JPH1111178A - Constant speed travel device for vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To enable repressing hunting phenomenon that may occur when fuel is cut off during deceleration. SOLUTION: This device includes an actuator 4 for controlling the opening of a throttle valve 2 during constant-speed travel and a cruise control means 6 for controlling the operation of the actuator 4, the cruise control means 6 controlling the amount of outputs of the actuator 4 according to the difference between the traveling speed of the vehicle and a set speed for the constant-speed travel. In this case, the rate of change of the amount of outputs of the actuator 2 with respect to the difference between the traveling speed and the set speed, in the direction to open the throttle valve 2, differs from the rate of change of the amount of outputs of the actuator with respect to the difference between the traveling speed and the set speed in the direction to close the throttle valve, and therefore the amount by which the throttle valve 2 is operated in the opening direction with respect to the speed difference differs from the amount by which the throttle valve 2 is operated in the closing direction with respect to the speed difference.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a vehicular constant-speed traveling device for driving a vehicle at a constant traveling speed.

[0002]

2. Description of the Related Art In recent years, in order to reduce the burden of long-distance traveling of a driver, an apparatus equipped with a constant-speed traveling device that travels a vehicle at a set constant traveling speed has been increasing.
This constant speed traveling device includes an actuator for controlling the opening of a throttle valve, and cruise control means for controlling the operation of the actuator. Then, the cruise control means controls the operation of the actuator so that the traveling speed of the vehicle becomes constant during the traveling at a constant speed. That is, the cruise control means compares the traveling speed (or the advance traveling speed) of the vehicle with the set speed of the constant speed traveling, and the traveling speed (or the advance traveling speed) is smaller (or larger) than the set speed. Then, the actuator is operated so that the opening degree of the throttle valve becomes large (or small), and the running speed of the vehicle is kept constant by operating the actuator in this way.

[0003] The output amount of the actuator at the time of constant speed running, for example, the rotation amount of the motor when the actuator includes a motor, is based on the difference between the running speed (or advance running speed) of the vehicle and the set speed. These relationships are generally set as shown in FIG. Referring to FIG. 7, in the related art, a speed difference (ΔV = Vn−Vm) [or (ΔVsk = Vs) between a traveling speed (Vn) [or an advanced traveling speed (Vsk)] and a set speed (Vm).
k−Vm)] and the output amount (P) of the actuator
As the speed difference (ΔV) [or (ΔVsk)] increases, the output amount (P) of the actuator also increases proportionally. The change rate of the output amount of the actuator with respect to the speed difference between the traveling speed (or the advance angle speed) and the set speed on the opening side of the throttle valve (the speed difference becomes a negative value), and the closing direction of the throttle valve , The change rate of the output amount of the actuator with respect to the speed difference (the speed difference becomes a positive value) between the running speed (or the advance speed) and the set speed is substantially equal, and the throttle valve opens in the opening direction side with respect to the speed difference. And the amount of operation of the throttle valve in the closing direction with respect to the speed difference. Also, in order to prevent the output of the actuator from frequently changing from the positive side (the side that opens the throttle valve) to the negative side (the side that closes the throttle valve), or from the opposite negative side to the positive side, The output of the actuator is set to be zero in a range where the speed difference is substantially zero.

[0004]

When the output amount of the actuator is controlled by the output control pattern shown in FIG. 7, for example, hunting occurs when fuel is cut during deceleration (for example, when traveling on a downhill). There is a problem that the driving feeling deteriorates. That is, if the fuel cut is performed during traveling, the output torque of the internal combustion engine becomes negative, and a large braking force (so-called engine brake) acts on the vehicle traveling at a constant speed. When the braking force is applied in this manner, the traveling speed of the vehicle suddenly decreases, and the traveling speed (or the advance traveling speed) is greatly reduced from the set speed, so that the traveling speed (or the advance traveling speed) and the set speed are reduced. And the speed difference becomes large. Thus, the output amount of the actuator in the opening direction increases according to the speed difference, the acceleration of the vehicle increases, and the traveling speed sharply increases. And
When the traveling speed increases in this manner, the traveling speed (or advance traveling speed) of the vehicle becomes higher than the set speed, whereby the output amount of the actuator in the closing direction increases, and the vehicle decelerates again. Thus, the hunting phenomenon of the vehicle occurs.

An object of the present invention is to provide a constant-speed traveling device for a vehicle which can suppress a hunting phenomenon which occurs when a fuel is cut during traveling.

[0006]

The present invention comprises an actuator for controlling the opening of a throttle valve during a constant speed operation, and cruise control means for controlling the operation of the actuator. A control means for controlling an output amount of the actuator based on a speed difference between a running speed or an advanced running speed of the vehicle and a set speed of the constant speed running; The change rate of the output amount of the actuator with respect to the speed difference between the traveling speed or the advance traveling speed and the set speed, and the traveling speed or the advance traveling speed and the set speed on the closing direction side of the throttle valve. And the rate of change of the output amount of the actuator with respect to the speed difference between the throttle valve and the throttle valve. And the operation amount of the direction side, and the operation amount in the closing direction of the throttle valve with respect to the speed difference is constant speed running device for a vehicle, characterized in that different.

According to the present invention, the change rate of the output amount of the actuator with respect to the speed difference between the traveling speed or the advance traveling speed and the set speed on the opening direction side of the throttle valve;
Since the change rate of the output amount of the actuator with respect to the speed difference between the traveling speed or the advance traveling speed and the set speed on the throttle valve closing direction side is different, for example, the period of the operation cycle of the actuator at the time of fuel cut becomes longer. Thus, the opening / closing operation cycle of the throttle valve is lengthened. Therefore, the change in the traveling speed of the vehicle becomes gentle, and the occurrence of the hunting phenomenon can be suppressed.

Further, the present invention comprises an actuator for controlling the opening of the throttle valve during a constant-speed running operation, and cruise control means for controlling the operation of the actuator, wherein the cruise control means comprises a vehicle. A cruise control means for controlling an output amount of the actuator based on a speed difference between a traveling speed or an advance traveling speed of the vehicle and a set speed of the constant speed traveling, wherein the cruise control means includes a first output control pattern. And the second output control pattern different from the first output control pattern to control the output amount of the actuator. In the first output control pattern, the travel amount on the opening direction side of the throttle valve is controlled. A rate of change of the output amount of the actuator with respect to a speed difference between the speed or the advance traveling speed and the set speed, and closing of the throttle valve. On the opposite side, the change rate of the output amount of the actuator with respect to the speed difference between the running speed or the advance running speed and the set speed is substantially the same, and therefore, the opening direction side of the throttle valve with respect to the speed difference. And the amount of actuation of the throttle valve in the closing direction with respect to the speed difference is substantially equal, while in the second output control pattern, the travel amount of the throttle valve in the opening direction is A rate of change of the output amount of the actuator with respect to a speed difference between the speed or the advance traveling speed and the set speed, and a speed difference between the traveling speed or the advance traveling speed and the set speed on the closing direction side of the throttle valve. Is different from the change rate of the output amount of the actuator with respect to the speed difference. A momentum, and the operation amount of the closing direction side of the throttle valve with respect to the speed difference is constant speed running device for a vehicle, characterized in that different.

According to the present invention, the cruise control means is the first cruise control means.
And controlling the operation of the actuator based on the second output control pattern. In the first output control pattern, the change rate of the output amount of the actuator with respect to the speed difference between the traveling speed or the advance traveling speed and the set speed on the opening direction side of the throttle valve, and the change rate on the closing direction side of the throttle valve. The change rate of the output amount of the actuator with respect to the speed difference between the traveling speed or the advance traveling speed and the set speed is set to be substantially the same. Further, in the second output control pattern, the change rate of the output amount of the actuator with respect to the speed difference between the traveling speed or the advance traveling speed and the set speed on the opening direction side of the throttle valve, and the change rate on the closing direction side of the throttle valve. , The change rate of the output amount of the actuator with respect to the speed difference between the traveling speed or the advance traveling speed and the set speed is different. Therefore, when the traveling speed of the vehicle is rapidly changed, for example, in the case of acceleration traveling, deceleration traveling, or the like, the first output control pattern is selected, whereby the amount of operation of the actuator in the opening direction and the closing direction is reduced. As a result, the rate of change in the speed of the vehicle increases, and the responsiveness can be improved. On the other hand, when the traveling speed of the vehicle is fluctuated slowly, for example, during a fuel cut, the second output control pattern is selected, and thus the operation cycle period of the actuator becomes longer. Therefore, the change in the traveling speed of the vehicle becomes gentle,
The occurrence of the hunting phenomenon at the time of fuel cut or the like can be suppressed.

In the present invention, an estimated opening detecting means for detecting an estimated opening of the throttle valve is provided in association with the actuator, and the estimated opening of the throttle valve is set to be equal to or more than a specific estimated opening. , The cruise control means controls the output amount of the actuator based on the first output control pattern.

According to the present invention, there is provided an estimated opening detecting means for detecting the estimated opening of the throttle valve, and when the estimated opening of the throttle valve is equal to or more than the specific estimated opening, the first output control pattern is selected. You. When the estimated opening of the throttle valve is equal to or larger than the specific estimated opening, the traveling speed of the vehicle is maintained at a relatively high speed. Therefore, even if the operation of the throttle valve is fast, the shock due to the speed change is small, so there is no particular problem. On the other hand, if the operation of the throttle valve is slowed down, the traveling speed of the vehicle will fluctuate greatly. Therefore, the first output control pattern which is a control for increasing the operation speed of the throttle valve will be selected.

According to the present invention, an angle position detecting means for detecting an opening position of the throttle valve is provided in relation to the throttle valve, and the opening of the throttle valve exceeds a specific opening. And the cruise control means controls the output amount of the actuator based on the first output control pattern.

According to the present invention, there is provided an angular position detecting means for detecting an opening position of the throttle valve, and when the opening of the throttle valve exceeds a specific opening, the first output control pattern is selected. You. When the opening of the throttle valve exceeds a specific opening, the traveling speed of the vehicle is maintained at a relatively high speed. Therefore, even if the operation of the throttle valve is fast, the shock caused by the speed change is small, so that there is no particular problem. When the operation of the valve is slowed down, the traveling speed of the vehicle greatly fluctuates, and therefore, the first output control pattern which is a control for increasing the operation speed of the throttle valve is selected.

Further, according to the present invention, a fuel cut signal for cutting the supply of fuel injected from a fuel injection valve for supplying fuel to the internal combustion engine is sent to the cruise control means. When the fuel cut signal is sent, the cruise control means controls the output amount of the actuator based on the second output control pattern.

According to the present invention, when the fuel cut signal is being generated, the second output control pattern is selected. In many cases, the fuel cut signal is generated when the vehicle is traveling on a downhill road, and in such a case, the operation cycle of the throttle valve is extended by reducing the operation speed of the throttle valve, and thus, the hunting phenomenon may occur. Occurrence can be suppressed.

Further, according to the present invention, the switching between the first and second output control patterns is performed based on the actual traveling speed of the vehicle, and the cruise control means controls the switching between the actual traveling speed and the set speed. When the absolute value of the speed difference is equal to or greater than a first predetermined value, the output amount of the actuator is controlled based on the first output control pattern.

According to the present invention, the first output control pattern is selected when the absolute value of the speed difference between the actual running speed and the set speed becomes equal to or greater than the first predetermined value. An increase in the absolute value of the speed difference means that the control operation of the throttle valve does not follow the change rate of the traveling speed. In such a case, the first output control pattern is selected. ,
As a result, the operating speed of the throttle valve is increased.

Further, according to the present invention, the switching between the first and second output control patterns is performed based on an advance traveling speed obtained from an actual traveling speed of the vehicle, and the cruise control means includes: When the absolute value of the speed difference between the traveling speed and the set traveling speed becomes equal to or greater than a second predetermined value, the output amount of the actuator is controlled based on the first output control pattern.

According to the present invention, the first output control pattern is selected when the absolute value of the speed difference between the advance traveling speed and the set speed becomes equal to or greater than the second predetermined value. An increase in the absolute value of the speed difference means that the control operation of the throttle valve does not follow the change rate of the traveling speed. In such a case, the first output control pattern is selected. Thus, the operating speed of the throttle valve is increased.

In the present invention, the switching between the first and second output control patterns is performed based on an actual traveling speed of the vehicle and an advance traveling speed obtained from the actual traveling speed. The control means may be configured such that an absolute value of a speed difference between the actual traveling speed and the set speed becomes equal to or greater than a first predetermined value, or an absolute value of a speed difference between the advance traveling speed and the set speed becomes a second value. When the value is equal to or more than a predetermined value, the output amount of the actuator is controlled based on the first output control pattern.

According to the present invention, the absolute value of the speed difference between the actual running speed and the set speed becomes equal to or greater than the first predetermined value, or the absolute value of the speed difference between the advanced running speed and the set speed becomes the second predetermined value. Is greater than or equal to a predetermined value, the first output control pattern is selected. An increase in the absolute value of these speed differences means that the control operation of the throttle valve does not follow the change rate of the traveling speed, and in such a case, the first output control pattern is selected. Is done. Further, since a speed difference from the advance traveling speed is also used, occurrence of a large speed deviation is suppressed.

Also, in the present invention, the second predetermined value may be equal to the first value.
It is characterized by being larger than a predetermined value.

According to the present invention, since the first predetermined value is smaller than the second predetermined value, the first output control pattern is selected when the deviation from the actual traveling speed becomes large, and therefore, a large speed deviation is selected. Generation can be further suppressed.

Further, the invention is characterized in that the first predetermined value has a hysteresis characteristic.

According to the present invention, since the first predetermined value has a hysteresis characteristic, the first output control pattern and the second output control pattern can be switched even when the running speed of the vehicle is disturbed near the first predetermined value. Is not performed frequently, so that the occurrence of the hunting phenomenon can be prevented at this time.

Further, in the present invention, the second predetermined value has a hysteresis characteristic.

According to the present invention, since the second predetermined value has a hysteresis characteristic, even when the traveling speed of the vehicle is disturbed near the second predetermined value, switching between the first output control pattern and the second output control pattern is performed. Is not performed frequently, so that the occurrence of the hunting phenomenon can be prevented at this time.

Further, the present invention is characterized in that the cruise control means controls an output amount of the actuator based on the first output control pattern during a transient response control in a constant speed running operation.

According to the present invention, during the transient response control,
The first output control pattern is selected. In such a case, it is necessary to stabilize the operation of the throttle valve quickly, and therefore, the first output control pattern in which the operation speed of the throttle valve is fast is selected.

[0030]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS Hereinafter, an embodiment of a constant-speed traveling device for a vehicle according to the present invention will be described with reference to the accompanying drawings. FIG. 1 is a block diagram schematically showing an embodiment of a constant speed device for a vehicle.

In FIG. 1, the illustrated constant-speed traveling device includes an actuator 4 for rotating a throttle valve 2 disposed in an intake passage formed in an intake pipe of an internal combustion engine, and controls the actuator 4. And cruise control means 6 for performing the operation. The illustrated actuator 4 includes a motor 8 and clutch means 10 for selectively transmitting the rotational driving force of the motor 8 to the throttle valve 2.
The motor 8 includes a DC motor, a stepping motor, and the like. Further, the clutch means 10 is constituted by an electromagnetic clutch having an engagement recess and an engagement claw that is removably engaged with the engagement recess. When the clutch means 10 is energized, the motor 8 and the throttle valve 2 are drivingly connected. When the motor 8 rotates forward (or reverse), for example, in such a connected state, the throttle valve 2 operates in the opening direction for opening the intake passage (or the closing direction for closing the intake passage) via the clutch means 10. Thus, the opening of the throttle valve 2 is controlled in this manner.

The cruise control means 6 is composed of, for example, a cruise microprocessor. In this embodiment, the cruise control means 6 includes a speed difference calculating means 12, an advanced angular speed calculating means 14 and an advanced angular speed difference calculating means 16, and calculates the speed difference. A vehicle speed sensor 18 is provided in connection with the means 12 and the advance angle calculating means 14. The vehicle speed sensor 18 detects the running speed of the vehicle, and the detected detection signal
And advanced angle speed calculating means 14. The speed difference calculating means 12 calculates a speed difference (ΔV) between an actual running speed (Vn) detected by the vehicle speed sensor 18 and a set speed (Vm) described later, and calculates the calculated running speed difference (ΔV = Vn−
Vm), the output amount of the actuator 4, that is, the rotation amount of the motor 8 is read out as described later. The advanced angle speed calculating means 14 calculates the running speed at which the phase has advanced for a predetermined time, for example, 2 seconds after the running speed is detected by the vehicle speed sensor 18. The advance traveling speed Vsk is
Vsk (advanced traveling speed) = Vn (actual traveling speed) + α (acceleration) × T (advanced traveling time). By obtaining the advanced traveling speed in this way, it is possible to look ahead the traveling speed of the vehicle. Can be. Further, the advance angle difference calculating means 16 calculates the advance traveling speed (Vs
k) and a speed difference (ΔVs) between a set speed (Vm) described later.
k), and the calculated traveling speed difference (ΔVsk = Vsk)
-Vm), the running speed difference can be read ahead.

The cruise control means 6 includes a first memory 19 and a second memory 20. In this embodiment,
The speed difference (Δ) between the actual running speed (Vn) and the set speed (Vm)
V), the output amount of the actuator 4 is determined,
In connection with this, the first memory 19 stores the information shown in FIG.
The first output control pattern shown in FIG. This first output control pattern is substantially the same as the conventional output control pattern shown in FIG. That is, in the first output control pattern, as shown in FIG. 3A, a speed difference (ΔV) between the actual running speed (Vn) and a set speed (Vm) described later on the opening side of the throttle valve 2.
= Vn-Vm) (this value is negative on the open side)
In other words, the change rate of the output amount (P) of the actuator 4 with respect to the rotation amount of the actuator 8 on the forward rotation side of the motor 8 and the actual traveling speed (Vn) and the set speed (Vm) on the closing direction side of the throttle valve 2. The change rate of the output amount (P) of the actuator 4 relative to the speed difference (ΔV) (the value is positive on the closed side), in other words, the change rate of the rotation amount of the motor 8 on the reverse rotation side is substantially the same. The amount of operation of the throttle valve 2 in the opening direction with respect to the speed difference is set to be substantially equal to the amount of operation of the throttle valve 2 in the closing direction with respect to the same speed difference. Then, a predetermined range H (H / 2> ΔV) where the speed difference (ΔV) is substantially zero (zero)
> −H / 2), the output amount (P) is set to zero, so that the actuator 4 moves from the normal rotation side to the reverse rotation side when the speed difference (ΔV) is near zero, and from the opposite reverse rotation side. Frequent fluctuation to the forward rotation side is prevented. In the first output control pattern, the speed difference (ΔV) on both the open side and the closed side of the throttle valve 2
Since the change rate of the output amount (P) of the actuator 4 with respect to the rotation speed of the actuator 4 is large, the operating speed of the actuator 4 is high, whereby the turning speed of the throttle valve 2 is high, and the increase and decrease of the running speed of the vehicle are quick.

Further, the second memory 20 stores a second output control pattern shown in FIG. FIG.
Referring to (b), in the second output control pattern,
The actual traveling speed (V) on the opening direction side of the throttle valve 2
n) and a speed difference (ΔV = Vm) between a set speed (Vm) described later.
n-Vm) (the value is negative on the open side), the change rate of the output amount (P) of the actuator 4 relative to the rotation amount of the motor 8 on the normal rotation side, and the change rate of the rotation amount of the motor 8 on the closing direction. The output amount (P) of the actuator 4 relative to the speed difference (ΔV) between the actual running speed (Vn) and the set speed (Vm) (the value is positive on the closed side), in other words, the reverse rotation side of the motor 8 Unlike the change rate of the rotation amount of the actuator 4, in this embodiment, the change rate of the output amount (P) of the actuator 4 with respect to the speed difference (ΔV) on the open side is the speed difference (Δ
V), the change rate of the output amount (p) of the actuator 4 with respect to the speed difference (ΔV) is set to be smaller than the change rate of the output amount (p) of the actuator 4 with respect to the speed difference (ΔV). It is set so as to be smaller than (ΔV) the amount of operation of the throttle valve 2 in the closing direction. In a predetermined range H (H / 2>ΔV> −H / 2) where the speed difference (ΔV) is almost zero (zero), the first
The output amount (P) is set to zero in the same manner as in the output control pattern described above, whereby the actuator 4 moves from the normal rotation side to the reverse rotation side when the speed difference (ΔV) is near zero, and from the opposite rotation side to the normal rotation side. Frequent fluctuations on the reverse side are prevented.
In the second output control pattern, the change rate of the output amount (P) of the actuator 4 with respect to the speed difference (ΔV) on the opening side of the throttle valve 2 is 1/1 / of the change rate in the first output control pattern. The value is set to about 50 to 1/5, whereby the operation amount of the throttle valve 2 on the opening side of the throttle valve 2 is suppressed to a small value, and the operation is slowed down. On the other hand, the actuator 4 with respect to the speed difference (ΔV)
Is set to be substantially equal to the change rate in the first output control pattern, so that the operation amount of the throttle valve 2 is not suppressed small on the closed side, and therefore, The throttle valve 2 is allowed to rotate at a high speed.

In this embodiment, the rate of change of the output amount (P) of the actuator 4 with respect to the speed difference (ΔV) on the opening side of the throttle valve 2 depends on the speed difference (ΔV) on the closing side of the throttle valve 2. Is smaller than the change rate of the output amount (P) of the actuator 4 with respect to the speed difference (ΔV) on the opening side of the throttle valve 2.
The change rate of the output amount (P) of the actuator 4 on the closing side of the throttle valve 2 can be set to be larger than the change rate of the output amount (P) of the actuator 4 with respect to the speed difference (ΔV). Even when the control pattern is set in this way, the effects described below are achieved.

At the time of traveling at a constant speed, it is also possible to control using the advance traveling speed (Vsk) instead of using the actual traveling speed (Vn). In this case, the advance traveling speed (V
sk) and the speed difference (ΔVsk = Vs) between the set speed (Vm)
k-Vm), the output amount (P) of the actuator 4
Is determined. In this case, the output amount (P) of the actuator 4 is the same as that in FIG. 3A in the first output control pattern (the speed difference (ΔV) on the horizontal axis in FIG. 3A is the advance angle speed difference). (ΔVsk)
In the second output control pattern, FIG.
The same pattern as in FIG. 3B is obtained (the speed difference (ΔV) on the horizontal axis in FIG. 3B becomes the advance angle speed difference (ΔVsk)).
Further, instead of setting the change rate to be as small as about 1/50 to 1/5, the output amount (P) can be set to a predetermined constant output amount. Is achieved.

Referring again to FIG. 1, cruise control means 6
Further include the third to sixth memories 22, 24, 26, 28
Contains. In this embodiment, the third memory 22 stores a first parameter for switching the output control pattern, that is, a predetermined speed value related to the actual traveling speed of the vehicle, for example, 70 km / h. When the actual traveling speed becomes equal to or higher than the predetermined speed value in a state where the fuel cut signal is generated, the output control pattern for controlling the output amount of the actuator 4 becomes the second output control pattern. The fourth memory 24 has a second parameter for switching the output control pattern, that is, a first predetermined value (V1) relating to a speed difference (ΔV) between the actual traveling speed (Vn) and the set traveling speed (Vm), for example, 2 km / h is stored. The speed difference (Δ) between the actual traveling speed (Vn) and the set traveling speed (Vm)
V) is greater than or equal to the first predetermined value (V1) (|
ΔV | ≧ V1), the output control pattern becomes the first output control pattern. The fifth memory 26 stores a third parameter for switching the output control pattern, that is, a second predetermined value (ΔVsk) relating to an advance speed difference (ΔVsk) between the advance travel speed (Vsk) and the set travel speed (Vm). V2), for example, 3 km / h. Advance traveling speed (Vs
k) and the absolute value of the speed difference (ΔVsk) between the set traveling speed (Vm) and the second predetermined value (V2) or more (| ΔVs
k | ≧ V2), the output control pattern becomes the first output control pattern. Thus, the first predetermined value (V1) is
By making the value smaller than the predetermined value (V2) (V1 <V2), the speed difference (ΔV) of the vehicle is less likely to exceed the first predetermined value (V1), and the vehicle can run at a constant constant speed. Further, the sixth memory 28 stores a set traveling speed (Vm) when traveling at a constant speed.

In connection with the cruise control means 6, a control mechanism 30 shown in FIG. The control mechanism 30 is provided in the vicinity of a driving handle 32 of the vehicle, and includes a control lever 34 that pivots vertically in FIG. 2 and a pressing switch 36 provided at a tip of the control lever 34. Referring to FIG. 1 as well, push switch 36 functions as cruise setting means 42 and cruise release means 44. When push switch 36 is pressed once, it generates a cruise signal and functions as cruise setting means 42. When the cruise signal is sent to the cruise control means 6, the running speed from the vehicle speed sensor 18 is stored in the sixth memory 28 as the set speed, and after the push switch 36 is pressed, the running speed is stored at the speed stored in the sixth memory 28. Thus, the constant speed running is started. When the push switch 36 is pressed again, a cruise release signal is generated and functions as the cruise release means 44. When the cruise release signal is sent to the cruise control means 6, the supply of the operation signal from the cruise control means 6 to the motor 8 and the clutch means 10 is stopped, and the operation of the actuator 4 by the cruise control means 6 is terminated. The constant speed running is canceled.

The control lever 34 functions as an accelerator means 46 and a coast means 48. The control lever 34 generates an accelerator signal when turned in a direction indicated by an arrow 38 (upward in FIG. 2) for a relatively long period of time, for example, one second or more, and functions as an accelerator means 46. The accelerator signal is generated while the control lever 34 is turned and held. When an accelerator signal is sent to the cruise control means 6 during the cruise control, the cruise control means 6 operates the actuator 4 on the opening side of the throttle valve 2 to accelerate the vehicle speed.

The control lever 34 generates a coast signal when the control lever 34 is turned in the direction indicated by the arrow 40 (downward in FIG. 2) for a relatively long period of time, for example, 1 second or more.
It functions as coast means 48. This coast signal is generated while the control lever 34 is being turned. When a coast signal is sent to the cruise control means 6 during the cruise control, the cruise control means 6 operates the actuator 4 in the closing direction side of the throttle valve 2, whereby the vehicle is decelerated.

When the control lever 34 is turned in the direction indicated by the arrow 38 in a state where the constant speed running is released, a resume signal is generated, and the resume means 49 is provided.
Function as The resume signal is output from the cruise control means 6
When the vehicle is fed to the vehicle, the vehicle resumes running at a constant speed before the release, and resumes the traveling speed of the vehicle to the set speed before the release. Speed).

In this embodiment, the tap-up mode control and the tap-down mode control can be performed by the next operation of the control mechanism 30 during the constant speed traveling. In other words, the control lever 3
Turning 4 in the direction indicated by arrow 38 for a relatively short period of time, for example, 0.5 seconds or less, generates a tap-up signal. When this tap-up signal is sent to the cruise control means 6, the cruise control means 6 controls the actuator 4 in a tap-up mode so that the traveling speed of the vehicle increases, for example, by 1.6 km / h during constant speed traveling. Activate the actuator 4 and move 1.6 km from the set traveling speed.
The traveling speed larger by / h is stored in the sixth memory 28 as a new set traveling speed.

Further, the control lever 3 is operated during the constant speed running.
Turning 4 in the direction indicated by arrow 40 for a relatively short period of time, for example, 0.5 seconds or less, generates a tap-down signal. When this tap-down signal is sent to the cruise control means 6, the cruise control means 6 controls the actuator 4 in a tap-down mode so that the traveling speed of the vehicle is reduced, for example, by 1.6 km / h during constant speed traveling. Activate the actuator 4 and move 1.6 km from the set traveling speed.
The traveling speed smaller by / h is stored in the sixth memory 28 as a new set traveling speed.

In connection with the cruise control means 6,
Cruise main switch 50 and brake switch 5
2 are provided. The cruise main switch 50
It is provided separately from the control mechanism 30 shown in FIG.
When the cruise main switch 50 is turned on (closed), a main operation signal is sent to the cruise control means 6, and
As a result, the cruise control means 6 is in a controllable state, and a state in which constant-speed traveling by the constant-speed traveling device is permitted is achieved. Then, when the push switch 36 is pressed in this state, the cruise control means 6 starts the constant speed traveling. The cruise main switch 50 is off (open).
In this case, the cruise control means 6 is not operated.
Even if the user operates the actuator 6, the actuator 4 (the motor 8 and the clutch means 10) is not operated. Also,
The brake switch 52 is provided in association with a brake pedal (not shown) of the vehicle, and is turned on (closed) when a brake pedal is depressed to generate a brake signal. This brake signal is sent to the cruise control means 6, and the cruise control means 6 generates a cruise release signal based on the brake signal, and the cruise control means 6 releases the constant speed traveling by the cruise release signal.

In this embodiment, an angle position detecting means 54 for detecting the degree of opening of the throttle valve 2 is provided in association with the idle position. The angular position detecting means 54 generates an output signal when the throttle valve 2 moves away from the idle position, and can detect from the output signal that the throttle valve 2 has exceeded the idle position at the specific opening. The detection signal from the angular position detecting means 54 is sent to the cruise control means 6.

Next, with reference to FIG. 1 and FIG. 4, control of the constant speed traveling by the cruise control means 6 will be described. The control shown in FIG. 4 is performed at predetermined time intervals, for example, at every 50 ms.

To run at a constant speed, first, the cruise main switch 50 is turned on (closed). Then, the main operation signal is sent to the cruise control means 6, and the cruise control means 6 becomes controllable. Then, in this state, the pressing switch 36 is pressed. Then, the cruise signal is sent to the cruise control means 6, the traveling speed detected by the speed sensor 18 is stored in the sixth memory 28, and the constant speed traveling based on the stored traveling speed (Vm) is started.

During the constant speed running operation, the constant speed running control shown in the flowchart of FIG. 4 is performed. That is, first, in step S1, it is determined whether or not the throttle valve 2 has left the specific opening degree, in this embodiment, the idle position. When the throttle valve 2 leaves the idle position, the angular position detecting means 54 detects this and generates an output signal, which is sent to the cruise control means 6. Then, the process proceeds from step S1 to step S2, where the first output control pattern shown in FIG. 3A is read from the first memory 19 based on the detection signal, and the control based on the first output control pattern is performed. . When the throttle valve 2 is away from the idle position, the traveling speed of the vehicle is maintained at a certain speed, and therefore, even if the operation of the throttle valve 2 is fast, the shock accompanying the speed change is small,
Therefore, the first output control pattern is selected.

When the throttle valve 2 is at the idle position, the process proceeds from step S1 to step S3, where it is determined whether or not a fuel cut signal has been generated. The fuel cut signal is generated by a vehicle control means (for example, composed of a microprocessor for vehicle control) (not shown) (not shown) according to the running state of the vehicle, and the generated fuel cut signal is generated by the cruise control means. 6 is sent to step S
3 to step S4, where the actual traveling speed of the vehicle (V
It is determined whether or not n) is equal to or higher than a predetermined traveling speed. If the actual traveling speed is lower than the predetermined traveling speed,
Move from step S4 to step S2. Also, when the fuel cut signal is not generated, the process proceeds to step S2, and the first
Is performed according to the output control pattern. When the fuel cut signal is not generated, a large braking force is not generated, and therefore, there is little possibility that a hunting phenomenon occurs. The first output control pattern is selected because the phenomenon is less likely to occur.

In step S5, it is determined whether or not the absolute value of the speed difference (ΔV) between the actual running speed (Vn) and the set speed (Vm) is equal to or greater than a first predetermined value. This speed difference (Δ
V) is obtained by the arithmetic processing of the speed difference calculating means 12 and the absolute value of the speed difference and the first value stored in the third memory 22
A comparison with a predetermined value is performed. Then, this speed difference (Δ
If V) is equal to or greater than the first predetermined value, the process proceeds to step S2, where the first output control pattern is selected. When the speed difference is large, the first output control pattern in which the operation speed of the throttle valve 2 does not follow the change in the traveling speed of the vehicle, and thus the operation speed of the throttle valve is increased, is selected.

If the speed difference (ΔV) is smaller than the first predetermined value, the process proceeds to step S6. In step S6, it is determined whether or not the absolute value of the advance angle difference (ΔVsk) between the advance traveling speed (Vsk) and the set speed (Vm) is equal to or greater than a second predetermined value. The advance traveling speed (Vsk) is calculated based on the speed signal from the vehicle speed sensor 18 by the advance angle calculation means 14.
Is calculated by the following arithmetic processing, and the advance angular velocity difference (ΔVs
k) is obtained by the arithmetic processing of the advance angle difference calculating means 16, and the absolute value of the obtained advance angle difference (Vsk) is compared with the set speed (Vm). When the advance angle difference (ΔVsk) is equal to or larger than the second predetermined value,
Proceeding to step S2, the first output control pattern is selected. When the advance angle difference is large, it is highly possible that the operating speed of the throttle valve 2 does not follow a change in the running speed of the vehicle in the previously predicted running state. The first output control pattern that is faster is selected. On the other hand, when the advance angular velocity difference (ΔVsk) is smaller than the second predetermined value, the process proceeds to step S7, and the control according to the second output control pattern is performed. Do not satisfy the conditions of steps S1, S5, S6,
When the conditions of steps S3 and S4 are satisfied, the hunting phenomenon is likely to occur, and the second output control pattern in which the operation speed of the throttle valve 2 is reduced is selected.

In the control based on the first output control pattern in step S2, as shown in FIG. 3A, the output amount (P) of the actuator 4 with respect to the speed difference (ΔV) on the opening direction side of the throttle valve 2 on the opening side. Change rate (Fig. 3
The rate of change of the output amount (P) of the actuator with respect to the speed difference (ΔV) in the closing direction of the throttle valve 2 (the slope on the left side of the graph of FIG. 3A) (the slope on the right side of the graph of FIG. Are substantially equal, and the rate of change thereof is also large, so that the output amount of the actuator 4 increases proportionally as the speed difference (ΔV) increases. Therefore, the operation speed of the actuator 4 is increased, and the responsiveness of the traveling speed can be improved.

On the other hand, in the control based on the second output control pattern in step S7, as shown in FIG.
On the opening direction side of the throttle valve 2, the speed difference (Δ
The change rate of the output amount (P) of the actuator 4 with respect to V) (the slope on the left side of the graph of FIG. 3B) is the output amount (P) of the actuator with respect to the speed difference (ΔV) on the closing direction side of the throttle valve 2. ) (Slope on the right side of the graph in FIG. 3B), and the change rate of the output amount (P) on the opening direction side is 1/50 of the output amount (P) on the closing direction side. Since it is about 1/5,
In particular, the operation speed of the actuator 4 on the opening direction side is reduced. Therefore, the responsiveness at the time of acceleration is somewhat deteriorated, but the operation cycle of the actuator 4 in the case of the hunting phenomenon is lengthened, whereby the hunting phenomenon can be suppressed and the driving feeling can be improved.

In the flowchart of FIG. 4, the speed difference (ΔV) between the running speed and the set speed is set to a first predetermined value (V1), and the advanced speed difference (ΔVsk) between the advanced running speed and the set speed is set.
Is compared with a second predetermined value (V2) to select an output control pattern. Instead of using both of them, one of the speed difference (ΔV) and the advance angle speed difference (ΔVsk) is determined. It can also be used. Further, in the control of the embodiment, the idle position signal of the throttle valve and the fuel cut signal are also used. However, it is not always necessary to use these signals, and one or two of these signals are used.
One can be omitted.

In the embodiment shown in FIGS. 1 to 4, the angular position detecting means 5 corresponds to the idle position of the throttle valve 2.
Is provided so that the angular position detecting means 5 generates an output signal when the throttle valve 2 has left the idle position. However, when the opening position of the throttle valve 2 is not directly detected, FIG. Although not shown, it can be configured as follows. In this case, the opening position of the throttle valve 2 is estimated based on the operation amount of the actuator 4, and an estimated opening detecting means for detecting the estimated opening of the throttle valve 4 is provided. The estimated opening detection means includes, for example, integration calculating means for integrating the duty ratio of the operation signal sent to the actuator 4, and the integrated value obtained by the integration calculating means determines the specific estimated opening, for example, the estimated idle opening or An output signal is generated when a specific value corresponding to the degree of opening slightly rotated in the opening direction from the degree of opening is exceeded. Then, when the estimated opening degree detecting means generates an output signal, the cruise control means 6 based on the output signal.
Are based on the first output control pattern.
Is controlled, and the configuration described above achieves the same effect as described above.

In the control described above, if the speed difference (ΔV) between the actual traveling speed (Vn) and the set traveling speed (Vm) fluctuates near the first predetermined value (V1), a hunting phenomenon may occur. In order to prevent such inconvenience, it is desirable that the first predetermined value (V1) has a hysteresis characteristic. When such hysteresis characteristics are provided, for example, the control shown in FIG. 5 is performed. That is, as the first predetermined value (V1), the first switching predetermined value (V1a), for example, 2 km / h and the first return predetermined value (V1a).
1b), the switching control can be performed using, for example, 15 km / h. When the speed difference (ΔV) becomes equal to or more than the first switching predetermined value (V1a), the process proceeds from step S11 to step S12, and the operation of the actuator 4 is controlled by the first output control pattern. On the other hand, when the speed difference (ΔV) is smaller than the first switching predetermined value (V1a), the process proceeds to step S13, and in step S13, it is determined whether the control is based on the first output control pattern. If the control is not based on the first output control pattern, the process proceeds to step S14, and the control based on the second output control pattern is performed. On the other hand, if the control is based on the first output control pattern, the process proceeds to step S15, where it is determined whether the speed difference (ΔV) is smaller than a first predetermined return value (V1b), and the speed difference (ΔV) is determined. ) Is smaller than the first predetermined return value (V1b), the process proceeds to step S14, and the control is performed according to the second output control pattern, but the speed difference (ΔV) is changed to the first predetermined return value (V1b).
b) If it is equal to or more than the above, the process proceeds to step S12, and the control based on the first output control pattern is continuously performed.

By providing the first predetermined value with the hysteresis characteristic in this manner, the switching point at which the first output control pattern is switched to the second output control pattern and the switching point at which the first output control pattern is switched to the second output control pattern The shift point is shifted from the switching point, so that the occurrence of the hunting phenomenon can be prevented.

The occurrence of such a hunting phenomenon is caused by the second
There is a possibility that the predetermined value may also occur. Therefore, in order to prevent such inconvenience, it is desirable that the second predetermined value has a hysteresis characteristic similarly to the first predetermined value.

During traveling such as acceleration control and deceleration control, it is desirable to perform traveling control as shown in FIG. That is, in step S31, it is determined whether or not acceleration control is being performed, in other words, the cruise control means 6 controls the actuator 4 to resume traveling by the resume signal from the resume means 49 (FIG. 1) (or the accelerator means 46). It is determined whether or not the accelerator travel control is performed based on the accelerator signal from the vehicle or the tap-up travel control is performed based on the tap-up signal). And
If the acceleration control is being performed (in other words, the vehicle is in the resume running, the accelerator running, or the tap-up running), the process proceeds to step S36, and the cruise control means 6 performs the control based on the acceleration output control pattern (the output control pattern during the accelerated running). The operation of the actuator 4 is controlled.

If the acceleration control is not being performed, step S3
Then, the cruise control means 6 controls the coasting of the actuator 4 by the coast signal from the coast means 48 (FIG. 1). It is determined whether or not the tap-down running control is performed based on the above. When the vehicle is under deceleration control (in other words, during coasting or tap-down traveling), the process proceeds to step 37,
Control is performed according to a deceleration output control pattern (output control pattern during deceleration traveling). On the other hand, if it is not during the deceleration control, the process proceeds to step S33, and then whether or not the transient response control is being performed, in other words, within a predetermined period after the acceleration control or the deceleration control ends, for example, the start of the constant speed traveling control Then, it is determined whether or not it is within a set period of about 3 to 5 seconds. If the transient response control is being performed, step S34
The control is performed according to the first output control pattern. On the other hand, when the transient response control is not being performed,
Proceeding to step S35, the cruise control means 6 controls the operation of the actuator 4 based on the second output control pattern. Note that the period of the transient response control can be appropriately set by, for example, providing a timer unit.

By performing such control, the operation of the throttle valve 2 is accelerated during the acceleration control and the deceleration control, so that the acceleration characteristics and the deceleration characteristics can be improved. In addition, since the control is performed based on the first output control pattern even during the transient response control, the opening of the throttle valve 2 can be stabilized in a short period of time.

Although the embodiment of the constant speed traveling device for a vehicle according to the present invention has been described above, the present invention is not limited to such an embodiment, and various modifications and corrections can be made without departing from the scope of the present invention. Is possible.

For example, in the illustrated embodiment, two output control patterns independent of the first output control pattern and the second output control pattern are used. However, the present invention is not limited to this. A first output control pattern is used as an output control pattern, and the output amount (P) on the opening direction side or the closing direction side of the first output control pattern is multiplied by a coefficient, for example, a value of about 1/50 to 1/5. By doing so, it can be used as the second output control pattern. Even in such a case, if there are substantially two output control patterns, the first output control pattern and the second output control pattern corrected by multiplying the output amount of the first output control pattern by a coefficient. Can be considered.

In the above-described embodiment, the output amount of the actuator 4 is controlled based on the control pattern selected from the first and second output control patterns. The operation of the actuator 4 may be controlled based on the second output control pattern. In such a case, since the operation cycle of the actuator 4 is always long, the operation speed of the actuator 4 may be reduced, but the occurrence of the hunting phenomenon can be suppressed very easily.

[0065]

According to the vehicle constant speed traveling device of the first aspect of the present invention, the output amount of the actuator with respect to the speed difference between the traveling speed or the advance traveling speed and the set speed on the opening side of the throttle valve is determined. Since the change rate is different from the change rate of the output amount of the actuator with respect to the difference between the traveling speed or the advance traveling speed and the set speed on the throttle valve closing direction side, for example, the operation cycle of the actuator at the time of fuel cut is reduced. The period is extended, and thereby the opening and closing operation cycle of the throttle valve is extended. Therefore, the change in the traveling speed of the vehicle becomes gentle, and the occurrence of the hunting phenomenon can be suppressed.

According to the second aspect of the present invention, the cruise control means controls the operation of the actuator based on the first and second output control patterns. In the first output control pattern, the change rate of the output amount of the actuator with respect to the speed difference between the traveling speed or the advance traveling speed and the set speed on the opening direction side of the throttle valve, and the change rate on the closing direction side of the throttle valve. ,
The change rate of the output amount of the actuator with respect to the speed difference between the traveling speed or the advance traveling speed and the set speed is set to be substantially the same. Further, in the second output control pattern, the change rate of the output amount of the actuator with respect to the speed difference between the traveling speed or the advance traveling speed and the set speed on the opening direction side of the throttle valve, and the change rate on the closing direction side of the throttle valve. , The change rate of the output amount of the actuator with respect to the speed difference between the traveling speed or the advance traveling speed and the set speed is different. Therefore, when the traveling speed of the vehicle is rapidly changed, for example, in the case of acceleration traveling, deceleration traveling, or the like, the first output control pattern is selected, whereby the amount of operation of the actuator in the opening direction and the closing direction is reduced. As a result, the rate of change in the speed of the vehicle increases, and the responsiveness can be improved. On the other hand, when the traveling speed of the vehicle is fluctuated slowly, for example, during a fuel cut, the second output control pattern is selected, and thus the operation cycle period of the actuator becomes longer. Therefore,
The change in the traveling speed of the vehicle becomes gentle, and the occurrence of the hunting phenomenon at the time of fuel cut or the like can be suppressed.

According to the third aspect of the present invention, there is provided an estimated opening detecting means for detecting the estimated opening of the throttle valve, and the estimated opening of the throttle valve is determined by the specific estimated opening. Then, the first output control pattern is selected. When the estimated opening of the throttle valve is equal to or larger than the specific estimated opening, the traveling speed of the vehicle is maintained at a relatively high speed. Therefore, even if the operation of the throttle valve is fast, the shock due to the speed change is small, so there is no particular problem. On the other hand, if the operation of the throttle valve is slowed down, the traveling speed of the vehicle will fluctuate greatly. Therefore, the first output control pattern which is a control for increasing the operation speed of the throttle valve will be selected.

According to the fourth aspect of the present invention, there is provided an angle position detecting means for detecting an opening position of the throttle valve, and the opening degree of the throttle valve is determined to be a specific opening degree. If it exceeds, the first output control pattern is selected. If the throttle valve opening exceeds a specific opening,
Since the running speed of the vehicle is maintained at a relatively high speed, even if the operation of the throttle valve is fast, the shock due to the speed change is small and does not cause any particular problem, but if the operation of the throttle valve is slowed, the running speed of the vehicle fluctuates greatly. An adverse effect occurs, and therefore, the first output control pattern, which is control for increasing the operation speed of the throttle valve, is selected.

According to the fifth aspect of the present invention, when the fuel cut signal is generated, the second output control pattern is selected. The fuel cut signal is often generated when driving downhill,
In such a case, by reducing the operation speed of the throttle valve, the period of the operation cycle of the throttle valve is lengthened, so that the occurrence of the hunting phenomenon can be suppressed.

According to the constant speed traveling apparatus for a vehicle of the present invention, the first output control pattern is selected when the absolute value of the speed difference between the actual traveling speed and the set speed exceeds the first predetermined value. Is done. An increase in the absolute value of the speed difference means that the control operation of the throttle valve does not follow the change rate of the traveling speed. In such a case,
A first output control pattern is selected, which increases the operating speed of the throttle valve.

Further, according to the vehicle constant speed traveling apparatus of the present invention, when the absolute value of the speed difference between the advance traveling speed and the set speed becomes equal to or more than the second predetermined value, the first output control pattern is changed. Selected. An increase in the absolute value of the speed difference means that the control operation of the throttle valve does not follow the change rate of the traveling speed. In such a case, the first output control pattern is selected. Thus, the operating speed of the throttle valve is increased.

According to the vehicle constant speed traveling apparatus of the eighth aspect of the present invention, the absolute value of the speed difference between the actual traveling speed and the set speed becomes equal to or more than the first predetermined value, or the advance traveling speed and When the absolute value of the speed difference from the set speed exceeds a second predetermined value,
The first output control pattern is selected. An increase in the absolute value of these speed differences means that the control operation of the throttle valve does not follow the change rate of the traveling speed, and in such a case, the first output control pattern is selected. Is done. Further, since a speed difference from the advance traveling speed is also used, occurrence of a large speed deviation is suppressed.

According to the ninth aspect of the present invention, the first predetermined value is smaller than the second predetermined value.
When the deviation from the actual traveling speed increases, the first output control pattern is selected, and therefore, the occurrence of a large speed deviation can be further suppressed.

According to the vehicle constant speed traveling apparatus of the tenth aspect of the present invention, since the first predetermined value has a hysteresis characteristic, even if the traveling speed of the vehicle is disturbed near the first predetermined value, the first predetermined value has a hysteresis characteristic. The output control pattern and the second output control pattern are not frequently switched, so that the occurrence of the hunting phenomenon can be prevented at this time.

According to the vehicle constant speed traveling apparatus of the present invention, since the second predetermined value has a hysteresis characteristic, the first predetermined value is maintained even when the traveling speed of the vehicle is disturbed near the second predetermined value. The output control pattern and the second output control pattern are not frequently switched, so that the occurrence of the hunting phenomenon can be prevented at this time.

Further, according to the vehicle constant speed traveling apparatus of the twelfth aspect, the first output control pattern is selected during the transient response control. In such a case, it is necessary to stabilize the operation of the throttle valve quickly, and therefore,
The first output control pattern in which the operation speed of the throttle valve is fast is selected.

[Brief description of the drawings]

FIG. 1 is a block diagram schematically showing an embodiment of a constant speed traveling device for a vehicle according to the present invention.

FIG. 2 is a simplified diagram showing a control mechanism for controlling the constant speed traveling device of FIG.

FIGS. 3A and 3B are diagrams showing a first output control pattern and a second output control pattern for controlling an output amount of an actuator, respectively.

FIG. 4 is a flowchart showing control during constant speed running by the cruise control means.

FIG. 5 is a flowchart showing control when a first predetermined value has a hysteresis characteristic.

FIG. 6 is a flowchart showing another control performed by the cruise control means during constant-speed running.

FIG. 7 is a diagram showing a conventional output control pattern.

[Explanation of symbols]

 2 Throttle valve 4 Actuator 6 Cruise control means 12 Speed difference calculation means 14 Advance angle speed calculation means 16 Advance angle speed difference calculation means 19 First memory 20 Second memory 30 Control mechanism 42 Cruise setting means 44 Cruise release means 46 Resume means 48 Coast means 50 Cruise main switch 54 Angle position detecting means

Claims (12)

[Claims] 1. An apparatus for controlling the opening of a throttle valve during a constant-speed running operation, and cruise control means for controlling the operation of the actuator, the cruise control means comprising: Alternatively, in a vehicle constant speed traveling device that controls an output amount of the actuator based on a speed difference between an advance traveling speed and a set speed of constant traveling, the traveling speed or the advance angle on the opening side of the throttle valve. A change rate of the output amount of the actuator with respect to a speed difference between the traveling speed and the set speed; and a speed difference of the actuator with respect to a speed difference between the traveling speed or the advance traveling speed and the set speed on the closing direction side of the throttle valve. The rate of change of the output amount is different, and therefore, the amount of operation of the throttle valve in the opening direction with respect to the speed difference, Vehicular constant-speed running apparatus and the operation amount of the closing direction, characterized in that the difference in the throttle valve with respect to time difference. 2. The vehicle according to claim 1, further comprising: an actuator for controlling an opening of a throttle valve during a constant-speed running operation; and cruise control means for controlling the operation of said actuator, wherein said cruise control means operates at a speed of the vehicle. Alternatively, in the vehicle constant speed traveling device that controls an output amount of the actuator based on a speed difference between an advance traveling speed and a set speed of the constant speed traveling, the cruise control unit includes: a first output control pattern; The output amount of the actuator is controlled using a first output control pattern and a second output control pattern different from the first output control pattern. In the first output control pattern, the traveling speed or the forward speed on the opening direction side of the throttle valve is controlled. A rate of change of the output amount of the actuator with respect to a speed difference between the angular traveling speed and the set speed; The change rate of the output amount of the actuator with respect to the speed difference between the running speed or the advance running speed and the set speed is substantially the same, and therefore, the opening of the throttle valve with respect to the speed difference is actuated. And the amount of operation of the throttle valve in the closing direction with respect to the speed difference is substantially equal. On the other hand, in the second output control pattern, the traveling speed or the forward speed in the opening direction of the throttle valve is different. The rate of change of the output amount of the actuator with respect to the speed difference between the angular travel speed and the set speed, and the actuator with respect to the speed difference between the travel speed or the advance travel speed and the set speed on the throttle valve closing direction side Therefore, the rate of change of the output amount of the throttle valve differs from that of the throttle valve. Vehicle constant speed running device, wherein a and the operation amount in the closing direction to the difference in the throttle valve with respect to the speed difference. 3. An estimated opening detecting means for detecting an estimated opening of the throttle valve is provided in association with the actuator, and when the estimated opening of the throttle valve is equal to or greater than a specific estimated opening, 3. The constant speed traveling apparatus for a vehicle according to claim 2, wherein the cruise control means controls an output amount of the actuator based on the first output control pattern. 4. An angle position detecting means for detecting an opening position of the throttle valve is provided in association with the throttle valve, and when an opening of the throttle valve exceeds a specific opening, 3. The constant speed traveling apparatus for a vehicle according to claim 2, wherein the cruise control means controls an output amount of the actuator based on the first output control pattern. 5. A fuel cut signal for cutting off the supply of fuel injected from a fuel injection valve for supplying fuel to an internal combustion engine is sent to the cruise control means. The vehicle cruise control according to any one of claims 2 to 4, wherein when a signal is transmitted, the cruise control means controls an output amount of the actuator based on the second output control pattern. Speed running device. 6. The switching between the first and second output control patterns is performed based on an actual traveling speed of a vehicle.
The cruise control means controls an output amount of the actuator based on the first output control pattern when an absolute value of a speed difference between the actual traveling speed and the set speed becomes equal to or more than a first predetermined value. The constant-speed traveling device for a vehicle according to any one of claims 2 to 5, wherein: 7. The switching between the first and second output control patterns is performed based on an advance traveling speed obtained from an actual traveling speed of the vehicle.
The output amount of the actuator is controlled based on the first output control pattern when an absolute value of a speed difference between the advance traveling speed and the set speed becomes equal to or greater than a second predetermined value. The constant-speed traveling device for a vehicle according to any one of claims 2 to 5. 8. The switching between the first and second output control patterns is performed based on an actual traveling speed of the vehicle and an advance traveling speed obtained from the actual traveling speed. The absolute value of the speed difference between the actual traveling speed and the set speed is equal to or greater than a first predetermined value, or the absolute value of the speed difference between the advance traveling speed and the set speed is equal to or greater than a second predetermined value The constant speed traveling device for a vehicle according to any one of claims 2 to 5, wherein the output amount of the actuator is controlled based on the first output control pattern. 9. The constant speed traveling device for a vehicle according to claim 8, wherein the second predetermined value is larger than the first predetermined value. 10. The constant speed traveling apparatus for a vehicle according to claim 6, wherein the first predetermined value has a hysteresis characteristic. 11. The constant speed traveling apparatus for a vehicle according to claim 7, wherein the second predetermined value has a hysteresis characteristic. 12. The cruise control means controls an output amount of the actuator based on the first output control pattern during a transient response control in a constant speed driving operation. The constant-speed traveling device for a vehicle according to any one of claims 11 to 11.