JPS63137037A - Speed control device - Google Patents

Abstract

PURPOSE:To decrease the number of speed changes by providing memory maps storing a speed change line when controlling only an automatic speed change control means and a speed change line when concurrently controlling the automatic speed change control means and a constant-speed travel control means respectively. CONSTITUTION:A microcomputer CPU is fed with various signals from a car speed sensor SP1, a speed sensor SP2 of an automatic transmission output shaft, a shift position switch SPS, etc. and drives actuators for automatic transmission SL1-SL3 in accordance with the speed change line preset in a built-in memory map of only the automatic speed change control if a mode switch MS is set to the automatic speed change control mode at the position P. On the other hand, if the mode switch MS is set to the position A and the automatic speed change/constant-speed travel control mode is selected, the actuators for automatic transmission SL1-SL3 are driven according to the speed change line of the corresponding memory map with a wider preset hysteresis width to perform the constant-speed travel control. Accordingly, the number of speed changes is decreased, and a hunting caused by speed changes can be prevented from occurring.

Description

Detailed Description of the Invention [Industrial Field of Application] The present invention relates to the functions of an automatic speed change control means such as an electronically controlled two-way overdrive 4-speed automatic transmission, and constant speed driving control such as an auto drive. The present invention relates to a speed control device for an automobile having the function of a vehicle, and in particular to a speed control device that controls the function of an automatic transmission control device and the function of a constant speed cruise control device, which were controlled independently, by a common control circuit. It's something.

[Prior Art] Shift control of a vehicle equipped with a conventional automatic shift control device includes, for example, a shift map that stores a predetermined shift line based on the vehicle speed and throttle opening at the time of the drive (D>range); For example, the optimum gear position is selected and controlled in accordance with a shift map in which the shift lines shown in FIG. 13 are stored.

In addition, the lock-up function of an automatic transmission connects the lock-up clutch when the vehicle speed exceeds a certain level in a specific gear position, such as 3rd gear or overdrive (4th gear), and applies torque to the direct-coupled clutch. The output shaft of the converter is directly connected to the engine output shaft (hereinafter this state will be referred to as "lock-up"); otherwise, the direct-coupled clutch state is released, that is, the lock-up is released, and the input shaft of the torque converter is connected to the engine. Connect to the output shaft.

In this way, by releasing the lock-up and making use of the torque converter's function, when the car starts, suddenly accelerates, shifts, etc., the gears are changed according to the load, resulting in smooth starting and smooth acceleration. This enables smooth gear changes and prevents the engine from knocking or stopping.

However, when the load is small and the engine speed is high, the torque converter is locked up to prevent power loss due to torque converter slip and a reduction in fuel efficiency.

The constant speed traveling device sets the desired traveling vehicle speed as a set vehicle speed and controls the opening degree of the throttle valve to maintain this set vehicle speed, and performs control according to road conditions.

[Problems to be Solved by the Invention] However, in a vehicle equipped with the above-mentioned conventional independent automatic transmission control device and constant speed traveling device, even if the vehicle speed is maintained constant while traveling at a constant speed, The automatic transmission control device may detect the state of the throttle opening that has been changed due to this change, and the gear stage of the automatic transmission may change.

For example, when traveling at a constant speed of 8 Qkm/h on an uneven path, the throttle opening is 80% on the uphill road, and 40% on the downhill road. At this time, the gear position selectively controlled by the automatic transmission control device is
If the shift map shown in Figure 13 is used, it will be downshifted from OD (overdrive) to 3rd gear on the uphill road.
On the way down, the car is upshifted from 3rd gear to OD.

In this way, when the automatic transmission control device shifts up or down, a slight shift shock is transmitted to the vehicle body, and it is predicted that the ride comfort may be poor. In particular, if we assume that the road has many ups and downs and a hunting situation occurs where downshifts and upshifts are repeated,
There arises a need to consider passenger comfort.

Therefore, a special technology has been developed that uses the constant speed driving function to prevent the automatic gear shifting function from occurring while driving at a constant speed, thereby prohibiting changing gears and preventing the shock caused by changing gears while driving at a constant speed. It is disclosed in Japanese Patent Publication No. 60-237258.

Furthermore, Japanese Patent Laid-Open No. 56-39354 discloses a technique for releasing the lock-up of a torque converter during gear shifting.

However, it cannot be determined that there will be no need to change gears while driving at a constant speed, and even if the lock-up of the torque converter is released and the gear is shifted, there are many ups and downs on the road, resulting in downshifts and upshifts. There are problems such as inability to deal with cases where shifts are repeated, and the technology described in the above-mentioned publication was not necessarily able to perform satisfactory control.

SUMMARY OF THE INVENTION The present invention has been made to solve the above-mentioned problems, and it is an object of the present invention to provide a speed control device that prevents hunting caused by gear changes that occur during constant speed driving.

[Means for Solving the Problems] The speed control system of the present invention [1] is a device for controlling an automatic transmission to shift gears according to vehicle speed or rotational speed output, engine load, or throttle opening by correcting the gear position according to the vehicle speed deviation. In a speed control device comprising an automatic shift control means for controlling the vehicle, and a constant speed traveling control means for controlling to maintain a predetermined set vehicle speed by controlling the throttle opening, a shift line for controlling only the automatic shift control means is provided. It has a memory map that stores therein, and a memory map that stores a shift line that simultaneously controls the automatic shift control means and the constant speed running control means.

[Function] The present invention includes an automatic shift control means that controls the automatic transmission by correcting the gear position according to the vehicle speed or rotational speed output, engine load, or throttle opening according to the vehicle speed deviation; A speed control device comprising a constant speed traveling control means for controlling to maintain a predetermined set vehicle speed, comprising: a memory map storing a shift line for controlling only the automatic shift control means; and a memory map storing a shift line when controlling only the automatic shift control means and a memory map that stores the shift lines that simultaneously control the constant speed cruise control means, and when performing constant speed cruise control during automatic shift control, a hysteresis system is provided to reduce the number of downshifts and upshifts. It has a wider width. The automatic transmission control means controls the automatic transmission to change gears according to the vehicle speed or rotational speed output and the engine load or throttle opening. Since it performs speed change control by making corrections, it is possible to accelerate upshifts or downshifts and drive with small vehicle speed deviations, and in particular to avoid hunting conditions in which downshifts and upshifts are repeatedly performed alternately. I can do it.

[Embodiment] FIG. 1 is a control circuit diagram configuring electronic control means of a speed control device according to an embodiment of the present invention.

In the figure, the microcomputer CPU is a microcomputer,
It is also called a one-chip microcomputer or microprocessor, and is composed of a control section, an arithmetic section, and registers. Battery B
E is a direct current power supply for the vehicle, and a constant voltage power supply circuit CON is for supplying power to the microcomputer CPU, input interface circuit IP, and output interface circuit OP, and becomes operational when the ignition switch IG is turned on. The speed sensor SP1 is a reed switch configured by forming a pair with a magnet connected to a speedometer cable, and obtains a pulse number proportional to speed. The speed sensor SP2 is a reed switch configured by forming a pair with a magnet that rotates integrally with the output shaft attached to the output shaft of the automatic transmission, and obtains a pulse number proportional to the rotation speed of the output shaft. The reed switch of the speed sensor SP1 is connected to the base of the transistor Q1 via the diode D1 and the resistor R1, and when the reed switch of the speed sensor SPI is turned on, the transistor Q1 is turned on and a voltage is applied to the terminal of the resistor R3. The input port P1 of the microcomputer CPU becomes 44 HFF. Furthermore, when the reed switch of speed sensor SP1 is off, transistor Q1 is turned off by resistor R2, and the terminal of resistor R3 is grounded.
The input port P1 of the microcomputer CPU becomes 46 LIT. The reed switch of the speed sensor SP2 is connected to the base of the transistor Q2 via a resistor R5, and when the reed switch of the speed sensor SP2 is turned on, the transistor Q2 is turned on and a voltage is applied to the terminal of the resistor R7. , the input port P2 of the microcomputer CPU becomes "H". Furthermore, when the reed switch of speed sensor SP2 is off, transistor Q2 is turned off by resistor R4 and resistor R6, the terminal of resistor R7 is at ground potential, and the input port P2 of microcomputer CPU is at Am
It becomes L 99.

The shift position switch SPS is a switch that detects the position of the shift lever. N indicates that the shift lever is in the neutral range, D indicates that the shift lever is in the drive range, 2 indicates that the shift lever is in the 2nd gear range, and L indicates that the shift lever is in the 1st gear range. The detection switch detects the neutral range detection switch 5PS-N and the 2nd speed range detection switch 5PS-N.
PS-2 and 1st speed range detection switch 5PS-1 are connected to pull-down resistors R8, R9, and RIO, respectively, and when the shift lever is not in the respective position, the buffer amplifier D
The outputs of RI, DR2, and DR3 become (d L l#, and the input port P3゜R4 of the microcomputer CPU
, R5 become "'L". Also, the shift lever stops at the specified position and the neutral range detection switch 5PS
-N, when the 2nd speed range detection switch 5PS-2 and the 3rd speed range detection switch 5PS-3 are turned on, the battery power BE becomes the input to the buffer 1 amplifiers DR1, DR2, DR3, and the output becomes "HPI", and the microcomputer Input ports P3, P4, and P5 of the CPU become "H".

The mode switch MS is a switch that switches to automatic shift control mode at E and P positions, and to automatic shift constant speed traveling control mode at A position. At position P, battery BE connects to resistor R11.
becomes the input of the buffer amplifier DR4 via the resistor R12, and its output becomes Hpt, and the input port P6 of the microcomputer CPtJ becomes "HIT." At the P position, the battery BE becomes the input of the buffer amplifier DR5 via the resistor R12, and its output becomes Hpt. “H1? So, microcomputer C
The input port P7 of the PU becomes H19. When the mode switch MS is in the P position or the claw position where it is not in the stopped state, it becomes the input to the buffer amplifier DR4 or DR5 by the pull-down resistor R13 or pull-down resistor R14, and its output becomes "L to", and the input port P6 or R7 of the microcomputer CPU is It becomes L°'.

The throttle opening sensor SS detects the degree of accelerator pedal depression or the throttle opening, and in this embodiment,
The throttle opening is determined by the 3-bit contacts Ll and L on the code board.
2. Outputs the throttle opening in 7 stages from O to 7 as the "H (high level)" and "L (low level)" signals of L3.The contact IDL detects that the foot is removed from the throttle. That is, when the 3-bit contacts L1, L2, and L3 of the code board are in the on state, they become inputs to the buffer 1 amplifiers DR6, DR7, and DR8 via series resistors R15, R16, and R17, and The output becomes "L", and the input ports P8, R9, and Plo of the microcomputer CPU become L II.

Also, the 3-bit contacts Ll and L2 on the code board.

When L3 is off, pull-up resistor R18゜R19
, R20, the inputs of the buffer 1 amplifiers DR6, DR7, DR& are HI through series resistors R15, R16, R17.
I, and the pano ports P8, R9, and PIO of the microcomputer CPU become "H+t."

When the common contact TDL is on, the base current of the transistor Q3 flows through the diode D2 and the resistor R21,
Transistor Q3 is turned on, voltage is applied to the terminal of resistor R23, and the input port P11 of the microcomputer CPU becomes "HN".Furthermore, when the common contact 2 is off, transistor Q3 is turned off by resistor R22, and the voltage of resistor R23 is turned off. The terminal becomes the ground potential, and the input port P11 of the microcomputer CPU becomes "L".

The voltage of the battery BE is connected to the fuse F at the input port P12.
-U is applied through resistor R24 and resistor R2
5 turns on the transistor Q4 and sets the input port P12 of the microcomputer CPU to "L". When the fuse FU is blown due to an abnormality in the brake system, etc., the transistor Q4 is turned off, and the input port P12 of the microcomputer CPU is turned off.
shall be.

The brake switch BS operates when the brake is depressed, and at this time lights up the brake lamp BL. That is, when the brake is depressed and the brake switch BS is turned on, the voltage of the battery BE is turned on by the resistor R27 and the resistor R28, and the transistor Q5 is turned on.
Set the input port P13 of the microcomputer CPU to “L”.
''. Then, when the brake pedal pressure is released and the brake switch BS is turned off, the transistor Q5 is turned off and the input port P13 of the microcomputer CPU is set to "H".

Parking switch PK is a detection switch that detects that the shift lever is in the parking position.
This is a switch that turns on when the vehicle is in the parking position.

When the parking switch PK is turned on, the transistor Q6 is turned on by the resistor R30, resistor R31, resistor R32, and diode D3, and a voltage drop occurs across the resistor R33, causing the input port P14 of the microcomputer CPU to become "H".
It becomes H. Further, when the parking switch PK is turned off, the transistor Q6 is turned off, and the input port P14 of the microcomputer CPU is set to "L" by the resistor R33.

The set switch SP is used to set the constant speed traveling control means to a predetermined speed, and when the set switch SP is turned on, the current traveling speed is set as the constant traveling speed. That is, when the set switch SP is on, the base current of the transistor Q7 flows through the diode D4 and the resistor R34, the transistor Q7 is turned on, a voltage is applied to the terminal of the resistor R36, and the input port P15 of the microcomputer CPU is " becomes H″. Further, when the set switch SP is off, the transistor Q7 is turned off by the resistor R35, the terminal of the resistor R3B becomes the ground potential, and the input port P15 of the microcomputer CPU becomes "L".

The resume switch R3 is used to set the set speed to set the constant speed traveling control means to a predetermined speed, and then once the constant speed traveling is stopped, the constant speed traveling is controlled again at the set speed. When turned on, constant speed driving control is re-entered. That is, when the resume switch R3 is on, the base current of the transistor Q8 flows through the diode D5 and the resistor R37, the transistor Q8 is turned on, and a voltage is applied to the terminal of the resistor R39, and the input port P16 of the microcomputer CPU is " H11. Also, when the resume switch R3 is off, the resistance R
3B turns off transistor Q8 and resistor R39
The terminal of the microcomputer CP becomes ground potential.
The input port P1B of U becomes "L t+".

The vacuum switch (S) detects the pressure state of a surge tank that stores negative pressure that controls the constant speed running control means, and operates when the pressure decreases. That is, the control wJ is controlled by a release valve RV and a control valve Cv, which will be described later.
The negative pressure in the surge tank is supplied by a vacuum pump VP driven by a vacuum pump motor M, and the supply pressure is controlled by a vacuum switch VS.
detected by. When the vacuum switch S is turned on, the base current of the transistor Q9 flows through the diode D6 and the resistor R40, the transistor Q9 is turned on, and a voltage is applied to the terminal of the resistor R42, and the input port P17 of the microcomputer CPU is connected to HII. Become.

Also, when the vacuum switch VS is off, the resistor R4
1, the transistor Q9 is turned off, the terminal of the resistor R42 becomes ground potential, and the microcomputer CPU
The input port P17 becomes 'L'.

The constant-speed running main switch ADS has a constant-speed running function when its contact is ON, and cancels the constant-speed running function when its contact is on the F side. Constant speed driving main switch ADS is contact O
When it is on the N side, the base current of the transistor Q10 flows through the diode D7 and the resistor R43, turning on the transistor Q10 and applying a voltage to the terminal of the resistor R45, so that the input port P18 of the microcomputer CPU becomes "HII".

Also, when the constant speed main switch ADS is on the contact OFF side, the transistor Q10 is turned off by the resistor R44.
It becomes an FF, and the terminal of the resistor R45 becomes the ground potential, and the input port P18 of the microcomputer CPU becomes L''.

The output side of the microcomputer CPU is connected as follows.

The shift solenoid SL1 and the shift solenoid 312 are actuators that determine the gear stage of the automatic transmission, and the shift solenoid SL1 and the shift solenoid SL2 are energized and de-energized to shift from 1st gear to OD (overdrive).
It allows for 4-speed shifting. The following table shows an example.

Further, the lock-up solenoid SL3 is an actuator that determines the gear stage of the automatic transmission, and performs lock-up control by energizing and de-energizing the actuator. When the lock-up solenoid SL3 is energized, it locks up,
Release lock-up in de-energized state.

Output port P21 of microcomputer CPU is “H”
If, the output of the buffer amplifier DR11 is HIt,
Transistor Q21 is turned off and shift solenoid S
Let L1 be in a de-energized state. Output port P21 is “L 9
9, the output of the buffer 7 amplifier DR11 is "L", the transistor Q21 is turned on, and the shift solenoid SL
Let I be in an excited state. When the shift solenoid SLI is in a de-energized state, the high impedance pull-up resistor R54 at the input of the buffer 7 amplifier DR12 is pulled to ground potential by the low impedance shift solenoid SLI, and the input port P22 of the microcomputer CPU is connected to the input port P22 of the microcomputer CPU. is input. Also, shift solenoid S
When L1 is in the excited state, current is supplied from the low impedance resistor R51 to the shift solenoid SL1 at the input of the buffer amplifier DR12, the voltage drop becomes high, and H'' is input to the input port P22 of the microcomputer CPU.

When the shift solenoid SLI is in an abnormal state, for example, when the wire is disconnected, the output of the buffer 7 amplifier DR12 becomes a high voltage state due to the high impedance pull-up resistor R54 when the shift solenoid SL1 is de-energized, and the input of the microcomputer CPLJ is “HIF” on port P22
is input. In addition, when the shift solenoid SL1 is in the energized state in the short-circuit state, its voltage drop becomes low, and the voltage drop at the input port P22 of the microcomputer CPU is “
L'' is input.

Therefore, when the shift solenoid SLI is in an abnormal state, the input port P22 of the microcomputer CPU
The input is inverted compared to the normal state signal. Therefore, an abnormality in the shift solenoid SLI can be determined by determining the state of the output port P21 and the state of the input port P22 of the microcomputer CPU.

Output port P23 of microcomputer CPU is “H”
'', the output of buffer amplifier DR13 is ((H1
%, transistor Q22 is turned off and shift solenoid SL2 is de-energized. Output port P23 is L
When N, the output of buffer amplifier DR13 is “(Lu,
Transistor Q22 turns on, and shift solenoid S
Let L2 be in the excited state. When the shift solenoid SL2 is in a de-energized state, the high impedance pull-up resistor R55 at the input of the buffer amplifier DR14 is pulled to ground potential by the low impedance shift solenoid SL2, and the input port P24 of the microcomputer CPU is
tg L tp is input to . Furthermore, when the shift solenoid SL2 is in an excited state, current is supplied to the shift solenoid SL2 from the low impedance resistor R52 at the input of the buffer 7 amplifier DR14, and the voltage drop becomes high, causing the input port P24 of the microcomputer CPU to become high.
” is input.

Output port P25 of microcomputer CPU is H'
', the output of the buffer 7 amplifier DR15 is "mZ", the transistor Q23 is turned off, and the lock-up solenoid SL3 is de-energized.
+t, the output of buffer amplifier DR15 is 71 L
If, transistor Q23 is turned on, and lock-up solenoid SL3 is energized. When lock-up solenoid SL3 is de-energized, buffer amplifier D
The input of R16 is a high impedance pull-up resistor R5
6 is a low impedance lock-up solenoid SL3
is pulled to the ground potential by the input port P26 of the microcomputer CPU, and "L tp" is input to the input port P26 of the microcomputer CPU.

Furthermore, when the lock-up solenoid SL3 is in the energized state, current is supplied to the lock-up solenoid SL3 from the low-impedance resistor R53 at the input of the buffer 7 amplifier DR1B, and the voltage drop becomes high, causing the input port P2B of the microcomputer CPU to become high. HIf is input.

Shift solenoid SL2 and lock-up solenoid S
Regarding L3, similarly to shift solenoid SL1, it is possible to determine an abnormality such as short circuit or disconnection of the solenoid.

Note that the diode [)11. DI2. [)13 is a flywheel diode. Further, the buffer amplifiers DPII to DR20 function as drive circuits.

The release valve RV and the control valve CV are used to determine the degree of opening and closing of the throttle valve using a negative pressure actuator.During constant speed driving control, the set vehicle speed and the vehicle speed at that time are compared, and the above-mentioned The control valve CV forms a path for sending the negative pressure of the surge tank to the negative pressure actuator side when the solenoid is in an energized state, and blocks that path when the solenoid is in a non-energized state. Further, the release valve RV discharges the negative pressure of the negative pressure actuator to the atmosphere when the solenoid is in a non-energized state, and blocks the path when the solenoid is in an energized state.

That is, the output port P27 of the microcomputer CPU
When "HIT" and output port P29 is 111 If, transistor Q24 and transistor 026 are turned on, and the solenoid of release valve RV is energized. Output port P27 is L 11 and output port P29
When is "H", transistor Q24 and transistor 026 are turned off, and the solenoid of release valve RV is de-energized. When the output port P28 of the microcomputer CPU is (IH## and the output port P29 is "L", the transistor Q25 and the transistor Q
2B is turned on, and the solenoid of control valve C■ becomes energized. When output port P28 is “L Fl” and output port P29 is “H14,” transistor Q
25 and transistor Q26 are turned off, and the solenoid of control valve RV is de-energized.

Note that the negative pressure in the surge tank controlled by the release valve R and the control valve CV is supplied by a vacuum pump, and the vacuum pump VP is driven by a vacuum pump motor M. The vacuum pump motor M is a microcomputer C.
When the output port P30 of the PU is "L l+", the back 7
The output of the amplifier DR20 becomes ``L'', and the transistor Q27 is turned on to be in a driving state. Further, when the output port P30 is "Htp", the output of the buffer 7 amplifier DR20 becomes "H", and the transistor Q27 is turned off, resulting in a stopped state.

The control circuit of the speed controller 1j of this embodiment configured as described above is controlled as follows.

2 to 6 are general flowcharts for controlling the speed control device of this embodiment.

First, in step G1, the memory and output ports necessary for executing this control are initialized. In step G2, the status of each input port is read. Then, a routine is executed that determines whether or not the control state of Eizai is in constant speed driving control (automatic speed constant speed driving control) during automatic speed change flilJgB, and determines the conditions for entering automatic speed constant speed driving control. Execute.

In step G3, it is determined whether the constant speed driving main switch ADS is on or off, and when the constant speed driving main switch ADS is on in step G3, the constant speed driving set flag is set (“H”) in step G4. ). When the constant speed running set flag is set, it is determined in step G5 whether the gear is currently being changed. If the gear is not being shifted in step G5, an ECT-A/D (automatic shift constant speed running control) flag is set for performing constant speed running control during automatic shift control in step G6. In step G7, it is determined whether the constant speed driving cancel flag for canceling the constant speed driving control is set, and when the constant speed driving cancel flag is lowered ("L") in step G7, this determination routine is exited. Also,
If it is determined in step G3 that the constant speed driving main switch ADS is in the OFF state, it is further determined in step G8 that the gear is currently being shifted, or it is determined in step G8 that the gear is not currently being shifted. If so, the 20-A/D flag is lowered in step G9, and this judgment routine is exited. That is, if the gear shift is currently in progress, that state is continued, and the ECT-A/D flag is raised or lowered when the gear shift is completed.

Next, by looking at the 20th gear A/D flag, the speed change map for automatic speed constant speed traveling control and automatic speed change control is selected. In addition, when controlling the driver's accelerator operation, that is, when requesting a kickdown by rapidly opening the throttle, automatic shifting control is activated even if the conditions for automatic shifting constant speed driving control are met. .

First, in step G10, the speed of the currently running vehicle is calculated.

In step G11, it is determined whether the ECT-A/D flag is set. If the ECT-A/D flag is not set, in step G21, a shift map for automatic shift used only during automatic shift control as shown in FIG. Then, in step G22, the lock-up map for automatic shift shown in FIG. 10, which is used only during automatic shift control, is selected. Furthermore, step G2
In step G24, the gear position and lock-up clutch state corresponding to the current vehicle speed are searched from the automatic shift map and the lock-up map for automatic shift, and in step G24, the current vehicle speed deviation is applied to the current throttle opening. Obtain the throttle opening degree, which is the sum of the values converted to degrees. That is, in this embodiment, the value obtained by dividing the vehicle speed deviation (unit: Km/h) by the speed change value per throttle opening (5 m/h) is added to the current throttle opening, and the value is corrected. Throttle opening.

In step G25, based on the corrected throttle opening degree, the gear position and lock-up clutch state corresponding to the current vehicle speed are searched from the automatic shift map and the automatic shift lock-up map. In step G26, the corrected throttle opening used in the calculation to perform the correction based on the vehicle speed deviation is returned to the current throttle opening. And step G2
In step 7, the suitability of the gear position and lock-up clutch state according to the current vehicle speed is determined from the automatic shift map and automatic shift lock-up map data searched above.

When the 20-A/D flag is set in step G11, it is determined in step G12 whether the accelerator operation flag is set. Normally, at the beginning of this control, the accelerator operation flag is not set, so in step G13, the accelerator operation is detected, that is, the variable of the throttle opening sensor SS is detected. If a variable of the predetermined throttle opening sensor SS is detected in step G14, step G14
The process moves to step G15, and an accelerator operation flag is set. Furthermore, since a relatively long timer is used during the automatic shift constant speed running control in step G16, the upshift prohibition timer T iml set in this time limit is cleared. Then, in step G21, a shift map for automatic shift used only during automatic shift control shown in FIG. 9 is selected, and in step G22, a lockup map for automatic shift shown in FIG. 10 used only during automatic shift control is selected. select.

Furthermore, as described above, in step G23, the gear position and lock-up clutch state corresponding to the current vehicle speed are searched from the automatic transmission shift map and the automatic transmission lock-up map, and in step G24, the current throttle opening is searched. A corrected throttle opening is obtained from the sum of the values obtained by converting the current vehicle speed (I? Search the map for the gear position and lock-up clutch status according to the current vehicle speed.

In step G26, the corrected throttle opening used to perform the correction based on the vehicle speed deviation is returned to the current throttle opening. Then, in step G27, it is determined whether the gear position and lock-up clutch state are appropriate according to the current vehicle speed from the automatic shift map and automatic shift lock-up map data that have been completed above.

Further, if it is determined in step G12 that the accelerator operation flag is set, and if it is determined in step G17 that the vehicle speed deviation is smaller than a predetermined threshold value, the accelerator operation flag is lowered in step G18, and the accelerator operation flag is set in step G19. 11
In step G20, the selection of the shift map for automatic shift constant speed running used during the automatic shift constant speed running control shown in the figure is selected as the lockup map for automatic shift constant speed running used during the automatic shift constant speed running control shown in FIG. Then, in step G23, from the automatic transmission constant speed driving shift map and automatic transmission constant speed driving lockup map,
The gear position and lock-up clutch state are searched according to the current vehicle speed, and in step G24, the throttle opening is obtained as the sum of the current throttle opening and the value obtained by converting the current vehicle speed deviation into the throttle opening. is the corrected throttle opening. In step G25, based on the corrected throttle opening degree, the gear position and lock-up clutch state corresponding to the current vehicle speed are searched from the automatic shift map and the automatic shift lock-up map.

In step G26, the corrected throttle opening used in the calculation to perform the correction based on the vehicle speed deviation is returned to the current throttle opening. In step G27, the suitability of the gear position and lock-up clutch state according to the current vehicle speed is determined from the data of the automatic transmission constant speed driving shift map and the automatic transmission constant speed driving lockup map that have been searched.

Incidentally, this routine also performs the processing of the routine from step G19 to step G27 even if the accelerator operation is detected in step G13 and the variable is determined to be less than the threshold of the predetermined throttle opening sensor SS in step G14. Become.

Then, if it is determined in step G12 that the accelerator operation flag is set, and furthermore, if it is determined in step G17 that the vehicle speed deviation is larger than a predetermined threshold value, the routine from step G21 to step G27 is executed. .

That is, when the driver operates the accelerator due to a kickdown or the like, an accelerator operation flag is set in step G15, and then the flag is set only during automatic shift control in step G21 until the vehicle speed deviation becomes small in step G17. Select the shift map for automatic shift to be used in step G22.
Select the lock-up map for automatic gear shift to be used only during automatic gear shift control. Then, when the vehicle speed difference 8 becomes smaller in step G17, the selection of the automatic speed change map for constant speed driving to be used during automatic speed constant speed driving control is performed in step G19, and the selection of the speed change map for automatic speed changing constant speed driving is used in step G20 during automatic speed changing constant speed driving control. Selects the lockup map for automatic speed change and constant speed driving.

Next, control of the lock-up clutch during constant speed driving control is started.

Checking the state of the ECT-A/D flag in step G30,
It is determined whether the automatic shift constant speed driving control is being performed, and when the constant speed driving control is being performed, it is determined in step G31 whether the vehicle speed fi difference is necessarily greater than or equal to a predetermined threshold value, and when the vehicle speed deviation is greater than or equal to the predetermined threshold value,
In step G32, lockup is released to obtain torque using the torque converter function of the automatic transmission. That is, during constant speed driving control, the lock-up of the torque converter is released when a predetermined vehicle speed deviation becomes large regardless of the shift line. In step G33, a lock-up prohibition timer Tim[, which prohibits lock-up, is set to 5 seconds,
Start it.

Further, when it is determined in step G30 that constant speed driving control is being performed, and it is determined in step G31 that the vehicle speed deviation is smaller than a predetermined threshold value, it is determined in step G34 whether the vehicle speed deviation is small enough to maintain the lock-up state, When the vehicle speed deviation is small, lockup is permitted in step G35.

Next, the actual gear shifting operation begins, and various timers are set to set the timing for shifting gears by 1q.

If it is determined in step G36 that a shift is necessary as a result of the routine processing from step G23 to step G27, the gear position to be shifted is set in step G38. Check whether the ECT-A/D flag is set in step G39, that is, whether automatic speed change constant speed driving control is in progress.
The state of the T-A/D flag is determined, and when the ECT-A/D flag is not set, the set time limits of various shift timers during automatic shift control are searched for in step G40, and
In step 41, it is determined whether the upshift delay timer Timl has timed up. Upshift delay timer T i
When mIII has timed up and it is determined in step G42 that all shift timers lower 1 to T5 or shift timer T1 are not operating at their initial values, step G4
3 starts the variable speed timer lower 1 to T5. Furthermore, if it is determined in step G36 that there is no need to shift as a result of the routine processing from step G23 to step G27, then in step G37, after determining the upshift, an upshift delay flag is lowered to delay the upshift operation for a certain period of time. . Then, in step G44, the shift timer T
When the set time limits of shift timers T1 to T5 have timed up, it is determined in step G45 whether the set time limits of the upshift prohibition timer Timl have timed up, and the upshift prohibition timer Timl is set. When the set time limit is timed up, it is further determined in step G46 whether an upshift is being performed, and when the upshift is being performed in step G46, it is determined in step G47 that the upshift is prohibited using the amplifier shift prohibition flag.
When the upshift prohibition flag is not set, the gear position and lock-up clutch status are output in step 048. Further, when an upshift is not being performed in step G46, the gear position and the state of the lock-up clutch are outputted in step G48.

However, in step G44, when the set time limits of the shift timers T1 to T5 have not elapsed, and in step G45, before the set time limit of the upshift prohibition timer TimI has elapsed, it is determined that an upshift is in progress in step G46, and in step G47, the upshift is being performed. When the shift prohibition flag is set, the gear position and lock-up clutch status are not output.

Furthermore, if it is determined in step G39 that the ECT-A/D flag is set, and furthermore, it is determined that the accelerator operation flag is set in step G49, the driver's kickdown operation is performed by rapidly opening the throttle. Since the request is assumed, automatic shift control is performed, and the routine from step G40 to step 04B is performed.

When it is determined in step G39 that the ECT-A/D flag is set and the accelerator operation flag is lowered in step G49, it is determined in step G50 whether the gear shift is an upshift or a downshift.

In the case of a downshift, a downshift timer for constant speed running is searched for in step G60, and an upshift prohibition timer Timl is set and started in step G61.

At step G62, the upshift delay flag is lowered, and the routine from step G41 to step G48 is executed.

If the gear shift is determined to be an upshift in step G50, the upshift timer for constant speed driving is searched in step G51, and after the upshift determination is made in step G52, an upshift delay flag is set to delay the upshift for a certain period of time. determine whether When the upshift delay flag is not set, the upshift delay timer T (1m1l) is set to 5 seconds in step G53, and the upshift delay timer T (1m1l) is set to 5 seconds in step G54.
Start with 1ml.

Further, in step G55, the current driving force TN is calculated, in step G56, the maximum driving force TN+1 after upshift is calculated, and in step G57, the calculated current driving force T is calculated.
N and the maximum driving force T N+1 after upshifting are compared, and if TN < TN+1, an upshift prohibition flag is set in step G58 to prohibit upshifting.

Further, when T14<TN+1, the upshift prohibition flag is lowered in step G59 to cancel the prohibition to upshift 1. After the processing in step G58 or step G59, the routine processing from step G41 to step 048 is performed.

Hey, the driving force is Driving force = engine torque x gear ratio x reduction ratio ×Power transmission efficiency ×Torque converter torque conversion ratio X loss correction system It is expressed as

Next, throttle opening control is started to reduce shift shock when a shift occurs during constant speed running control. At the end of this process, the state of mode switching of the automatic transmission control means is checked.

It is determined in step G70 whether the accelerator operation flag is set, and when the accelerator operation flag is not set, it is determined in step G71 whether the ECT-A/D flag is set, and when the ECT-A/D flag is set, Furthermore, in step G72, it is determined whether gear shifting is in progress. That is, if the accelerator operation flag is set after entering the automatic shift constant speed driving control, it means that a kickdown request has been made. If the gear is currently being shifted, it is determined in step G73 whether a throttle hold flag is set to reduce the opening of the throttle during the gear shifting. When the throttle hold flag is not set, the throttle hold flag is set in step G74, the current driving force TN is calculated in step G75, and the driving force of the gear shifter whose driving force is closest to the current driving force TN is calculated in step G76. Calculate throttle opening θN. Then, in step G77, it is confirmed that the set time limit of the shift timer has not elapsed, that is, during the shift period, the throttle opening degree θN is set in step G78, and the state of the throttle opening degree θN is maintained in step G79. The duty ratio of the negative pressure actuator of the constant speed traveling control means is controlled. Then, in step G96, the resume switch R8 is turned off, and in step G97, the brake switch BS is turned off.
and the parking switch PK is turned off, it is confirmed in step G98 that it is in the D range, and furthermore, in step G99
When it is confirmed that the running speed is not lower than the minimum set running speed of 40 km/h for constant speed running, the process returns to the routine from step G2.

If it is not determined in step G72 that the gear is being shifted, it is determined in step G90 whether the constant speed running main switch ADS is on or off, and if the constant speed running main switch ADS is on, the current constant speed running speed is determined in step G91. Determine whether it is set.

When constant speed running set switch SP or resume switch R3 is turned on and the set vehicle speed is set,
In step G92, lower the constant speed driving cancel flag,
Also, set the constant speed running set flag. Step G93
When it is determined that the ECT-A/D flag is set, constant speed running control is entered in step G94. Then, in step G95, the throttle hold flag is lowered, and the routine from step G96 to step G100 is executed.

Note that in the initial stage when the constant speed running set flag is set in step G92, the ECT-A/D flag is not set in step G93, so steps G96 to G1 are performed.
00 routine processing is performed. Further, when the constant speed driving main switch ADS is turned off in step G90, the constant speed driving cancel flag is set in step G101, and the constant speed driving set flag is lowered, the routine processing from step G99 to step G100 is also performed. .

When the resume switch R8 is turned on in step G96, the constant speed driving cancel flag is lowered in step G102, and it is confirmed that the brake switch BS and parking switch PK are turned on in step G97, or that the vehicle is not in the D range in step G98. If so, a constant speed running cancel flag is set in step G103. Then, in step G99, the lowest setting traveling speed for constant speed traveling is 4.
If it is determined that the speed is equal to or less than Q Km/h, the constant speed running is canceled and the flag is set in step G100, and after the constant speed running set flag is lowered, the process returns to the routine from step G2.

Also, if it is determined in step G77 that the set time limit of the shift timer has not yet elapsed, steps G90 to G1
00 routine processing is performed.

That is, in order to enter automatic shift constant speed running control from automatic shift control, constant speed running main switch ADS is pressed in step G90.
is turned on, and when the constant speed running set switch SP or the resume switch R3 is turned on in step G91 and the set vehicle speed is set, the constant speed running set flag is set in step G92.
When it is determined in step G5 that the shift timer has timed up, the ECT-A/D flag can be set in step G5. Then, in step G39, ECT
- Determine the state of the A/D flag, and when the ECT-A/D flag is set, select an upshift timer for constant speed driving or a downshift timer for constant speed driving, and further,
In the case of an upshift, it is determined whether the maximum driving force when upshifting is greater than or equal to the current driving force. and,
When it is confirmed in step 93 that the ECT-A/D flag is set, automatic speed change constant speed running control can be entered.

Conversely, to enter automatic shift control from automatic shift constant speed running control, resume switch R3 is turned off in step G96, brake switch BS or parking switch PK is turned on in step G97, and when the vehicle is not in the D range in step G98, A high-speed driving cancel flag is set, and in step G99, the minimum set driving speed for constant-speed driving is set to 40.
If it is determined that the speed is less than Km/h, a constant speed running cancel flag is set, which is determined in step G7, and when it is determined that the time-up of the shift timer is up in step G8, the ECT-A/D flag is set in step G9. You can take it down. Then, in step G39, the state of the ECT-A/D flag is determined, and when the ECT-A/D flag is down, a shift timer for automatic shift control is selected, and further, in step G93, the ECT-A/D flag is When it is confirmed that the D flag is lowered, automatic shift control can be entered from automatic shift constant speed running control.

Further, the routine from step G11 to step G27 in the general flowchart will be explained in detail using the general flowchart shown in FIG. 7 which shows partial details of the general flowchart.

In step 1 (G11), it is determined whether the ECT-A/D flag is set. That is, when the ECT-A/D flag is set, it means that ECT-A/D control is being performed, so it is determined whether automatic shift constant speed driving control is being performed. E
When the CT-A/D flag is not set, that is, when only automatic shift control is used, select the shift map for automatic shift to be used only during automatic shift control in step 14, and proceed to step 1.
Step 5 selects the automatic shift lock-up map to be used only during automatic shift control. In this way, the address of the memory map storing the shift line for selecting the torque converter with the direct coupling clutch as the gear according to the rotational output and the throttle opening degree is specified only during normal automatic shift control. FIGS. 9 and 10 show a shift map for automatic shift and a lockup map for automatic shift selected at this time.

Fig. 9 is a shift map for automatic shifting that stores the shift line to be selected as the gear stage according to the rotational speed output and throttle opening, and Fig. 10 shows the lock-up clutch map that stores the shift line to be selected as the gear stage according to the rotational speed output and throttle opening. This is a lock-up map for automatic transmission that stores lock-up lines to be controlled.

In the figure, 1-2.2-3.3-4 indicates the change in gear position when upshifting, and 4-3゜3-2.2-1
indicates the change in gear when downshifting, and 20 (lock-up on), 30 (lock-up), 40 (lock-up), 2-off (lock-up off), 3-off, and 4-off indicate the lock-up state of each gear. (lock-up on) and lock-up release state (lock-up off).

Then, in step 16, the gear stage and lockup are determined according to the current vehicle speed from the automatic transmission shift map and the automatic transmission lockup map, or the automatic transmission constant speed travel shift map and the automatic transmission constant speed travel lockup map. The state of the clutch is searched, and in step 17, a corrected throttle opening is obtained, which is the sum of the current throttle opening and a value obtained by converting the current vehicle speed deviation into a throttle opening. That is, the value obtained by dividing the current vehicle speed deviation by the speed change value per throttle opening is added to the current throttle opening, and this is set as the corrected throttle opening. In step 18, based on the corrected throttle opening degree, the gear stage and lock-up clutch state corresponding to the current vehicle speed are searched from the automatic shift map and the automatic shift lock-up map. In step 19, the corrected throttle opening used in the calculation to perform the correction based on the vehicle speed deviation is returned to the current throttle opening. and,
In step G27 shown in FIG. 3, the suitability of the gear position and lock-up clutch state according to the current vehicle speed is determined from the searched automatic shift map and automatic shift lock-up map data.

In this way, for example, when the current vehicle speed deviation is large, the vehicle speed deviation is converted from the speed difference per throttle opening difference to the throttle opening, and the automatic shifting map and automatic shifting lock are converted. When searching for the gear position and lock-up clutch status according to the current vehicle speed from the automatic transmission constant speed driving map or the automatic transmission constant speed driving lockup map, the vehicle speed or rotation speed output and Since the automatic shift control means that performs shift control can be corrected in accordance with the engine load or throttle opening, the shift can be accelerated and the vehicle speed deviation can be kept small.

This makes it possible to prevent repeated downshifts and upshifts during pitching.

When the ECT-A/D flag is set in step 1 (011), an attempt is made to enter automatic speed change constant speed driving control, and in step 2 it is determined whether the accelerator has been operated by checking whether the accelerator operation flag is set.

Even if the accelerator operation is not detected in step 2, the state of the accelerator operation is detected as the throttle opening in step 3, and it is determined whether the opening is equal to or greater than a predetermined opening (which may be set to the maximum throttle opening). When the throttle opening is greater than or equal to a predetermined opening, an accelerator operation flag is set in step 5, indicating that the accelerator operation is detected, that is, the variable of the throttle opening sensor SS is greater than or equal to a predetermined value. Furthermore, since a timer with a relatively long time limit is used during automatic shift constant speed running control in step 6, the upshift prohibition timer Tim is cleared. Then, in step 14, a shift map for automatic shift is selected to be used only during automatic shift control, and in step 15, a lock-up map for automatic shift is selected to be used only during automatic shift control. In other words, the routines of Step 2, Step 3, Step 5, and Step 6 mean that a kickdown such as an acceleration request is performed during automatic shift constant speed driving control, so at this time, constant speed driving control operation is performed. This is to control only the automatic gear shift control without having to use the automatic gear shift control. In addition, below, similarly,
Processing from step 16 onwards is performed.

Further, when it is determined in step 2 that the accelerator operation flag is set, it is determined in step 7 whether the vehicle speed deviation has become smaller than a predetermined threshold value. That is, as a result of an acceleration request due to a kickdown or the like, the vehicle speed increases and the vehicle speed deviation is determined in step 7 by subtracting the constant speed setting from the current vehicle speed to determine whether the vehicle speed deviation has become smaller than a predetermined threshold value. When the result of subtracting the constant speed setting speed from the current vehicle speed is negative in step 8, the vehicle speed deviation is set to a positive value in step 9. In this way, the absolute value of the vehicle speed deviation is obtained in steps 7 to 9, and it is determined in step 10 whether the vehicle speed deviation has become smaller than a predetermined threshold value Q, 5 km/h. In step 10, when the vehicle speed deviation is a predetermined threshold value Q, 5Km
When it is determined that the value is smaller than /h, the accelerator operation flag is lowered in step 11. Then, in step 12, a shift map for automatic shift constant speed running to be used during constant speed running control during automatic shift control is selected, and in step 13, automatic shift constant speed running control to be used during constant speed running control during automatic shift control is selected. Select lockup for use. Also, step 10
When it is determined that the vehicle speed deviation is not smaller than the threshold value Q, 5 Km/h, in step 14 the automatic shift map to be used only during automatic shift control is selected, and in step 15 the automatic shift map is selected to be used only during automatic shift control. Select the lock-up map for automatic transmission to be used only for automatic transmission. That is, the routines of step 2, step 7, step 8, step 9, step 10, and step 11 mean that the conditions for automatic speed change constant speed driving control are satisfied, so the constant speed driving control operation during automatic speed change control is performed. That is, the automatic speed change constant speed traveling control operation is performed.

Incidentally, FIGS. 11 and 12 are a shift map for automatically changing constant speed driving and a lockup map for automatically changing constant speed driving selected at this time.

Fig. 11 is a shift map for automatic shifting constant speed driving that stores the shift line to be selected as a gear according to the rotational speed output and throttle opening, and Fig. 12 is a shift map for automatic shifting that stores the shifting line to be selected as a gear according to the rotational speed output and throttle opening. This is a lock-up map for automatic transmission constant speed driving that stores lock-up lines that control the up clutch.

In the figure, 1-2.2-3.3-4 indicates the change in gear position when upshifting, and 4-3゜3-2.2-1
indicates the change in gear when downshifting, and 20 (lock-up on), 30 (lock-up), 40 (lock-up), 2-off (lock-up off), 3-off, and 4-off indicate the lock-up of each gear. Clutch lockup condition (
This indicates the lock-up state (lock-up on) and lock-up release state (lock-up off).

Furthermore, even if the accelerator operation is not detected in step 2 and it is determined in step 3 that the accelerator operation is not greater than the predetermined opening degree, if the accelerator operation detection flag described later is set in step 4, then step 12 and step At step 13, selection of a shift map for automatic transmission constant speed driving and selection of a lockup for automatic transmission constant speed driving is performed.

The routine for detecting the state of the accelerator operation as the throttle opening in step 4 and determining the state of the accelerator operation detection flag for determining whether the throttle opening operation is an operation by the accelerator will be described in more detail.

FIG. 8 is a flowchart of the "throttle opening determination routine".

This throttle opening determination routine is a ``throttle opening determination routine'' that is interrupted by a timer interrupt every 200m5, and sets an accelerator operation detection flag.

First, in step S1, the previous throttle opening is subtracted from the current throttle opening to obtain a throttle change value. When the throttle change value is negative, it is detected in step S2 and then set to a positive value in step S3. That is,
In steps S1 to S3, the absolute value of the throttle change value is obtained by subtracting the previous throttle opening from the current throttle opening. If the throttle change value is faster than the throttle change speed during constant speed driving control in step S4, the throttle change value obtained by subtracting the previous throttle opening from the current throttle opening is set to a predetermined threshold, that is, the current throttle opening. In the embodiment, if the value is 2 or more, an accelerator operation detection flag is set in step S5, or if the throttle change value is not equal to or greater than a predetermined threshold, the accelerator operation detection flag is lowered in step S7, and further, in step S6, the current throttle operation detection flag is set. Store the degree in memory for the next calculation, and
End the timer interoperation every 00m5.

As described above, the speed control device according to the embodiment of the present invention operates according to a memory map such as an automatic shift map that stores a shift line for selecting a torque converter with a direct coupling clutch as a gear position according to the rotational speed output and throttle opening. In a speed control I device comprising an automatic shift control means for controlling the vehicle, and a constant speed running control means for controlling to maintain a predetermined set vehicle speed by controlling throttle opening, a shift line for controlling only the automatic shift control means. and a memory map such as a shift map for automatic shift constant speed running that stores a shift line for simultaneously controlling the automatic shift control means and constant speed running control means. , the selection of the memory map storing the shift line is changed depending on whether the controlled object is the automatic shift control means or the automatic shift control means and the constant speed running control means, and the automatic shift control means and the constant speed running control means are controlled. In the case of control, the setting hysteresis width of the gear position in a memory map such as an automatic gear change map for constant speed driving that stores a gear change line is widened to reduce the number of times the gear position is changed automatically, and When the vehicle speed difference is large, the gear shift is controlled by correcting the gear position based on the vehicle speed deviation, so downshifting can be accelerated and driving with a small vehicle speed deviation can be performed.In particular, downshifting and upshifting This makes it possible to avoid a hunting situation in which these are repeated alternately.

Incidentally, the hysteresis width of the gear position of the automatic shift constant speed running shift map in which the shift line is stored when controlling the automatic shift control means and the constant speed running control means is the same as that when controlling only the automatic shift control means. This is made wider than the hysteresis width of the gear stage of the automatic shift map in which the shift line is stored. Specifically, as shown in FIGS. 9 and 11,
The shift line during automatic shift constant speed driving control is 4-3.3-2.2 when the gear position of the shift line during automatic shift control is upshifted to 1-2.2-3.3-4. The hysteresis width of the gear position when downshifting to -1 is large when the throttle opening θN is TH3 or more, but when the throttle opening θN is TH
If it is 2 or less, the hysteresis width should be made as narrow as possible to avoid reducing fuel efficiency during normal driving.
In particular, when a large torque is required, the hysteresis width of the gear stage is set to be large.

In addition, as shown in FIGS. 10 and 12, from the hysteresis width of the lock-up line of the gear stage of the lock-up map for automatic shift constant speed driving that controls the lock-up clutch according to the rotational speed output and throttle opening, The hysteresis width of the lock-up line during automatic shift control is narrowed. The lock-up line during automatic transmission constant speed driving is 20 and 30 lock-up lines during automatic transmission control.

The hysteresis width of the lock-up state and lock-up release state of the lock-up clutch of each gear in the case of 40 off, 2 off, 3 off, and 4 off is that the throttle opening θN is small in 2nd and 3rd speeds. The difference between the two should be the same at the rotation speed at which lock-up is released, and when there is a strong need for speed increase during high-speed driving, torque is required and the rotation speed at which lock-up is released in order to achieve smooth gear shifting. The hysteresis width is also narrowed.

In particular, as in the speed control device of this embodiment, the torque converter with a direct coupling clutch has a memory map that stores a shift line for selecting a gear position according to the rotational speed output and the throttle opening, and A speed control device comprising: automatic shift control means for controlling according to a memory map storing a lock-up line for lock-up control according to the speed change control means; and constant-speed driving control means for controlling to maintain a predetermined set vehicle speed by controlling throttle opening. A memory map that stores a shift line and a lock-up line that control only the automatic shift control means, and a memory map that stores a shift line and a lock-up line that simultaneously control the automatic shift control means and the constant speed running control means. Furthermore, the memory map that stores the lock-up line that controls the automatic shift control means and the constant-speed running control means at the same time releases the lock-up if the hysteresis width is narrower than the lock-up line that controls only the automatic shift control means. By increasing the number of opportunities, torque fluctuations during gear shifting can be dealt with by the torque converter by releasing the lock-up clutch and releasing the lock-up clutch.

In addition, when the vehicle speed deviation is large, the system converts the vehicle speed deviation into a throttle opening and corrects the gear position to perform speed change control, which leads to good speed change response and driving with a small vehicle speed deviation. Furthermore, it is possible to avoid a hunting state in which downshifts and upshifts are repeatedly performed alternately.

Note that the automatic shift control means that controls the torque converter with a direct coupling clutch according to the above embodiment according to a memory map that stores a shift line for selecting a gear stage according to the rotational speed output and the throttle opening is a known automatic transmission or It has a configuration equivalent to an independent automatic transmission control device including a control circuit for controlling it. In addition, the constant speed traveling 1171JFn means that controls to maintain a predetermined set vehicle speed by controlling the throttle opening means that it is possible to independently perform constant speed traveling control by controlling the opening and closing of the throttle opening. It has a configuration corresponding to a known constant speed cruise control device.

Furthermore, in the embodiment described above, constant speed running control is performed by control mainly based on the automatic speed change control means, but when implementing the present invention, automatic Shift control may also be performed.

[Effects of the Invention] As described above, the speed control device of the present invention controls the automatic transmission by correcting the gear position according to the vehicle speed or rotational speed output and the engine load or throttle opening using the vehicle speed deviation. In a speed control device comprising an automatic shift control means and a constant speed running control means that controls to maintain a predetermined set vehicle speed by controlling the throttle opening degree, a shift line when only the automatic shift control means is controlled. It has a memory map that stores a stored memory map and a memory map that stores a shift line when the automatic speed change control means and the constant speed running control means are controlled simultaneously, and when the controlled object is the automatic speed change control means and the automatic speed change control means. and by changing the selection of the memory map storing the shift line in the case of the constant speed running control means,
When controlling the automatic shift control means and the constant speed driving control means, the setting hysteresis width of the gear stage in a memory map such as a shift map for automatic shifting constant speed traveling in which the shift line is stored is widened and the gear stage to be automatically shifted is changed. The number of changes has been reduced.

Therefore, it is possible to reduce the number of gear changes that occur during automatic gear change constant speed driving control, prevent hunting from occurring due to gear changes, and improve riding feeling. In addition, at this time, if the vehicle speed deviation is large, the gear shift is controlled by correcting the gear position based on the vehicle speed deviation, so the speed change response speed can be increased and driving with a small vehicle speed deviation can be achieved. , it is possible to avoid a hunting state in which downshifts and upshifts are repeatedly performed alternately.

[Brief explanation of the drawing]

FIG. 1 is a control circuit diagram configuring the electronic control means of a speed control device according to an embodiment of the present invention, and FIGS. 2 to 6 are general flowcharts 1 for controlling the speed control device according to an embodiment of the present invention.
~, Fig. 7 is a general flowchart showing partial details, Fig. 8 is a flowchart of the "throttle opening judgment routine", Fig. 9 is a shift map for automatic transmission according to an embodiment of the present invention, and Fig. 10 is a diagram of the present invention. FIG. 11 is a lock-up map for automatic transmission and constant-speed driving, FIG. 12 is a lock-up map for automatic transmission and constant-speed driving, and FIG. 13 is a conventional automatic transmission control device. This is the transmission map. In the figure, CPU: microcomputer, SPS: shift position switch, SS: throttle opening sensor, BS brake switch, PK: parking brake switch, SP: set switch, R8: resume switch, ADS: constant speed main switch, SLl, SL2: Shift solenoid, SL3: Lock-up solenoid, Rv: Release valve, C■: Control valve, ■P: Vacuum pump. In addition, in the figures, the same reference numerals and the same symbols indicate the same or equivalent parts.

Claims (6)

[Claims] (1) automatic shift control means for controlling the automatic transmission to change gears according to vehicle speed or rotational speed output and engine load or throttle opening by correcting the gear position according to vehicle speed deviation; A speed control device comprising a constant speed running control means for controlling to maintain a set vehicle speed, the speed control device comprising: a memory map storing a shift line for controlling only the automatic shift control means; 1. A speed control device comprising a memory map storing a shift line for controlling speed control means at the same time. (2) The memory map storing the shift line for simultaneously controlling the automatic shift control means and the constant speed running control means is characterized in that a hysteresis width is set wider than that for the shift line for controlling only the automatic shift control means. A speed control device according to claim 1. (3) The memory map storing the shift line that simultaneously controls the automatic shift control means and the constant speed cruise control means is characterized in that the downshift speed is set higher than the shift line that controls only the automatic shift control means. A speed control device according to claim 1. (4) The memory map storing the shift line that simultaneously controls the automatic shift control means and the constant speed cruise control means is characterized in that the downshift speed is set higher than the shift line that controls only the automatic shift control means. A speed control device according to claim 1. (5) The memory map that stores the shift line that simultaneously controls the automatic shift control means and the constant speed cruise control means sets upshift and downshift speeds higher than the shift line that controls only the automatic shift control means. A speed control device according to claim 1, characterized in that: (6) Automatic shift control means that controls the automatic transmission to change gears according to the vehicle speed or rotational speed output, engine load, or throttle opening by correcting it based on the vehicle speed deviation, converts the vehicle speed deviation into the throttle opening. The speed control device according to any one of claims 1 to 5, characterized in that the speed control device is configured to perform the following steps.