JPH08310271A - Vehicles speed control device - Google Patents

Abstract

PURPOSE: To make fixed speed running unavailable to start when acceleration/ deceleration operation is ended, and to set a lower limit value to an upper limit value of a low speed region so as to avoid unconformity in the fixed speed running in the low speed region, by eliminating fixed speed running indicating information when a moving speed of a vehicle is a lower limit value or less. CONSTITUTION: A moving speed of a vehicle is accelerated/decelerated by a throttle valve 11 and a motor 50, also to detect similarly the moving speed by a reed switch LSW and a rotary permanent magnet Mag. Decelerating operation by a driver is detected by a position sensor shift lever 165, brake switch BSW1 and a deceleration indicating switch DSW, also to set fixed speed running indicating information by an MPU 101. Further in the MPU 101, when the moving speed is a lower limit value or less, and when the moving speed is not more than the second limit value lower than a target speed to provide deceleration operation before, the fixed speed running indicating information is eliminated. During the time with the fixed speed running indicating information provided, the moving speed is accelerated, when it is lower than the target speed, further decelerated when higher than the target speed.

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 vehicle, and in particular, although not intended to be limited to this, it is equipped with a braking device and an automatic transmission for reducing a vehicle speed by using an internal combustion engine or an electric motor as a prime mover. The present invention relates to a constant speed traveling control device for a ground traveling vehicle.

[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, there is a proposal (Japanese Unexamined Patent Publication No. 1-306334) for restarting the constant speed running when the brake pedal is released and the vehicle speed at the release is set as the target vehicle speed.
However, constant-speed running in the low-speed range often does not match the running environment (crowded, poor visibility, narrow roads, many curves, parking, many stops, many signals). For this reason,
If the vehicle speed at the time of release exceeds the lower limit value LVS (for example, 40 km / h) when the pedal depression is released, the vehicle speed at the time of release is set as the target vehicle speed and the constant speed traveling is restarted again, and the lower limit value L is reached.
There is also a proposal to keep the constant speed running released if it is less than VS.

[0005]

According to this, the blur
When the pedal release, the accelerator pedal release, and the vehicle speed are all lower than the lower limit LVS over, or when the "automatic" drive instruction switch is closed (automatic drive instruction), these are all satisfied. Constant speed running is started, and the brake pedal or accelerator pedal is depressed,
"Automatic" driving instruction switch is opened or the vehicle speed is at the lower limit value LV.
When any one of S and below is established, the constant speed traveling is canceled.

Therefore, if the lower limit value LVS is set to be low, it is highly possible that the constant speed running released by the depression of the brake pedal is restarted when the brake pedal is released, and the constant speed running in the low speed range may be resumed. Is high. If the lower limit value LVS is set high in order to avoid this, blurring will occur.
Although the constant speed running in the low speed range is not restarted after the pedal is released, when the accelerator pedal is released after the accelerator pedal is accelerated, the constant speed running is not resumed because the vehicle speed is below the lower limit value LVS. High-speed traveling is limited to a relatively high speed range, and there is a high possibility that the driver will be dissatisfied. That is, it is preferable to restart the constant speed running immediately after deceleration by depressing the brake pedal in a relatively high vehicle speed range, and to start the constant speed running after depressing the accelerator pedal in a relatively low speed range. , It's difficult to fill this up.

It is an object of the present invention to restart the constant speed running immediately after the deceleration operation in a relatively high vehicle speed range and to start the constant speed running immediately after the acceleration operation in a relatively low vehicle speed range.

[0008]

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 and decelerating a moving speed (RVs) of the moving speed (RVs). ) To detect speed) (Mag, LSW, 110, 109); operation detection means (BSW1 / DSW / 165) to detect driver's deceleration operation; constant speed running to set constant speed running instruction information (Fc = 1) Setting means (101); second limit value RLS when moving speed (RVs) is lower than or equal to the lower limit value LVS, and when moving speed (RVs) is lower than target speed (RVm)
The constant speed traveling instruction information (Fc = 1) is erased when deceleration operation is performed at V or less before that (76 to 80 in FIG. 8) constant speed traveling canceling means (101); and the constant speed traveling. While the instruction information (Fc = 1) exists, when the moving speed (RVs) is lower than the target speed (RVm), the moving speed of the vehicle is changed to (R) via the deceleration means (11, 12, 50).
Vs) The speed is increased, and when the speed is high, the speed is reduced (18 to 21 in FIG. 6).

In one embodiment of the present invention, the second limit value R
The LSV is a value (RVm- which is obtained by subtracting a predetermined amount β from the target vehicle speed (RVm).
β) (74 in FIG. 8), the target vehicle speed (RVm) is the traveling speed (RVs: when the constant speed traveling setting means (10) sets the constant speed traveling instruction information (Fc = 1) in FIG. 16D). Further, in this embodiment, the constant speed traveling canceling means (101) erases the constant speed traveling instruction information (Fc = 1) corresponding to the deceleration operation at the moving speed equal to or lower than the second limit value RLSV (77 to 80 in FIG. 8). Then, when the constant speed traveling setting means (101) sets the constant speed traveling instruction information (Fc = 1) within the set time Tpre, the second limit value RLSV is updated to a small value (FIG. 8).
82-84) second limit updating means (101); and the second limit updating means (101) updates the second limit value RLSV to a large value when the deceleration operation frequency is high (see FIG. 8).
85,86). For ease of understanding, in parentheses, symbols attached to corresponding elements or corresponding matters of the embodiments shown in the drawings and described later are added for reference.

[0010]

According to the vehicle speed control device of the present invention, the moving speed is
When (RVs) is less than or equal to the lower limit value LVS, the constant speed traveling canceling means
Since (101) erases the constant speed traveling instruction information (Fc = 1), the moving speed (RVs) is the lower limit value L at the end of the deceleration operation or the acceleration operation.
If it is equal to or lower than VS, the constant speed running is not restarted or started.

When the moving speed (RVs) is less than the second limit value RLSV lower than the target speed (RVm) and a deceleration operation is performed before that, the constant speed traveling canceling means (101) causes the constant speed traveling instruction information (Fc =
1) is deleted, so the moving speed (RVs) will be
Is less than or equal to the second limit value RLSV, the constant speed traveling is not restarted. However, at the end of the acceleration operation, the moving speed (RVs)
Is equal to or lower than the second limit value RLSV lower than the target speed (RVm), the constant speed traveling is started as long as the moving speed (RVs) exceeds the lower limit value LVS.

That is, the moving speed (RVs) is the lower limit value LVS.
In the following cases, the constant speed running is not restarted or started immediately after the deceleration operation and immediately after the acceleration operation. However, when the traveling speed (RVs) is higher than the lower limit value LVS and equal to or lower than the second limit value RLSV, the constant speed traveling immediately after the deceleration operation is not restarted, but the constant speed traveling immediately after the acceleration operation is started.

Therefore, by setting the lower limit value LVS to the upper limit value of the low speed range in which acceleration and deceleration may be performed relatively frequently and by setting the second limit value RLSV to the upper side of the low speed range, The inconsistency of constant speed running in a low speed range is avoided, and the advantage of constant speed running can be taken advantage of by smoothly entering the constant speed running from the acceleration operation.

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

[0015]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS FIG. 1 shows the system configuration of an embodiment of the present invention, FIG. 2 shows the external appearance of a throttle valve drive mechanism for an on-vehicle engine, and FIG. With reference to FIGS. 1 and 2, a throttle valve 11 is rotatably supported by a throttle shaft 12 in an intake passage that is an air flow path of a throttle body 1 of an internal combustion mechanism. A case 2 is integrally formed on a side surface of the throttle body 1 which supports one end of the throttle shaft 12, and a throttle valve driver is assembled to the case 2 and 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 that generates 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 supported rotatably 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 this rotates with the clutch plate 42 around the throttle shaft 12. 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 out of 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 automatic speed control is performed, 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 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.

In this way, when the vehicle is not in the constant speed running mode, or even in the constant speed running mode, when the accelerator pedal depression amount is in a range larger than the rotation amount of the throttle plate 21, the accelerator pedal depression amount indicates the throttle valve. The opening 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 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 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 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 (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 the MPU 101 chip-selects the A / D converter 108, the A / D converter 108 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 S here
SW, USW, and DSW are installed on the inner panel in the front of the driver's seat (not shown), and the driver controls the vehicle at a constant speed (switch SSW on), acceleration (switch USW on), deceleration (switch DSW on). To instruct.

The switch BSW ₁ is linked to the depression of a brake pedal (not shown) like the brake switch BSW ₂ described above, 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.

An automatic transmission (161 to 171) is connected to the communication port Tsu of the MPU 101. This automatic transmission will be described. Engine rotation axis 16
9, an input shaft of a torque converter 161 with a direct coupling (lock-up) clutch is coupled, an output shaft of the torque converter 161 is connected to an input shaft of an overdrive mechanism 162, and an output shaft of the mechanism 162 is connected to a gear transmission 163. The input axes of are connected. The output shaft 164 of the mechanism 163 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 shift mechanism 163 are driven by a hydraulic circuit including a shift lever, a shift valve, switching solenoid valves 166 and 167, and a lockup solenoid valve 168. The shift lever position sensor 165 detects the set position of the shift lever. 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 reed switch LSW is given to the speed detection circuit 170, and the circuit 170 gives the vehicle speed signal to the controller 171. The structure of this automatic transmission is the same as the one already proposed by the present applicant in Japanese Patent Laid-Open No. 56-39354. The MPU 101 uses the communication port Tsu to
From the speed change controller 171 to the speed stage (1st,
Obtain speed range data representing 2nd, 3rd or overdrive OD (4th). MPU101 is
When data representing the speed stage substantially in the Ts cycle is obtained from the shift controller 171, and the data is changed from the upper speed stage (for example, 3rd) to the lower speed stage (2nd),
It is determined that there is a gear change (deceleration operation) that causes “deceleration” in the gear shift mechanism 163.

4 to 6 show the MPU 101 shown in FIG.
The automatic speed control operation of is shown. MPU101 is Vcc2
Is turned on, that is, when the main switch MSW is closed and the constant voltage Vcc2 is applied to the MPU 101, 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.

When the initial setting (1) is completed, the MPU 101
Starts a timer Ts having a time limit value Ts = 50 msec (2), and first, registers RVs, RBs, RSp, F
Digital data RVs (previous value of detected vehicle speed), RBs written in c, Fr (one area of internal memory)
(Previous reading data of brake pedal depression / release
Data), RSp (previous reading value of speed stage data of automatic transmission), Fc (previous value of constant speed running instruction (1) / release (0)), Fr (with deceleration operation (1) / without ( 0) previous value) to registers RBVs, RBBs, RBSp, BF
Write to c, BFr (one area of internal memory) (3).
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 is read.
(Automatic speed control instruction switch SSW is ON and L / OFF is H) is read and written in the register RSs, and input port P
US signal level Su (L when acceleration switch USW is on
Read / write H) and write to register RSu, read signal level Sd of input port PDS (H when deceleration switch DSW is ON / L / OFF) and write to register RSd, A / D converter 108 Instruct A / D conversion to A
Digital data Sa generated by the / D converter 108
(Opening of throttle valve 11; data obtained by digitally converting analog signal of potentiometer 13 which is a throttle opening sensor) is read and written in register RSa,
A / D converter 111 is instructed to perform A / D conversion, and A / D conversion is performed.
The digital data Aa (the depression amount of the accelerator pedal 34; the data obtained by digitally converting the analog electric signal of the potentiometer 37 which is the accelerator angle sensor) generated by the converter 111 is read and written into the register RAa. Then, the A / D converter 109 is instructed to perform A / D conversion and A / D conversion is performed.
Digital data Vs generated by the / D converter 109
(Data obtained by digitally converting the analog voltage of a level substantially proportional to the vehicle speed) is written in the register RVs. Furthermore,
The transmission controller 171 is requested to transfer the speed gear data Sp, and the speed gear data (speed gear (gear ratio) of the gear speed change mechanism 163) transmitted by the gear shift controller 171 Sp.
Is written in the register RSp (4).

In the following, the data of the above registers and other registers may be represented as they are by register symbols. For example, if the data in the register RBs is
Sometimes referred to as s.

Next, in the MPU 101, whether the constant speed running instruction switch SSW is closed (RSs = L), the accelerator angle is the idling angle (RAa = idling opening), or the brake switch BSW1 is open (RBs = H). Is checked (11 to 13). If both are YES (YES), "1" indicating that constant speed traveling is required (constant speed traveling instruction) is written in the flag register Fc (14), and either is non (NO).
Then, "0" indicating that constant speed traveling is not necessary (release instruction) is written in the flag register Fc (15). Then, the "constant speed traveling cancellation process" RDE is executed. The contents will be described later with reference to FIG.

Next, referring to FIG. 5, the MPU 101
It is checked whether constant speed driving is required (Fc = 1) or unnecessary (Fc = 0) (16A).

If it is not necessary to run at a constant speed (Fc = 0), the MPU
101 is the vehicle speed RVs, the actual vehicle speed RVs is the target vehicle speed RV
It is checked whether it is within the range of constant speed traveling by the vehicle speed feedback that opens and closes the throttle valve 11 so as to match o, that is, UVS ≧ RVs ≧ LVS (16B and 16C in FIG. 5). . UVS is the upper limit speed (for example, 120 km / h), and LVS is the lower limit speed (for example, 40 km / h). When the vehicle speed RVs exceeds the upper limit speed UVS, 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). Vehicle speed RVs is lower limit speed LV
When it is less than S, the data representing zero vehicle speed is written in the register RVm (16E).

When the vehicle needs to travel at a constant speed (Fc = 1), first, the speed-up instruction switch USW is turned on (RSu =
It is checked whether it is "L") (16H), and if it is on, it is checked whether it was on (RUF = 1) immediately before (before Ts) (16I). It was off just before (RU
When F = 0), "1" indicating that the speed increasing instruction switch USW is turned on is written in the register RUF, and the vehicle speed RVs at that time is written in the register RUVs (16J).

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
Vehicle speed when SW is switched from OFF to ON) is a vehicle speed upper limit value U for executing constant speed traveling by vehicle speed feedback.
Check if it is below VS (16K), and if so, is the memory vehicle speed RVm less than the set low and low value LLL?
It is checked whether the value is LLL or more and less than the setting low value LLV or LLV or more (16L, 16N). Memory vehicle speed R
When Vm 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 LLL
If less than the setting low value LLV, the register RVm
Then, the sum obtained by adding 2α to the data RVm is updated and written (16O). When the memory vehicle speed RVm is equal to or higher than the LLV, the sum of the data RVm and α is updated and written in the register RVm (16P), and the register RVm is registered.
Is equal to or higher than the vehicle speed upper limit value UVS for performing constant speed traveling by the vehicle speed feedback, the register R
The data of Vm is updated to UVS (16Q, 16R).

In step 16K, RUVs> UV
When it is S, the data of the register RVm is not updated (step 16K to 17A). That is,
The memory vehicle speed RVm is not updated 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 constant speed traveling by the vehicle speed feedback.

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, the data of the register RVm is updated to a value smaller by α than the value at that time (16U). When the updated value becomes less than 0, it is updated to 0 (16V, 16W).

Referring now to FIG. 6, in step 17,
The MPU 101 refers to the data in the flag register Fc to check whether or not constant speed running is necessary (17). When constant speed traveling is required (Fc = 1), the MPU 101 calculates vehicle speed deviation = target vehicle speed RVm-actual vehicle speed RVs and PID
The throttle valve opening and closing speeds (throttle valve drive speeds that are approximately proportional to the PID calculation value of the deviations) for reducing the vehicle speed deviation to zero are calculated by (proportional, integral, derivative) calculation, and this is calculated by the PWM of the motor 50. It is converted into the energization duty of the drive pulse (18). Then, the brake lamp control (1
After 9), 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. The details of the brake lamp control (19) will be described later with reference to FIG. 7.

If it is determined in step 17 that constant speed traveling is not required (Fc = 0), the MPU 101 determines that Fc
When the switching from = 1 to 0 is performed, the throttle valve drive release output is processed (20) and processed (21). Note that the cancellation calculation (20)
In FIG. 4, the cancellation of the constant speed traveling is caused by the opening of the constant speed traveling instruction switch SSW (RSs = H) (1 in FIG. 4).
1, 15), in order to avoid sudden deceleration when the accelerator pedal is not depressed, the actual vehicle speed R at that time is
An energization duty for closing and driving the throttle valve at a speed corresponding to Vs 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. . When the release of the constant speed travel is caused by the depression of the accelerator pedal 34 (12 and 15 in FIG. 4), in order to avoid sudden deceleration due to the 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 when the throttle valve opening RSa becomes equal to or less than the accelerator opening RAs, the throttle valve drive release output (the clutch 40
Disconnection) is generated. When the release of the constant speed travel is caused by the depression of the brake pedal (13 and 15 in FIG. 4), the throttle valve drive release output (clutch 40 disengagement) is immediately generated to accelerate deceleration. 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 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 this repetition, while constant speed traveling is not required (Fc = 0), steps 16B to 16G are executed, and as long as the vehicle speed Vs is within the constant speed traveling range due to the vehicle speed feedback, the data of the register RVm is deleted.
Data is updated to the latest one in the cycle Ts. When constant speed driving is required (Fc = 1), steps 16B to 1 during that time
Since 6G is not executed, the data of the register RVm is
Constant speed running not required (Fc = 0) to constant speed running required (Fc = 1)
It stays at the data just before switching to, and this data is
It is a target vehicle speed RVm for constant speed traveling by vehicle speed feedback.

It should be noted that, in summary, a 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 constant speed running 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 is not required (Fc = 0), and the MPU 101 drives the throttle valve driver (opening / closing operation of the throttle valve 11:
5 to 18) is not executed, and the data of the vehicle speed register (memory) RVm is updated to the latest actual vehicle speed value RVs (3 to 15-RDE in FIG. 4 to 16A to 16 in FIG. 5).
G). 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 to travel at a desired vehicle speed, and either before or after the constant speed travel instruction switch SSW.
Is closed and then the accelerator pedal 34 is released, the constant speed traveling 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 (no brake pedal is depressed), and accelerator opening = idling opening (accelerator pedal 34 released). As a result, constant speed driving is required (Fc = 1). In this state, since steps 16B to 16G of FIG. 5 are not executed, the data in the register RVm is not updated and remains the value just before the constant speed running start condition is satisfied. That is, the immediately preceding data is stored and held.

When the constant speed running start condition is not satisfied, that is, the switch SSW is opened, the brake switch BSW1 is closed (the brake pedal is depressed), or the accelerator opening is equal to or more than the idling opening (the accelerator pedal 34 is depressed). The constant speed running is not required (Fc = 0), and the clutch 40 is disengaged immediately or after a certain time by the steps 20 and 21 of FIG. 5 to mechanically connect the motor 50 and the throttle shaft 12. When the connection is released, the throttle valve 11 opens and closes according to the operation of the accelerator pedal 34.

Next, the content of the "brake lamp control" (19) will be described with reference to FIG. Here, MPU101
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, the deceleration is calculated (51), and the deceleration threshold LAN If it is above, 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 (52, 53).
54). Brake lamp lighting data R of register RPL
PL is output from the output port PL in step 21 described above, and triggers the re-trigger monomulti 151.
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 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. 7). During high-speed running, the MPU 101 opens and closes the throttle valve 11 so that the vehicle speed (RVs) matches the target speed (RVm). Therefore, when the MPU 101 is large based on the deceleration of the target speed (RVm), -Kiramp B
The LP may be turned on.

Next, the contents of the "constant speed traveling cancellation process" RDE will be described with reference to FIG. In this “constant speed traveling cancellation process” RDE, the main point is that in the check of the constant speed traveling start requirements (11 to 13 in FIG. 4), it is determined that constant speed traveling is required (or constant speed traveling continues). Even if Fc = 1 is set (or Fc = 1 is continued), the target speed (R
Vm) is the lower limit value LVS (40 Km / m in this embodiment)
In the following cases, Fc is used to prohibit or cancel the constant speed running.
Correct it as = 0 (76 & 80). In addition, the target speed (RV
Even if m) exceeds the lower limit value LVS, the target speed (RV
m) is equal to or less than the second limit value RLSV and immediately after the deceleration operation, F is set to prohibit or cancel the constant speed running.
Correct c = 0 (77, 78 & 80). Steps 76 to 78 and 8 in the "constant speed release cancellation process" RDE
The steps other than 0 relate to the presence / absence of deceleration operation and the setting of the second limit value RLSV.

Referring to FIG. 8, the MPU 101 first determines whether the brake pedal is depressed (71), whether the speed stage is changed from the upper stage to the lower stage in the automatic transmission (72), and the deceleration instruction switch. It is checked whether the DSW is closed (73) (71 to 73), and if either is established, 1 (with deceleration operation) is written in the register Fr (75). The previous check result (before Ts) is saved in the register BFr in step 3 of FIG. When neither is satisfied (no deceleration operation), the register Fr is cleared and the second limit value RLS is set.
The target speed RV is stored in the register RLSV for storing V.
A value obtained by subtracting the set value β (10 Km / h in this embodiment) from m (data RVm of the register RVm) is written (74). Next, it is checked whether the vehicle speed RVs is less than or equal to the lower limit value LVS (40 km / h in this embodiment), and if so, the register Fc is cleared (80).

When the vehicle speed RVs exceeds the lower limit value LVS, it is checked whether the vehicle speed RVs is equal to or lower than the second limit value RLSV (data of the register RLSV) (7).
7) If so, it is checked whether or not it is immediately after the deceleration operation (78). That is, the data of the registers BFr and Fr
It is checked whether the deceleration operation (BFr = 1, for example, while the brake pedal is being depressed) is changed to the deceleration operation not performed (Fr = 0: brake pedal depression is released) by referring to the data (7).
8). If so, the register Fc is cleared (80) immediately after the deceleration operation and since the vehicle speed RVs is equal to or lower than the second limit value RLSV. At this time, the elapsed time T
The measurement of L2 is started (79). Unless immediately after the deceleration operation, the register Fc is not cleared even if the vehicle speed RVs is equal to or lower than the second limit value RLSV. It does not start timing.

Next, the MPU 101 checks whether the measurement of the elapsed time TL2 has started (81), and if it has started, checks whether the elapsed time TL2 is equal to or greater than the set value Tpre (82), and sets the set value. If it is less than Tpre, it is checked whether there is a new deceleration operation (83), and if there is, the second limit value RLSV is set to γ (5K in this embodiment).
m / h) to a lower value (84), and it is checked whether a constant speed driving instruction has been issued and is canceled (85). If so, the second limit value RLSV is increased by γ. (86). Elapsed time TL2 is set value Tpr
When it becomes e, the measurement of the elapsed time TL2 is stopped and the elapsed time data is cleared (87).

"Constant-speed running cancellation processing" RD explained above
After E determines whether or not constant speed traveling is necessary (11 to 13 in FIG. 4) and sets constant speed traveling instruction / cancellation information according to the primary determination result (14 and 15 in FIG. 4), Similarly, since the cycle is repeated in the Ts cycle, the following setting / cancellation of the constant speed running is performed: A. The driver starts the vehicle with the switch MSW closed, and depresses the accelerator pedal 34 to depress the desired vehicle speed, for example, 8
When the vehicle runs at 0 km / h, the constant speed running instruction switch SSW is closed before or after that, and the accelerator pedal 34 is released thereafter, the constant speed running starts when the accelerator pedal 34 returns to the idling opening position. The condition is met. 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 is required (Fc = 1) (11 to 14 in FIG. 4), and vehicle speed feedback control (constant speed traveling) with a target speed of 80 km / h is performed (17 to 21 in FIG. 6). .

B. The above A. When the driver depresses the accelerator pedal during the constant speed traveling of 80 km / h, the constant speed traveling is released (Fc = 0), and the vehicle speed increases. The constant speed running release (Fc = 0) is maintained (11, 12, 15 in FIG. 4) while the accelerator pedal is being depressed, and the MPU 101 does not drive the throttle valve to open or close (17, 2 in FIG. 6).
0,21). During this time, the vehicle speed data (target vehicle speed) in the register RVm is updated to the latest vehicle speed value (16 in FIG. 5).
A-16D). When the driver releases the accelerator pedal when the vehicle speed increases due to depression of the accelerator pedal to reach 100 km, for example, constant speed driving is required (Fc = 1) (11 to 14 in FIG. 4), and the target speed is 100 km / h. Vehicle speed feedback control (constant speed running) is performed (17 to 21 in FIG. 6).

C. The above A. (Or B.) 80 km /
When the driver presses (closes) the acceleration instruction switch USW while traveling at a constant speed of h (100 km / h), T
The target speed increasing process of 16A, 16H to 16R in FIG. 5 is repeated every s cycle, and once (Ts) while the target vehicle speed RVm (data of the register RVm) is less than LLL (Km / h).
Rises at a rate of 4α (Km / h) per L, LLL or more L
It rises at a rate of 2α (Km / h) while it is below LV (Km / h), and α (Km / h) when it is above LLV (Km / h).
When the RVm reaches the upper limit value UVS (Km / h), the RVm stays at the UVS. As the target vehicle speed RVm thus rises, the throttle valve is driven to open by the vehicle speed feedback control (constant speed running: 17 to 21 in FIG. 6) and the vehicle speed RVs gradually rises. The driver releases the acceleration instruction switch USW (returns it to open)
Then, the vehicle speed feedback control (constant speed running) is performed with the data of the register RVm at that time as the target speed (17 to 21 in FIG. 6).

D. The above A. 80 km / h (100 K
(m / h) When the driver depresses the brake pedal during constant speed traveling, constant speed traveling is released (Fc = 0) and deceleration operation is performed (Fr-1: 75 in FIG. 8), and the vehicle speed decreases. To do. Constant speed release while the brake pedal is depressed (Fc = 0)
Is maintained (11 to 13-15 in FIG. 4), the MPU 101
The throttle valve is not opened / closed by (7, 20, 21 in FIG. 6). During this time, the vehicle speed data (target vehicle speed) in the register RVm is updated to the latest vehicle speed value (low value) (16A to 16D in FIG. 5).

D-1. If the driver releases the brake pedal when the vehicle speed decreases due to depression of the brake pedal and becomes 70 km / h, for example, constant speed driving is required (Fc =
1) (11 to 14 in FIG. 4), the second limit vehicle speed RLSV becomes 60 Km / h (= RVm-β), and there is no deceleration operation (Fr = 0) (71 to 7 in FIG. 8).
4). At this time, in 3 of FIG. 4, BFc = 0 and BFr = 1
Has become. Vehicle speed RVs = 70Km / h, lower limit value LV
S = 40 Km / h, second limit value RLSV = 60 Km
/ H, the determination results of 76 and 77 in FIG. 8 are both NO, the constant speed traveling requirement (Fc = 1) is not canceled in the "constant speed traveling cancellation processing" RDE, and the target speed RVm =
The vehicle speed feedback control (constant speed running) at 70 km / h is performed (17 to 21 in FIG. 6).

D-2. If the driver releases the brake pedal when the vehicle speed decreases due to depression of the brake pedal and is, for example, 60 km / h, constant speed driving is required (Fc =
1) (11 to 14 in FIG. 4), the second limit vehicle speed RLSV becomes 50 Km / h (= RVm-β), and there is no deceleration operation (Fr = 0) (71 to 7 in FIG. 8).
4). At this time, in 3 of FIG. 4, BFc = 0 and BFr = 1
Has become. Vehicle speed RVs = 60Km / h, lower limit value LV
S = 40 Km / h, second limit value RLSV = 50 Km
/ H, the determination result of 76 in FIG. 8 is NO, but the determination result of 77 is YES, and BFr =
Since 1, Fr = 0, the determination result of 78 is also YES, the time TL2 is started (79 in FIG. 8), the constant speed traveling (Fc = 1) is released, and the constant speed traveling is not necessary (prohibition: Fc =
0). As a result, the throttle valve becomes MPU10.
It is closed by 1 (released and closed), and the vehicle speed RVs decreases.

Therefore, if the driver releases the accelerator pedal when the driver depresses the accelerator pedal to accelerate to, for example, 60 km / h, Fr = 0 and BFr = 0 because there is no deceleration operation during that period. Since it has disappeared immediately after the deceleration operation, the determination result of 78 is NO, the constant speed traveling cancellation 80 is bypassed, and constant speed traveling is required (Fc = 1).
Does not cancel. Therefore, the target speed RVm = 60 km
The vehicle speed feedback control (constant speed running) is set to / h (17 to 21 in FIG. 6).

In this case, since the time measurement TL2 is started first, this constant speed traveling return is a predetermined time Tpr from the start of the time measurement.
Within e, since BFc = 0 and Fc = 1, the second limit value RLSV is lowered by γ (5 Km / h) (82 to 84 in FIG. 8). That is, the second limit value RLSV
The possibility that the vehicle will not be able to return to a constant speed will decrease. This Ts
After that, BFc = 1 and Fc = 1, and this γ amount is not reduced. Therefore, this γ amount is reduced from constant speed traveling cancellation (Fc = 0) to constant speed traveling within Tpre (Fc = 1). ) Is performed only when switched to. That is, when the constant-speed traveling is returned to the constant-speed traveling within a predetermined time Tpre after the cancellation of the constant-speed traveling, it is considered that the traveling environment is relatively suitable for the constant-speed traveling, and the constant-speed traveling return condition is relaxed (second). Lower the limit value RLSV). It should be noted that the return to constant speed running is highly likely to be achieved by releasing the brake pedal as well as by releasing the brake pedal as described above (because of the check at 78 in FIG. 8).

From the initial release (prohibition) of constant-speed traveling (starting the timing TL2), the vehicle returns to constant-speed traveling within Tpre, but when the constant-speed traveling is released again, BFc = 1 and Fc = 0. At this time, , The second limit value RLSV is γ (5K
m / h) (85, 86 in FIG. 8). That is, there is a high possibility that the constant speed traveling cannot be restored due to the second limit value RLSV. After this Ts, BFc = 0, Fc =
It becomes 0, and this γ component is not increased, so this γ component
Minute increase from the first constant speed release (Fc = 0) to Tpr
This is performed only when constant speed traveling is required (Fc = 1) within e, and then constant speed traveling is canceled (Fc = 0). That is, when the constant-speed traveling is released and released within a predetermined time Tpre after the constant-speed traveling is released and the constant-speed traveling is frequently released, it is highly possible that the traveling environment is relatively unsuitable for the constant-speed traveling. , Strict the conditions for returning to constant speed running (increase the second limit value RLSV). Note that this constant-speed traveling release is more likely to be achieved by depressing the brake pedal than by depressing the accelerator pedal as described above (because of the check at 78 in FIG. 8).

E. When the deceleration instruction switch DSW is closed, while the switch is being closed, 16 cycles in FIG.
The target vehicle speed RVm is sequentially reduced by executing T to 16 W. As the target vehicle speed RVm decreases, the vehicle speed feel
The throttle valve is closed and driven by the duck control (constant speed running: 17 to 21 in FIG. 6), and the vehicle speed RVs gradually decreases. When the driver releases the deceleration instruction switch USW (returns it to the open state), vehicle speed feedback control (constant speed running) in which the target speed is the data of the register RVm at that time (17-in FIG. 6) is performed. 21), the "constant speed release canceling process" RDE of FIG. This is executed in the same manner as the processing corresponding to the stepping and releasing of the brake pedal. That is, the above D. When the brake pedal depression and release are read as "deceleration instruction switch DSW closed" and "DSW open" in the explanation of the above, "constant speed release cancellation" in FIG. 8 when the driver operates the deceleration instruction switch USW “Processing” will explain the processing contents of RDE.

F. Automatic transmission (161 to 17 in FIG. 1)
The vehicle also decelerates when the speed stage (gear ratio) of 1) is switched from the upper stage (high speed gear ratio) to the lower stage (low speed gear ratio). The MPU 101 changes this deceleration to the previous gear ratio RBSp.
And the current gear ratio RSp are compared (7 in FIG. 8).
2). When it is determined that the vehicle is decelerating, the "constant speed traveling cancellation processing" RDE of FIG. This is executed in the same manner as the processing corresponding to the stepping and releasing of the brake pedal of. That is, the above D. When the brake pedal depression and release are read as “with deceleration in the transmission” and “without deceleration” in the explanation of, the speed stage (gear ratio) in the automatic transmission changes from the upper stage (high speed gear ratio) to the lower stage. FIG. 8 when switching to (low speed gear ratio)
The contents of the processing of the "constant speed traveling cancellation processing" RDE will be described.

Incidentally, the above-mentioned "constant speed running cancellation processing" RDE
First, it is checked whether the vehicle speed RVs is equal to or lower than the lower limit value LVS, and when the vehicle speed RVs is equal to or lower than the lower limit value LVS, the constant speed traveling is canceled (76, 80 in FIG. 8). Therefore, the lower limit is lower than the second limit value RLSV. The value LVS is preferentially referred to when the constant speed traveling is canceled (or the return is prohibited). When the vehicle speed RVs is equal to or lower than the second milliliter value RLSV, the constant speed traveling is canceled (or the recovery is prohibited) immediately before deceleration operation (71 to 7 in FIG. 8).
3) is present, and when the accelerator pedal is released after releasing the constant speed running by depressing the accelerator pedal, even if the vehicle speed RVs exceeds the lower limit value LVS, even if it is equal to or less than the second milliliter value RLSV. Constant-speed running is resumed.

[0086]

As described above, according to the vehicle speed control device of the present invention, when the traveling speed (RVs) is equal to or lower than the lower limit value LVS, the constant speed traveling canceling means (101) has the constant speed traveling instruction information (Fc = 1).
Therefore, if the moving speed (RVs) is equal to or lower than the lower limit value LVS at the end of the deceleration operation or the acceleration operation, the constant speed traveling is not restarted or started.

When the moving speed (RVs) is less than the second limit value RLSV lower than the target speed (RVm) and the deceleration operation is performed before that, the constant speed traveling canceling means (101) causes the constant speed traveling instruction information (Fc =
1) is deleted, so the moving speed (RVs) will be
Is less than or equal to the second limit value RLSV, the constant speed traveling is not restarted. However, at the end of the acceleration operation, the moving speed (RVs)
Is equal to or lower than the second limit value RLSV lower than the target speed (RVm), the constant speed traveling is started as long as the moving speed (RVs) exceeds the lower limit value LVS.

That is, the moving speed (RVs) is the lower limit value LVS.
In the following cases, the constant speed running is not restarted or started immediately after the deceleration operation and immediately after the acceleration operation. However, when the traveling speed (RVs) is higher than the lower limit value LVS and equal to or lower than the second limit value RLSV, the constant speed traveling immediately after the deceleration operation is not restarted, but the constant speed traveling immediately after the acceleration operation is started.

Therefore, by setting the lower limit value LVS to the upper limit value in the low speed range in which acceleration and deceleration may be performed relatively frequently, and setting the second limit value RLSV to the upper side of the low speed range, the The inconsistency of constant speed traveling in a low speed range is avoided, and the advantage of constant speed traveling is brought into effect by smoothly entering constant speed traveling from the acceleration operation.

[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 a part of the automatic speed control operation of MPU 101 shown in FIG.

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

FIG. 7 is a flowchart showing the contents of a “break lamp control” 19 shown in FIG.

FIG. 8 is a flowchart showing the contents of the “constant speed traveling cancellation processing” RDE shown in FIG.

[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 150: Transistor 151: Re-trigger monomulti 161: Torque converter 162: Overdrive mechanism 163: Gear conversion mechanism 164: Output shaft 165: Position sensor shift lever 166, 167 : Switching solenoid valve 168: Solenoid valve lockup 168: Deceleration switch 169: Rotating shaft 170: Speed detection circuit 171: Speed change controller 172: Deceleration switch 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: Constant speed running instruction switch USW: Acceleration instruction switch DSW: Deceleration instruction switch H

Claims (5)

[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;
Operation detecting means for detecting a deceleration operation of the driver; constant speed traveling setting means for setting constant speed traveling instruction information; second limit value RLSV when the traveling speed is lower than or equal to the lower limit value LVS and when the traveling speed is lower than the target speed. In the following, a constant speed traveling canceling means for deleting the constant speed traveling instruction information when there is a deceleration operation before that; and an increase when the traveling speed is lower than the target speed while the constant speed traveling instruction information exists. A vehicle speed control device comprising: a constant speed running control means for increasing the moving speed of the vehicle through the speed reduction means and decelerating the speed when the speed is high. 2. The vehicle speed control device according to claim 1, wherein the second limit value RLSV is a value obtained by subtracting a predetermined amount β from the target vehicle speed. 3. The vehicle speed control device according to claim 1, wherein the target vehicle speed is a moving speed when the constant speed traveling setting means sets the constant speed traveling instruction information. 4. The constant speed traveling canceling means is the second limit value RLS.
When the constant speed traveling setting means sets the constant speed traveling instruction information within the set time Tpre after the constant speed traveling instruction information is deleted in response to the deceleration operation at the moving speed of V or less, the second limit value RLSV is made smaller. Second limit updating means for updating the value;
The vehicle speed control device according to claim 1, 2 or 3, further comprising: 5. The second limit updating means updates the second limit value RLSV to a large value when the frequency of deceleration operation is high.
The vehicle speed control device according to claim 4.