of the target throttle opening degree Sao (6 in FIG. 12).
In 1), the throttle opening degree Sao corresponding to the memory vehicle speed RVm is calculated using the linear function, and this is set as the throttle target opening degree Sao.

Next, the MPU 101 causes the deviation dSa = Sao-RS of the actual opening RSa (data of the register RSa: detected opening of the potentiometer 13) with respect to the target opening Sao.
a is calculated (62), and the throttle valve opening and closing speeds (throttle valve drive speeds that are approximately proportional to the PID calculation value of the deviation) for making the deviation dSa zero by PID (proportional, integral, derivative) calculation are calculated. Calculate, convert this into the energization duty of the PWM drive pulse of the motor 50, and
Immediately after the data in the register Fc is switched from 0 to 1, there is a high discontinuity (extreme) smoothing during switching for smooth correction of the throttle valve drive, or automatic speed control has already been performed. After the start, a steady-state smoothing process is performed to smooth the discontinuity with the immediately preceding output (63). The energizing duty calculated by this is output to the PWM counter 102 after passing through the brake lamp control (19B in FIG. 5) (21).

While the automatic vehicle speed control is unnecessary (Fc = 0), if the actual vehicle speed RVs is less than LVS, the memory vehicle speed RVm is set to 0 (16E in FIG. 5), so the actual vehicle speed RVs is LVS.
When the automatic speed control is required (Fc = 1) when
Since RVm is 0, "Open-loop PWM calculation"
By (19C), the throttle valve 11 is driven to be closed so that the throttle valve opening RSa = 0 (when the actual opening Sa exceeds 0). Automatic speed control required (Fc
= 1), when the actual opening Sa was 0 even immediately before,
Since the opening deviation dSa is 0, the throttle valve 11
Is not opened or closed.

This RVm is 0 and the opening deviation dSa
When is 0, the driver pushes the speed increase instruction switch USW to close it, and if this is continued, the MPU 101 displays 16
The processing of H to 16Q is repeated in the Ts cycle, and
While the value RVm of the register RVm is less than the low low value LLL,
The value of the register RVm is updated so that the value of the register RVm increases at a rate of 4α per Ts.
If the value RVm of the register RV exceeds the low value LLL, the value of the register RVm is increased so that the value of the register RVm increases at a rate of 2α per Ts.
When the value of Vm is updated and the value RVm of the register RVm exceeds the medium-low value LLV, the register RVm is rotated at a speed of α per Ts.
The value of the register RVm is updated so that The MPU 101 responds to the increase in the value of the register RVm.
However, by executing the "open loop PWM calculation" (19C), the throttle valve opening RSa is changed to the target opening Sao.
Since the throttle valve 11 is opened so as to have a value (proportional to RVm), when α = γ, the throttle opening changes in time series as shown in FIG. It rises as shown in FIG. RV
When m reaches LVS, the automatic speed control (18, 19A) by the vehicle speed feedback described above is performed. When the speed-up instruction switch USW returns to open before RVm reaches LVS, the value of RVm remains at the value at the time of switching to USW open, and the throttle valve opening also remains at that opening. When the deceleration instruction switch DSW is closed, T
The memory vehicle speed RVm decreases at a speed of α per second, and the vehicle speed accordingly decreases.

As described above, the driver needs the automatic speed control (F
When c = 1) is set, the speed increasing instruction switch USW can be operated without releasing it to automatically start the vehicle with a predetermined starting characteristic from zero vehicle speed. If the speed increase instruction switch USW is kept closed, the memory vehicle speed RVm
And the actual vehicle speed RVs increase, and the speed increase instruction switch USW
If the memory vehicle speed RVm is less than LVS, the opening degree of the throttle valve 11 is kept at the opening degree at that time, and if it is more than LVS, the vehicle speed RVs is changed to the memory vehicle speed RVm.
(In this example, more accurately, RVo)
Automatic speed control is performed by driving.

When the vehicle frequently starts and stops on a congested road, the driver may keep the speed increasing instruction switch USW closed until the vehicle reaches a desired speed when starting. When deceleration is required, the deceleration instruction switch DSW may be operated or the brake pedal may be depressed. When the brake pedal is pressed, the automatic speed control (Fc = 1) is released, but when the brake pedal is released, the automatic speed control (Fc = 1) is released.
Then, immediately before this, the memory vehicle speed RVm becomes 0 in steps 16C and 16E of FIG.
It is possible to automatically start the vehicle with a predetermined start characteristic from the extremely low speed value. Therefore, the driver's driving operation becomes easy in the operation in which the vehicle starts and stops relatively frequently.

In the above-described embodiment, the vehicle speed feedback control or the opening control with the throttle opening Sa as the target opening Sao is discriminated by referring to the memory vehicle speed RVm. (17B in Fig. 5)
You may change so that this may be performed with reference to the actual vehicle speed RVs.

The contents of the "setting of upper and lower limit values" (ULD) shown in FIG. 4 will be described below with reference to FIGS. MPU when you go to "Upper and lower limit setting" (ULD)
101 is a register RMV for storing the short-term vehicle speed average value
Data of (255/256) times the value of RMV at that time,
It is updated to a value obtained by adding 1/256 of the vehicle speed RVs (9
1). This is the vehicle speed reading value RVs of this time and the past 255 times
It means to calculate the average value of. That is, since the read cycle Ts is 50 msec in this embodiment, 2
It means to calculate the average value of vehicle speed during 56 × 50 msec. In addition, in the first "initial setting" (1),
60 Km / h is written in the register RMV as an initial value.

Next, the MPU 101 increments the data of the register Rmc by 1 (92) and checks whether the data of the register Rmc reaches 256 (93), 2
When it reaches 56, the register Rmc is cleared (94), and the data of the register RLM that stores the long-term vehicle speed average value is multiplied by (3/4) times the value of the RLM at that time to obtain the data value of the register RMV. The value is updated to a value obtained by adding 1/4 of the value (95). This means that the average value of the vehicle speed reading values RVs of this time and the past (256 × 4-1) times is calculated. That is, the average value RMV of the vehicle speed reading values of 256 times is sampled every 256 times of vehicle speed reading, and the average value of the sampling values of the four times before and after, that is, the vehicle speed average value of 256 × 4 × 50 msec is calculated. Means to do. In the first "initial setting" (1), 60 Km / h is written as an initial value in the register RLM.

Next, the MPU 101 increments the data of the register RLc by 1 (96), checks whether the data of the register RLc has reached 4 (97), and when it becomes 4, the data of the register RBC is incremented. Write data to register RBBC (98) and clear registers RLc and RBC (99). The register RBC is set to the step 13C in FIG.
Thus, the number of times the brake pedal is stepped on is counted, and the register RBBC stores the past 256 × 4 × Ts.
The number of times the brake pedal is stepped on during (50 msec) is written. It should be noted that by the above processing, the register RB
The BC data has a cycle of 256 × 4 × Ts (50 msec),
It will be updated to the latest value.

Next, the MPU 101 refers to the current vehicle speed RVs, the short time vehicle speed average value RMV and the long time vehicle speed average value RLM, and refers to the upper limit value UVS (data to be written in the register UVS).
Data) and the lower limit value LVS (data written in the register LVS)
Data) and write it to the corresponding register (100-10
6).

As shown in steps 100 to 106 and FIG. 15A, all of the current vehicle speed RVs, the short-time vehicle speed average value RMV and the long-time vehicle speed average value RLM are 30K.
At m / h or less, there is a strong tendency to run at low speed for a long time, and the upper limit value UVS is set to a low speed value of 100 Km / h and the lower limit value L
Set VS to a low speed value of 20 Km / h (100 to 10
2, 104). As a result, the probability of canceling the constant speed traveling control is reduced, and the burden on the driver for restarting the constant speed traveling is reduced.

Although the current vehicle speed RVs is 30 Km / h or less, when the vehicle speed average value RMV or RLM exceeds 30 Km / h, it does not necessarily mean that the vehicle runs at a low speed, so the upper limit value UVS is set to 100 Km / h and the lower limit Value LVS 40km
Set to a slightly faster value of / h (100, 101, 102,
105). In addition, the current vehicle speed RVs and the short-time vehicle speed average value RM
When one of V is 30 Km / h or less, the upper limit value UVS
Is set to 100 Km / h and the lower limit LVS is set to 40 Km / h (100, 103, 105). Also, the current vehicle speed RVs
When both of the short-time vehicle speed average value RMV exceed 30 Km / h, the upper limit value UVS is set to 120 Km / h,
The lower limit value LVS is set to 40 km / h (100, 10
3, 106). In these cases, there is a high possibility that the vehicle travels at a relatively high speed. For example, when the vehicle speed is once reduced at a relatively high speed before a downhill road or a traffic light, if the vehicle speed is reduced to 40 km / h or less due to deceleration, a constant speed is achieved. The running is canceled, and thus the probability of causing acceleration (a feeling of strangeness) after releasing the brake is reduced. When both the current vehicle speed RVs and the short-time vehicle speed average value RMV exceed 30 km / h, there is a high probability that the operating environment is relatively suitable for high-speed running, and the upper limit value UVS
Is set to as high as 120 Km / h, and the advantage of constant speed running in the medium speed range and the high speed range is utilized.

As described above, the upper limit value UVS and the lower limit value LV of the constant speed running control are set according to the current vehicle speed and the average value of the long and short time vehicle speeds, that is, according to the tendency of the vehicle running speed to be high or low.
Since S is shifted, the advantage of constant speed running is utilized and the disadvantage is avoided.

Returning to FIG. 14 again, when the lower limit value setting (100 to 106) is completed after speed correspondence, the MPU 101 next corrects the upper limit value UVS corresponding to the steering angle RST (107). That is, when turning, the steering angle RS is set so as to suppress the maximum vehicle speed during constant speed travel.
The upper limit value UVS is updated to a lower value as T increases, corresponding to T. In this embodiment, the reduction amount of the upper limit value UVS with respect to the steering angle is set as shown in (b) of FIG. 15, and this reduction amount is (steering angle RST
(-22.5 °) × 1/6 + 3.75 Km / h. In this way, the reduction amount is calculated, and the data of the register UVS is updated to the value obtained by subtracting the reduction amount from the value at that time (107). As a result, if there is steering during constant speed running,
When the steering angle is large corresponding to the steering angle, the upper limit value is greatly reduced, the vehicle speed is suppressed to the upper limit value or less, and the steerability during turning is secured.

When the correction of the upper limit value UVS corresponding to the steering angle is completed, the MPU 101 determines that a predetermined long time (256 × 4
The lower limit value LVS corresponding to the number of times the brake pedal is depressed RBBC (break frequency) during (X Ts) is corrected (108 in FIG. 14). The high frequency of breaks means that the driving environment is not suitable for constant speed running. Therefore, in FIG.
As shown in (c) of 5, the brake pedal depression frequency RB
If there are many BCs, the lower limit value LVS is updated accordingly. That is, the release for releasing the constant speed traveling is increased. The amount of addition of the lower limit value LVS to the brake pedal depression count RBBC is (brake pedal depression count RBBC-0.85) ×
It is 12 km / h. In this way, the addition amount is calculated, and the data of the register LVS is updated to a value obtained by adding the addition amount from the value at that time (108). In this embodiment, the time length for counting the number of times the brake pedal is stepped on RBBC is 256 × 4 × Ts. This time length is 30
When changing to seconds and setting the same amount with the same frequency,
5 (c) horizontal axis 0.85 is 0.5 and 1.71 is 1
And 5.13 is rewritten as 3, and in this case,
In addition, in both cases shown in FIG.
In the case of the number of times the brake pedal is stepped on, the lower limit value LV
Since S is increased by 30 Km / h, the probability of canceling the constant speed traveling control is reduced accordingly. That is, the lower the frequency of the brake pedal is, the higher the lower limit value LVS is updated, the higher the probability of canceling the constant speed traveling control is, and the less effective constant speed traveling control is suppressed.

In the above-described first embodiment, when the speed increasing instruction switch USW is continuously closed (the average value RMD thereof), if it is long, the speed increasing speed α / Ts (α for each time Ts is α).
The rise of the price) is made higher. First of the first embodiment
In the modification, the short cycle repetition detection circuit 180 shown in FIG. 16A is provided to count the continuous number of times the speed increase instruction switch USW is closed repeatedly within a predetermined short cycle Tm or less.
That is, the re-trigger monomulti 181 is triggered by the switching of the speed-up instruction switch USW from the open state to the close state (falling from Su = H to L). The mono-multi 181 raises its output from L to H when it is triggered, and then maintains the H output for a time period Tm, and is re-triggered during this time (after Su returns to H, the H output again becomes H). Switch from L to L)
Then, since the H output is maintained for a further time period Tm, the output of the mono-multi 181 continues to be H while the switching of the switch USW from the open state to the close state is continued at the cycle of Tm or less. To do. While the output of the monomulti 181 is H, one pulse is applied from the AND gate 182 to the count pulse input terminal CK of the counter 183 each time the switch USW is closed (open to closed, and then closed to open). The counter 183 counts the number of times the switch USW is closed in a cycle of Tm or less. When the monomulti 181 time-overs, that is, the switch U having a cycle of Tm or less
When the repetition of SW closing is interrupted, the output of the monomulti 181 returns to L, at which time the output of the AND gate 184 rises from L to H, and at this rising point, the latch 185 counts the count data (cycles of Tm or less). The number of times the switch USW is closed is repeated and held. The output of the AND gate and the data held by the latch 185 are given to the MPU 101. The counter 183 is cleared when the output of the AND gate 184 falls from H to L when the switch USW is closed next time.

The MPU 101 performs the interrupt processing in which the output of the AND gate 184 responds to the rise from L to H, and first, as in step 72 of FIG.
Data is shifted, and the data held in the latch 185 is read and written in the register RBD. “Speed-up instruction frequency processing” (DEα) of the MPU 101 in the first modified example
The contents of the above are the same as those shown in FIG. 6 with steps 71 to 74 omitted. According to the first modified example, the number of consecutive tap operations (switch operations such as tapping and tapping) of the speed-up instruction switch USW with a cycle of Tm or less (correctly, if this series is once, Corresponding to the average value of 8 times), the larger the number, the larger α is determined. Although illustration is omitted, in the first modification, the deceleration instruction switch DS
With respect to W as well, a circuit similar to the short cycle repetition detection circuit 180 is provided, and the MPU 101 sets β by the same processing as the setting of α described above. According to the first modification, the increasing speed α and the decreasing speed β are determined at high speed when the number of repeated closes of the speed increasing instruction switch USW and the speed decreasing instruction switch DSW is shorter than the predetermined short period Tm. . The second modification of the first embodiment includes the repetition frequency detection circuit 190 shown in FIG.
The number of times W is repeatedly closed within a predetermined long time TL is counted. That is, a cyclic timer 191 having a time limit value of a long time TL (for example, 3 minutes) generates a time-over pulse in a long-time TL cycle, and the time-over pulse is generated by the D flip-flops 192 and 193 in a minute time d.
Delay processing of t and 2 dt is performed to generate an interrupt pulse delayed by dt and a counter clear pulse delayed by 2 dt from the time-over pulse. The counter 194 counts up the number of times the speed increase instruction switch USW is closed. When the cyclic timer 191 generates a time over pulse, the count data at that time (switch U for a long time TL) is generated.
The number of times SW has been closed is fetched and held in the latch 195, and then an interrupt pulse is given to the MPU 101 after dt, the counter 194 is cleared after a further dt, and counting up from 0 is performed again. The processing of the MPU 101 in the second modified example is similar to that in the first modified example. Although not shown, the deceleration instruction switch DSW also includes a circuit similar to the repetition frequency detection circuit 190, and the MPU 101 sets β by the same process as the setting of α. According to the second modified example, when the speed increasing instruction switch USW and the deceleration instruction switch DSW are closed for a predetermined long time TL, that is, the closing operation frequency is high, the increasing speed α and the decreasing speed β are high. Is determined.

-Second Embodiment- FIG. 17 shows a second embodiment of the present invention. This embodiment is effective when the beacon 140 is installed near the road at every predetermined length of the road or at a key point for road management. Each of the beacons 140 has location information,
Beacon No.i, road information (from Beacon No.i to Beacon N
Curve curvature and road inclination in front of a predetermined distance on the o.i + 1 side,
Also, the curve curvature and road inclination from beecon No.i to beecon No.i-1) are transmitted by radio waves. A number (No.) is assigned to each of the beacons in the order of arrangement along the road, and the vehicles are beacons No.i-1, No.i, N.
The forward direction is defined as going forward in the ascending direction of o.i + 1 and the beacon number, and the reverse direction is defined as the reverse direction. The slope that forms a slope is defined as-. Therefore, when the vehicle travels in the descending direction, it is necessary to invert the sign of the road inclination received from the beacon and process the road inclination information as seen from the own vehicle. In order to prevent interference, different frequencies are assigned to multiple beacons within the maximum area where the radio wave of one beacon is received by the vehicle, but the total number m of these frequencies is fixed. is there.

An antenna for receiving all the frequencies and a radio wave receiver 130 connected to the antenna are mounted on the vehicle, and the radio wave receiver 130 is connected to the communication circuit 119. The radio wave receiver 130 reads the reception level of each of the m frequencies at a predetermined cycle, and tracks the level displacement of the frequency equal to or higher than the predetermined level (reception level change due to the distance change between the vehicle and the beacon as the vehicle advances). And when the reception level of the frequency Fm, which has the highest level among the received frequencies, changes from rising to falling,
That is, when passing through the beacon j that transmits the frequency Fm, the point information and the beacon that are transmitted at the frequency Fm are transmitted.
The control No. j and road information are read, and the traveling direction information (if the previously read Be-con No. is j-1, the forward direction, j +
If it is 1, the backward direction is generated and written in the register, and the received spot information, beacon No. j, and road information are saved in the register.

Then, referring to the traveling direction information, if the traveling direction information is the outward direction, the beacon information from the beacon No.i in the road information is read.
The curve curvature and road inclination up to Con No. i + 1 are written in the tracking table (one area of the memory), and the running length counter starts counting the running length of the vehicle. When the traveling direction information is the backward direction, the road curvature data represents the curve curvature and the road inclination from beecon No.i to beecon No.i-1 in the road information. The positive and negative signs are reversed,
The data is written in the tracking table, and the running length counter starts counting the running length of the vehicle (counting up the vehicle speed synchronizing pulse generated by the read switch LSW).

The radio wave receiver 130 performs the above-described radio wave reception, the tracking of the fluctuation of the reception level, and the count-up of the vehicle speed synchronizing pulse, and when the reception level of the maximum reception level frequency passes the peak point, The above-mentioned beacon transmission information is read, the tracking table data is updated, and the vehicle running length is counted (the count value is cleared and the count is restarted).

When the MPU 101 transfers the search distance Ds and requests road information, the radio wave receiver 130 further determines the vehicle running length (count value) of the tracking table.
Curvature R1 and road inclination ρ1 at the position (current vehicle position) is read, and the vehicle running length (count value) + D
The curve curvature R2 and the road inclination ρ2 at the position s (forward of Ds) are read and transferred to the MPU 101. In addition, when the data is not prepared, the data error is transmitted to the MPU 10
Notify 1.

The other structure and operation of the second embodiment shown in FIG. 17 are the same as those of the first embodiment shown in FIG. The same operation is performed. However, in steps 7 and 8 of FIG.
"PS 120" is read as "radio wave receiver 130".

The contents and effects of the automatic speed control of the second embodiment are the same as those of the above-mentioned first embodiment, so the description thereof will be omitted.

[Brief description of drawings]

FIG. 1 is a block diagram showing a configuration of a first exemplary embodiment of the present invention.

FIG. 2 is a perspective view showing an external appearance of a main part of a throttle valve driver including the motor 50 shown in FIG.

FIG. 3 is a cross-sectional view showing a main part of the throttle valve driver shown in FIG.

FIG. 4 is a flowchart showing a part of an automatic speed control operation of MPU 101 shown in FIG.

5 is a flowchart showing the rest of the automatic speed control operation of the MPU 101 shown in FIG.

6 is a "speed-up instruction frequency process" (DEα) shown in FIG.
It is a flowchart showing the contents of.

FIG. 7 “Deceleration instruction frequency processing” (DEβ) shown in FIG.
It is a flowchart showing the contents of.

FIG. 8 is a flowchart showing the contents of “calculation of target vehicle speed Vo” (18) shown in FIG.

FIG. 9 is a search distance Ds calculated in step 6 of FIG.
(Vertical axis) and the register RVm shown in step 17B of FIG.
3 is a graph showing the relationship of the data (horizontal axis).

10 (a) is a memory vehicle speed Vm and a curve curvature R in front of the vehicle calculated in steps 33 to 35 of FIG.
5 is a graph showing a target vehicle speed Vor corresponding to. (B)
8 is a graph showing the target vehicle speed Voρ corresponding to the memory vehicle speed Vm and the forward inclination change amount ρ1-ρ2 calculated in steps 37 to 39 of FIG. 8. 8C is a graph showing the target vehicle speed VoRi corresponding to the memory vehicle speed Vm and the curve change amounts RR1-RRm calculated in steps 41 to 43 of FIG. (D) shows steps 45 to 47 in FIG.
Memory vehicle speed Vm and inclination change amount Rρm−
6 is a graph showing a target vehicle speed Voρi corresponding to Rρ1.

[FIG. 11] “Brake lamp control” shown in FIG.
It is a flowchart showing the contents of B).

[FIG. 12] “Open loop PWM operation” shown in FIG.
It is a flowchart which shows the content of (19C).

FIG. 13A is a graph showing a reference pattern of one vehicle speed (Vs) starting from zero vehicle speed and accelerating on a flat road and one throttle opening (Sa), and (b) a target throttle opening (Sao). 7 is a graph showing a correlation between a vehicle speed and a memory vehicle speed (RVm).

FIG. 14 is a flowchart showing the contents of “upper and lower limit setting” (ULD) in FIG.

15 (a) shows steps 100 to 10 of FIG.
6 is a table showing speed data written in registers UVS and LVS by the process of No. 6. FIG. 14B is a graph showing the reduction amount of the upper limit value UVS calculated in step 107 of FIG. FIG. 14C is a graph showing the increase amount of the lower limit value LVS calculated in step 108 of FIG.

16A is a block diagram showing a modified portion (additional circuit) of a first modified example of the first embodiment, and FIG. 16B is a block diagram showing a modified portion (additional circuit) of the first and second embodiments. It is a block diagram.

FIG. 17 is a block diagram showing a configuration of a second exemplary embodiment of the present invention.

[Explanation of symbols]

1: Throttle body 2: Case 3: Cover 11: Throttle valve 12: Throttle shaft 13: Potentiometer 21: Throttle plate 22,35: Return spring 23, 33a, 36c: Pin 24: Intermediate shaft 31: Accelerator link 32: Accelerator shaft 33: accelerator cable 34: accelerator pedal 36: accelerator plate 37: potentiometer 40: clutch 41: drive plate 41a: leaf spring 42: clutch plate 43: movable yoke 43a: friction member 44: fixed yoke 45: clutch solenoid 46: bobbin 50 : Motor 51, 52: Gear 52a: Shaft 60: Limit switch 70: Printed wiring board 71: Lead 100: Controller 101: MPU (microcomputer) 107: Driver 108,109,111: A /
D converter 110: F / V converter 116, 117: Input circuit 119: Communication circuit 120: GPS: Unit 130: Radio wave receiver 140: Beacon 150: Transistor 151: Re-trigger mono-multi ALP: Warning lamp BLP: Brake lamp BSW1, BSW2: Brake switch BTT: Battery CPS1: First voltage power supply CPS2: Second voltage power supply LSW: Reed switch Mag: Rotating permanent magnet MSW: Main switch SSW: Automatic speed control instruction switch USW: Acceleration switch DSW: Deceleration switch

 ─────────────────────────────────────────────────── ─── Continuation of front page (72) Inventor Yoshinori Taguchi 2-1, Asahi-cho, Kariya city, Aichi Aisin Seiki Co., Ltd. (72) Toru Fujikawa 2-chome, Asahi-cho, Kariya city, Aichi prefecture Aisin Seiki Co., Ltd. (72) Inventor Nobuyuki Kobayashi 1 Toyota Town, Toyota City, Aichi Prefecture Toyota Motor Co., Ltd. (72) Inventor Mitsuru Takada 1 Toyota Town, Toyota City, Aichi Prefecture Toyota Motor Corporation (72) Inventor Shigeo Kaba 1 Toyota Town, Toyota City, Aichi Prefecture Toyota Motor Co., Ltd. (72) Inventor Hiroshi Ito 1 Toyota Town, Toyota City, Aichi Prefecture Toyota Motor Co., Ltd.

Claims (13)

[Claims] 1. An increasing / decelerating means mounted on a vehicle for increasing or decreasing the moving speed thereof; a speed detecting means for detecting the moving speed;
Memory means for storing speed information; limit speed setting means for setting the lower limit value LVS high when the speed is high and low for the speed corresponding to the moving speed; and the moving speed detected by the speed detecting means is memory means. When the speed is higher than the target speed based on the speed information of the vehicle, the moving speed of the vehicle is decelerated through the deceleration means, and when it is low, the speed is increased, and at least one of the speed information and the moving speed of the memory means is the lower limit value. A vehicle speed control device comprising speed control means for canceling the vehicle speed feedback control when the speed is less than LVS. 2. The vehicle according to claim 1, wherein the limit speed setting means sets the upper limit value UVS to be high when the travel speed is high corresponding to the travel speed, and the speed control means suppresses the travel speed to UVS or less. Speed control device. 3. The apparatus further comprises an average speed calculation means for calculating a time-series average value of the moving speed, and the limit speed setting means,
3. The vehicle speed control device according to claim 1, wherein the lower limit value LVS is set to be high when the time series average value is high corresponding to the time series average value. 4. The apparatus further comprises an average speed calculating means for calculating a time-series average value of the moving speed, and the limit speed setting means,
4. The vehicle speed control device according to claim 1, wherein the upper limit value UVS is set to be high when the time series average value is high in correspondence with the time series average value. 5. An increasing / decelerating means mounted on a vehicle for increasing or decreasing the moving speed thereof; a speed detecting means for detecting the moving speed;
Memory means for storing speed information; first average speed calculating means for calculating time series single time average value of moving speed; second average speed calculating means for calculating time series long time average value of moving speed; Corresponding to the time average value and the long-term average value, the upper limit value UVS is set higher when they are higher, and the lower limit value LVS is set lower when they are lower; When the speed is higher than the target speed based on the speed information of the memory means, the moving speed of the vehicle is decelerated through the speed increasing / decelerating means, when the speed is lower, the speed is increased and the moving speed is suppressed to UVS or less. At least one of the speed information and moving speed of the lower limit value L
A vehicle speed control device comprising speed control means for canceling the vehicle speed feedback control when the speed is less than VS. 6. The limit speed setting means sets the upper limit value UVS higher when the moving speed, the single time average value and the long time average value are higher, and sets the lower limit value LVS lower when they are low. The vehicle speed control device according to claim 5. 7. The apparatus further comprises angle detection means for detecting a steering angle, and the limit speed setting means lowers the upper limit value UVS when the steering angle is large. The vehicle speed control device according to claim 4, claim 5, or claim 6. 8. The apparatus according to claim 1, further comprising braking frequency detection means for detecting the number of braking operations in a predetermined time unit, and the limit speed setting means increasing the lower limit value LVS when the number of braking operations is large. 2. The vehicle speed control device according to claim 3, claim 4, claim 5, claim 6, or claim 7. 9. An increasing / decelerating means mounted on a vehicle for increasing or decreasing the moving speed thereof; a speed detecting means for detecting the moving speed;
Memory means for storing speed information; angle detection means for detecting a steering angle; limit speed setting means for setting the upper limit value UVS low when the steering angle is large; and speed detection means When the moving speed is higher than the target speed based on the speed information of the memory means, the speed is increased / decreased through the speed reducing means, and when the moving speed is low, the speed is increased, and the moving speed is suppressed to UVS or less. A vehicle speed control device comprising: means. 10. An increasing / decelerating means mounted on a vehicle for increasing or decreasing its moving speed; a speed detecting means for detecting the moving speed; a memory means for storing speed information; and a number of braking operations in a predetermined time unit. Braking frequency detecting means for detecting; limit speed setting means for setting the lower limit value LVS to be high when the number of braking operations is large; and the moving speed detected by the speed detecting means is based on the speed information of the memory means. When the speed is higher than the target speed, the moving speed of the vehicle is decelerated through the speed increasing / decelerating means, when the speed is lower, the speed is increased, and when at least one of the speed information and the moving speed of the memory means is less than the lower limit value LVS, A speed control means for releasing the vehicle speed feedback control, which increases when the speed is higher than the target speed based on the speed information of the memory means, decelerates the moving speed of the vehicle through the speed reduction means, and speeds up when the speed is low. That vehicle speed control device. 11. The apparatus further comprises an operation amount detecting means for detecting an operation amount of the increasing / decelerating means; and, when the vehicle speed feedback control is released, the operating amount via the increasing / decelerating means, The second control means for setting a target manipulated variable corresponding to the speed information of the memory means;
The vehicle speed control device according to claim 5, claim 6, claim 8 or claim 10. 12. The correlation of the target manipulated variable with the speed information of the memory means is a moving speed in a reference pattern that represents a time-series moving speed increasing pattern when the vehicle speed is increased from substantially zero moving speed. 12. The vehicle speed control device according to claim 11, which is substantially equivalent to the correlation of the operation amount of the increasing / decelerating means with respect to. 13. The apparatus further comprises instructing means for instructing automatic speed control, and the input reading means, when the moving speed when the instructing means switches to the automatic speed control instruction is equal to or higher than a lower limit value LVS, the moving speed. 13. The vehicle speed control device according to claim 11 or 12, wherein a value representing substantially zero is written in the memory means when the value is less than the lower limit value.