JPH116448A - Vehicular traveling control device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To prevent a throttle from opening before pressure in a wheel cylinder is vented by delaying a throttle control start timing for a prescribed time, in the case where a throttle actuator is controlled in the opening direction. SOLUTION: In the case where an accelerator is operated by a driver during operation of an automatic brake, a prescribed time is necessary until the automatic brake is released and then wheel cylinder pressure is vented, after an actuator operation is detected, or after a target throttle opening for following a forward vehicle is calculated. Therefor, the throttle is controlled so as to apply to the accelerator operation, or apply to the target throttle opening for following to the forward vehicle, after a prescribed time is lapsed, shown in a figure, in the case where the accelerator is operated by the driver. As a result, the throttle is opened after brake pressure of the wheel cylinder is vented, and thereby, it is possible to eliminate hooking feeling, jumping out feeling, or the like.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a vehicle travel control device for controlling a throttle or a brake.

[0002]

2. Description of the Related Art Conventionally, a device for assisting braking when a vehicle is stopped (Japanese Patent Laid-Open No. 8-48220) or a vehicle traveling ahead of the vehicle is controlled by controlling the running state of the vehicle so that the inter-vehicle distance is maintained constant. A variety of travel control devices have been developed for the purpose of reducing the driver's driving operation, such as a travel control device that performs start, stop, and travel following the vehicle. In such a travel control device, for example, even when the road is congested with vehicles, the burden on the driver's caution is reduced, and the output torque and brake control of the engine are automatically performed. Or the complexity of repeating the stop operation many times.

FIG. 10 is a block diagram showing the configuration of a conventional vehicle cruise control device disclosed in, for example, Japanese Utility Model Laid-Open Publication No. 3-68126. This vehicle cruise control device includes a computer 11. The computer 11 has a CPU, a ROM, a RAM, a bus, an input interface,
It is composed of an output interface and the like. The input interface is connected with an inter-vehicle distance sensor 12 for detecting the inter-vehicle distance between the preceding vehicle and the own vehicle, and a vehicle speed sensor 13 for detecting the speed of the own vehicle. The follow-up traveling control device is not operated at all times, and is operated only while a follow-up traveling command is issued from the driver. The device is operated from OFF to ON to issue the command. The follow-up travel switch 14 is also connected to the input interface.

Further, the follow-up cruise control device is always in a start-prohibited state in which the own vehicle is not started even if the inter-vehicle distance with the preceding vehicle is long. When the inter-vehicle distance from the vehicle increases, the vehicle shifts to a start permission state in which the own vehicle is started, and a start permission switch 15 operated from OFF to ON to issue the command is also connected to the input interface. I have.

On the other hand, the output interface includes a brake actuator 16 for controlling brakes of four wheels of the host vehicle, a throttle actuator 17 for controlling a throttle valve provided in an intake manifold of the engine, and a shift control for an automatic transmission. A transmission actuator 18 for controlling a valve to be operated is connected.

Further, the ROM stores various control routines, including a follow-up running control routine shown by a flowchart in FIG. The ROM also stores a function that defines the relationship between the inter-vehicle distance and the target vehicle speed represented by a graph in FIG.

Hereinafter, the manner in which the following running control is performed will be described with reference to FIGS. After turning on the power,
The routine of FIG. 11 is executed at regular intervals. First, in step S1 (hereinafter simply referred to as S1; the same applies to other steps), it is determined whether or not the follow-up traveling switch 14 (usually OFF) has been turned ON.
Otherwise, the result of the determination is NO, and one execution of this routine ends.

On the other hand, the follow-up traveling switch 14
If it has been operated to N, the determination result in S1 is YES, and the current inter-vehicle distance is measured based on the detection result of the inter-vehicle distance sensor 12 in S2. Then, in S3, the target vehicle speed corresponding to the current inter-vehicle distance is stored in the ROM.
Is calculated by using the function stored in the vehicle speed sensor, and the current vehicle speed is measured based on the detection result of the vehicle speed sensor 13 in S4.

In S5, it is determined whether or not the vehicle speed is 0, that is, whether or not the own vehicle is in a stopped state. Assuming that the host vehicle is currently in a stopped state, the determination result in S5 is YES, and the start permission switch 15
It is determined whether (usually OFF) has been operated to ON. Assuming that this is not the case at present, the decision result is N
It becomes O, and one execution of this routine ends. Therefore, even if the inter-vehicle distance becomes longer than 3 m shown in FIG. 12 due to the start of the preceding vehicle, the own vehicle is still kept stopped. As long as the start permission switch 15 is not turned ON, the host vehicle will not start even if the target vehicle speed is set to be larger than zero.

On the other hand, if the result of the determination in S6 is YES because the start permission switch 15 has been turned ON, then in S7, based on the difference between the target vehicle speed and the current vehicle speed and the current inter-vehicle distance. The target acceleration / deceleration of the host vehicle is calculated, and in S8, the brake actuator 16, the throttle actuator 17, and the transmission actuator 18 are controlled in a state suitable for achieving the target acceleration / deceleration. When the brake is released and the drive torque of the drive wheels is increased, the start of the own vehicle is started.

Thereafter, if the current vehicle speed becomes larger than 0 and the result of the determination in S5 becomes NO while the execution of S1 to S8 is repeated many times, the start permission switch 15 is restored to OFF in S9. Therefore, at the next start of the own vehicle (when the target vehicle speed of the own vehicle becomes greater than 0 because the preceding vehicle starts while the own vehicle is stopped and the inter-vehicle distance to the preceding vehicle becomes longer than 3 m). Is always in the start prohibition state, and shifts to the start permission state when the start permission switch 15 is turned ON at the start.

The vehicle speed sensor 13 functions both as an element of the traveling state control means and as an element of the control state changing means, and the control state changing means detects a stop state of the own vehicle. It is used as detection means.

In the above description, even if the start permission switch 15 is turned ON, the vehicle is automatically restored to OFF when the host vehicle starts. The state is shifted to the start permission state. The start is not performed because the player has forgotten to perform the operation for returning to the start prohibition state.

[0014]

Since the conventional vehicle travel control device is configured as described above, when the vehicle follows the preceding vehicle or when the brake is held when the vehicle is stopped, the driver is required to perform automatic braking control. If the throttle is opened before the brake pressure of the wheel cylinder is released when the accelerator operation is performed or the vehicle is accelerated to follow the vehicle ahead, a feeling of catching or popping out occurs. In addition, there is a problem that when the vehicle is stopped on an uphill or the like, when the driver operates the accelerator, or when the brake pressure is released to follow the preceding vehicle, the vehicle retreats.

SUMMARY OF THE INVENTION The present invention has been made to solve the above-described problems. The throttle control during automatic braking eliminates the feeling of being stuck, popping out, and the like.
It is an object of the present invention to provide a vehicle travel control device that can prevent the vehicle from moving backward by throttle control during a stop on an uphill.

[0016]

According to a first aspect of the present invention, there is provided a travel control device for a vehicle, a throttle actuator for controlling an output of an engine, an accelerator operation detecting means for detecting an accelerator operation by a driver, and a throttle actuator. When the throttle actuator is controlled in the opening direction, the throttle control start timing is delayed by a predetermined time.

According to a second aspect of the present invention, there is provided a vehicle travel control device comprising: a throttle actuator for controlling an engine output; an accelerator operation detecting means for detecting a driver's accelerator operation; and a control device for controlling the throttle actuator. When the throttle actuator is controlled in the opening direction, the amount of change in the throttle opening is limited.

According to a third aspect of the present invention, there is provided a vehicle travel control device comprising: a throttle actuator for controlling an output of an engine; accelerator operation detecting means for detecting a driver's accelerator operation; and a control device for controlling the throttle actuator. When the throttle actuator is controlled in the opening direction, the control target value is obtained by filtering the accelerator operation amount or the target throttle opening degree.

According to a fourth aspect of the present invention, there is provided a vehicle travel control device comprising: a throttle actuator for controlling an output of an engine; an accelerator operation detecting means for detecting an accelerator operation by a driver; a means for detecting a brake pressure; When the throttle actuator is controlled in the opening direction, a time when the brake pressure becomes equal to or less than a predetermined value is set as a throttle control start timing.

According to a fifth aspect of the present invention, there is provided a travel control device for a vehicle, comprising: a throttle actuator for controlling an output of an engine; an accelerator operation detecting means for detecting a driver's accelerator operation; and a gradient detecting means for detecting a road gradient. And a control device for controlling the throttle actuator,
When controlling the throttle actuator in the opening direction,
The throttle control start timing is changed according to the gradient value detected by the gradient detecting means.

[0021]

BEST MODE FOR CARRYING OUT THE INVENTION

Embodiment 1 FIG. An embodiment of the present invention will be described below with reference to the drawings. FIG. 1 is a block diagram illustrating a configuration of a vehicle travel control device according to a first embodiment, and includes a vehicle speed sensor 1 that generates a vehicle speed pulse having a frequency corresponding to the travel speed of the vehicle.
Accelerator operation detecting means 2 for detecting a driver's accelerator operation, an inter-vehicle distance detecting means 3 for detecting an inter-vehicle distance to a preceding vehicle
Are provided, and a detection signal generated from each detection unit is supplied to the control device 4. The control device 4 calculates the current vehicle state from the vehicle speed sensor 1, the accelerator operation detecting means 2 and the inter-vehicle distance detecting means 3 and, when automatic braking is required, drives the brake actuator 5 to apply the automatic braking. When the throttle control is necessary, the travel control is performed by controlling the throttle actuator 6. Here, the vehicle state is a safe inter-vehicle distance to a preceding vehicle,
Alternatively, it refers to a state of a stop determination, a driver's accelerator operation, and the like.

FIG. 2 shows the throttle control when the accelerator operation is detected by the accelerator operation detecting means 2 during the automatic brake control, or when the target throttle opening is calculated to follow the preceding vehicle. 9 is a graph for explaining an operation of delaying a start timing by a predetermined time. In the figure, A is a diagram showing a signal detected by the accelerator operation detecting means 2 by the driver's accelerator operation, or a target throttle opening calculated to follow the preceding vehicle, and B is driven by the control device 4. Is a diagram showing the throttle opening of the throttle actuator 6, and C is a diagram showing the value of the wheel cylinder pressure at that time.

Next, the operation will be described. During the automatic brake control, after detecting the accelerator operation of the driver by the accelerator operation detecting means 2 or calculating the target throttle opening to follow the preceding vehicle, the automatic brake is released, It takes time to release the wheel cylinder pressure. Therefore, after a lapse of a predetermined time, the throttle control is performed so as to conform to the accelerator operation or to conform to the target throttle opening for following.
The throttle opening target value is a target throttle opening suitable for an accelerator operation before a predetermined time or a target throttle opening suitable for a throttle opening calculated for following.

In the above description, the case of accelerating during the automatic brake control has been described. However, when controlling the throttle actuator 6 in the opening direction, the throttle control start timing may be always delayed by a predetermined time under any condition. In the above description, the travel control device that follows the preceding vehicle is described. However, the same operation can be performed for an automatic brake system that does not use the following distance detecting means.

Embodiment 2 In the first embodiment, the case where the throttle control start timing is delayed by a predetermined time has been described. However, when the driver's accelerator operation is detected during the automatic brake control, or when the target throttle is set to follow the preceding vehicle. When the opening is calculated, an operation of limiting the rate of change of the throttle opening may be performed. FIG. 3 is a graph for explaining the throttle operation according to the second embodiment. In the figure, D indicates a signal detected by the accelerator operation detecting means 2 or a signal following the preceding vehicle by the accelerator operation of the driver. A diagram showing the calculated target throttle opening, a diagram E showing the throttle opening of the throttle actuator 6 driven by the control device 4, and a diagram showing the value of the wheel cylinder pressure at that time.

Next, the operation will be described. During the automatic brake control, after detecting the accelerator operation of the driver by the accelerator operation detecting means 2 or calculating the target throttle opening to follow the preceding vehicle, the automatic brake is released, It takes time to release the wheel cylinder pressure. Therefore, a limit amount θ is provided for the change amount of the accelerator operation of the driver or the change amount of the target throttle opening for following, so that the throttle opening is not opened beyond the limit amount. Perform throttle control.

In the above description, the case of accelerating during the automatic brake control has been described. However, in the case where the throttle actuator 6 is controlled in the opening direction, the amount of change in the throttle opening is always limited under any condition. Good. In the above description, the traveling control device that follows the preceding vehicle is described. However, the same operation can be performed for an automatic brake system that does not use the following distance detecting means.

Embodiment 3 In the first and second embodiments, the case where the throttle control start timing is delayed by a predetermined time and the case where the rate of change of the throttle opening is limited have been described. However, the accelerator operation by the driver is detected during the automatic brake control. In the case, or when calculating the target throttle opening to follow the vehicle ahead,
The operation of controlling the throttle actuator 6 may be performed based on a value obtained by filtering the accelerator operation amount or the target throttle opening. FIG. 4 is a graph for explaining the throttle operation according to the third embodiment. In the figure, G indicates the accelerator operation of the driving vehicle.
A diagram showing a signal detected by the accelerator operation detecting means 2 or a target throttle opening calculated to follow the preceding vehicle. H is a line showing the throttle opening of the throttle actuator 6 driven by the controller 4. FIG. 1I is a diagram showing wheel cylinder pressure values at that time.

Next, the operation will be described. During the automatic brake control, after detecting the accelerator operation of the driver by the accelerator operation detecting means 12, or calculating the target throttle opening to follow the preceding vehicle, release the automatic brake, It takes time to release the wheel cylinder pressure. Therefore, throttle control is performed by setting a target throttle opening obtained by filtering a target throttle opening to follow the driver's accelerator operation or following the accelerator operation. For example, a primary filter as described below may be applied.

Θ (n) = (1−K) × θ (n−1) + K × A (n) θ (n): Target throttle opening, for example 0 to 90 ° A (n): Depressing accelerator by driver By calculating the amount or the target opening calculated to follow the preceding vehicle, for example, 0 to 90 ° θ (n) by the above-mentioned relational expression, a value obtained by applying a first-order filter to the human accelerator operation amount is obtained. The target throttle opening is reached.

In the above description, the case of accelerating during the automatic brake control has been described. However, when the throttle actuator 6 is controlled in the opening direction, a filter is always applied to the accelerator operation amount or the target throttle opening degree under any condition. You may call it. In the above,
It describes a travel control device that follows the vehicle ahead,
The same operation can be performed for an automatic brake system that does not use the following distance detecting means.

Embodiment 4 FIG. FIG. 5 is a block diagram showing a configuration of a vehicle travel control device according to a fourth embodiment. The vehicle speed sensor 1 generates a vehicle speed pulse having a frequency corresponding to the travel speed of the vehicle. A detecting means 2, an inter-vehicle distance detecting means 3 for detecting an inter-vehicle distance to a preceding vehicle, and a wheel cylinder pressure detecting means 7 for measuring a brake pressure are provided. A detection signal emitted from each detecting means is supplied to a control device 4. You. The control device 4 calculates the vehicle state from the vehicle speed sensor 1, the accelerator detecting means 2, and the inter-vehicle distance detecting means 3, and when the automatic braking is required, drives the brake actuator 5 to apply the automatic braking to perform the throttle control. In such a case, the travel control is performed by controlling the throttle actuator 6.

FIG. 6 shows the case where the accelerator operation detecting means 2 detects the accelerator operation of the driver during the automatic brake control, or the case where the target throttle opening degree is calculated to follow the preceding vehicle. When the pressure falls below a predetermined value, the throttle actuator 6
4 is a graph for explaining an operation at a control start timing of FIG. In the figure, J is a diagram showing a signal detected by the accelerator operation detecting means 2 or a target throttle opening calculated to follow the preceding vehicle by a driver's accelerator operation, and K is driven by the control device 4. Is a diagram showing the throttle opening of the throttle actuator 6, and L is a diagram showing the value of the wheel cylinder pressure at that time.

Next, the operation will be described. During the automatic brake control, after detecting the accelerator operation of the driver by the accelerator operation detecting means 2 or calculating the target throttle opening to follow the preceding vehicle, the automatic brake is released, It takes time to release the wheel cylinder pressure. Then, after the wheel cylinder pressure detected by the wheel cylinder pressure detecting means 7 falls below a predetermined value with respect to the driver's accelerator operation or the target throttle opening for following the preceding vehicle, the throttle actuator is operated. 6 starts the throttle control. The throttle opening target value is a target throttle opening suitable for an accelerator operation before a predetermined time or a target throttle opening suitable for a throttle opening calculated for following.

In the above description, the case of accelerating during the automatic brake control has been described. However, in the case where the throttle actuator 6 is controlled in the opening direction, the wheel cylinder pressure is always detected under any condition and becomes lower than a predetermined value. At times, the throttle may be controlled. In the above description, the traveling control device that follows the preceding vehicle is described. However, the same operation can be performed for an automatic brake system that does not use the following distance detecting means.

Embodiment 5 FIG. 7 is a block diagram showing a configuration of a vehicle travel control device according to a fifth embodiment. A vehicle speed sensor 1 that generates a vehicle speed pulse having a frequency corresponding to the travel speed of the vehicle, an accelerator operation that detects a driver's accelerator operation A detecting means 2, an inter-vehicle distance detecting means 3 for detecting an inter-vehicle distance to a preceding vehicle, and a gradient detecting means 8 for detecting a road gradient are provided. A detection signal emitted from each detecting means is supplied to a control device 4. The control device 4 controls the vehicle speed sensor 1
The vehicle state is calculated from the accelerator detecting means 2 and the inter-vehicle distance detecting means 3, and when the automatic braking is necessary, the brake actuator 5 is driven to apply the automatic braking, and when the throttle control is required, the throttle actuator 6
To control the traveling.

In this embodiment, when the accelerator operation detecting means 2 detects the driver's accelerator operation during the automatic brake control, or when the target throttle opening for following the preceding vehicle is calculated, The control start timing of the throttle actuator 6 is changed based on the gradient detected by the gradient detecting means 8.

FIG. 8 shows the case where the accelerator operation detecting means 2 detects the driver's accelerator operation during the automatic brake control, or the case where the target throttle opening degree is calculated to follow the preceding vehicle. 6 is a graph showing a control start timing of the throttle actuator 6 when the gradient detected by the means 8 is an uphill. In the figure, M is obtained by operating the accelerator of the driving vehicle.
A diagram showing a signal detected by the accelerator operation detecting means 2 or a target throttle opening calculated to follow the preceding vehicle. N is a line showing the throttle opening of the throttle actuator 6 driven by the control device 4. FIG. 3 is a diagram showing the value of the wheel cylinder pressure at that time.

Next, the operation will be described. During the automatic brake control, after detecting the accelerator operation of the driver by the accelerator operation detecting means 2 or calculating the target throttle opening to follow the preceding vehicle, the automatic brake is released, It takes time to release the wheel cylinder pressure. Therefore, after a predetermined time elapses with respect to a driver's accelerator operation or a target throttle opening for following a preceding vehicle, throttle control is started. When the gradient detected by the gradient detecting means 8 is an uphill, by shortening the predetermined time, it is possible to prevent the vehicle from moving backward by the throttle control while the vehicle is stopped on the uphill. Here, when the gradient detected by the gradient detecting means 8 is large, the predetermined time can be further shortened, and when the gradient is small, the predetermined time can be made longer than when the gradient is large. .

FIG. 9 shows a case where the accelerator operation is detected by the accelerator operation detecting means 2 during the automatic brake control, or a case where a target throttle opening degree is calculated to follow a preceding vehicle. 6 is a graph showing a control start timing of the throttle actuator 6 when the gradient detected by the means 8 is a downhill. In the figure, P is obtained by a driver's accelerator operation.
A diagram showing a signal detected by the accelerator operation detecting means 2 or a target throttle opening calculated to follow the preceding vehicle. Q is a line showing the throttle opening of the throttle actuator 6 driven by the controller 4. FIG. 9R is a diagram showing the value of the wheel cylinder pressure at that time.

Next, the operation will be described. During the automatic brake control, after detecting the accelerator operation of the driver by the accelerator operation detecting means 2 or calculating the target throttle opening to follow the preceding vehicle, the automatic brake is released, It takes time to release the wheel cylinder pressure. Therefore, after a predetermined time elapses with respect to a driver's accelerator operation or a target throttle opening for following a preceding vehicle, throttle control is started. Then, when the gradient detected by the gradient detecting means 8 is a downhill, the above-mentioned predetermined time is made longer than in the case of an uphill.

[0042]

According to the present invention, a throttle actuator for controlling the output of an engine, an accelerator operation detecting means for detecting a driver's accelerator operation, and a throttle actuator are controlled. When the throttle actuator is controlled in the opening direction, the start timing of the throttle control is delayed by a predetermined time, so that the throttle control during the automatic braking eliminates the feeling of being caught or jumping out.

According to the vehicle traveling control device of the second aspect of the present invention, the throttle actuator for controlling the output of the engine, the accelerator operation detecting means for detecting the accelerator operation by the driver, and the control for controlling the throttle actuator When a throttle device is provided to control the throttle actuator in the opening direction, the amount of change in the throttle opening is limited, so that the throttle control during automatic braking eliminates the feeling of being caught or jumping out.

According to the vehicle traveling control apparatus of the third aspect of the invention, the throttle actuator for controlling the output of the engine, the accelerator operation detecting means for detecting the accelerator operation of the driver, and the control for controlling the throttle actuator When the throttle actuator is controlled in the opening direction, the control target value is obtained by filtering the accelerator operation amount or the target throttle opening degree. There is no feeling of popping out.

According to the vehicle traveling control device of the present invention, the throttle actuator for controlling the output of the engine, the accelerator operation detecting means for detecting the accelerator operation by the driver, and the means for detecting the brake pressure When,
A control device for controlling the throttle actuator is provided, and when the throttle actuator is controlled in the opening direction, the time when the brake pressure becomes equal to or lower than a predetermined value is set as the throttle control start timing. Throttle control eliminates the feeling of being caught or jumping out.

According to the vehicle traveling control apparatus of the present invention, the throttle actuator for controlling the output of the engine, the accelerator operation detecting means for detecting the driver's accelerator operation, and the gradient for detecting the road gradient are provided. Since the control device includes a detection unit and a control device that controls the throttle actuator, and when the throttle actuator is controlled in the opening direction, the throttle control start timing is changed according to the gradient value detected by the gradient detection unit.
It is possible to prevent the vehicle from moving backward by throttle control while the vehicle is stopped on an uphill.

[Brief description of the drawings]

FIG. 1 is a block diagram illustrating a configuration of a vehicle travel control device according to a first embodiment of the present invention.

FIG. 2 is a graph for explaining an operation of the vehicle travel control device according to the first embodiment of the present invention.

FIG. 3 is a graph for explaining the operation of a vehicle travel control device according to a second embodiment of the present invention.

FIG. 4 is a graph for explaining an operation of a vehicle travel control device according to a third embodiment of the present invention.

FIG. 5 is a block diagram showing a configuration of a vehicle travel control device according to a fourth embodiment of the present invention.

FIG. 6 is a graph for explaining an operation of a vehicle travel control device according to a fourth embodiment of the present invention.

FIG. 7 is a block diagram showing a configuration of a vehicle travel control device according to a fifth embodiment of the present invention.

FIG. 8 is a graph for explaining an operation of a vehicle travel control device according to a fifth embodiment of the present invention.

FIG. 9 is a graph for explaining an operation of the vehicle travel control device according to the fifth embodiment of the present invention.

FIG. 10 is a block diagram showing a configuration of a conventional vehicle following travel control device.

FIG. 11 is a flowchart illustrating an operation of a conventional vehicle following travel control device.

FIG. 12 is a graph showing a relationship between an inter-vehicle distance and a target vehicle speed in a conventional vehicle cruising control device.

[Explanation of symbols]

2 accelerator operation detecting means, 4 control device, 6 throttle actuator, 7 wheel cylinder pressure detecting means 8 gradient detecting means.

──────────────────────────────────────────────────の Continued on the front page (51) Int.Cl. ⁶ Identification code FI F02D 29/02 301 F02D 29/02 301D 41/04 310 41/04 310G

Claims (5)

[Claims] 1. A throttle actuator for controlling an output of an engine, an accelerator operation detecting means for detecting an accelerator operation by a driver, and a throttle for controlling the throttle actuator in the opening direction. And a control device for delaying a control start timing by a predetermined time. 2. A throttle actuator for controlling an output of an engine, an accelerator operation detecting means for detecting an accelerator operation of a driver, and controlling the throttle actuator, and controlling the throttle actuator in an opening direction. And a control device for limiting the amount of change in the throttle opening. 3. A throttle actuator for controlling an output of an engine, an accelerator operation detecting means for detecting an accelerator operation of a driver, and a control device for controlling the throttle actuator. And a control device that sets a control target value obtained by filtering an accelerator operation amount or a target throttle opening. 4. A throttle actuator for controlling the output of the engine, accelerator operation detecting means for detecting a driver's accelerator operation, means for detecting a brake pressure,
In the case where the throttle actuator is controlled in the opening direction together with the control device that controls the throttle actuator, a control device that sets a time when the brake pressure becomes equal to or less than a predetermined value as a throttle control start timing is provided. Running control device for vehicles. 5. A throttle actuator for controlling an output of an engine, an accelerator operation detecting means for detecting a driver's accelerator operation, a gradient detecting means for detecting a road gradient, and a control device for controlling the throttle actuator. A control device for changing the throttle control start timing based on the gradient value detected by the gradient detecting means when controlling the throttle actuator in the opening direction.