JPH08268110A - Moving body speed controller - Google Patents

Abstract

PURPOSE: To improve safety in deceleration in constant velocity traveling by providing a deceleration informing energizing means for energizing a deceleration informing means when the deceleration exceeds the set value. CONSTITUTION: A deceleration detecting means 101 detects at least one deceleration of the moving speed of a moving body and the target speed, and deceleration informing energizing means 101, 151, 150 energize a deceleration informing means (BLP) when the deceleration exceeds the set value. Since the brake lamp (BLP) is turned on regardless of the depression of a brake pedal (regardless of the intention of a driver) when the deceleration exceeds the set value, a sing to a following vehicle is made. The following vehicle can promptly recognize the deceleration of the vehicle by turning on of the brake lamp (BLP) of the forward vehicle, and safety in deceleration of constant speed traveling is improved.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to control of a moving speed of a moving body, and more particularly, though not intending to be limited to this, to a constant speed running control apparatus 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 having a constant speed traveling function, the vehicle speed value is stored in a memory and the vehicle speed value is increased or decreased by a driver operating a switch in the driver's seat. When the brake is depressed, the constant speed running 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. On the other hand, for example, when the vehicle is traveling at a constant speed, it approaches a curve or a slope where the line of sight is not visible, and when 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,
Since constant-speed driving is canceled, the driver must operate the switch for constant-speed driving in the driver's seat again to continue constant-speed driving, and when driving at constant speed on a road with many curves or slopes. In such cases, the operation becomes complicated and the burden on the driver increases.

In order to solve the problem, for example, there is a method of decelerating the target set speed for constant speed running in proportion to the magnitude of the steering angle operated by the driver (Japanese Patent Laid-Open No. 58-58).
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.

By the way, when the vehicle enters a corner during constant speed running, the control circuit changes the set speed for constant speed running low so that the driver does not step on the brake. As a result, the vehicle can travel safely without the frequent release of constant-speed travel due to the driver's brake operation. However, when changing the set speed, if there is a large difference between the speed before changing the set speed and the speed that is newly changed (curve curvature is large), the deceleration rate will be high and the vehicle will be decelerated rapidly. The Rukoto. Japanese Patent Examination Sho 64-
In the 60437 publication, as a method for solving the above-mentioned problem, when decelerating during constant speed traveling, the control circuit gradually closes and closes the throttle valve and simultaneously performs downshifting. Alleviating the shock.

[0006]

Normally, the driver decelerates by operating the brake pedal. At this time, the brake lamp mounted on the rear part of the vehicle is lit in association with the driver's operation of the brake pedal. The following vehicle recognizes the deceleration by turning on the brake lamp of the vehicle ahead. However, since deceleration during constant speed traveling is performed by the control circuit as described above, safety confirmation during deceleration depends on the control circuit. Therefore, when driving at a constant speed, the driver's recognition of the surrounding safety confirmation that should normally be made during normal driving tends to be weak, including the one to be paid to the following vehicle. In addition, when the lighting of the brake lamp depends only on the operation of the brake pedal, it is difficult for the following vehicle to recognize the deceleration of the preceding vehicle while traveling at a constant speed, and the response tends to be delayed especially when traveling at high speed.

An object of the present invention is to improve safety during deceleration during constant speed running.

[0008]

A vehicle speed control device according to the present invention comprises a deceleration notifying means (BL) for notifying backward deceleration.
(P) is mounted on a moving body having a moving speed (Vs) to increase or decrease its speed increasing / decelerating means (11, 12, 50); speed detecting means (Mag, LSW, 110, 109) for detecting the moving speed (Vs). ); Memory means (101) for storing speed information (RVm); Target speed setting means (101, DSW) for generating target speed information (RVo) based on the speed information (RVm) of the memory means (101) ); Speed detection means (Mag, LSW, 11
If the moving speed (Vs) detected by (0,109) exceeds the speed indicated by the target speed information (RVo), increase / decelerate means (11,12,50)
The moving speed (Vs) of the moving body is reduced via the
Speed control means for accelerating when the speed represented by (RVo) exceeds the moving speed (Vs); deceleration of at least one (Vs) of the moving speed (Vs) of the moving body and the target speed (RVm) (RBVs-RV
deceleration detecting means (101) for detecting s); and the deceleration
A deceleration notification urging means (101, 151, 150) for urging the deceleration notification means (BLP) when (RBVs-RVs) exceeds a set value (LAN).

[0009]

[Operation] A deceleration notifying means (BL
Increase / decelerate means (11,12,50) mounted on a moving body having P)
Increases or decreases the moving speed (Vs) of the moving body,
The velocity detection means (Mag, LSW, 110, 109) detects (Vs). The memory means (101) stores the detected speed information (RVm), and the target speed setting means (101, DSW) generates the target speed information (RVo) based on the speed information (RVm) of the memory means (101). To do. The speed control means increases / decelerates (11, 12, 50) when the moving speed (Vs) detected by the speed detecting means (Mag, LSW, 110, 109) exceeds the speed indicated by the target speed information (RVo). The moving speed (Vs) of the moving body is decelerated via the, and is increased when the speed represented by the target speed information (RVo) exceeds the moving speed (Vs). On the other hand, the deceleration detection means (101) has a deceleration (RBVs) of at least one (Vs) of the moving speed (Vs) of the moving body and the target speed (RVo).
-RVs) is detected, and when the deceleration (RBVs-RVs) exceeds the set value (LAN), the deceleration notifying biasing means (101, 151, 150) biases the deceleration notifying means (BLP).

When the deceleration (RBVs-RVs) exceeds the set value (LAN), the brake lamp (BLP) is turned on regardless of the depression of the brake pedal (regardless of the driver's consciousness), so that the following vehicle Is a signal to. The following vehicle can quickly recognize the deceleration of the vehicle by turning on the brake lamp (BLP) of the vehicle ahead, and the safety at the time of deceleration during constant speed driving is improved.

In a preferred embodiment of the present invention, the target speed setting means (101, DSW) is a memory speed changing means (DS) for changing the speed information (RVm) in the memory means (101) to a low speed.
W), further provided with information generating means (120/130) for generating geographical information of the moving body route, target speed setting means (101, DSW)
Is based on the geographical information generated by the information generating means (120/130) and the speed information (RVm) stored in the memory means (101), the greater the displacement corresponding to the geographical displacement of the forward path of the moving body, the greater the displacement. Generate a target speed that is low.

The memory means (101) stores speed information (RVm) and geographical information, and the target speed setting means is the information generating means (1
(20/130) generated geographical information, and based on the speed information (RVm) and geographical information stored in the memory means (101), the geographical information generated by the information generation means with respect to the geographical information in the memory means (101) Target velocity information (RVo) indicating a lower velocity is generated as the displacement represented by is larger.

The geographic information includes curve information indicating the curve of the forward path of the moving body, and the target speed setting means is the memory means (1
The target speed information (RVo) corresponding to the speed information (RVm) of (01) and the curve information from the information generating means, the lower the stronger the bend, and the lower the speed information (RVm) of the memory means (101), is generated.

The geographical information includes inclination information of the forward path of the moving body, and the target speed setting means is the speed information of the memory means (101).
(RVm) corresponding to the inclination change of the forward path of the moving body, the larger the inclination change, the lower the speed information of the memory means (101) (RVm)
Generates lower target speed information (RVo).

Geographical information is a curve that represents a turn of a mobile body.
Target speed setting means including memory information (101)
Corresponding to the speed information (RVm) and the curve information and the curve information from the information generating means, the curve represented by the latter curve information is lower as the curve represented by the former curve information is stronger.
Target speed information lower than the speed information (RVm) of the memory means (101)
Generate (RVo).

Geographical information includes slope information for mobile paths,
The target speed setting means is the speed information (RVm) of the memory means (101).
Corresponding to the tilt information and the tilt information from the information generating means, the larger the deviation between both tilt information is, the lower the memory means (1
Target speed information (RVo) lower than the speed information (RVm) of 01) is generated.

[0017]

【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 its 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 meshing 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 embedded 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 the vehicle is traveling at a constant speed, the clutch solenoid 45 is energized, the drive plate 41 is frictionally coupled to the yoke 43, and the drive plate 41 is further rotated counterclockwise by the positive rotation bias of the electric motor 50. The opening degree of 11 becomes large. 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. The potentiometer 13 connected to the throttle shaft 12
An analog signal indicating the throttle valve opening is generated.
The maximum opening of the throttle valve 11 is the mechanical maximum value (at this time, the throttle plate 21 hits the mechanical stopper).
Immediately before becoming, the limit switch 60 is closed to open by the throttle plate 21, and the clutch solenoid 4
5 and the electric power feeding loop of the electric motor 50 are 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 force of the return spring 22 returns the throttle valve 11 to the closing direction.
The energization of the clutch solenoid 45 is restarted, and the clutch 40 returns to the contact state there, 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 depressed, the accelerator plate 36 is attached to the pin 22 of the throttle plate 21. The throttle valve 11 is not operated by depressing the accelerator pedal 34 within the non-engaged range (the range in which the rotation amount of the accelerator plate 36 is smaller than the rotation amount of the throttle plate 21).

When the accelerator pedal 34 is depressed, 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.

Thus, when the constant speed mode is not set,
Alternatively, even in the constant speed mode, when the accelerator depression amount is in a range larger than the rotation amount of the throttle plate 21, the opening degree of the throttle valve is determined by the accelerator depression amount.

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 further requires turning on of the main switch MSW, and the elements to which the voltage Vcc2 is supplied are given to the MPU 101, the alarm lamp ALP and the like as shown in FIG.

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 has 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 (driver) of the electric throttle valve opening / closing drive mechanism described above is connected to the motor driver 103, and the motor driver 103 operates the motor 50 while the PWM pulse is at the H level if the direction control signal is at the 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 limit switch 60 described above 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 (a constant voltage Vcc2 must be 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".

The A / D converter 108, when chip-selected by the MPU 101, digitally converts the detection voltage of the potentiometer 13 and returns it to the MPU 101.
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 provided on an inner panel in front of a driver's seat (not shown), and the driver instructs acceleration (switch USW ON) and deceleration (switch DSW ON) during constant speed running.

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 BS
The constant voltage power supply Vcc2 is applied to the cathode side connected to the W ₁ side via a resistor, and the same voltage is applied to the ground side connection end of SSW, USW, DSW in the input circuit 116 via a resistor. It The anode side of the diode is in parallel with the brake lamp BLP, and is the lamp driver NP.
It is connected to the collector side of N-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. The brake lamp BLP is turned on by turning on the transistor 150. 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 1, and a GPS unit 120 is connected to this communication circuit 119. 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. G
The PS unit 120 receives the MPU via the communication circuit 119.
When there is a data transfer instruction from 1, the curve curvature R of the road closest to the current position (hereinafter referred to as the current position)
1 (the reciprocal of the radius of the curve) and road slope ρ1 (the amount of change in height per horizontal unit distance;
Downlink-) is searched from the map database and communication circuit 1
It transfers to MPU1 via 19. Search distance Ds is M
When designated by PU1, the road position at the position closest to the position corresponding to the distance Ds of the road on the map (hereinafter, referred to as Ds forward position) based on the current position and traveling direction of the vehicle and the distance Ds. The curve curvature R2 and the road inclination ρ2 are retrieved from the map database and transferred to the MPU 101 via the communication circuit 119 together with the curve curvature R1 and the road inclination ρ1 at the current position. 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.

FIGS. 4 and 5 show the MPU 10 shown in FIG.
1 shows the constant speed traveling control operation. MPU101 is Vcc
When 2 is turned on, that is, when the main switch MSW is closed and the constant voltage Vcc2 is applied to the MPU 1, initial setting, that is, port state setting, register (one area of memory) clear, parameter initial setting, etc. are performed (step 1).
In the following, the word "step" will be omitted in parentheses and the step number. Enter the number.

Upon completion of the initial setting (1), the MPU 1 starts a timer Ts having a time limit value Ts = 50 msec (2),
First, the digital data RVs (previous value of the detected vehicle speed) written in the register RVs (one area of the internal memory) is written in the register RBVs (one area of the internal memory). Then, the signal level Bs of the input port PB (B when the break switch BSW1 is ON and L / OFF is H) is read and written in the register RBs, and the signal level Ss of the input port PS (the automatic speed control instruction switch SSW is L / on
Read H) when off and write to register RSs, read signal level Su of input port PUS (H when acceleration switch USW is on and L / OFF) and write to register RSu, signal level of input port PDS Read Sd (H when deceleration switch DSW is on and L / off) to register RS
The digital data generated by the A / D converter 108 by writing to d and instructing the A / D converter 108 to perform A / D conversion.
Data Sa (opening of the throttle valve 11; data obtained by digitally converting the analog signal of the potentiometer 13 which is a throttle opening sensor) and writing it in the register RSa, and A / D in the A / D converter 111. Digital data Aa generated by the A / D converter 111 by instructing D conversion
(The amount of depression of the accelerator pedal 34; the data obtained by digitally converting the analog electric signal of the potentiometer 37 which is an accelerator angle sensor) is read and written in the register RAa, and the A / D converter 109 is set to A / Digital data generated by A / D converter 109 by instructing D conversion
The data Vs (data obtained by digitally converting the analog voltage of a level substantially proportional to the vehicle speed) is written in the register RVs (3). 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.

Next, the MPU 101 checks whether the data RVs (hereinafter also referred to as the actual vehicle speed) of the register RVs 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). The outline of the correlation between the vehicle speed and the search distance Ds is shown in FIG. In this embodiment, as shown in FIG. 7, 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 RVm written in the register RVm described later is used as the vehicle speed data used to calculate the search distance Ds, 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, whether the automatic speed control instruction switch SSW is closed (RSs = L), the accelerator angle is the idling angle (RAa = idling opening), or the break switch BSW1 is open (RBs = H). Or
Is checked (11 to 13). Both are correct (YES)
Then, "1" indicating that constant speed traveling control is required is written in the flag register Fc (14), and if any of them is non (NO), "0" indicating that constant speed traveling control is not required is registered in the flag register F.
Write to c (15).

When the constant speed traveling control is not required (Fc = 0), the memory vehicle speed RVm and the memory turn ratio RRm are updated to the latest ones (current ones), so that the registers RVm and RRm are updated. , Registers RVs and R, respectively
The data of R1 is written, and the process proceeds to step 17 without executing the following steps 16B to 16E (16F). However, when constant speed traveling control is required (Fc = 1), steps 16B to 16E are executed.

Referring to FIG. 5, steps 16B-16
At E, the MPU 101, when the level written in the register RSu is L level (the acceleration switch USW is on), adds the predetermined value α to the vehicle speed data RVm written in the register RVm and stores the value in the register RVm. It is updated and written (16C), and the process proceeds to step 17. But,
If the level written in the register RSu is the H level (the acceleration switch USW is off), step 16
Proceed to D and the level written in register RSd is L
If the level (deceleration switch DSW is on), the value obtained by subtracting the predetermined value α from the vehicle speed data RVm written in the register RVm is updated and written in the register RVm (16
E), go to step 17. In step 17, MPU1
01 refers to the data in the flag register Fc to check whether constant speed traveling control is necessary or not (17). When constant speed traveling control is required (Fc = 1), the MPU 101 calculates the target vehicle speed Vo (18). The calculated target vehicle speed Vo is written in the register RVo. This content is shown in FIG. 6 and FIG.
Will be described later with reference to.

When the target vehicle speed Vo is calculated, the MPU 101
Is a vehicle speed deviation = target vehicle speed RVo−actual vehicle speed RVs, and a throttle valve open / close speed (P of deviation is P to calculate the vehicle speed deviation by PID (proportional, integral, derivative)).
A throttle valve drive speed that is substantially proportional to the ID calculation value) is calculated, and this is converted into an energization duty of the PWM drive pulse of the motor 50 (19A). And register Fc
There is a high discontinuity immediately after the data is switched from 0 to 1 (smoothing) Smoothing processing at the time of switching to smoothly correct the throttle valve drive, or constant speed running control has already started. After performing the steady-state smoothing process for smoothing the discontinuity with the immediately preceding output (19A), the brake lamp control is performed next (19A).
B), and this content will be described later with reference to FIG. , The energization duty is output to the PWM counter 102 (21).
At the start point of this output, the clutch solenoid 45 is energized to bring the clutch 40 into contact.

When constant speed running control is not required (Fc = 0), when switching from Fc = 1 to 0, a throttle valve drive release output is generated which has been subjected to processing corresponding to this switching cause (20). Output (21). In the cancellation calculation (20), when the constant speed cancellation is caused by the opening of the automatic speed control instruction switch SSW (RSs = H) (11, 15 in FIG. 4), the accelerator pedal is depressed. In order to avoid sudden deceleration when the vehicle is not running, 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. At times, a throttle valve drive release output (clutch 40 disengaged) is generated. When the constant-speed traveling release is caused by the depression of the accelerator pedal 34 (12, 15 in FIG. 4),
In order to avoid sudden deceleration due to remaining depression of the accelerator pedal, 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 is set to the accelerator opening RAs. When the following occurs, a throttle valve drive release output (clutch 40 disengaged) is generated. When the constant-speed traveling release is caused by the depression of the brake pedal (13, 15 in FIG. 4), a throttle valve drive release output (clutch 40 disengagement) is immediately generated to accelerate deceleration. In addition,
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. 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 any 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 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, while the constant speed traveling control is not required (Fc = 0), step 16F is executed to update the data of the registers RVm and RRm to the latest one in the cycle Ts. When the constant speed traveling control is required (Fc = 1), step 16F is not executed during that time. Therefore, the data of the registers RVm and RRm is changed from the constant speed traveling control not required (Fc = 0) to the constant speed traveling control (Fc = 0).
= 1) just before the switching to (1), these data are the reference data for determining the target vehicle speed value Vo of the constant speed traveling control, and "target vehicle speed Vo calculation". (18)
Thus, the target vehicle speed value Vo is calculated.

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). Constant speed running control is not required (Fc = 0), and the MPU 101 drives the throttle valve driver (opening / closing operation of the throttle valve 11: 5 and 19) 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 actual vehicle speed latest value RVs, the curve curvature latest value RR1 and the inclination latest value Rρ1 (3 to 16A, 16 in FIG. 4).
F). The vehicle is the driver's accelerator pedal 34 and
Run at a speed corresponding to the operation of the pedal (not shown),
Or stop.

The driver starts the vehicle with the switch MSW closed, depresses the accelerator pedal 34 and travels at a desired vehicle speed, before or after the automatic speed control instruction switch S.
When SW is closed and then the accelerator pedal 34 is released, the constant speed traveling 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, constant speed traveling control is required (Fc =
1). In this state, step 16F of FIG. 4 is not executed, so that the registers RVm, RRm and Rρ1
Data is not updated, and remains constant just before the constant speed traveling control start condition is satisfied. That is, the immediately preceding data is stored and held. The target vehicle speed value Vo is the "target vehicle speed Vo calculation"
The target vehicle speed value Vo (RV which will be described later) is generated by the "PWM operation for constant speed" (19) and the "output" (21) generated in (18).
The throttle valve 11 is opened and closed at a speed corresponding to the deviation of the actual vehicle speed RVs with respect to o), and the vehicle speed becomes substantially the target vehicle speed value Vo.

When the constant speed traveling 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 degree is exceeded (depressing the accelerator pedal 34), constant speed traveling control is not necessary (Fc = 0), and the clutch 40 is disengaged immediately or after a certain time by 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 "target vehicle speed Vo calculation" (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).

The MPU 101 then proceeds to 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 correlation shown in FIG.
The Vor value corresponding to RVm and RR2 is written. As a result, the higher the memory vehicle speed RVm, the higher the
The higher the road curve curvature RR2 in front of the vehicle, the lower (the steeper the front curve is, the lower), and the memory vehicle speed RVm.
The target vehicle speed Vor is read, where is the upper limit value (saturation value). The MPU 101 compares the read target vehicle speed Vor 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 (34,
35). As a result, the road curve curvature RR2 in front of the vehicle
Is larger, the content RVo of the target vehicle speed register RVo is updated to a smaller value. As described above, the higher the vehicle speed, the longer the distance Ds is determined in correspondence with the actual vehicle speed, and the road car positioned ahead by this distance Ds on the road.
The curvature is requested from the GPS unit 120, and the transfer is received from the GPS unit 120 (6 to 1 in FIG. 4).
0), since the data is the road curve curvature RR2 in front of the vehicle here, the front of the vehicle here means approximately Ds forward from the current position.

Next, the MPU 101 calculates a target vehicle speed Voρ defined by the deviation of the road inclination Rρ2 in front of the vehicle with respect to the road inclination (uphill +, downhill −) Rρ1 at the current position (36 to 39). In this case, first, it is checked whether the data Rρ1 and Rρ2 of the registers Rρ1 and Rρ2 represent the road inclination (36). As described above, when this data is not obtained and when the actual vehicle speed is less than the lower limit value VL, the register Rρ
The data of 1 and Rρ2 is an error (E) (4 to 9 in FIG. 4). When at least one of Rρ1 and Rρ2 is an error, the data of the target vehicle speed register RVo is not changed and the next target vehicle speed VoRi is calculated (40 to 4).
Proceed to 3). If the data Rρ1 and Rρ2 of the registers Rρ1 and Rρ2 represent the current position and the road inclination ahead of the vehicle, respectively, the target vehicle speed Voρ corresponding to the memory vehicle speed RVm and the inclination deviation (= Rρ1-Rρ2).
From table 2 (one area of internal memory) (3
7). The table 2 corresponds to the memory vehicle speed RVm and the inclination deviation (using these as addresses), and the target vehicle speed Voρ.
Is written, that is, Voρ corresponding to RVm and inclination deviation, which has a correlation as shown in FIG.
The value is written. As a result, the memory vehicle speed RV
The higher m is, the higher the road inclination in front of the vehicle is, and the smaller the road inclination at the current position is, the lower the road inclination is.
The target vehicle speed Voρ with m as the upper limit value (saturation value) is read. The MPU 101 sets the read target vehicle speed Voρ to
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 (3
8, 39). 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, the higher the vehicle speed, the longer the distance Ds corresponding to the actual vehicle speed.
Then, the GPS inclination is requested to the GPS unit 120 at the current position on the road and the position ahead by the distance Ds.
It has received the transfer from the unit 120 (6 to 6 in FIG. 4).
10) Since the deviation between the data Rρ1 and Rρ2 is the inclination deviation here, the vehicle front side here means substantially Ds front side 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 o data is not changed. 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 in correspondence with 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 is, the lower the current position curve RR1 is than the memory position curve RRm, and the lower the memory vehicle speed RVm is, and the target vehicle speed VoRi at which the memory vehicle speed RVm is the upper limit value (saturation value). Read out. MPU
The 101 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, if the curve at the vehicle current position is sudden with respect to the curve at the memory position, the contents R of the target vehicle speed register RVo
Vo is updated to a value showing a small value.

By calculating the target vehicle speed Vo (data update 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. Of these, it is determined to be the lowest value.

Therefore, when there is a curve or an inclination ahead 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 vehicle speed can be returned to the original speed without depressing the accelerator pedal. That is,
Curve curvature R referred to for changing the target vehicle speed RVo
Since the R2 and the road inclination Rρ2 are in front of the vehicle (distance Ds), the driver blurs before the curve or slope.
The need to step on the pedal (release automatic speed control) is reduced, and the driver steps on the accelerator pedal (release automatic speed control) before leaving the curve or slope.
Possibility 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.

Next, the contents of the "brake lamp control" (19B) will be described with reference to FIG. Here, MPU10
First, the digital data (current vehicle speed data) RVs of the register RVs is subtracted from the digital data (previous vehicle speed data) RBVs of the register RBVs to calculate the deceleration (51), and a deceleration threshold value is set. 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 preceding vehicle by turning on the brake lamp of the preceding vehicle, and the safety at the time of deceleration during constant speed traveling is improved.

In the first embodiment described above, the vehicle speed (RV
The deceleration of the vehicle is calculated based on s), and the brake lamp BLP is turned on when this deceleration is large. However, during automatic speed control, the MPU 101 sets the vehicle speed to the target speed (RVo). Since the throttle valve 11 is opened and closed so that (RVs) matches, the target speed (RVo)
The brake lamp BLP may be turned on when the deceleration is large based on the deceleration. In this case, for example, at the beginning of the "calculation of target vehicle speed Vo" (18) (immediately before step 31 in FIG. 6), the data RV of the register RVo.
o (previous target vehicle speed) is written in the register RBVo, and in the deceleration calculation (51 in FIG. 9), deceleration = RBV
It suffices to calculate o-RVo. RBVo is the data of the register RBVo (value obtained before Ts), RVo
Is data of the register RVo (value obtained this time).

-Second Embodiment- FIG. 10 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, with reference to the traveling direction information, if the traveling direction information is the outward direction, the beacon information No.
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 carries out the above-described radio wave reception, tracking the fluctuation of the reception level and counting up the vehicle speed synchronizing pulse, and when the reception level of the maximum reception level frequency passes through the peak point, The above-mentioned beacon transmission information is read, the data in the tracking table is updated, and the running length of the vehicle is started to be 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 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.

Other configurations and operations of the second embodiment shown in FIG. 10 are similar to those of the first embodiment shown in FIG. 1 described above, and the MPU 101 of the second embodiment controls the control shown in FIGS. 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.

FIG. 6 is a flowchart showing the contents of “calculation of target vehicle speed Vo” (18) shown in FIG.

FIG. 7 is a search distance Ds calculated in step 6 of FIG.
6 is a graph showing a relationship between (vertical axis) and data (horizontal axis) of the register RVm shown in step 17 of FIG.

8A is a graph showing a target vehicle speed Vor corresponding to a memory vehicle speed Vm and a curve curvature R in front of the vehicle, which is calculated in steps 33 to 35 of FIG. (B) is
Memory vehicle speed Vm calculated in steps 37 to 39 of FIG.
And the target vehicle speed V corresponding to the forward inclination change amount ρ1-ρ2
It is a graph which shows oρ. (C) is step 4 in FIG.
It is a graph which shows the target vehicle speed VoRi corresponding to the memory vehicle speed Vm and the curve change amount RR1-RRm calculated by 1-43.

FIG. 9 shows a “brake lamp control” shown in FIG.
It is a flowchart showing the contents of B).

FIG. 10 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 the front page (72) Inventor Toru Fujikawa 2-1-1 Asahi-cho, Kariya city, Aichi Prefecture Aisin Seiki Co., Ltd. (72) Inventor Satoshi Terakawa 2-chome, Asahi-cho, Kariya city, Aichi prefecture Aisin Seiki Co., Ltd. (72) Inventor Nobuyuki Kobayashi No. 1 Toyota-cho, Toyota City, Aichi Prefecture Toyota Motor Co., Ltd. (72) Inventor Hiroshi Ito No. 1 Toyota-cho, Aichi Prefecture Toyota Motor Co., Ltd. (72) Inventor Mitsuru Takada 1 Toyota Town, Toyota City, Aichi Prefecture Toyota Motor Co., Ltd. (72) Inventor Shigeo Kaki 1 Toyota Town, Toyota City, Aichi Prefecture Toyota Motor Co., Ltd.

Claims (8)

[Claims] 1. A speed increasing / decelerating means mounted on a moving body having a deceleration announcing means for announcing deceleration to the rear, a speed detecting means for detecting the moving speed, and a speed information stored therein. Memory means for controlling the speed, target speed setting means for generating target speed information based on the speed information of the memory means; increase or decrease when the moving speed detected by the speed detecting means exceeds the speed indicated by the target speed information. Speed control means for decelerating the moving speed of the moving body via the means and increasing the speed when the speed represented by the target speed information exceeds the moving speed;
Deceleration detecting means for detecting the deceleration of at least one of the moving speed of the moving body and the target speed; and deceleration notifying biasing means (101, 151, 150) for biasing the deceleration notifying means when the deceleration exceeds a set value ); 2. The moving body speed control device according to claim 1, wherein the target speed setting means includes a memory speed changing means for changing the speed information of the memory means to one indicating a low speed. 3. Further comprising an information generating means for generating geographical information of the moving body route, the target speed setting means moving based on the geographical information generated by the information generating means and the speed information stored in the memory means. The mobile body speed control device according to claim 1 or 2, which generates target speed information indicating a lower speed as the displacement is larger, corresponding to the geographical displacement of the forward path of the body. 4. The memory means stores speed information and geographic information, and the target speed setting means stores the speed information and geographic information based on the geographic information generated by the information generating means and the speed information and geographic information stored in the memory means. The mobile body speed control device according to claim 3, wherein the target speed information indicating a lower speed is generated as the displacement represented by the geographical information generated by the information generating means with respect to the geographical information is larger. 5. Geographical information includes curve information that represents the curve of the forward path of the moving body, and the target speed setting means corresponds to the speed information of the memory means and the curve information from the information generating means.
The mobile body speed control device according to claim 3 or 4, which generates target speed information that is lower as the bending is stronger and is lower than the speed information of the memory means. 6. The geographical information includes inclination information of the forward course of the mobile body, and the target speed setting means corresponds to the speed information of the memory means and the inclination change of the forward course of the mobile body. The mobile body speed control device according to claim 3, wherein the target speed information is lower than the target speed information. 7. Geographical information is a curve indicating a turn of a mobile body.
The target speed setting means includes the curve information of the memory means and the curve information of the former curve corresponding to the curve information from the information generating means. 5. The mobile body speed control device according to claim 4, wherein target speed information lower than the speed information of the memory means is generated when the curve is stronger than the curve represented by the information. 8. Geographical information includes slope information for mobile paths,
The target speed setting means generates target speed information corresponding to the speed information and the tilt information of the memory means and the tilt information from the information generating means, the larger the deviation between both the tilt information is, the lower the target speed information is, which is lower than the speed information of the memory means. Claim 4 or claim 7
The moving body speed control device described.