JPS6047148B2 - vehicle speed control device - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION The present invention relates to a vehicle speed control method and device that detects the desired vehicle speed desired by the driver from the rotational state of the foot pedal and controls the engine output so as to bring the vehicle speed closer to the desired vehicle speed. It is something.

2. Description of the Related Art Conventionally, there have been two-wheeled vehicles that are equipped with a foot pedal and an engine, and are configured to use both foot pedal operation and engine operation. In such vehicles, it has been proposed in the past to transmit the engine output to the wheels via an automatic clutch and to automatically control the engine output based on the rotational state of the foot pedal. In such a vehicle, the engine output is increased or decreased in response to the rotational state of the pedal, such as the rotational speed, and when the foot pedal suddenly stops, the vehicle speed at that time is memorized and controlled to maintain the vehicle running at this speed. (For example, Japanese Patent Application No. 53-130719). In this case, if you start the engine with the stand on, the vehicle speed when the foot pedal stops after the engine starts (actually, the wheel idling speed)
is memorized, and thereafter control is performed to maintain the engine output at this memorized vehicle speed. In addition, in the event that the foot pedal stops due to a collision while the vehicle is running, control is similarly performed to maintain the vehicle speed at that time. These are all phenomena that occur as a result of uniformly determining the actual vehicle speed from the engine rotation speed without determining whether the vehicle is actually in a running state. Therefore, it is desirable to perform the above engine control only when the vehicle is actually in a running state. In addition, if the engine drives the wheels via a manual power disconnection device, if this operation disconnection device is turned off while driving, the engine will become unloaded and the speed will become excessive, damaging the engine. It is possible.

This invention was made in view of these circumstances,
Vehicle speed control that increases the engine rotation speed when the centrifugal clutch is engaged while actually driving, and stops the engine in the unlikely event of a change in speed while driving, enabling practical control. The first objective is to provide an apparatus.

A second object of the present invention is to provide a speed control device for a vehicle that prevents the engine from over-speeding even if the manual power cut-off device is turned off while the vehicle is running, and is suitable for protecting the engine. According to the present invention, such an object includes a first drive means for driving the wheels by rotation of a foot pedal, and a second drive means for driving the wheels by an engine via a centrifugal clutch and a manual power disconnection device. In a vehicle in which both of these drive means move in cooperation, a wheel speed detection means detects the actual vehicle speed from the non-driven wheels, an engine speed detection means detects the engine rotation speed, and a vehicle speed detected from the non-driven wheels is provided. approach determination means for determining whether or not the centrifugal clutch is engaged or not by comparing the actual vehicle speed obtained based on the rotation speed of the engine with the vehicle speed determined from the engine rotation speed; The contents include a memory unit that stores data without being rewritten, a start determination unit that detects the start of the vehicle with one requirement that the actual vehicle speed determined from the non-driving wheels becomes equal to or higher than a predetermined value, and a start determination unit that detects the start of the vehicle after the start of the vehicle. In a high-speed state in which the centrifugal clutch is engaged, the engine. engine output control means for controlling engine output so that the vehicle speed detected from the engine rotational speed becomes the command value vehicle speed, and stopping the engine with one requirement that the actual vehicle speed determined from the non-driving wheels becomes below a predetermined value. control release means. This is achieved by a vehicle speed control device characterized by: The present invention will be described in detail below based on the drawings.
[Overall configuration of vehicle body] First, the overall configuration of the vehicle body will be explained based on FIG.

FIG. 1 is a side view of a two-wheeled vehicle to which the present invention is applied. In this figure, reference numeral 1 denotes a main frame, and this main frame 1 is made of a vibrator bent into a substantially U-shape.

The first half of this main frame 1 is a down tube 2, and the second half is a seat tube 3. On the other hand, a hanger stay 4 is welded to the boundary between the tubes 2 and 3, that is, near the bottom of the main frame 1 so as to extend downward. A steering head vibe 5 is welded to the front end of the down tube 2, and the upper end of a steering fork 6 is rotatably supported on the head vibe 5. 7 is a handle, 81 is a steering column, the lower end of this steering column 8 is inserted from the upper end of the steering fork 6, and these handles 7,
The steering column 8 and the steering fork 6 rotate together.

Reference numeral 9 denotes a front wheel for steering as a non-driving wheel, which is pivotally supported by the steering fork 6.

A wheel sensor 211 (see FIGS. 2 to 4), which will be described later, is provided at the hub 10 of the front wheel 6. 11 is a headlamp, and 12 is a direction indicator lamp.

13 is a seat, 14 is a seat pillar, and the seat 13
is fixed above the upper end of the seat tube 3 via this seat pillar 14.

Reference numeral 15 denotes a loading platform, which is fixed to the seat tube 3 so as to extend toward the rear of the seat 13.

Reference numeral 16 denotes a fuel tank, and this tank 16 is installed at a position sandwiched between the loading platform 15.

17 is a chain stay, and 18 is a seat stay. These states 17 and 18, together with the hanger stay 4 and a part of the seat tube 3, form a quadrilateral.

Note that the rear ends of the stays 17 and 18 are connected to each other by a bracket 19. A rear wheel 20 serving as a driving wheel is pivotally supported on this bracket 19 . A pedal sensor 311, which will be described later, is provided on the hub of the rear wheel 20 (not shown in FIG. 1; see FIGS. 5 to 9). Note 21
is a stand. <First Driving Means> An axle 22 is pivotally supported at the connecting portion between the hanger stay 4 and the chain stay 17, and foot pedals 23 are fixed to both ends of the axle 22, respectively.

Note that in FIG. 1, only the left pedal 23 is shown. A drive sprocket 24 is attached to the right pedal (not shown).
are fixed together. On the other hand, a driven sprocket 25 is provided on the hub of the rear wheel 20 via a free gear described later, and a chain 2
6 is being passed. Therefore, when the pedal 23 is depressed, the rear wheel 20 rotates via the chain 26, and the pedal 23
When the shaft 20 is stopped, only the shaft 20 continues to rotate due to the free gear. That is, a first driving means is constituted by a foot pedal, and this first driving means has a structure exactly similar to that of a known bicycle. <Second Driving Means> Next, the second driving means will be explained.

In FIG. 1, 30 is an engine, and this engine 3
0 is attached below the front end of the chainstay 17. 31 is an air cleaner, 32 is a carburetor,
The carburetor 332 is attached to the hanger stay 4.

2 and 3 are a partial cross-sectional view of this vaporizer 32 and a cross-sectional view taken along the line ■-■.

This carburetor 32 is equipped with a piston type throttle valve 33.
The opening degree of the throttle valve 33 changes as the step motor 34 rotates. That is, the throttle valve 33 is given a tendency to return downward by the coil spring 35, while a cam disc 37 with a spiral cam groove 36 formed above it is provided.
A member 38 that engages with the cam groove 36 and the throttle valve 33 are connected to each other by a wire 39. A pinion 40 fixed to the rotating shaft 34a (FIG. 2) of the step motor 34 is engaged with a gear 41 on the periphery of the cam disc 37. As a result, the rotation shaft 34 of the step motor 34
When e rotates, the cam disk 37 also rotates, and the force of the member 38 moves up and down along the ram groove 36. Along with this, the throttle valve 33 also moves up and down, and the opening degree of the throttle valve changes. In addition, in FIG. 2, the screw 42 engages with the vertical groove 43 of the throttle valve 33 and
This determines the idling position of the engine. Further, in FIG. 3, reference numeral 44 denotes a vertical groove provided on the inner surface of the case so that the member 38 can move only in the vertical direction. Due to the vertical movement of the throttle valve 33, the jet needle 4 provided in the throttle valve 33
6 moves back and forth into the jet 47 to change the amount of fuel supplied, which is the same as in a normal piston type carburetor. Again in FIG. 1, 50 is an exhaust pipe, 51 is a muffler, and this muffler 51 is connected to the chain stay 17.
The exhaust pipe 50 is disposed in a substantially triangular space sandwiched between the chain stay 17 and the seat stay 18, and the exhaust pipe 50 is connected to a muffler 51 from below the engine 30 through the left outer side of the chain stay 17.

Automatic Centrifugal Clutch> In FIG. 1, 60 is a centrifugal clutch unit as an automatic clutch, and this clutch unit 60 is located between the chainstay 17 and the seatstay 18, so that it is close to the front edge of the rear wheel 20. It is located in

This clutch unit 60 is rotatably attached between a pair of left and right support arms 61 (only the left arm is shown in FIG. 1) which are pivotably attached to the chainstay 17. A friction roller 60a is coaxially attached to the clutch unit 60, and the friction roller 60a is pressed against and separated from the outer peripheral surface of the tire 20a of the rear wheel 20 by the swinging of the support arm 61. Reference numeral 62 is a lever for pressing and separating the friction roller 60a and the tire 20a, forming a manual power interrupting device.

This lever 62 is attached to the chain stay 17 located below the muffler 51. And this lever 6
2 and the support arm 61 are connected to each other by a link 6.
Connected by 3. Therefore, if the lever 62 is now rotated in the direction of arrow A in FIG. 1, the link 63 will move to the left and the support arm 61 will be rotated in the direction of arrow B.

As a result, the friction roller 60a is separated from the tire 20a. The clutch unit 60 includes a large-diameter pulley 65 and a small-diameter pulley 66, and each of these pulleys 1J65, 66 and the pulley 30a of the engine 30 are independently connected to a V
The belt is being thrown around. In the clutch unit 60, when the engine is started by the rear wheel 20, the small diameter pulley 66 and the friction roller are connected, and in the opposite case, the large diameter pulley 655 and the friction roller 60a are connected, and the small diameter pulley 66 is connected. It is configured to idle. Therefore, with the friction roller 60a separated from the tire 20a and the engine 30 stopped, the bicycle is driven by the first driving means, and in the process, the lever 62 is operated to move the friction roller 60a to the tire 20a. When pressed, the crankshaft of the engine 30 rotates via the small diameter pulley 66, and the engine 30 starts.

Furthermore, when the engine 30 is started and its rotational speed increases, the rotation of the large diameter pulley 65 is transmitted to the rear wheel 20 via the friction roller 60a, causing the small diameter pulley 66 to idle. Therefore, the reduction ratio of the rotation transmission from the rear wheels 20 to the engine 30 at the time of starting becomes large, and therefore the depression force of the foot pedal 23 at the time of starting becomes light. On the other hand, when the driving force of the engine 30 is transmitted to the rear wheels 20, the rotation is transmitted via the large-diameter pulley 65, so the reduction ratio can be increased. Therefore, the engine 30 can be used at high rotation speeds and the engine performance can be fully utilized. That is, this type of small-displacement engine generally has output characteristics of a so-called high-rotation, high-output type in which high output is obtained by setting the rotational speed high. For details of this clutch unit 60,
Patent application No. 17138 of Showa 5 filed by the same applicant? is detailed in.

[Overview of speed control system]

Next, an outline of the speed control system of this embodiment will be explained.

Details of each part will be described later. Acceleration control First, control during acceleration will be explained.

FIG. 4 is a block diagram of the entire control system. In this figure, 100 is an engine speed detection section, and this detection section 100 is based on the ignition system (more specifically, the primary winding current of the ignition coil) of the engine 30 (FIG. 1). The rotational speed of the engine 30 is detected.
This engine speed detection section 100 includes an engine sensor section 1
Based on the rectangular wave signal a1 proportional to the engine rotation speed output by the sampling section 120, the engine rotation speed is converted into a clock pulse integrated value, and this calculated value is output as the engine speed signal E/G. This engine speed signal E/G increases or decreases in inverse proportion to the engine rotation speed. In other words, the engine rotates at high speed! Then, the integrated value indicated by the engine speed signal E/G decreases. Further, the acceleration/deceleration determining section 140 in the engine speed detecting section 100 stores the engine speed signal E/G before a predetermined timing, and compares this stored value with the current engine speed signal. It determines whether it is accelerating or decelerating, and outputs an acceleration determination signal Aa or a deceleration determination signal Ab. 200 is a wheel speed detector, which detects the engine speed detecting section 10 based on a rectangular wave signal E outputted by the wheel sensor section 210 of the front wheel 9 (FIG. 1).
Similarly to 0, clock pulses are integrated at sampling 250 and a wheel speed signal W is output.

This wheel speed signal W indicates the actual speed of the vehicle, that is, the actual vehicle speed. That is, stand 21 (Fig. 1)
Since the front wheels 9 normally stop when the vehicle stands upright or falls over, this wheel speed signal W can be considered to be the actual vehicle speed. ) 300 is a pedal speed detection section.

This detection section 300 includes two pedal sensor sections 310A and 310B that detect the rotational speed of the driven sprocket 25 of the rear wheel 20 with a 1/4 pitch difference (phase difference). Based on the output of the foot pedal 310B, a forward/reverse determination section 330 determines whether the foot pedal 23 (FIG. 1) is in the normal or reverse direction. The pulses are integrated and a pedal speed signal P is output. This pedal speed signal P serves as a material for determining the driver's intention to start by depressing the pedal 23, and also serves as a material for determining the driver's intention to accelerate when accelerating. Note that the actual vehicle speed is detected not only by the wheel speed detection section 200 using the front wheels 9 as described above, but also by the engine speed detection section 100.

That is, the centrifugal clutch unit 60
As the rotation of 0 increases, the state shifts from the slipping state (half-clutch state) to the engaged state, but after this state where the clutch unit 60 is fully engaged (the engine speed in this critical state is called the stall speed Ns), the engine speed signal The actual vehicle speed is detected by E/G, and this stall rotational speed N
5 or less, the actual vehicle speed is detected using the wheel speed signal w. As a result, it is not only possible to perform speed control, especially acceleration control, when the stall rotational speed is below Ns, but also to reliably detect the actual vehicle speed even when the vehicle is placed on a stand or falls over, and performs appropriate speed control. becomes possible. 350 is a brake detection section;
It is determined whether or not it is in a braking state, and if it is in a braking state, a brake signal B is output.

Reference numeral 400 is a start half unit, and this start discrimination unit 400 determines whether (1) the engine has started and the idling speed is higher than Ni, and (2) the actual vehicle speed (detected from the front wheels 9) is a predetermined value. Value ■.

(3) The desired vehicle speed determined by the pedal is a predetermined value ■. When all three conditions are met, it is determined that the driver has the intention to start the vehicle, and a start signal ST is output. Since the vehicle is actually started under these three conditions, when there is no intention to actually start the vehicle, for example, when the rear wheels 20 are spinning while the stand 21 is upright, or when the vehicle falls over, etc. This limits the increase in engine output, making it possible to achieve even safer and more suitable speed control. Reference numeral 420 denotes a start acceleration section, which outputs a start acceleration signal STA based on the start signal ST of the start determination section 400, and has a function of opening the throttle valve 33 of the carburetor 32 to a certain opening degree in a short time. have

This constant opening corresponds to the opening required to obtain a suitable starting acceleration. Therefore, the stepping force required for acceleration at the start can be reduced. Reference numeral 440 denotes a run-up determination unit, which determines the period from start to acceleration until the clutch unit 60 is fully engaged, in other words, until the engine speed reaches the stall rotational speed Ns (run-up period).

460 is a run-up acceleration section.

The start acceleration section 420 promptly opens the throttle valve 33 to a certain opening degree based on the start signal ST, but if the stall rotational speed Ns is not reached after opening to this certain opening degree, then the stall rotational speed Ns is reached. The run-up acceleration section 460 operates until the speed reaches , and opens the throttle valve 33 at a low speed. At this time, hold A during run-up acceleration, which will be described later, comes into play, and the throttle valve 33 actually opens intermittently and in stages. As a result, the clutch 60 is smoothly engaged when it is engaged (so-called clutch engagement), and riding comfort can be improved. Further, the opening degree of the throttle valve 33 can be adapted to the acceleration state of the vehicle speed. Main Control> As described above, the engine is accelerated from the start until the clutch is fully engaged, and from then on, the main control described below is performed.

480 is a command value rewriting unit.

This command value rewriting section 480 is connected to the pedal speed detecting section 300.
The pedal speed signal P, which is the output of indicated vehicle speed (pedal vehicle speed Vp
) is greater than the vehicle speed (engine vehicle speed ■, actual vehicle speed) indicated by the engine speed signal E/G, it is determined that the vehicle is accelerating. Then, the command value C is sequentially rewritten according to the engine vehicle speed (2) during acceleration, and thereafter the engine output is controlled so that the vehicle speed approaches this command value C. Note that this command value rewriting unit 480 does not rewrite the command value C even if the speed of the pedal 23 is slowed down while driving, but when braking, it rewrites the command value C based on the brake signal B based on the decelerating vehicle speed (engine vehicle speed ■). Rewrite C sequentially. Therefore, when the brake is released, the vehicle will continue to drive at the current speed. In addition, this command value rewriting section 48 is
It outputs an up/down signal U/D (consisting of an up signal, a constant speed signal, and a DOwn signal) indicating whether or not to speed up the engine. 500 is a deviation detection section. This deviation detection section 500 detects the deviation between the engine speed E/G and the command value C, and outputs a deviation signal D. This deviation signal D changes in three stages depending on the magnitude of the deviation. That is, the deviation signal D outputs deviation signals Dl, D2, and C3 corresponding to small, medium, and large deviations. This deviation signal D is the opening/closing speed of the throttle valve 33, that is, the step motor 34 (second,
(See Figure 3) has the effect of determining the rotation speed. In other words, when the deviation is large, the throttle valve 33 is opened and closed at high speed, and when the deviation is small, the throttle valve 33 is opened and closed at low speed, thereby enabling more stable speed control. 520 is a high-speed/low-speed switching unit (hereinafter referred to as H).
(referred to as LO switching section).

This H,.LO switching section 5205 outputs an H,.LO switching signal H/L so that the throttle valve 33 is opened and closed at high speed when the vehicle is running at high speed. In other words, when driving at high speed, the throttle valve 33
This increases the response speed of the engine and makes control at high speeds more stable. 0540 is a priority determination unit A, and this priority determination unit A54O determines the brake signal B1 deviation signals D, H,
- Outputs priority signal PA based on LO switching signal H/L1 up/down signal U/D, etc.

This priority signal PA indicates the opening/closing speed of the throttle valve 33 as well as the opening/closing direction of the throttle valve 33. For example, during braking, the priority signal PA is configured to give top priority to the brake signal B and close the throttle valve 33. Reference numeral 560 is a control release unit that stops the engine (detected when the idling rotational speed N, or lower) or changes the vehicle speed (wheel vehicle speed ■, .) indicated by the wheel speed signal W to a constant speed ■e (however, this ■ When e is smaller than (2) above, a control abort signal CSP for aborting all controls is output. Note that, prior to this control termination, the throttle valve 33 of the carburetor 32 is also brought to the fully closed position. That is, when restarting the vehicle after the control is released and the vehicle stops, the throttle valve 33 is always placed in the fully closed position to improve the starting performance of the engine the next time. 580 is a priority determination unit B, which outputs a priority signal P that determines the opening/closing speed of the throttle valve 33 in response to changes in various operating conditions.
B and outputs an up/down signal U/D indicating the opening/closing direction.

For example, during run-up acceleration (during acceleration until the clutch 60 is fully engaged), the priority determination unit B opens the throttle valve 33 at a predetermined speed based on the signal from the run-up acceleration unit 460.
Further, when the run-up determining section 440 detects that the run-up has ended (the clutch is completely engaged), the run-up acceleration section 460 is deactivated and the throttle valve 33 is opened at a speed determined by other conditions. 600 is an encoder.

This encoder 600 outputs a frequency signal F determined by the priority signal PB which is the output of the priority determination section B58O. For example, priority signal PB instructs to open and close at high speed.
If so, this encoder 600 outputs a high frequency signal F corresponding to this instruction. 620 is an up/down counter (hereinafter referred to as U/D counter).

This U/D counter 620 is operated by the encoder 6 based on the up/down signal U/D of the priority determining section B58O.
Count 00 output signals. For example, if the up/down signal U/D indicates addition, the signal PB is added,
On the other hand, if the signal U/D instructs subtraction, the signal PB is subtracted. During the process of addition or subtraction, this counter 620 sequentially outputs a binary count signal CB indicating the result of addition/subtraction. In this embodiment, the throttle valve 33 is in the fully closed position at startup (see the operation of the control release section 560), and the addition/subtraction value of the U/D counter 620 is reset to zero once when the power is turned on. ing. Therefore, the addition/subtraction value of the binary count signal CB indicates the opening degree of the throttle valve 33. Reference numeral 640 denotes a start acceleration/end opening degree determination section, which stops the operation of the start acceleration section 420 when the throttle valve opening degree necessary to obtain an appropriate starting acceleration is reached.

That is, the start acceleration section 420 stops the operation of rapidly opening the throttle valve 33 for acceleration based on the determination by the discrimination section 640 (see the description of the start acceleration section 420). Reference numeral 660 is a predetermined opening degree determination unit, and when the clutch is slipping (during run-up acceleration or deceleration), the throttle valve 3 is adjusted in response to the vehicle weight, climbing resistance, etc.
A signal for changing the opening/closing speed of No. 3 is output to the priority determining section B58O.

For example, when running resistance is large, acceleration performance deteriorates, but if the throttle valve 33 is always opened at a constant speed during run-up acceleration, regardless of the magnitude of running resistance, acceleration is accelerated when running resistance is large. Since this takes time, the throttle valve 33 opens too wide. Further, at a position where the opening degree of the throttle valve 33 is large, the change in the opening area of the throttle valve relative to the amount of movement of the throttle valve 33 is relatively small. Taking these points into consideration, the predetermined opening degree determining section 660 detects a predetermined opening degree of the throttle valve 33, for example, an opening degree corresponding to 30% load, and reduces the opening speed when the opening degree is equal to or higher than this opening degree. In this way, if you apply the brakes during the run-up acceleration (see Figure 29)
For example, the time required for the throttle valve 33 to close is shortened, improving safety. Furthermore, even when the vehicle starts on a boarding road and then shifts to a flat road surface, the throttle valve 33 closes in a short time, which also improves safety. Reference numeral 680 denotes a fully closed determination unit, which determines whether the throttle valve 33 is fully closed (idling position). Based on the output of the determining section 680, as explained in the control cancellation section 560, it is confirmed that the throttle valve 33 is in the fully closed position when the control is terminated, and all controls are stopped.
When all controls are stopped in this way, the throttle valve 33 is always returned to the fully closed position, which makes it easier to start the engine next time, and also allows the count signal CB of the U/D counter 620 and the actual The correspondence relationship with the opening degree of the throttle valve 33 is ensured. That is, no deviation occurs between the addition/subtraction value of the count signal CB and the opening degree of the throttle valve 33. 700
is a drive circuit, which switches sequentially based on changes in the lower two digits (each indicating logic 1 or O) of the binary count signal CB, which is the output of the U/D counter 620.
Outputs two on/off signals.

34 is the step motor described above (Figs. 2 and 3);
This motor 34 is a two-phase excitation type four-pole step motor.

The four stator excitation coils of this step motor 34 are:
It is sequentially excited by the four on/off signals of the drive circuit 700, and its rotor rotates forward or reverse in response to changes in the count signal -J8CB during addition or subtraction. As a result, the throttle valve 33 of the carburetor 32 moves in the opening or closing direction in response to the addition or subtraction of the U/D counter 620. 740 is Hold A, which suppresses fluctuations in vehicle speed while the vehicle is running.

For example, when the vehicle is traveling at a constant speed and the vehicle speed is changing in the acceleration direction and the throttle valve 33 is also moving in the opening direction,
In order to prevent the throttle valve 33 from opening too much, a U/D counter 62 is installed.
The addition of 0 is stopped and the throttle valve 33 is stopped at that position. On the other hand, when the vehicle speed fluctuation is in the direction of deceleration and the throttle valve 33 is also closed, the throttle valve 33 is prevented from closing further. In other words, this hold A functions to prevent hunting and fluctuations in engine speed from occurring between the engine speed and the opening degree of the throttle valve 33, and to quickly stabilize the actual vehicle speed to the command value C.

Note that this hold A74O is used when accelerating according to the driver's will, that is, the pedal vehicle speed is set to the command value vehicle speed.
When the command value rewriting unit 480 rewrites the command value C and when decelerating due to braking, its operation stops;
The opening/closing operation of the throttle valve 33 is restarted. That is, during acceleration, the pedal acceleration determination output C8 (same as the command value rewriting signal Kk described later) output by the command value rewriting section 480 is used to hold the pedal, and during braking, the DOwrl signal of the U/D signals is used to hold the hold. A74O is deactivated. Note that there is also hold A during run-up acceleration, but this point will be described later. 760 is a hold B, in which the deviation between the engine speed signal E/G and the command value C (the deviation detection section 5
00) is small, the throttle valve 33
If the opening variation speed is sufficiently small and within a preset range, the opening/closing operation of the throttle valve 33 is stopped and this state is maintained.

In other words, this hold B76O also suppresses fluctuations in vehicle speed,
It works to stabilize the vehicle speed. In this embodiment, as described above, the deviation detection section 500, H, LO switching section 5
20. By the priority determination unit A54O, priority determination unit B58O, hold A74O, hold B76O, etc., it is possible to satisfactorily stabilize the steady running vehicle speed during main control. In other words, these deviation detection units 500~
The hold B76O and the like work together to perform constant vehicle speed control (vehicle speed stability control). [Configuration by Microcomputer] Next, an embodiment will be described in which the entire system shown in FIG. 4 as described above is configured by a microcomputer.

FIG. 5 is a block diagram showing an embodiment constructed using a one-chip microcomputer, and FIG. 6 is a flowchart thereof.

Although various types of microcontrollers can be used, in this embodiment, one selected from the 4-bit one-chip microcontroller MNl4OO series supplied by Matsushita Electronics Industries, Ltd. can be used.

It would be extremely complicated to explain the programming step by step here, and it would not necessarily be effective for understanding the present invention. Since it is easy for those skilled in the art to perform programming based on the idea of the present invention, this programming will not be described in detail, and only a general explanation will be given of the external connections etc. of the connection using this microcomputer. Fifth
In the figure, MC is the microcomputer mentioned above, and this microcomputer M
C corresponds to the range indicated by MC in FIG. 4 above.

800 is an oscillation control circuit, which connects a 5V power supply voltage to an oscillation resistor R. , capacitor C. It is input to the oscillation control terminal 0SC of the microcomputer MC via the oscillation control terminal 0SC of the microcomputer MC. This terminal 0SC
In response to the input, a clock generator in the microcomputer MC generates three types of clock pulses φ1, φ2, and CL, and these clock pulses φ1, φ2, and CL serve as control timing for the microcomputer MC. Note that this 5V power supply voltage is also connected to the power supply terminal VDD. 4 A input boats,
AlO, AIl, AI2, and AI3 are the output of the engine sensor section 110 in FIG. 4, and the pedal speed detection section 3.
00 forward/reverse discrimination section 330 output, wheel sensor section 21
0 output and pedal acceleration determination output C8 are respectively input.

The pedal acceleration determination output C8 is output from the command value rewriting section 480 shown in FIG. 4, and is the command value rewriting signal K described later.
It is the same as k. Inputs to the A input port AIO-AI2 are inputted after waveform-shaping the pulsed outputs of the respective sensors, and then dividing into appropriate frequencies for frequency matching with the microcomputer MC. The brake signal B shown in FIG. 4 is input to the sense input terminal SNSO.

Reset input terminal? w is grounded via capacitor C1.

This capacitor C1 has the function of resetting all parts inside the microcomputer all at once when the microcomputer MC is powered on. 4 E output boats EOO, EOl, EO2,
The drive circuit 700 shown in FIG. 4 is connected to EO3.

In other words, each E output boat EOO upper 03 has resistors R4 to R.
Switching transistors Tr3 to TrO are connected through the transistors Tr3 to TrO, and each stator winding 34a to 34d of the step motor 34 is connected to the switching transistors Tr3 to TrO.
are sequentially excited. Microcomputer MC connected like this
is programmed to operate according to the flowchart in FIG.

This flowchart can be understood from the explanation in FIG. 4 and the above [Summary of Speed Control System] based on this figure, so the explanation will not be repeated. [Construction using discrete parts] Next, an embodiment in which the present invention is constructed using discrete parts will be described in detail.

In this embodiment, a logic circuit having a function equivalent to that of the embodiment using the microcomputer MC is constructed using discrete components, and will help a deeper understanding of the invention. Note that this invention is not limited to the case where the entire device is configured with a microcomputer or the case where the entire device is configured with discrete components, and includes various embodiments such as a case where a portion is configured with discrete components and another portion with a microcomputer. Of course. <Engine Speed Detection Section 100> The speed detection section 100 (see FIG. 4) is configured as shown in FIG.

FIG. 7 is a logic circuit diagram thereof. Moreover, FIGS. 8 to 11 are timing charts of each part, and are shown with various time axes changed. In FIG. 7, the engine sensor section 110 includes an engine sensor 111 that detects the ignition timing from the primary winding of the ignition coil of the engine;
A waveform shaping circuit 112 that shapes the pulsed output of the engine sensor 111; and a frequency dividing circuit 113 that divides the rectangular wave output of the waveform shaping circuit 112 and matches the frequency with a sampling section 120, which will be described later. Equipped with

In the figure, 820 is an oscillation circuit that generates three types of clock pulses φ1, φ2, and CL.

This oscillation circuit 820 is implemented by the microcomputer MC (
The oscillation control circuit 800 and microcomputer M in Fig. 5)
This corresponds to the clock generator in C. Clock pulses φ1 and φ2 are 180 degrees out of phase with each other. The output of the engine sensor section 110 is input to the D input terminal of a D-type flip-flop (hereinafter referred to as D-type F/F) 121 of the sampling section 120 .

This D-type F/F has a function of storing information (logical 1 or 0) applied to the D input terminal in the F/F in synchronization with a clock pulse, and outputting it to the Q output terminal. This D type F/Fl2
The clock pulse φ1 of the oscillation circuit 820 is input to the clock input terminal CLK of the oscillation circuit 820. Follow lever F/F
l2l is the D input of F/Fl2l (as shown in Fig. 8).
F/Fl2lD) is delayed in phase so as to be synchronized with the rising edge of clock pulse φ1, and a waveform shown in F/Fl2lQ is output. This output F/Fl2lQ is input to the D input terminal of the next D type F/Fl22. This F/Fl2
A clock pulse I2 is input to the clock input terminal CLK of No. 2, and its O output becomes an output F/Fl22'Q synchronized with the rising edge of the clock pulse A[. Nand Gate (
(hereinafter referred to as NAND) 123 is F/Fl2lQ and F/F
It outputs based on l22O, and also uses a Noah gate (hereinafter N
(referred to as OR) 124 is this N. Based on the output of ANDl23 and clock pulse i1, it outputs as shown in FIG. On the other hand, the NORl 25 also outputs the same as shown in FIG.
These NOR124 and NOR125 are used to select the first clock pulse φ1 and φ2, respectively, after the output of the engine sensor section 110 rises. counter 12
6 integrates the clock pulse CL of the oscillation circuit 820, and
After being cleared once by the output of ORl 25, the integration is performed again (see FIG. 11). The latch 127 latches the integrated value of the counter 126 in synchronization with the output of the NOR124. It should be noted that an AND gate (hereinafter referred to as AND) 128 controls the counter 1 based on the overflow of the counter 126.
This is to stop the integration of 26. That is, the overflow signal (logic 1) of the counter 126 is inputted to the negative input terminal of the ANDl 28, and the clock pulse CL is inputted to the other input terminal, and the output power of the ANDl 28 is integrated by the counter 126. Therefore, when the counter 126 overflows, A
The gate of NDl28 is closed and the input of clock pulse CL to counter 126 is stopped. As a result, the sampling unit 120 outputs a small integrated value from the latch 127 when the engine is running at high speed, and a large integrated value when the engine is running at low speed. The output of this latch 127 is an engine speed signal E/
G (see FIG. 4) and is output to the engine data bus. The acceleration/deceleration determining section 140 determines whether the engine is accelerating or not by comparing the current value of the engine speed signal E/G, which is the output of the sampling section 120, with the value -a predetermined time ago.

In this embodiment, this comparison is performed in two stages. D-type F/Fl4l is the output F/Fl2 of the D-type F/Fl2l.
The frequency of lQ is divided by 1/2 to generate timing for determining acceleration/deceleration in two stages. That is, F/Fl4lQ and NANDl2 which passed through the inverter (hereinafter referred to as NOT) 142
3 outputs are input to each input terminal of the NANDl 43, and this NANDl 43 is a clock. NOR with Coupulse I2
It is input to l44. As a result, NORl44 is the 9th, 1st
As shown in FIG. 1, the frequency of F/Fl2lQ is divided into 1/2 and a pulse signal synchronized with the rising edge of the waveform is generated. Note that FIG. 10 shows an enlarged view of the operation during this time. In exactly the same way, NANDl45, NORl46 based on the negative output car φ- of D type F/Fl4l
outputs a pulse signal whose phase is shifted by about half a cycle from the output of the NOR144. The first stage acceleration/deceleration determination is performed as follows.

The engine speed signal E/G is latched to the latch 147 at the timing of the NAND l43 output, and this latch 14
The engine speed signal E/G stored in 7 is NORl44
It is latched by latch 148 in synchronization with the output. That is, the latch 148 latches the engine speed signal E/G two pulses before F/Fl2lQ. Comparator 1
49 is the data stored in these latches 147 and 148)
Based on the difference between the respective engine speed signals E/G, it is determined whether the engine is accelerating or decelerating, and a respective determination signal is output. The acceleration/deceleration determination in the second stage is delayed by one pulse of the F/Fl2lQ output from the first stage, and the acceleration/deceleration is determined in exactly the same process as in the first stage.

That is, it is determined by latches 150 and 151 and comparator 152. Among the first and second stage discrimination results, a signal indicating that acceleration is in progress is input to the D input terminal of the D-type F/Fl 54 via an OR gate (hereinafter referred to as 0R) 153, and A signal indicating that it is inside is inputted to the D input terminal of the D-type F/Fl 56 via the 0R155.

That is, these F/Fl54, l56 are
The input of each D input terminal is memorized in synchronization with the 24 output, and the acceleration discrimination signal Aa and deceleration discrimination signal A are output from the Q output terminal respectively.
Output b. These acceleration/deceleration discrimination signals Aa, ab and the engine speed signal E/G which is the output of the sampling section 120 are stored in the hold A74 shown in FIG. 23 below.
O and other parts (see Figure 4).

In this embodiment, acceleration/deceleration discrimination is performed in two stages and the logical sum of the respective outputs is calculated, so that the effects of engine rotational fluctuations are averaged out and malfunctions are reduced.
Further, since the differences between the values compared by the comparators 149 and 152 in each stage are large, comparison becomes easy.

If the acceleration/deceleration determination is divided into more stages (for example, five stages), the determination will become easier and more accurate. <
Wheel Speed Detection Unit 200> Next, the wheel speed detection unit 200 will be explained.

FIG. 12 is a logic circuit diagram thereof, and FIGS. 13 to 15 are diagrams showing wheel sensors. In FIG. 12, the wheel sensor section 210 is a wheel sensor 211, and this sensor 21
a waveform shaping circuit 212 that shapes the waveform of the pulsed output of 1;
It also includes a frequency dividing circuit 213 for frequency-dividing the rectangular waveform output of this circuit 212 and performing frequency matching with the sample and ring section 250 described later. The wheel sensor 211 is configured as shown in FIGS. 13-15.

The wheel sensor 211 is disposed on the hub 10 of the front wheel 9, as explained in FIG. 1 above. FIG. 13 is a longitudinal sectional view thereof, FIG. 14 is a sectional view taken along the line x--X, and FIG. 15 is a plan view of the main part. In these figures 2
Reference numeral 20 denotes an axle of the front wheel 9, and a substantially conical inner race 221 is screwed onto this axle 220.
21 and an outer race 222 fixed to the hub 10, a ball 223 is interposed to form a bearing. 22
4 is a spoke whose one end is locked to the outer race 222.

A ratchet wheel 225 is attached to the axle 220 via a bearing 226 on the outside of the inner race 221.

A claw 227 that engages with the spoke 224 is formed on the ratchet wheel 225 near the outer periphery of the outer race 222 . Therefore, this ratchet wheel 225 rotates together with the front wheel 9. Reference numeral 228 is a disk made of a magnetic material such as iron that is integrally fixed to the ratchet wheel 225, and teeth 229 are formed at equal intervals on the outer circumference of the disk 228.

Further outside the disk 228, a cover 230 is fixed to the axle 220 so as to cover the outer surface and peripheral edge of the disk 228. In other words, this cover 230
and the lower end of the steering fork 6, and is held between them by a nut 231. Reference numeral 232 denotes a holder, and the holder 232 has a substantially U-shaped cross section so as to sandwich the teeth 229 of the disc 228 with a gap from the left and right sides, as shown in FIG. 13, and is fixed to the cover 230.

A permanent magnet 233 and a reed switch 234 are mounted inside the case 232 so as to face each other with the teeth 229 in between. 235 is a reed switch 234
This is the leader line.

Therefore, when the disk 228, ie, the front wheel 9, rotates now, the teeth 229 sequentially move between the permanent magnet 233 and the reed switch 234.

Therefore, the magnetic field that the permanent magnet 233 forms at the position of the reed switch 234 changes depending on the number of times the teeth 229 move, that is, the rotational speed of the front wheel 9. Therefore, the pair of reeds made of magnetic pieces in the reed switch 234 are connected to the teeth 2.
The reed switches 234 are magnetized and come into contact with each other the number of times they pass, and the reed switch 234 performs an on/off operation. The wheel sensor 211 configured as described above generates an on/off signal proportional to the rotational speed of the front wheel 9, and this signal is waveform-shaped (waveform shaping circuit 212), and further processed by the frequency dividing circuit 212.
13) What is done is the same as described above.

The output E of the frequency dividing circuit 213 is processed by the sampling section 250 shown in FIG. 12, and as explained in FIG. 4, the wheel speed signal W indicating the actual vehicle speed is output from the sampling section 250 to the wheel data bus. be done.

This sampling section 250 is configured in exactly the same way as the sampling section 120 (see FIG. 7) of the engine speed detection section 100, so the same parts are given the same reference numerals so that the least significant digits are the same. , the explanation cannot be repeated. <Pedal speed detection section 300> Next, a pedal speed detection section and a pedal speed detection section 30 that determines whether the pedal is in forward or reverse direction.
Explain 0.

FIG. 16 is a logic circuit diagram thereof, FIGS. 17 to 21 are diagrams showing the pedal sensor, and FIG. 22 is a time chart of the forward/reverse determining section 330. The rotational speed of the pedal 23 (Fig. 1),
The forward and reverse directions are controlled by the pedal 23 via the chain 26.
It is detected from the driven sprocket 25 that rotates integrally with the sprocket. The pedal sensor sections 310A and 310B are 1/1/1 apart from each other.
It includes pedal sensors 311A, 311B that detect the rotational speed of the driven sprocket 25 of the rear wheel 20 with a difference of 4 pitches, and waveform shaping circuits 312A, 312B that shape the waveforms of the outputs of these pedal sensors 311A, 311B.
The pedal sensors 311A and 311B are arranged near the driven sprocket 25 of the rear wheel 20. Here, the structure of these pedal sensors 311A and 311B will be explained.

Figure 17 is a sectional view of one embodiment, and Figure 18 is its
19 is a sectional view taken along the line -X■, and is a diagram showing the relative positional relationship between the reed switch and the teeth. 31 in Figures 17 and 18
3 is a rear wheel axle, 314 is a rear wheel hub, and 315 is a spoke. A free gear (not shown) is installed inside the driven sprocket 25 (see Figure 1), and when the vehicle is rolling, the hub 3
14 is designed to idle relative to the sprocket 25. Reference numeral 316 is a disk made of a magnetic material such as iron, and a large number of teeth 317 are formed on the periphery of this disk 316, as shown in FIG.

318 is a cover, 319 is a holder attached to this cover 318, and this holder 319 has a permanent magnet 32.
0, and two reed switches 321A and 321B facing this magnet 320 with teeth 317 in between are attached.

As shown in FIGS. 18 and 19, the reed switch 321A is activated when the disc 316 rotates in the normal rotation direction C1, that is, the forward direction by the pedal 23.
It is attached so that it is located on the leading side from B by 1/4 pitch of teeth 317. FIG. 19 shows the relationship between these reed switches 321A, 321B and the teeth 317. FIG. Show that side. At this time, the magnetic field of the permanent magnet 320 causes the reeds 32 in the reed switches 321A and 321B to
2 are magnetized and both turn on. C in the same figure is disk 316
indicates a state in which the tooth 317 has rotated in the forward direction C by 1/4 pitch, and at this time, the reed switch 321A on the forward side
A tooth 317 is inserted between the permanent magnet 320 and the permanent magnet 320 . Therefore, the magnetic flux formed by the permanent magnet 320 passes through the teeth 317, and the magnetic field of the reed switch 321A is weakened. Therefore, the reed switch 321A is turned off. In addition, tooth 317 is shown in D in the same figure.
indicates a state in which the reed switch 32 has rotated by 1/4 pitch.
1A and 321B are both turned off. E in the same figure is further 1/
It shows a state of rotation by 4 pitches, and only the lead switch 321A on the forward side is turned on. FIG. 20 is a plan view showing another embodiment of the pedal sensors 311A, 311B;
FIG. 1 is a sectional view taken along the line XXI-XXI showing the main part thereof.

In this embodiment, the holder 319 is connected to the chainstay 17 (first
The cover 318 in the embodiment shown in FIGS. 17 to 19 is removed. Since other identical parts have been given the same reference numerals, their description will not be repeated. Since the cover 318 is provided in the embodiment shown in FIGS. 17 to 19, it is possible to effectively prevent the disk 316 from hitting an obstacle, and it is also possible to prevent dust from adhering to the chain 26 and the like.

It goes without saying that the guide bar 318 has an opening through which the chain 26 is inserted, but it is not shown in FIGS. 17 and 18. Further, in the embodiments shown in FIGS. 20 and 21, the cover 318 is removed, which is suitable for weight reduction. Next, a forward/reverse determination section 330 that determines whether the pedal 23 is in the forward or reverse direction using these pedal sensors 321A and 321B is connected to the sixteenth
, 22 will be explained.

First, the case where the pedal 23 is rotated in the forward rotation direction will be described.
The output (logic 1) of the forward side pedal sensor section 310A is D.
In the type F/F33l, the clock pulse φ1 is taken into the timing F/F33l, and the output F/F33l of the Q output terminal is
F33lQ is taken into the D-type F/F 332 at the timing of clock pulse φ1. Therefore, the output terminal of F/F 332 has an output F/F 332 that falls with a delay of one pitch of clock pulse φ1 from the rising edge of F/F 33lQ.
each other appears. On the other hand, the logic 1 output of the pedal sensor section 310B on the delay side is a clock pulse φ1 to the D-type F/F 333.
F/ is captured at the O output terminal.
Reverse phase output F/F33 whose phase is delayed by 1/4 from F33lQ
Three mutuals appear.

These three outputs, namely F/F33lQ, F/F3
32 wide and F/F 333'Q are input to AND334, and this AND334 is input to tooth 317 as shown in FIG.
This is a pulse (pedal pulse PP) that is generated every pitch of . In this way, when the pedal 23 rotates in the normal direction, the forward/reverse determination section 330 generates a pedal pulse PP from the AND 334 every time the tooth passes, and this pedal pulse PP is generated by the pedal 23.
It will be proportional to the rotation speed. When the pedal 23 is reversed, the output of the pedal sensor section 310B is 310A.
Since the phase is 1/4 pitch ahead of the output of F
/F33lノQ, F/F332O and F/F333'
The relationship between Q is shown in Figure 22, and the product of these is A.
When determined by the ND334, its output becomes logic 0.

In this manner, when the pedal 23 is in the reverse direction, the output from the forward/reverse determination section 330 is eliminated, so that it is possible to reliably determine whether the pedal 23 is in the forward or reverse direction. This was possible because the reed switches 321A and 321B of the pedal sensors 311A and 311B were installed with a 1/4 pitch shift, and it is impossible to determine whether the pedal is in forward or reverse direction with a single reed switch. be. The output of the forward/reverse determination section 334 is frequency-divided by a frequency dividing circuit 335 (FIG. 16) so that it falls within an appropriate frequency range, and then input to the sampling section 340.

The sampling section 340 includes the sampling section 120,
250, and outputs a pedal speed signal P whose count value decreases or increases in response to an increase or decrease in the rotational speed of the pedal 23 to the pedal data bus when the pedal 23 rotates in the forward direction. Regarding this sampling section 340, the same parts as the sampling section 120 are given the same reference numerals with the same lowest digits, so the description thereof will not be repeated. pedal 2
3, it is considered that the pulse interval of AND334, which is the output of forward/reverse determining section 330, becomes infinite, and at this time, counter 346 overflows and overflow signal 0F becomes logic 1 (H level). Become. <Brake detection section 350> FIG. 23 is a logic circuit diagram showing the main parts of this control device, and this FIG. 23 includes the engine speed detection section 100 of FIG. 200, 1st
Each output of the pedal speed detection section 300 shown in FIG. 6 is input.

Moreover, FIG. 24 is a time chart thereof. The brake detection section 350 is shown at the lower right of FIG. 23. This brake. The detection unit 350 consists of a brake switch 351 that turns on and off in conjunction with the brake, a parallel capacitor 352 for noise absorption, and a voltage dividing resistor 353 for signal level adjustment. 1 (H level). outputs brake signal B. Start Discriminator 400> The start discriminator 400 is shown at an upper position on the left side of FIG.

This start determination section 400 includes comparators 401, 402, 4
It consists of 03 and N1/404. The comparator 401 stores in advance the idling rotational speed N of the engine, and compares the engine speed signal E/G output from the engine speed detection section 100 with this Ni, and determines that the engine speed N is N.
>Ni, outputs logic 1 (H level).

This determines that the engine has started. The comparator 402 stores the minimum speed ■, which is considered to be the actual running speed of the vehicle, and compares this minimum speed with the wheel speed ■9 indicated by the wheel speed signal W (indicating the actual vehicle speed during approach acceleration) on the wheel data bus. ■. Compare with V, v〉■.

When this happens, a logic 1 (H level) is output.

This speed Vm determines that the bicycle is actually running. For example, when the rear wheels 20 are spinning with the stand 21 (see FIG. 1) upright, the wheel speed signal W indicates that the vehicle speed is zero because the front wheels 9 are stationary. Therefore, it has the effect of preventing an erroneous start in this case. The comparator 403 sets the vehicle speed to a predetermined speed (2) in order to determine that the driver is actually driving with the first driving means by depressing the pedal 23.

is memorized. Then, the pedal vehicle speed ■9 indicated by the pedal vehicle speed signal W exceeds the vehicle speed Vn, and ■9>■.

When satisfied, a logic 1 (H level) is output.

This comparator 403 determines whether the driver has the intention of driving, for example, when driving downhill, the driver presses the pedal 2.
It has the effect of preventing it from being determined as a start if 3 is not rowed. The action of both comparators 402 and 403 makes it possible to more reliably grasp the driver's intention to start the vehicle. AND4O4 takes the logical product of the outputs of these comparators 401, 402, and 403, and as shown in FIG. 24, when all the outputs become logical 1, it outputs logical 1 and generates a start signal for starting vehicle speed control. Output ST.

<Start acceleration section 420> The start acceleration section 420 is the second
It is shown slightly above the center of Figure 3.

This start acceleration section 420 consists of an AND 42l, and the start signal ST which is the output of the start determination section 400 is applied to this AND 42l by the reset set F/F (to be described later).
(hereinafter referred to as R/SF/F) 564 (start signal ST2 to be described later, logic 1 at the time of start), and the start acceleration/end opening degree determination unit (consisting of a comparator) 640 described in FIG. 4 above. The output is NOT422
is inverted and input. That is, as explained based on FIG. 4, when the start signal ST (TST2) is input, the AND 42l sends the start acceleration signal STA to the priority determination section B58O, opens the throttle valve 33 in a short time, When the throttle valve 33 reaches the set opening degree of the start acceleration/end opening degree determining section 640, the start acceleration signal STA is set to logic 0 (L level) by inputting the NOT 422. In FIG. 24, while the start acceleration section STA is at the H level, the throttle valve 33 is moving in the opening direction. <Run-up Discrimination Unit 440> The run-up determination unit 440 is shown at the upper left of FIG. 23.

This run-up determining section 440 is configured by the automatic centrifugal clutch unit 6
The point in time when the clutch unit 60 is slipping (half-clutch) is detected, taking into consideration the fact that the rotation speed (stall speed Ns) changes depending on various operating conditions. This state is called run-up acceleration). Fig. 25 is a diagram showing the slip characteristics of the clutch unit 60 using load conditions as parameters.

As shown in this figure, when going to school or driving in a headwind,
Since running resistance R increases, the engine stall rotational speed Ns at which the clutch 60 is fully engaged and the vehicle speed at that time ■. move to the high speed side and the high speed side, respectively. Furthermore, when descending from the vehicle or traveling in a tailwind, the running resistance R decreases and the stall rotational speed N9 moves to the lower rotational side. That is, the stall rotational speed Ns varies within the stall region in response to changes in running resistance R. The run-up determining section 440 takes these points into account and correctly determines when the clutch 60 is fully engaged.

The approach determination unit 440 includes comparators 441, 442, 443, 4
44. The comparator 441 stores a lower limit value Ns of the stall rotational speed Ns of the clutch 60, and when the engine vehicle speed indicated by the engine speed signal E/G exceeds the speed corresponding to this lower limit value Nsmin, logic 1 (H level). The comparator 442 has the stall rotational speed Ns.
The upper limit value Nsmax of the engine speed signal E/
When the engine vehicle speed 6 indicated by G exceeds the speed corresponding to this upper limit value NsmaO, a logic 1 (H level) is output.
The comparator 443 stores the stall rotational speed Ns during normal flat road running, and when the wheel vehicle speed w (actual vehicle speed during approach acceleration) indicated by the wheel speed signal W exceeds the speed corresponding to the stall rotational speed Ns. , this comparator 44
3 Outputs logic 1. The engine speed signal E/G and the wheel speed signal W are input to the comparator 444, and the comparator 444 outputs logic 1 when the actual vehicle speed indicated by the wheel speed signal W exceeds the engine vehicle speed indicated by the engine speed signal E/G. Output.

Here, each speed signal E/G, W is a wheel speed signal W, since the count value decreases as the vehicle speed increases.
Even when the count value of E/G decreases to a count value that is slightly larger than the count value of the engine speed signal E/G, it can be considered that the clutch 60 is almost completely engaged. This setting can be easily achieved by adjusting the frequency dividing circuits of each part. The outputs of comparators 441 and 444 and the inverted output from NOT445 of comparator 442 are input to AND446, and their logical product is 0R447.
is input. The outputs of the comparators 442 and 443 are also input to this 0R447, and this 0R447 calculates the logical sum of these and sets R-SF/F448.
The Q output of this R-SF/F448 is the run-up acceleration end signal J
AS, and when this signal JAS is logic 1, it indicates that the run-up acceleration has ended. The logical meaning of this logic circuit will be explained next.

First, if the comparators 441 and 444 are logically ANDed, the actual vehicle speed will quickly increase in the case of tailwind or descent, and the engine speed Ve will reach the lower limit value Nso. This takes into account that comparison 444 may output a logic 1 despite the following. That is, even in such a case, the engine speed is lower limit value N8. ．． It is not determined that the run-up has ended until the distance is in or above. This means that the engine speed is at the lower limit Ns. If it is less than nin, the engine output will not be sufficiently extracted,
It has the significance of preventing a lack of power when driving on flat ground or when there is no tailwind. The logical product of the outputs of the comparators 441 and 444 and the inverted output of the comparator 442 is taken by an AND 446 based on the lower limit value Nsmin and the upper limit value Ns. This is to make it possible to determine that the run-up has ended based on the output of the comparator 444 when the engine speed is between nax.

That is, the engine speed Ns. nin-Ns. The output of the comparator 444 becomes valid only during the transition to n, and it is determined whether the run-up acceleration is completed. The reason why the comparator 442 is input to the 0R 447 is that if the upper limit value Nsmax is exceeded, it is assumed that the run-up acceleration has ended.

That is, this takes into account the fact that when driving in the rain, slipping occurs between the friction roller 60a of the clutch unit 60 and the tire 20a, and the comparator 444 may not output a logical 1. The reason why the output of the comparator 443 is input to the 0R447 is so that even if the above conditions are not met, if the actual vehicle speed is equal to or higher than the engine stall rotational speed Ns, it is determined that the run-up acceleration has ended. be.

Run-up acceleration section 460> Next, the run-up acceleration section 460 will be explained.

The run-up acceleration section 460 is shown slightly above the center of FIG.
It is composed of NOR46l. AN for NOR46l
The outputs of D42l and 0R447 are input, and the logical sum of these is inverted and output.

That is, when the start acceleration signal STA (output of 50R447 (logic 0 during run-up acceleration, L level) is both logic 0 (L level), NOR 46l outputs logic 1 run-up acceleration signal JA, and the priority determination section B68O is throttle valve 33
After that, it will be controlled to open slowly. Command Value Rewriting Unit 480> Next, the command value rewriting unit 480 will be explained.

This command value rewriting section 480 is shown near the center of FIG. 23. FIG. 26 is a timing chart thereof. Command value rewriting section 480 outputs command value C as a target value for speed control.

This command value C is rewritten in the following three cases. That is: (1) When run-up acceleration is completed (JAS becomes logic 1) (2) When accelerating by pressing the pedal (3) When decelerating by braking.

In FIG. 23, 481 is a latch, and in each of the above cases, this latch 481 latches the speed indicated by the engine speed signal E/G on the engine data bus, and outputs the command value C to the command value data bus. .

Note that this command value rewriting unit 480 is configured to operate after the run-up acceleration (
Since JAS starts operating logic 1), the clutch is fully engaged and there is a 1:1 correspondence between the engine speed ■8 and the actual vehicle speed. That is, the engine vehicle speed ■ becomes the actual vehicle speed.
First, the command value rewriting process when the run-up acceleration (1) is completed will be explained.

Run-up acceleration end signal JAS which is the output of the run-up determination unit 440
(Q output of F/F 448) is input to a mono multivibrator (hereinafter referred to as M-M) 482, and this M-M4
82 generates a short-time pulse (see FIG. 26).

This pulse passes through 0R483 and opens the gate of AND484. This AND 484 includes the oscillation circuit 820 (seventh
, 12, 16) is input, and this clock pulse φ2 passes through the AND484 opened by the pulse of the M-M482 and the latch 48.
1, and the latch 481 receives the engine speed signal E at that time.
/G is latched. As a result, the actual vehicle speed (engine vehicle speed ■o) at the end of the run-up acceleration is latched in the latch 481. The timing chart of 0R483 and AND484 in FIG. 26 shows the case (2) described later, and this (
This is not the case in case 1). Next, we will explain how the command value book is replaced during acceleration due to pedal depression (2).

When the actual vehicle speed is first latched by the latch 481 in the process (1) above, a signal indicating the actual vehicle speed is outputted as a command value C on the command value bus in accordance with the timing of the clock pulse.

This command value C is compared with the pedal speed signal P in a comparator 485. This pedal speed signal P provides the timing for rewriting the command value when the driver accelerates. Note that this comparator 485 outputs logic 1 when the count value of the pedal speed signal W decreases to a value slightly larger than the count value of the command value C. Since the comparator 485 makes this determination, the vehicle speed (command value vehicle speed) (2) indicated by the command value C is slightly slower than the vehicle speed (pedal vehicle speed) (9) indicated by the pedal speed signal P. The latch 481 is rewritten based on the output of the comparator 485 as described later, so the fact that the comparator 485 outputs in this way means that the rewriting timing is the same as the command value vehicle speed.
. As a result, the pedal pressure is lighter, reducing the burden on the driver. In this manner, the comparator 485 determines the driver's intention to accelerate based on the pedal speed signal P, and provides the timing for rewriting the command value C. Command value C output by latch 481 and engine speed signal E/
It is compared with G by a comparator 486.

The comparator 486 indicates (1) engine vehicle speed; 8> command value vehicle speed;
.

Then, DO■ command (deceleration command, logic 1) from DOw#0 child
), and (2) engine vehicle speed ■ = command value vehicle speed ■, then output a constant velocity signal (logic 1) from the constant velocity terminal, and (3
) Engine vehicle speed■ <Command value vehicle speed■.

If so, the UP command (acceleration command, logic 1) is output from the terminal.

When the following four conditions are met, AND487 outputs a logic 1.

That is, a Run-up acceleration has been completed (JAS is logic 1) b Pedal vehicle speed ■9> Command value vehicle speed ■.

: holds true (the output of the comparator 485 is logic 1) c
Engine vehicle speed ■o> Command value vehicle speed ■.

: holds true (the DOwn signal of the comparator 486 is logic 1), and the d-pedal is rotating in the forward direction (the pedal pulse PP
If the following conditions are met, AND487 becomes the second
As shown in FIG. 6, the pedal pulse PP is sent to the counter 488 for a predetermined period of time.

The integrated value of the pedal pulses PP in this counter 488 is compared with a value previously stored in a comparator 489, and when the integrated value of the counter 48 exceeds this stored value, the integrated value of the pedal pulse PP in the comparator 489 is
outputs a command value rewrite signal (logic 1) Kk. This command value rewriting signal Kk passes through 0R483, opens the gate of AND484 (see FIG. 26), and sends clock pulse φ2 to latch 481. As a result, the latch 481 latches the engine speed signal E/G at this time, and thereafter outputs this value as the command value C. That is, this latch 481 is the command value vehicle speed ■. This is a storage unit that stores a command value C that indicates . In other words, the command value rewriting is completed once. Note that the command value rewriting signal Kk is the same as the pedal acceleration determination signal C8. The DOwn signal is input to the negative input terminal of 0R490, and the overflow signal 0F output from the pedal speed detection section 30 is input to the other input terminal of 0R490.
(indicating that the pedal is stopped) is input.

The output of this 0R490 is then connected to reset the counter 488. Therefore, when the pedal is stopped or when the engine vehicle speed is 8 and the command value vehicle speed is 8, the counter 488 is reset and the latch 481 is
does not perform rewriting.

That is, while the pedals are stopped, the vehicle speed at the time the pedals are stopped is stored as the command value C, and the vehicle continues to travel at the same speed.
Also, if you reduce the force on the pedals or enter a hill, the engine vehicle speed ■8 will become the command vehicle speed ■. When it becomes lower, the command value vehicle speed ■. Vehicle speed is controlled to maintain the In this embodiment, the pedal pulse PP is integrated by the counter 488 through the AND 487, and the command value is not rewritten until the integrated value exceeds a certain value stored in the comparator 483, so that rewriting failure can be avoided. can be effectively prevented.

In other words, since the pedal pulse PP is a pulse, the
Even if the pedal pulse PP occurs due to a malfunction or the like, many such erroneous pulses will not occur, so erroneous rewriting will not be performed. j Next, the rewriting of the command value during deceleration by the brake in the above (3) will be explained.

The brake detection section 350 generates a brake signal B of logic 1 during braking, and this brake signal B and the run-up acceleration end signal JAS are input to the AND 49l.

Therefore, if you brake after completing the run-up acceleration, AND49
l outputs logic 1 and is rewritten as latch 481 via 0R483 and AND484. That is, during braking, the command value C is sequentially changed to the engine speed signal E/G during deceleration.
(indicating the actual vehicle speed) continues to be rewritten, and when the brake is released, the trailing is performed according to the command value C at that time.
As described above, the command value C is sequentially rewritten according to the driving state. In this embodiment, the timing for rewriting the command value is detected by the comparator 485 based on the pedal speed signal P, and the command value is rewritten based on the value of the engine speed signal E/G. In this way, the command value is rewritten not from the pedal speed signal W but from the engine speed signal E/G, so the chain 26 (see Figure 1)
In addition, since the number of pulses of the ignition signal that is the basis of the engine speed signal E/G is very large, the accuracy can be significantly improved. <Deviation Detection Unit 500> Next, the deviation detection unit 500 will be explained.

This deviation detection section 500 is shown at the lower left of FIG. 23. The deviation detection section 500 includes a subtraction section 501 that calculates the deviation between the engine speed signal E/G and the command value C, and this subtraction section 50.
3-state elements 502a, 502b, 503a, 503b which selectively input each signal E/G, C to 1; comparators 504, 505 which divide the amount of deviation into three ranges;
506. A pair of 3-state elements 502a, 5
02b are both opened by the DOwrl signal output from the comparator 486 (which is logic 1 when the engine vehicle speed ■ is greater than the command value vehicle speed VO), and the engine speed signal E/G and the argument are respectively The command value C is input to the subtraction unit 501. In addition, the 3-state element 503a,
503b are both opened by the signal outputted by the comparator 486 (which becomes logic 1 when the engine vehicle speed is smaller than the command value vehicle speed VO), and are each opened by the command value C as an argument.
And the argument. Subtraction unit 5 subtracts the engine speed signal E/G as
Enter into 01. As a result, the deviation that is the output of the subtraction unit 501 is always positive. This deviation is sent to each comparator 504, 505, 506 via a deviation data bus. Comparator 5
04, 505, and 506 are deviation signals Dl and D of logic 1 (H level) as the deviation changes from small to medium to large, respectively.
2, D3 will be output.

That is, when the deviation is small, the comparator 504 is set, when the deviation is medium, the comparators 504 and 505 are set to logic 1, and when the deviation is large, the comparators 504, 505, and 506 are all set to logic 1 (H level).
Output. <High-speed/low-speed switching unit 520> The high-speed/low-speed switching unit (H1 upper o switching unit) 520 has two comparators 521, 522 and 0R as shown in the bottom position of FIG.
523.

Comparator 521 outputs when the engine rotational speed corresponding to command value C exceeds a predetermined value Nd. Comparator 522 outputs when the engine speed indicated by engine speed signal E/G exceeds the predetermined value Nd. Each of these comparators 521
, 522 passes through 0R523 to the priority determination unit A54O.
be led to. That is, it is determined that the command value C or the engine speed signal E/G has exceeded the predetermined value N, and the engine is running at high speed, and the 0R523 outputs logic 1 (H level).

Based on this output, the priority determination unit A54O opens and closes the throttle valve 33 at high speed (low speed) when the engine is high speed (low speed), thereby improving control responsiveness to changes in speed. Priority discriminating unit A54O> The priority discriminating unit A54O consists of the priority circuit A shown in the lower part of FIG.
It is structured as shown in the table shown in the figure.

This priority determination unit A (hereinafter referred to as priority circuit A) 540 is a PLA (
It is composed of a programmable logic array (programmable logic array) and is considered a type of memory. This priority circuit A54
O becomes an operating state (enabled state) when two conditions are satisfied: (1) the run-up acceleration is completed; and (2) the vehicle speed is equal to or higher than the constant speed V1.

That is, the AND 54l shown diagonally above and to the right of the priority circuit A54O in FIG.
NAND562 within 60 (logic 0 when vehicle speed is above ■)
, that is, the inverted output of L level).
The output of this AND54l is supplied to the enable terminal EN of the priority circuit A54O. Therefore, when the above two conditions (1) and (2) are both satisfied and the AND 54l outputs the main control start signal MCS of logic 1, the priority circuit A54O is activated. This priority circuit A54
O is determined as shown in the table of FIG. 27, and each priority signal PA is sent to the priority circuit B58O, which will be described later, via the main control data bus. For example, when the deviation is medium, the deviation signals Dl and D2, which are the outputs of the comparators 504 and 505, become logic 1 (H level).
The 0R523 output (H/L signal) is L (indicating that the engine rotation speed is low).

), it is determined that the throttle valve 33 opens and closes at a speed of β. At this time, if the comparator 486 outputs the UP signal, the throttle valve 33 moves in the direction β to open, and if it outputs the DOwn signal, the throttle valve 33 moves in the direction β closes. Priority circuit A54O outputs priority signal PA. Note that during braking, the comparators 504, 505, 5
Regardless of 06 (indicated by a US mark in this table), if brake signal B goes to H level, it will stop at the speed γ when the engine is at high speed (0R523 is at H level), and at the speed of γ when the engine is at low speed (0R523 is at H level). When 0R523 is at L level, a priority signal PA is output so as to close the throttle valve 33 at β.

Control Release Unit 560> The control release unit 560 is located slightly above the center on the left side in FIG. 23, intersecting with the start determination unit 400.

This control release unit 560 determines whether (1) the engine is at or below the idling speed N, or (2) or the actual vehicle speed is a constant speed V! A control abort signal CS is output on the condition that the following conditions are met.

In other words, the condition (1) is that the start determination unit 400
This is detected by the output of a comparator 401 (which outputs logic 1 when the engine speed exceeds the idling speed N1).

Condition (2) is that the actual vehicle speed according to the wheel speed signal W is ■1
It is detected by the comparator 561 which outputs a logic 1 when it exceeds .

The output of each of these comparators 401, 561 is N. AND56
2, if either condition is missing, N. AND56
2 outputs a logic 1.

The output of this NAND 562 is input to AND 563. On the other hand, the fully closed discriminator 680 (consisting of a comparator) continues to output logic 1 (H level) as shown at the bottom of FIG. 24 after the start discriminator 400 determines that the start has started. . Therefore, the output of the predisturbance AND562 passes through this AND563, and the control abort signal CSP
becomes. This signal CSP is input to the priority circuit B58O and completely closes the throttle valve 33. Then, when the fully closed determination unit 680 determines whether the throttle valve 3 is fully closed and its output changes to logic 0 (L level) as shown in FIG.
The output becomes logic 0 (L level). On the other hand, prior to this, the start discrimination signal ST sets the R-SF/F 564, and its Q output becomes the start discrimination signal ST2.

This start discrimination signal ST2 is transmitted to the start acceleration section 4.
20 and to the encoder 600, enabling the encoder 600.
The control abort signal CS of the AND 563 is recorded as 0 when the throttle valve 33 is fully closed by the fully closed determination unit 680.
(L level) (point a in Figure 23), NOT56
After being inverted to logic 1 at 5, R-SF/F 564 and F/F 448 are reset.

As a result, encoder 600 also becomes inactive and all operations stop. <Priority Discriminating Unit B58O> The priority discriminating unit B58O consists of a priority circuit B shown slightly above on the right side of FIG. 23, and its internal logic is as shown in FIG.

This priority determination section B (hereinafter referred to as priority circuit B) 580 is also constituted by PLA similarly to the priority circuit A54O. This priority circuit B58O makes the following determination and determines the opening/closing direction and opening/closing speed of the throttle valve 33.

The opening/closing direction is determined by adding or subtracting the U/D counter 620 using the up/down signal U/P, and the opening/closing speed is determined by determining the frequency of the encoder 600 using the priority signal PB. For example, the AN of the control release unit 560
If D563 outputs the control abort signal CSP, the priority signal PB and up◆down will close the throttle valve 33 at the maximum speed ε (indicated by an asterisk in the figure), no matter what the other conditions are. Outputs signal U/D.

When the start acceleration unit 420 determines that it is a start acceleration and outputs the start acceleration signal STA, the predetermined opening degree determination (consisting of a comparator) 660 continues until the throttle valve 3 reaches the predetermined opening degree (predetermined opening degree determination). The output of the unit 660 (logic 0, L level) opens the throttle valve 33 at high speed ε (see column A in the table).

When the predetermined opening degree is reached, if the approach acceleration is being performed,
Open at low speed α (see the column at the beginning of the table). During run-up acceleration (NOR
46l is H level), the throttle valve 33 opens at γ until it opens to a predetermined opening degree (column C in the table), and opens at α when the opening degree exceeds the predetermined opening degree (column in the same column).

If the brake is applied during this run-up acceleration, the opening is closed at high speed ε up to the predetermined opening degree (column 2), and thereafter closed at medium speed γ (column 4). FIG. 29 shows how the throttle valve 33 is opened and closed during this run-up. In this figure, the horizontal axis shows time T, and the vertical axis shows the opening degree θ of the throttle valve 33. The predetermined opening degree is θ. It is shown in In addition, the same reference numerals are given to corresponding parts in the opening to hole columns of the table. Furthermore, in the table of FIG. 28, in the normal running state (priority circuit A54O is activated), the throttle valve 3
It opens and closes at the speed shown in the table of FIG. 27 until it opens to a predetermined opening degree.

After the predetermined opening degree, it opens at α based on the UP signal of the command value rewriting unit 480, and closes at ε based on the DOwn signal. Encoder 600> The encoder 600 is shown on the right side of the priority circuit B58O in FIG.

This encoder 600 receives a number of pulse signals of different frequencies from the frequency divider 601 of the clock pulse CL, and selects and outputs the pulse signal F of the frequency designated by the priority signal PB of the priority circuit B58O. That is, based on the table of FIG. 28, the priority circuit B58O selects a high frequency pulse signal F when opening and closing the throttle valve 33 at high speed, and a low frequency pulse signal F when opening and closing the throttle valve 33 at a low speed. The encoder 600 is made to output. Up/down counter 620> Up/down counter 620 converts the output F of the encoder 600 into the up/down signal U/D of the priority circuit B58O.
, and sequentially outputs the binary count value CB to the count data bus.

This binary count value is determined by the start/acceleration/end opening degree determination unit 64.
0, a predetermined opening degree determining section 660, and a fully closed determining section 680, each comparator outputs a predetermined determination signal as described above.

<Drive Circuit 700> FIG. 30 is a diagram showing the drive circuit 700, hold B 76O, etc. continuing to the right side of FIG. 23.

FIG. 31A is a logic circuit diagram showing a portion of drive circuit 700 and step motor 34. FIG.

In this figure, 701a and 701b are U/D
These are signal lines for transmitting the first and second digits of the lower two digits of the binary count signal CB that is the output of the counter 620.
Logic circuits 702, 703, and 704 output an on signal RlJ to each signal line 701a and 701b only when a specific signal combination occurs, and output an off signal ROJ at other times.
, 705 are connected. That is, each logic circuit 702
~705, the respective output signals are RO, OJ, rO,
Output r1yo only when lyo, Rl, OJrl, lJ. The operation will be explained using the logic circuit 702 as an example. 702a
is an exclusive OR gate (hereinafter referred to as EX-0R), -7
02b is inverter NOT, 7O2c is AND gate A
It is ND.

One input ends of the two EX/0Rs 702a are both grounded (the signal level is ROJ), and the other input ends are connected to signal lines 701a and 701b.

Here, the EX-0R702a has a property of outputting r1yo when the two inputs do not match, and outputting ROJ when they match. Now, since RO is always input to one input terminal of each EX-0R702a, if RO is input to the other input terminal, the signal lines 701a and 701b
Two EX-0R702a only when the output is RO, OJ
Both outputs are 10 jo. This output is each NOT7O2
Rl. Become J. As a result, 1 is input to both input terminals of NΦ702c, and its output becomes RlJ. 706, 707, 708, 70
9 are the logic circuits 702, 703, 704, 7, respectively.
This is a logic circuit that determines the rotation direction of the step motor 34 based on the output of the step motor 34.

That is, the step motor 34 includes four stator excitation coils 34a, 34b, 34c, and 34d, and these excitation coils 34a to 34d are connected to NPN transistors (hereinafter referred to as T).
R) 710a, 710b, 710c, and 710d. TRs 71Oa to 710d are selectively and sequentially on/off controlled by the logic circuits 706, 707, 708, and 709. Now, taking the logic circuit 706 as an example,
Let's explain its operation. This logic circuit 706 has primary input terminals as AND7O6a, 7O6b, and 7O, respectively.
6c, 7O6d, each of these AND7O6a to 70
Each output terminal of 6d is connected to the base of TR71Oa to 710d via a resistor.

Each AND7O6a~706d 2 pieces 706a, 7
The other input terminal of 06c is set to the power supply potential (the signal level is set to one r), and the other input terminals of the other AND7O6b and 7O6d are grounded (the signal level is ROJ). Therefore, the signal lines 701a and 701b When RO, O.J are input and the logic circuit 702 outputs RlJ, the logic circuit 70
6 AND7O6a, 7O6c outputs injury RL.
As a result, only TR71Oa and TR71Oc become conductive, and the exciting coils 34a to 34d are excited. signal line 70
When the signals of 1a and 701b change, the exciting coils 34a~
34d changes on-off as shown in the following table and FIG. 8B. Note that the excitation coils 34a to 34d are arranged in the order of 34a, 34c, 34b, and 34d in the actual step motor 34, so in the following table and FIG. 8B, the on/off changes are performed in this order. It is shown. That is, the conditions of the excitation coils 34a to 34d are as follows.
When the /D counter 620 is incrementing, it sequentially changes from the top to the bottom of this table (rightward in FIG. 8B), and when it is subtracting, it changes sequentially in the opposite direction.

By the way, since this step motor 34 employs a two-phase excitation drive system, a rotating magnetic field is formed in accordance with the excitation of the excitation coils 34a and 34d. Here, the step motor 34 and the carburetor 32 operate so that when the U/D counter 620 is incrementing, the throttle valve 33 of the carburetor 32 is open, and when the U/D counter 620 is subtracting, The throttle valve 33 is configured to close. Hold A7
4O> Next, hold A will be explained.

Hold A includes hold A during run-up acceleration and hold A during main control, and hold A during main control is shown at the top of FIG. 23. Hold A is for stopping the opening/closing operation of the throttle valve 33 under certain conditions, suppressing fluctuations in vehicle speed, and stabilizing the vehicle speed. This hold A74O is the output F of the encoder 600.
AN that turns on and off the input to the U/D counter 620 of
D74l causes the U/D counter 620 to stop counting, which in turn stops the throttle valve 33 at the current position. AND74l is opened and closed by 0R742. The output of the brake signal B<(5AND743 is input to 0R742.

Therefore, during braking, the AND74l opens regardless of the output of the AND743, and the throttle valve 33 closes at the speed determined by the priority circuit B58O. AND when not braking
AND74l is opened and closed by the output of 743. Hold A will be explained below regarding this non-braking time. AND743 outputs logic 1 (H level) and opens AND74l when the vehicle is in steady operation at a constant speed.

This AND743 outputs logic 0 (L level) and
Closing D74l and stopping the movement of the throttle valve 33 is as follows:
There are the following four cases. That is, when any one of the following four inputs becomes logic 0 (L level). In the first case, 0R744 outputs a logic 0. It's time to do it.

The main control start signal MCS (logic 1 during main control) of the AND 54l is inverted and input to the 0R744, and the hold B signal old which is the output of the hold B76O is input.

The hold B signal old is logic 0 (L level) in the hold B state and logic 1 (H level) in the non-hold B state, as described below.
level). Since the operating conditions of the hold B 76O will be described in detail later, the non-hold B state will be considered here. In this case, 0R744 will output a logic -1. In the second case, the engine speed signal E
This is when the vehicle speed (engine vehicle speed) of /G becomes equal to the target value indicated by the command value C.

In the command value rewriting unit 480, a comparator 486 compares the engine vehicle speed (indicates the actual vehicle speed after the end of run-up) and the command value C, and when both are at the same speed, a constant speed signal (logical 1
Output ゛. Therefore, at this time, this constant velocity signal NAND7
It is inverted at 45, inputted to AND743, and AND74l is closed. Note that a signal MCS (logic 1) indicating the start of main control is also input to the NAND 745. This is after starting the main control.
It is sufficient to discriminate this constant velocity signal, and this is to prevent AND 74l from opening or closing in this NAND 745 path during start acceleration 420 or run-up acceleration 460. During this run-up acceleration, the AND74l is controlled to open and close by the next NAND746 system. In the third case to stop the movement of the throttle valve 33, NAND 746 is logic 0.
It is time to output the .

This case is called hold A during run-up acceleration. Third
Figure 2 is a time chart in this case. Note that this figure shows the first case (0R744) and the second case (N
A time chart such as AND745) is also shown. This NAND 746 includes a start determination signal ST2 (output of F/F 564) indicating the driver's intention to start;
Run-up acceleration signal JA (output of NOR46l) and acceleration discrimination signal Aa (output of F/Fl54, see Figure 7) are input, and when they all become logic 1, this NAND7
46 stops the throttle valve 33.

This N. According to the system based on AND746, during run-up acceleration, the throttle valve 33 does not open all at once, but gradually opens while repeating movement in the opening direction and stopping (hold A).

Next, the fourth and final case in which the throttle valve 33 is stopped will be explained. In this case, it can be called a hold A that suppresses fluctuations in vehicle speed during main control. The acceleration determination signal Aa output by the acceleration/deceleration determination section 140 of the engine speed detection section 100 is AND75 together with the UP signal of the comparator 481 (indicating that the vehicle speed is lower than the command value speed).
The deceleration determination signal Ab is input to the comparator 481 along with the DOwn signal (indicating that the vehicle J speed is higher than the command value speed). It is input to AND75l.

In other words, AND75O is D even though it is running at a constant speed.
Since the throttle valve 33 is moving in the opening direction due to the Owrl signal and the speed of the vehicle is also increasing, it is predicted that if the throttle valve 33 continues to be opened, the throttle valve 33 will open too much. 33 is stopped. This suppresses fluctuations in vehicle speed. Also AND7
On the other hand, 5l predicts that the throttle valve 33 will close too much during deceleration. The output of each of these AND75O, 75l is 0R7
52 to the NAND 753, and this NAND
The output of 753 is led to the AND 743. This NAND 753 acts as a gate that limits the cases in which hold A can be moved. That is, this NAN
D gate 753 outputs logic 0 when there is no signal MCS (output of AND54l) indicating that main control should be started.
) to disable hold A). Therefore, during run-up acceleration, the hold A74O does not operate.
In this case, as already explained, the hold A by the NAND 746 is activated. The NAND gate 753 also closes when the driver depresses the pedal 23 to increase the speed or applies the brakes to reduce the actual vehicle speed, thereby disabling the hold A74O.

That is, R-SF/ shown near the center of FIG.
F754 is set based on the command value rewrite signal Kk that commands acceleration, and is reset by the DOWN signal of the comparator 486. The inverted output of this F/F 754 is the N of the hold A 74O. It is led to AND753. Therefore, if the driver attempts to accelerate by depressing the pedal 23, the command value rewrite signal Kk causes the F/F7 to
The O output of 54 becomes a logic 0, disabling Hold A.

Also, when the driver applies the brakes, the actual vehicle speed (engine vehicle speed)
When the signal DOWn is lowered, the comparator 486 outputs the DOwn signal (logic 1), so the F/F 754 is reset by this DOwn signal and its O output becomes logic 0, making hold A inactive. As described above, hold A during run-up acceleration is controlled by the NAND 746, and hold A during main control is controlled by the hold A74O.

Note that FIG. 33 is a diagram showing the operating principle of the hold A74O. This figure also clearly shows that the opening/closing speed of the throttle valve changes depending on the magnitude of the deviation (according to the command from the priority circuit A54O). FIGS. 34 and 35 are time charts showing hold A74O during main control, and in particular, FIG. 35 clarifies the relationship with actual vehicle speed fluctuations.

Note that the throttle valve stop portion at the bottom of FIG.
Based on the constant velocity signal of N.86. AND 745 outputs a logic zero. Therefore, although it is not Hold A as explained here,
Corresponding to the second position in which the AND74l is closed by the output of the AND743, the throttle valve 33 is closed similarly to the hold A.
The process of stopping is as described above. Hold B
76O> Next, hold B will be explained.

Hold B 76O is configured as shown in FIG. 30, and is activated by input signals from terminals b to j shown on the right side of FIG.
744. As already explained, hold B is for stopping the opening and closing of the throttle valve 33 when the deviation is within the minimum range and the throttle valve opening/closing width is within a certain range.

First, the part that determines the speed in the closing direction of the throttle valve will be explained. A
The ND 76l is opened by the main control start signal MCS of the AND 54l, and passes the frequency signal F whose frequency is determined, which is the input of the U/D counter 620.

As described above, the number of pulses of this frequency signal F determines the opening/closing amount of the throttle valve 33. The frequency signal passing through this AND76l is connected to the AND gate opened by the DOWrl signal.
762 and is integrated by a counter 763. Throttle valve 33
As already explained, the counter 763 moves in the closing direction based on the DOwn signal, so this counter 763 integrates only when the throttle valve 33 moves in the closing direction. FIG. 36 is a time chart for hold B, and for convenience, AND76l moves the throttle valve 33 in the closing direction above the time axis.
Movement in the opening direction is shown below the time axis.

On the other hand, whether the deviation is within the minimum range is determined by NAND 78O and AND 78l shown at the bottom of FIG.

Small deviation signal Dsl indicating that the deviation is small:. AND764 opens AND765 due to the UP signal. AND
Clock pulse φ2 is input to 765, and AND76
5 is opened by AND764, the clock pulse φ
2 passes through M's 765 and clears the counter 763. While the throttle valve 33 is moving in the closing direction, the DOwn signal is logic 1 and the 1 signal is logic 0, so the counter 763 is not cleared while the throttle valve 33 is moving in the closing direction. Therefore, as shown in FIG. 36, the number of pulses of the frequency signal F within one peak of vehicle speed fluctuation is accumulated in this counter 763. This integrated value corresponds to the amount of variation in the throttle valve 33. The integrated value of this counter 763 is latched into a latch 766 in synchronization with the rise of the UP signal. In other words, it will be latched when the vehicle speed fluctuation enters the next trough.
The integrated value of this latch 766 is compared with this constant value in a comparator 767 which stores a constant value in advance, and if it is larger than this constant value, the comparator 767 outputs logic 1. Third
At point a of the comparator 767 in FIG. 6, the value of the latch 766 is greater than this constant value, so the comparator 767 outputs logic 1. The output of this comparator 767 is R・SF/F
768 to the inverted reset end. This F/F7
68 is set while the small deviation signal D5 is at logic 0 before the deviation becomes small, and its Q output terminal outputs logic 1. Then, if the comparator 767 outputs a logic 0, the F/F 768 outputs a logic 0. For this reason, AND7
69 outputs a logic 0. In other words, the F/F 768 outputs logic 1 while the amount of variation in the closing direction of the throttle valve 33 is large;
When the amount of variation becomes smaller than the amount stored in the comparator 767, a logic 0 is output. The configuration for determining the amount of variation in the opening direction of the throttle valve 33 is also exactly the same.

Therefore, the same parts are given the same reference numerals with the same lowest digits, and the description thereof will not be repeated. As a result of the above, the hold B (7) AND769 outputs the hold B signal old of logic 0 when the fluctuation range of the throttle valve 33 becomes less than a certain level, and outputs the hold B signal old of logic 0.
744,,/VsID743, AN via OR742
D74l is closed and the throttle valve 33 is stopped.

Note that in FIG. 36, the comparator 777 outputs a logic 0 at point b of the comparator 777, but this is because the integrated value latched by the latch 776 has become smaller than the constant value of the comparator 777. Hold B has started from this point.

Description of overall operation> This embodiment is constructed as described in detail above, and next, an example of the overall operation will be explained based on FIG. 37.

Note that operation numbers 1 to 8 in this figure correspond to each item in the following explanation. (1) First, the vehicle is started by the first driving means using the foot pedal, and when the predetermined vehicle speed (2) is reached, the start determination section 400 (see FIG. 4) determines that the vehicle has started, and vehicle speed control is started.

(2) The throttle valve 33 is opened at high speed to a predetermined opening degree by the start signal ST from the start determination section 400.

(3) When the throttle valve 33 reaches the predetermined opening degree of the start acceleration end determination section 640, the run-up acceleration begins, and the throttle valve 33 opens slowly.

At this time, hold A (NAND 746 in FIG. 23) acts, and this hold A acts intermittently on the throttle valve 33.
It will open in stages. (4) When the clutch unit 60 is completely engaged and the run-up acceleration is completed, main control is entered.

First, the first command value rewriting is performed based on the run-up acceleration abort signal JAS, and the vehicle speed at that time (engine speed signal E
/G) is stored as the command value vehicle speed.
Point 4a in the figure shows this process. After that, when the vehicle speed exceeds the command value vehicle speed 1■, the throttle valve moves in the closing direction by the DOwn signal (4b in the figure), and when the vehicle speed also starts to decelerate, the deceleration determination signal Ab is issued, the hold A74O is activated, and the throttle valve is closed. It is held at that opening. (Figure 4c). When the vehicle speed becomes lower than the command value vehicle speed ■, the UP signal is issued and the hold A74O is released.

Therefore, the throttle valve opens (FIG. 4d).

Then, the vehicle speed changes to increase while the throttle valve is opening! The hold A74O is activated again by the acceleration determination signal Aa (4e in the figure), and this operation is repeated thereafter.

(5) When you press the pedal further and accelerate, the command value C
is sequentially rewritten at the vehicle speed, and the lever throttle valve also opens accordingly (5c in the figure).

At this time, hold A74O is inactive (
F/F754), and the throttle valve opens almost smoothly. (6) When you stop accelerating with the pedal, the vehicle speed at that time ■
is the command value vehicle speed■.

becomes. Due to the opening of the throttle valve during acceleration, the vehicle speed continues to increase even after acceleration with the pedal is stopped. Then, when the vehicle speed V exceeds the command value vehicle speed ■, a DOwrl signal is issued,
The throttle valve closes (6a in the figure). When the vehicle speed begins to decrease, hold A74O is activated by the deceleration determination signal Ab.
The throttle valve stops (6b in the figure). Thereafter, this operation is repeated and the vehicle speed gradually approaches the command value vehicle speed ■. Then, the vehicle speed V and the command value vehicle speed■. When the deviation becomes small and the fluctuation range of the throttle valve also falls within a predetermined range, hold B is activated and the throttle valve stops (6c in the figure). (7) When the brakes are applied, the command values are sequentially rewritten at the vehicle speed decelerated by the brakes, and the throttle valve closes at the speed specified by the priority circuits A and B (7a in the figure).

When the brake is released, the vehicle speed ■ at that time becomes the command value vehicle speed V.
Then, the vehicle speed V is this command value vehicle speed ■. It is controlled in the same way as between 6a to 6c above so as to approach . However, the state of this control is omitted in the part shown in the figure. When the brakes are applied again, the command value is rewritten to the current vehicle speed and the throttle valve also closes (7b in the figure).

(8) Then, the vehicle speed is changed by the control release unit 560.
When it becomes 1 or less, the main control is canceled (AND
At the same time (the main control start signal MCS of 54l becomes logic 0), the throttle valve is closed at high speed by the control abort signal CS.

When the fully closed determination unit 680 confirms that the throttle valve is fully closed, each R-SF/F resets to its initial state, completes preparations for the next engine start and control, and completes all operations. . In the explanation of FIG. 37, the opening/closing speed of the throttle valve, especially the deviation detection section 500, H, .
Operations related to L0 switching 520, predetermined opening degree determination 660, etc. will be omitted because the explanation will be very complicated, and the explanation will focus on the opening/closing direction of the throttle valve.

In this embodiment described in detail above, the command value is rewritten at the timing when the pedal vehicle speed reaches the command value vehicle speed, and the engine vehicle speed at that time becomes the command value vehicle speed ■.

However, this rewriting timing may be detected based on information such as pedal depression force. For example, it is possible to install a chain tensioner and detect the pedal depression force from the amount of movement of the chain tensioner, and when the chain tension increases above a certain level, it is determined that acceleration is desired, and the command value is rewritten. It is. Furthermore, the rotational speed of the driving sprocket 24 (FIG. 1),
The moving speed of the chain 26 may be detected and the command value may be rewritten. (Effects of the Invention) As described above, the present invention includes wheel speed detection means for detecting the actual vehicle speed from the rotational speed of the non-driven wheels, and engine speed detection means for detecting the rotational speed of the engine. Since engine output is controlled by determining whether the vehicle has started from the rotational speed and by determining whether the centrifugal clutch is engaged or engaged, it is possible to reliably determine the driver's intention to drive and perform appropriate control.

In addition, the engine is stopped when the non-driven wheels drop below a predetermined speed, so even if you fall while driving, the engine will be controlled to follow the memorized command speed before the pedal stops. This will improve safety. Furthermore, even if the manual power cut-off device is turned off while driving, the vehicle speed is detected from the engine rotation speed while the centrifugal clutch is engaged, so the engine will not overspeed, which is suitable for engine protection.

[Brief explanation of drawings]

Figure 1 is an overall side view of a two-wheeled vehicle to which this invention is applied;
Figure 3 and Figure 3 are a partial cross-sectional view of the vaporizer and its cross-sectional view taken along line 1, Figure 4 is a block diagram of the entire control system, Figure 5 is a configuration diagram of an embodiment configured with a one-chip microcomputer, and Figure 3 is a block diagram of the entire control system. 6
The figure is a flowchart. Figures 7-33 show embodiments of the invention constructed from discrete components. 7 to 11 show the engine speed detection section, FIG. 7 is its logic circuit diagram, and FIGS. 8 to 11 are timing charts of each section. 12 to 15 show the wheel speed detection section, FIG. 12 is its logic circuit diagram, and FIG. 13 shows the wheel speed detection section.
The figure is a longitudinal cross-sectional view of the wheel sensor, and Figure 14 is its x■-
A sectional view taken along the line X and FIG. 15 is a plan view of the main part. 16th
22 show the pedal speed detection section, FIG. 16 is its logical circuit diagram, FIG. 17 is a sectional view of an embodiment of the pedal sensor, FIG. 18 is a sectional view taken along the line The figure shows the relative positional relationship between the reed switch and the teeth. 20th
FIG. 21 is a plan view of another embodiment of the pedal sensor.
The figure is a cross-sectional view along the line XX[-XX[ showing the main parts, and
FIG. 2 is a time chart of the forward/reverse determination section. FIG. 23 is a logic circuit diagram showing the main part of this embodiment, and FIG. 24 is a time chart thereof. Figure 25 is a diagram showing the slipping characteristics of the clutch unit, Figure 26 is a timing chart of the command value rewriting unit, Figure 27 is an internal logic configuration diagram of the priority determination unit (priority circuit) A, and Figure 28 is the priority determination unit. Part (priority circuit) B
29 is a diagram showing the opening/closing state of the throttle valve during run-up, FIG. 30 is a diagram showing hold B, etc.,
The figure is a logic circuit diagram of the drive circuit, Figure 32 is a timing chart of hold A during run-up acceleration, and Figure 33 is a hold A timing chart.
FIGS. 34 and 35 are timing charts for hold A during main control, and FIG. 36 is a timing chart for hold B. Also the 37th
The figure is an explanatory diagram of the overall operation of this embodiment. 9...
- Front wheel as a non-driving wheel, 20... Rear wheel as a driving wheel, 23... Pedal, 30... Engine,
60...Centrifugal clutch, 62...Lever as a manual power intermittent device, 100...Engine speed/degree detection section, 200...Wheel speed detection section, 400 ...Start discrimination section, 440...
Run-up determination section, 481... Latch as a storage section, 560... Control release section.

Claims (1)

[Claims] 1 Equipped with a first drive means that drives the wheels by rotation of a foot pedal, and a second drive means that drives the wheels by an engine via a centrifugal clutch and a manual power disconnection device, and these two drive means cooperate. In a vehicle that runs with a run-up determining means that determines whether the centrifugal clutch is engaged or disconnected by comparing the vehicle speed with the vehicle speed; and a storage unit that stores a command vehicle speed indicating a desired vehicle speed determined based on the rotation of the foot pedal without being rewritten while the pedal is decelerating. and start determination means for detecting the start of the vehicle with one requirement being that the actual vehicle speed determined from the non-driving wheels has exceeded a predetermined value;
edge output control means for controlling engine output so that the vehicle speed detected from the engine rotational speed becomes the command value vehicle speed in a high-speed state where the centrifugal clutch is engaged after the vehicle has started; 1. A speed control device for a vehicle, comprising: control release means for stopping the engine when one requirement is that the actual vehicle speed falls below a predetermined value.