JPS62157831A - Constant speed travel device - Google Patents

Abstract

PURPOSE:To prevent hunting of a vehicle speed, by stopping an actuator when a vehicle speed deviation is small during constant speed traveling, and controlling said actuator according to the below-mentioned arbitrary value when an integral value of duty ratio control amount becomes an arbitrary value. CONSTITUTION:A CPU compares a stored vehicle speed with a present one accepted from a lead switch SW2 during control of constant speed travel by the use of a set switch SW4 and a resume switch SW5 and determines the duty ratio of a signal which excites solenoids of a control valve V1 and a vent valve V2 so as to eliminate the difference between the stored vehicle speed and the present one. For an example, the duty ratio is enlarged and a throttle valve SV is opened with a negative pressure actuator AC when acceleration is needed. In this case, duty ratio control is stopped when the duty ratio is under the fixed value,and a duty ratio is determined according to the below-mentioned arbitrary value when the integral value of stopped duty ratio control amount become an arbitrary value.

Description

[Detailed Description of the Invention] [Industrial Application Field] The present invention relates to a constant speed traveling device that stores the speed of a vehicle and automatically maintains the vehicle at the memorized speed. This relates to a constant speed traveling device.

[Prior Art] Generally, this type of constant speed traveling device compares the stored vehicle speed with a virtual vehicle speed using a vehicle speed detection means and a storage means for storing the speed of a traveling vehicle traveling at a constant speed, and eliminates the vehicle speed deviation. By controlling the duty ratio of the actuator means in the direction, the control valve and the vent valve are turned on and off, and by repeating the on and off cycles of the control valve and the vent valve, negative pressure is supplied to the actuator, and the actuator controls the throttle. Controls the opening of the valve.

FIG. 15 shows the control instruction characteristics of the control valve and vent valve of this type of constant speed traveling device.

[Problems to be Solved by the Invention] In the constant speed traveling device, when the constant speed traveling control is controlled by the duty ratio using the control valve and the vent valve, when the vehicle speed deviation between the memorized vehicle speed and the virtual vehicle speed decreases, the control valve or Vent valve on time is shortened.

The control 1 to roll valve or vent valve has a response characteristic as shown in FIG.
A shorter valve on time indicates an on time within the dead band.

In the dead zone not shown in Figure 16, even if you instruct the control valve or vent valve to turn on, the control valve or vent valve is not within the range in which it can respond, so the control valve or vent valve is turned on. Therefore, there was a problem that hunting occurred in the vehicle speed.

SUMMARY OF THE INVENTION Therefore, in order to solve the above-mentioned problem, the present invention aims to be able to control the vehicle speed without causing hunting during constant speed driving control.

[Means and effects for solving the problem] The constant speed traveling device according to the present invention includes a vehicle speed detection means, a storage means for storing the speed of a traveling vehicle traveling at a constant speed, and an actuator means for controlling opening and closing of a throttle valve. and an electronic control device that compares the stored vehicle speed with a virtual vehicle speed and controls the duty ratio of the actuator means in a direction to eliminate the vehicle speed deviation, and the duty ratio for controlling the actuator means is below a predetermined value. When the duty ratio control is stopped, the stopped duty ratio control is integrated, and when the integral value reaches an arbitrary value, a duty ratio for controlling the actuator means is determined in accordance with that value. It is something.

Therefore, if the vehicle speed deviation is small when driving at a constant speed,
The actuator means that controls the opening and closing of the throttle valve is brought to a stopped state, and the duty ratio control of the actuator means that controls the duty ratio in the direction of eliminating the vehicle speed deviation during the stopped period is integrated, and the integral value is determined to be an arbitrary value. Since the actuator means is controlled in accordance with the integral value when the value is reached, hunting in the vehicle speed does not occur even if the vehicle speed deviation between the stored vehicle speed and the virtual vehicle speed is small.

[Example] Hereinafter, an example illustrating an example of the above technical means will be described.

FIG. 1 shows an overall configuration diagram of a constant speed traveling device according to an embodiment of the present invention.

In this configuration, the electronic control m+ device CPU is composed of a single-chip microcomputer, and includes a reed switch SW2 that detects a vehicle speed signal, and a clutch (not shown).
The outputs of the clutch switch SW3, which detects the depression of the brake (not shown), the brake switch SW6, which detects the depression of the brake (not shown), the brake switch SW4, and the resume switch SW5 are input. Also, throttle valve S
Vacuum switch SW7 installed in the surge tank ST that generates negative pressure using the vacuum pump BP to operate the negative pressure actuator AC that controls the opening degree of ■, and stores it.
The output of is input.

Here, the resume switch SW5 is used to restart the once-released constant speed cruise control at the stored controlled vehicle speed, and the clutch switch SW3 and the brake switch SW6 are constant speed cruise control release switch means.

A permanent magnet PM connected to a speedometer cable (not shown) is arranged near the reed switch SW2, and when the permanent magnet PM rotates as the vehicle moves,
The contacts of the reed switch SW2 open and close, and a pulse (vehicle speed signal) with a frequency proportional to the vehicle speed is sent to the electronic control unit CPU.

The clutch switch SW3 opens and closes in conjunction with the vehicle's clutch pedal, and the brake switch SW6 opens and closes in conjunction with the vehicle's brake pedal. Brake switch SW6
A stop lamp L is connected to the brake switch SW6, and the stop lamp L lights up when the brake switch SW6 is turned on (closed).

The set switch SW4 and the resume switch SW5 are push button switches, and are arranged at positions that are easy for the driver to operate. By pressing the set switch SW4, the vehicle speed is memorized and constant speed driving control is started.
Although constant speed driving is canceled by pressing the brake switch SW6, the memorized vehicle speed remains. Resume switch SW5
If you press , constant speed driving control will be started at the memorized vehicle speed before constant speed driving was canceled.

Note that power is supplied to the brake switch SW6 via the fuse F, and power is supplied to the electronic control unit CPU via the power switch SW1.

The output of the electronic control unit CPU includes the solenoid of control valve 1 which controls the negative pressure actuator AC, which will be described later, via the drive circuit D1, the solenoid of the vent valve V2 via the drive circuit D2, and the solenoid of the release valve V3. They are connected to each other via a drive circuit D3.

It is connected to the motor of the vacuum pump BP and the like via a drive circuit D4.

The negative pressure actuator AC is configured as follows.
Operate.

The negative pressure actuator AC constitutes a negative pressure chamber A1 sealed by a diaphragm A4 disposed within the housing A5, and the opposite side of the diaphragm A4 is an atmospheric side A2. The diaphragm A4 is energized by a compression coil spring A3 disposed on the side of the negative pressure chamber A1. The diaphragm Δ4 is connected to a throttle rod B1 that opens the valve B2 of the throttle valve SV.

Further, in the negative pressure chamber A1 of the negative pressure actuator AC,
Negative pressure from the surge tank ST is introduced through a control valve (1), a vent valve (2), and a release valve (V3).

The control valve V1 shown in Iyj sends the negative pressure of the surge tank ST to the negative pressure actuator AC side when the solenoid is in an energized state, and shuts it off when the solenoid is in a non-energized state. In addition, when the solenoid is in an energized state, the vent valve 2 sends the negative pressure sent from the control valve V1 side to the negative pressure actuator AC side, and when the solenoid is in a de-energized state, it sends out the negative pressure on the negative pressure actuator AC side. into the atmosphere. When an abnormality occurs in the control system and proper control becomes impossible, the release valve V3 discharges the negative pressure in the negative pressure chamber A1 of the negative pressure actuator AC to the atmosphere, increasing the negative pressure chamber A1. This is to create an atmospheric pressure state.

At this time, the throttle valve Sv is pushed back by the throttle rod B1 and closes the valve B2. Normally, the solenoid of the release valve (3) is in an excited state, and the vent valve V2 and the negative pressure chamber A1 of the negative pressure actuator AC are in communication.

The control valve V1 and the vent valve V2 are controlled in duty ratio by an electronic control unit CPU. During constant speed driving control, the stored vehicle speed is compared with the i(speed) at that time in the electronic control unit CPU, and the solenoids of the control valve (1) and vent valve (2) are energized so that the difference is equal. For example, if deceleration is required, the duty ratio will be small, and the proportion of time for communicating atmospheric air from the vent valve V2 to the negative pressure actuator AC will be increased, and the diaphragm will be throttled by 4. Close valve SV. Conversely, when acceleration is required, increase the duty ratio and close throttle valve S by negative pressure actuator AC.
Open V.

Next, the operation of the microphone control of the electronic control unit CPU will be explained using flowcharts shown in FIGS. 2 to 13.

When the ignition switch is turned on and this program starts, the memory is initialized in step 1.

At this point, a "standby state control flow" of the control state S=0 of the control state branching program is set. Step 2'r-
Read the status of each switch SW2 to SW7.

Step 3 is a branching step in which the control state is determined and a processing function is selected accordingly.

That is, this program branches according to each control state,
Since the controller is programmed to perform 81 functions according to the branched program, the control state S is specified for each function, and processing of the flow of each control state is started.

Since the control state S=O is set in step 1, the "standby state control flow" with S=O is entered in step 3.

Control state S = O: r special state special state control - J this flow [
In the code, the operating state of the resume switch SW5 is detected and the control system is canceled.

When entering this flow, first, in step 01, all pulp,
That is, control valve V1 and vent valve ■2,
The release valve (3) is turned off, the control of the negative pressure actuator AC is stopped, and the constant speed running control is stopped.

Then, in step 02, the operating state of the resume switch SW5 is detected. Step 0 when turned on
Check the memorized vehicle speed in step 3, and if the memorized vehicle speed is not 0 KJR/h (clear state), in step 04, set the "full-on control 70-J" with control state S=1, and further, in step O5, set the vacuum pump [3P to the operating state]. Set the vacuum pump flag (°“H11”).

That is, preparations are made to enter the "full-on control flow J" in the control state S=1.

Furthermore, when the resume switch S W 5 is not turned on or when the stored vehicle speed is 0 KJR/h (clear state), the control state S is not changed because the resume function is denied.

1 control state S=1: rFull-on control flow" This flow performs prospective control in order to quickly drive the negative pressure actuator AC to a predetermined position. That is,
In the "deceleration control flow" of control state S=4, the control valve V1 is off, and the pressure in the negative pressure chamber A1 of the negative pressure actuator AC is decreasing, and in the "standby control flow", the main constant speed When driving control is entered, or when
Since this is after the cancel control 70-J, the negative pressure in the negative pressure chamber A1 of the negative pressure actuator AC does not match the set speed, so the constant speed running control is restarted and the control valve V1 is set to duty. This is because even with ratio control, the predetermined throttle opening cannot be reached immediately. Therefore, in step 11, it is determined whether this flow is entered for the first time, and when it is entered for the first time, in step 12, all pulp ■1, V2, and V3 are turned on, and in step 13
The full-on control time is set in advance to be longer in proportion to the vehicle speed. After entering this flow in step 11 and setting the full-on control period from ll to vi, the progress of the full-on control time set in step 14 is checked.

When the full-on control time has elapsed, first, in step 15, the control valve (1) is turned off, and in step 16, the control state S-.2 is set, and the r constant speed control flow J is entered.

Control state S=2: r constant speed v control flow" This flow is
This is a flow for performing constant speed driving at a stored vehicle speed.

In step 201, it is determined whether the vehicle speed measurement timing has arrived, and when the vehicle speed measurement timing has arrived, the vehicle speed is measured in step 202. Then, in step 203, the rise timing of the duty ratio for controlling the duty ratio of the negative pressure actuator is determined.

Once the start-up timing of the duty ratio control is determined, the vehicle speed is calculated in step 206. The vehicle speed meter n is calculated based on the value of the vehicle speed measured in step 202, that is, based on the reading of the value of the vehicle speed sensor.

Further, in step 207, acceleration is calculated. Step 2
In step 08, the vehicle speed calculation in step 206 and step 20 are performed.
A virtual vehicle speed calculation is performed based on the acceleration calculation in step 7. The virtual vehicle speed calculation is expressed as follows.

v+ = v+a-Kt however, ■i is virtual vehicle speed, ■ is the vehicle speed calculated by vehicle speed calculation, a is the acceleration calculated by acceleration calculation, 1 (t is compensation time.

The compensation time 1<t is set based on the time delay between the vehicle speed measurement timing and the output for controlling the duty ratio of the negative pressure actuator.

Then, in step 209, the valve-on time VON of the control valve (1) or the release valve (2) is calculated from the virtual vehicle speed (1) and the stored vehicle speed MV for constant speed driving control. That is, the duty ratio for opening and closing the control pulp (1) or the vent valve (V2) is determined. At this point, the valve-on time VON is changed from the stored vehicle speed Mv to the virtual vehicle speed Vi.
The vehicle speed deviation ■d is obtained by subtracting C, and the vehicle speed deviation ■d is multiplied by the proportionality constant G to obtain the vehicle speed deviation ■d. Note that the proportionality constant G is
The relationship between the vehicle speed deviation Vd and acceleration/deceleration by opening and closing of the throttle valve S■ controlled by a negative pressure actuator is given. At step 210, when the valve is on, ml V
It is determined whether Ot4 is less than the predetermined value T5etl, and when the valve-on time VON is greater than the predetermined value Tse,
That is, if the predetermined value TSet1 is set as the dead zone, when the valve-on time ON is greater than the dead zone,
In step 214, the memory for integrating the valve-on time is cleared, and in step 216, which will be described later, it is output.

In step 210, the valve on time VON is set to a predetermined value T.
5et1 or less, that is, the predetermined value T 5et1
When set to the dead band, the valve on time VOH
When is below the dead zone, the output time is added to the valve-on time integration memory in step 211.

Then, in step 212, it is determined that the valve-on time integration memory is greater than or equal to an arbitrary value T5Qt2, and when the valve-on time VOW is smaller than the predetermined value T5et2, the valve-on time VON is set to zero in step 215, and the step described below At step 216, the output time of the valve on which controls the duty ratio of the valve is set to zero. When the memory for integrating the valve on time is greater than or equal to the arbitrary value TSet2 in step 212, the valve on time VON is set to an arbitrary value T5et2 in step 213, and the valve on output time for controlling the duty ratio of the valve is set at an arbitrary value in step 216, which will be described later. The value Tset2 is assumed. Then, in step 214, the memory for integrating the valve-on time is cleared.

Then, when it is not the rising timing of the duty ratio for controlling the duty ratio of the negative pressure actuator in step 203, it is determined in step 204 whether the valve-on time VON for controlling the duty ratio is zero, and the valve-on time VON is determined to be zero.
When ON is zero, control valve V1 or release valve 2 is turned off in step 205. Also,
When the valve on time VON for controlling the duty ratio is not zero in step 204, the control valve V1 or release valve V2 continues to be turned off in step 216.

At this time, if the arbitrary value T5Qt2, which is determined by the valve-on time integration memory to determine whether it is greater than or equal to the arbitrary value T5eit2, is set to a value larger than the dead zone, even if the vehicle speed deviation Vd is small, the vehicle speed or hunting can be detected. It never happens.

When the resume switch SW5 is turned on for a predetermined time (here, 0.5 seconds) or more in step 217, step 2
In step 18, an r acceleration control flow J with a control state @$=3 is set.

Then, in step 219, set switch SW4 is turned on.
When the deceleration is reached, the "deceleration control flow" with control state S=4 is set in step 220. When the clutch switch SW3 is turned on in step 221, it is determined in step 222 whether the control state is S=1 or S=2. That is, since the clutch switch SW3 has a resume function, it is determined whether this flow U- is entered from either the "r acceleration control flow" or the "deceleration control flow J", and the flow is switched from either of the two flows. When entered, step 223
r clutch resume control flow J for control state S=6
is set, and if not, the "cancellation control flow" of the control state S=5 of the cancel function is set in step 224 when the clutch switch SW3 is turned on. When the brake switch SW6 is turned on in step 225, the "cancellation control flow" of the control state fms-5 is set in step 226. In steps 227 and 228, the low speed limit is determined and the virtual vehicle speed Vi
is less than a predetermined control vehicle speed, the control state S=7 is set and constant speed driving control is prohibited.

Then, in step 22, the process enters the vacuum pump control subroutine J.

Control state S=3; r acceleration control f1]-j This flow is
There is a flow chart for accelerating a vehicle during constant speed driving control and updating the constant speed.

First, in step 31, all valves, that is, control valve 1, vent valve 2, and release valve 3, are turned on, the negative pressure in the negative pressure chamber A1 of the negative pressure actuator AC is increased, and the throttle valve SV is opened. The speed is accelerated until the resume switch SW5 is turned off at step 32. When the resume switch SW5 is turned off, the r constant speed control flow j of the control state S-2 is set in step 33,
The vehicle speed at that time is stored in the memory in step 34.

Control state S=4: r deceleration control 70-" This flow is a flow for decelerating the controlled vehicle speed during constant speed driving control and restarting constant speed driving control. When turned on, control state S=
4 and enters this "deceleration control flow J. In step 41, the clutch switch SW3 with a cancel function is activated.
Alternatively, it is determined whether any of the brake switches SW6 is on, and if any one is on, all valves ■1, ■2, and ■3 are turned off in step 42,
"The constant speed running control after entering the deceleration control flow J is stopped. When neither the clutch switch SW3 nor the brake switch SW6 is turned on in step 41, the control valve V1 is stopped in step 43.
Then, turn off the vent valve V2 and turn on the release valve V3.

In this way, when the negative pressure supply from the negative pressure actuator AC is cut off, the throttle valve Sv gradually closes, and the vehicle speed gradually decreases. In step 44, it is detected that the set switch SW4 is turned off, and in step 45, the vehicle speed at the time when the set switch SW4 was turned off is stored. Then, in step 46, unless either the clutch switch SW3 or the brake switch SW6, which has a canceling function, is turned on again and exits from the constant speed driving control,
At step 48, the control state S=1 is set and a "full-on control flow" is entered. That is, the deceleration control amount set switch S
Continues while W4 is turned on, and sets switch SW4
The vehicle resumes constant speed driving at the speed it was at the time it was turned off. When either clutch switch SW3 or brake switch SW6 is turned on in step 46, step 47
Set the control state s=5 in ``Cancel control flow J
to go into. Then, in step 44, the set switch SW4 is
If it is on, a vacuum pump flag is set (HII) in step 49.

Control state S=5:rki1? This flow is performed when the clutch switch SW3 or the -I rake switch SW is
When 6 is turned on, constant speed driving control is canceled.

When the clutch switch SW3 or brake switch SW6 with a cancel function is turned on in step 51, the "standby state control flow" of control state S-0 is selected in step 52, and in step 53 all valves ■1, V2,
Turn V3 off.

Control state S=6; r clutch resume control flow" In this flow, during the processing of "constant speed control flow" in control state S=2, clutch switch SW3 is turned on, and the constant speed driving control is temporarily released. , is the flag [1-] for entering constant speed running control again. First, in step 61, all the valves v1, V2, and ■3 are turned off, and when it is determined in step 62 that the clutch switch SW3 is turned off, in step 63, the "full-on control flow" is started with the control state S=1. to go into.

Control state S=7: r low speed limit control flow J This flow is for canceling and clearing the stored speed when the vehicle speed is lower than a predetermined speed in steps 219 and 220. In step 71, the stored vehicle speed MV is cleared, in step 72, all valves 1, v2, and 3 are turned off, and in step 73, the program enters the 1-standby state control flow with control state S=0.

The above is an explanation of each control state flow.

The "vacuum pump control subroutine" is controlled as follows.

“Vacuum pump control subroutine J step 229
The process starts with the "vacuum pump control subroutine". In step 81, it is determined whether the vacuum pump flag is set (")l"), and when the vacuum pump flag is set ("H"), in step 82, until the set time of timer T1 elapses, In step 83, the vacuum pump BP is activated. When the set time of timer T1 has elapsed in step 82, the vacuum pump flag is lowered in step 84 (set to "L II"), and timer T1 is cleared in step 85. Then, in step 81, the vacuum pump flag is set to If the vacuum switch flag is not set (when it is "L"), it is determined in step 86 whether the vacuum switch flag is set (° "H"), and if the vacuum switch flag is not set (when it is "L"), in step 91 Check whether vacuum switch SW7 is on.In step 91, vacuum switch SW7 is turned on.
When W7 is not turned on, the vacuum pump BP is stopped in step 90. When it is determined in step 91 that the vacuum switch SW7 is on, a vacuum switch flag is set (set to "H") in step 92.

Once the vacuum switch flag is set in step 92 (becomes "H"), it is determined in step 86 that the vacuum switch flag is set (becomes blank), and the set time of timer T2 is determined in step 87. In step 83, the vacuum pump BP is kept in operation until the time period elapses. When the set time of the timer T2 has elapsed in step 87, the vacuum switch flag is lowered (LII) in step 88), the timer T2 is cleared in step 89, and the vacuum pump BP is stopped in step 90.

As described above, in the constant speed traveling device of the present invention, the virtual vehicle speed Vi is obtained from the pulse of the reed switch SW2 during constant speed traveling, and the control valve 1 and the vent valve V2 are opened and closed from the memorized vehicle speed MV for constant speed traveling. Valve on time V
The duty ratio of OH is determined. At this time, it is determined whether the valve-on time VQN is less than or equal to a predetermined value Tset1,
When the valve-on time VON is greater than the predetermined value 1-3etl, that is, if the predetermined value Tset1 is set as the dead zone and J3 is executed, then when the valve-on time VON is greater than the dead zone, it is output.

However, if the valve-on time VON is a predetermined value T5et1
In the following case, that is, when the predetermined value Tsetl is set as the dead zone, when the valve on time VON is less than the dead zone, the output time is added to the valve on time integration menu. When the valve-on time integration memory is smaller than an arbitrary value T5et2, the valve-on time VO
N is set to zero, and the valve-on time for controlling the duty ratio is set to zero. In addition, when the valve-on time integration memory is greater than or equal to an arbitrary value TSet2, the valve-on time VON
is set to an arbitrary value T5et2, and the valve-on time VON for controlling the duty ratio is set to an arbitrary value Tset2.

Therefore, if the valve-on time integration memory is set to an arbitrary value TS (3t2) for determining whether it is greater than or equal to an arbitrary value T5et2, then the vehicle speed deviation V
Even if d is small, hunting will not occur in the vehicle speed.

In the constant speed traveling device of the embodiment of the invention described above, the predetermined value T S (!t
1, that is, the minimum value is set as the dead zone of the control valve V1 or vent valve V3, but this value is
When implementing the present invention, it is assumed that the dead zone is set to a value greater than or equal to the dead zone. In addition, the condition for canceling the stoppage of duty ratio control is that the value of the valve-on time integral memory is greater than or equal to an arbitrary value Tset2, and this value is also greater than or equal to the dead zone of control valve ■1 or vent valve v3. You can set it to . However, since this value is set to the predetermined value T5et1 of the valve-on time VOH that can control the duty ratio as the dead zone of the control valve ■1 or the vent valve ■3, it is better to select a value larger than that value. However, the influence of response errors of the operating control valve (1) or vent valve (V3) is small, and the number of times the control valve (V1) or vent valve (3) is operated can be reduced. Therefore, the life of the control valve (1) and the vent valve (V3) can be extended.

Further, in the constant speed traveling device of the above embodiment, when the value of the memory for integrating the valve on time reaches an arbitrary value T5et2 or more, the valve on time VON is set to T5et2, but when implementing the present invention, a predetermined value T 5et1 of the valve-on time VOH that can control the duty ratio;
It may be set to an intermediate value depending on the value of an arbitrary value T5et2 in the memory for integrating the valve-on time that cancels the stoppage of the duty ratio control.

In addition, in the constant speed traveling device according to the embodiment of the present invention, the memorized vehicle speed M
The electronic control means that compares V and the virtual vehicle speed 1 and controls the actuator means in a direction to eliminate the vehicle speed difference is an electronic control device C such as a single-chip microcomputer.
Although the present invention is implemented using a PU, it is not limited to the single-chip microcomputer described above.

Furthermore, as a means of calculating the vehicle speed deviation, the stored vehicle speed, which is set as the travel speed during constant speed driving, is compared with the virtual vehicle speed. Since this is practically difficult due to the time delay, a value calculated by taking into account the delay in signal processing is used. However, when implementing the present invention, the vehicle speed at the time of detection may be used.

In this case as well, it is a virtual speed because it does not match the actual vehicle speed.

In the above embodiment, the power source for driving the actuator means was set to negative pressure. However, when carrying out the present invention, the power source is not limited to the above-mentioned negative pressure, and positive pressure can be used. Can be adapted to fluids. Naturally,
At this time, when the accumulated capacity of the power source decreases, the means to operate and supply it becomes a pump means depending on the medium.

[Effects of the Invention] As described above, the constant speed traveling device of the present invention compares the stored vehicle speed and the virtual vehicle speed, which are set traveling speeds for constant speed traveling,
An electronic control device is provided that controls a duty ratio of the actuator means in a direction to eliminate the vehicle speed deviation, and when a duty ratio for controlling the actuator means is below a predetermined value, the duty ratio control is stopped, and the stopped duty ratio is The control amount is integrated, and when the integrated value reaches a certain value, the duty ratio for controlling the actuator means is determined according to that value. Therefore, if the vehicle speed deviation is small when driving at a constant speed, , the actuator means for controlling the opening and closing of the throttle valve is brought to a stopped state, and the duty ratio control amount of the actuator means for controlling the duty ratio in the direction of eliminating the vehicle speed deviation during the stopped period is integrated, and the integral value is arbitrary. When the value of i! is reached, the actuator means is changed to i! corresponding to the integral value. IIJ111, hunting will not occur in the vehicle speed even if the vehicle speed deviation between the stored vehicle speed and the virtual vehicle speed is small.

Furthermore, since it is possible to eliminate energization in the dead zone of the valve, it is possible not only to reduce the power consumption of valves such as control valves and vent valves, but also to prevent deterioration of the durability of the valves.

[Brief explanation of drawings]

FIG. 1 is an overall configuration diagram of a constant speed traveling bag according to an embodiment of the present invention, and FIGS. 2 to 13 are constant speed traveling control 2 of an electronic control device.
1I operation flowchart, FIG. 14 is a control characteristic diagram of the control valve and vent valve of the constant speed traveling device of the embodiment shown in FIG. 1 of the present invention, and FIG. 15 is a control instruction for the conventional control valve and vent valve. Characteristic diagram, 1st
FIG. 6 is a control characteristic diagram of a conventional control valve and vent valve. In the figure, BP...Vacuum pump, S...Throttle valve, AC...Negative pressure actuator, ST...Surge tank, CPtJ...Electronic control device, ■1...Control valve, V2 ...Vent valve, v3...Release valve. In addition, in the figures, the same reference numerals and the same symbols indicate the same or equivalent parts.

Claims (5)

[Claims] (1) A vehicle speed detection means, a storage means for storing the speed of a vehicle traveling at a constant speed, and an actuator means for controlling opening and closing of the throttle valve, compare the stored vehicle speed with a virtual vehicle speed, and eliminate the vehicle speed deviation. In a constant speed traveling device comprising an electronic control device for controlling a duty ratio of the actuator means in a direction, when a duty ratio for controlling the actuator means is less than or equal to a predetermined value, the duty ratio control is stopped and the stopped duty is 1. A constant speed traveling device characterized in that a ratio control amount is integrated, and when the integrated value reaches an arbitrary value, a duty ratio for controlling an actuator means is determined in accordance with the integrated value. (2) The constant speed traveling device according to claim 1, wherein the virtual vehicle speed is calculated from the vehicle speed and acceleration at the time of measurement. (3) The constant speed traveling device according to claim 1, wherein the value of the duty ratio at which the duty ratio control of the actuator means is stopped is greater than or equal to the dead zone of a control valve or a vent valve. (4) Integrate the stopped duty ratio control amount, and when the integrated value becomes a value equal to or greater than the dead zone of the control valve or vent valve, determine the duty ratio for controlling the actuator means corresponding to the control amount. A constant speed traveling device according to claim 1, characterized in that: (5) The constant speed traveling device according to claim 1, wherein the stopped duty ratio control amount is a valve-on time of duty ratio control.