JPS63247128A - Constant speed running control device - Google Patents

Abstract

PURPOSE:To obtain a high responsiveness by providing such an arrangement that the rotational position of a throttle valve pulley having been rotated by a predetermined rotating angle may be held by the engagement of an electromagnetic clutch when judgment is made so that constant speed control comes into effect in accordance with the result of detection of release of an accelerator pedal from its depressed condition. CONSTITUTION:During constant speed running control, a CPU energizes a relay RY1 or RY2 so as to normally or reversely rotate a d.c. motor A1 in accordance with a deviation between a stored vehicle speed and an actual vehicle speed. Accordingly, the opening degree of a throttle valve SV is adjusted. In this condition, after an accelerator switch SW6 detects the depression of an accelerator pedal AP or a release from the constant speed running control, when the depression of the accelerator pedal AP is released, the motor A1 is operated to rotate an accelerator pulley D in accordance with the amount of depression of the accelerator pedal so as to rotate a throttle valve pulley C, and when constant speed running control comes into effect, an electromagnetic clutch B is engaged to hold the rotation condition of the pulley and to transmit the same to a worm gear A3.

Description

[Detailed Description of the Invention] [Field of Industrial Application] The present invention relates to a constant speed traveling device for a vehicle, and in particular,
The present invention relates to a constant speed traveling device for a vehicle that has an accelerator pedal control system and an actuator control system that transmit the amount of depression from the accelerator pedal to the throttle valve and the amount of displacement from the actuator to the throttle valve.

[Prior Art] As a technology for a constant speed traveling device having an accelerator pedal control system and an actuator control system that transmit the amount of depression from the accelerator pedal to the throttle valve and the amount of displacement from the actuator to the throttle valve, Kaisho 5
Publication No. 8-143142, Publication of Utility Model Publication No. 55-22974, Publication of Japanese Utility Model Publication No. 87725-1987, Publication of Japanese Utility Model Publication No. 1987-87725, Publication of Utility Model Publication No. 1987-13
There is a technique described in Publication No. 5732 and the like. Here, the conventional technology will be explained using one of the technologies disclosed in the above-mentioned publication.

FIG. 6 is an explanatory diagram showing the configuration of a constant speed traveling device having an accelerator pedal control system and an actuator control system, as described in the above-mentioned Japanese Patent Laid-Open No. 58-143142.

When the accelerator pedal is depressed, the cable 1 is pulled in the direction of arrow A, and the drive member 2 is rotated in the direction of arrow B. When the driving member 2 rotates, the driven member 3 is released from the engaging protrusion 2a.
The rotational force is transmitted to the engaging protrusion 3a of the driven member 3.
rotates as shown by arrow C. This rotation causes the cable 4
is pulled in the direction of the arrow, and a throttle valve, which is a controlled element, is opened via an arm (not shown) connected to the cable 4. At this time, the other drive members 5 remain held at the reference position and are not affected in any way.

Further, when the actuator of the constant speed cruise control device is displaced, the cable 6 is pulled as shown by arrow E, and the drive member 5 is rotated as shown by arrow F. When the drive member 5 rotates, the rotational force is transmitted from the engagement protrusion 5a to the engagement protrusion 3b of the driven member 3, and the driven member 3 rotates as indicated by arrow C. This rotation causes the cable 4 to be pulled in the direction of the arrow, and the throttle valve, which is a controlled element, is opened via an arm (not shown) connected to the cable 4.

At this time, the drive member 2 remains held at the reference position and is not affected in any way.

In this manner, the conventional constant speed traveling system receives input from the clutch pedal and the actuator of the constant speed traveling system, and obtains a throttle valve control output through the accelerator pedal control system and the actuator control system.

[Problems to be Solved by the Invention] However, in the conventional constant speed traveling device having an accelerator pedal control system and an actuator control system, each cable 1,
By inserting the terminal members 1a, 4a, 6a at the ends of 4.6 into the locking holes 2b, 3c, 5b of each drive member 2, 3.5, the locking state is uniquely determined. Therefore, if there were variations in the length of each cable 1.4.6, there was a problem that it would directly affect the control of the throttle valve.

In particular, when the accelerator pedal is depressed, the cable 1 is pulled as shown by arrow A, the driving member 2 is rotated as shown by arrow B, and the driven member 3 is rotated to a predetermined angle as shown by arrow C.
Assume that constant speed running control is entered while the vehicle is being operated with the throttle valve at a predetermined opening. At this time, the actuator of the constant speed traveling device is displaced, the cable 6 is pulled as shown by arrow E, and the drive member 5 is rotated as shown by arrow F.
An attempt is made to maintain the throttle valve at a predetermined opening state under constant speed driving control. However, if there is a difference in length between cable 1 and cable 4 and cable 6 and cable 4, this difference appears as a response delay.

Similarly, as shown in the timing chart of Fig. 7, when the driver presses the accelerator pedal while driving and operates the switch to enter constant speed driving control, and releases the accelerator pedal, the accelerator pedal The accelerator pedal control system, which transmits the amount of depression to the throttle valve, quickly returns to its initial state, and the actuator control system, which transmits the amount of displacement from the actuator to the throttle valve, controls the throttle when constant speed driving control is entered. The valve is retracted to a predetermined opening state. However, since there is a time lag during this time, there is a problem in that the vehicle speed drops below a predetermined speed.

Therefore, the present invention has been made to solve the above problems, and an object thereof is to provide a constant speed traveling device that can improve responsiveness without being affected by cable length or rattling of component parts. There are -〇- things that I do.

[Means for Solving the Problems] In the constant speed traveling device according to the present invention, the electromagnetic clutch is integrally attached to the output side of the electromagnetic clutch formed coaxially with the worm gear,
A throttle valve pulley whose rotation adjusts the opening degree of the throttle valve, and an accelerator pulley which is disposed coaxially with the output shaft of the electromagnetic clutch and is linked to an accelerator pedal which rotates the throttle valve pulley. The switching is performed by determining whether the accelerator pedal is depressed by the accelerator depression detection means.

[Function] In the present invention, when the constant speed driving control is canceled, the throttle valve pulley coaxially disposed on the exit axis of the electromagnetic clutch is rotated by the accelerator pulley connected to the accelerator pedal, The throttle valve opening degree is adjusted by rotating the throttle valve pulley. In addition, during constant speed running control, the throttle is controlled by a worm and a worm gear that transmit the rotation of the motor of the drive source, and a throttle valve pulley that is integrally attached to the output side of an electromagnetic clutch that is formed coaxially with the worm gear. Adjust the valve opening.

When entering constant speed driving control after canceling constant speed driving control, the accelerator pedal depression detection means detects the release of the accelerator pedal, and the throttle valve, which has been rotated by a predetermined rotation angle by the accelerator pulley, The rotating position of the pulley is directly maintained by closing an electromagnetic clutch formed coaxially with the worm gear. Also,
To cancel constant speed driving control from constant speed driving control, by releasing the electromagnetic clutch formed coaxially with the worm gear, the opening of the throttle valve is controlled by the rotation of the accelerator pulley connected to the accelerator pedal. This is done by returning it to its original position.

[Example] Hereinafter, a constant speed traveling device according to an example of the present invention 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 the figure, the electronic control device CPtJ is composed of a single-chip microcomputer, etc., and constitutes electronic control means. Fuse F1 is installed in the electronic control unit CPLJ.
Electric power is supplied from the vehicle power source E via the ignition switch Is and the power switch SWO of the constant speed running device, and the brake switch SW1 detects depression of the brake pedal (not shown), and detects the vehicle speed signal. A reed switch SW2, a clutch switch SW3 that detects depression of a clutch pedal (not shown), a set switch SW4, a resume switch SW5, and an accelerator switch SW6 that detects depression of an accelerator pedal AP.
Each signal output is input.

The brake switch SW1, which opens and closes in conjunction with the brake pedal of the vehicle, is supplied with power from a vehicle power source E via a fuse F. A stop lamp L is connected to the brake switch SWI, and the stop lamp L lights up when the brake switch SWI is turned on.

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.

That is, the permanent magnet P connected to the speedometer cable
M and reed switch SW2 constitute a vehicle speed sensor υ, which detects the actual vehicle speed.

Further, the clutch switch SW3 is opened and closed in conjunction with the clutch pedal of the vehicle. Set switch SW4
The resume switch SW5 is a push button switch, and is located at a position that is easy for the driver to operate.

By pressing the set switch SW4, the vehicle speed is memorized and constant speed driving control is started, and the brake switch SW1 is pressed.
Constant speed driving is canceled by this action, but the memorized vehicle speed remains. When the resume switch SW5 is pressed, constant speed driving control is started again at the memorized vehicle speed before constant speed driving was canceled.

Here, the resume switch SW5 is for restarting the once-released constant speed driving control again at the stored controlled vehicle speed, and the clutch switch SW3 and the brake switch SWI are release switches for canceling the constant speed driving control. It is a means.

And the accelerator switch SW6 is the accelerator pedal AP
This is used to temporarily accelerate for overtaking, etc., and interrupt constant speed driving control only at this time.

The output of the electronic control unit CPLI is input to the relay RY1 that rotates the DC motor A1 in the forward direction, and the other output is input to the relay R that rotates the DC motor A1 in the reverse direction.
It is input to Y2. And the other output is electromagnetic clutch B
The electromagnetic coil B1 constituting the motor is manually powered.

The rotational output of the DC motor A1 is decelerated by a worm A2 and a worm gear A3 of a drive source A, and is output via an electromagnetic clutch B to a throttle valve pulley C integrally fixed to a clutch output shaft B3. The drive source A is composed of a DC motor A1, a worm A2, a worm gear A3, etc., and the electromagnetic clutch B is composed of an electromagnetic coil B.
1, a clutch plate B2, a clutch output shaft 83, etc. When the throttle valve pulley C rotates, the axis of the throttle valve SV is rotated by the cable C1, and the throttle valve SV disposed in the intake pipe of the vehicle internal combustion engine is rotated.
Control opening and closing.

Further, an accelerator pulley is disposed coaxially with the clutch output shaft B3 and is rotatable with the clutch output shaft B3, and inputs the amount of depression of the accelerator pedal AP via a cable D1. According to the amount of depression of the accelerator pedal AP, the accelerator pulley rotates against the elastic force of the spring D2. Although the accelerator pulley can rotate freely relative to the clutch output shaft B3, the protrusion D3 of the accelerator pulley comes into contact with the protrusion C2 of the throttle valve pulley C, resulting in a specific force of the accelerator pulley. ]- direction is transmitted to the throttle valve pulley C via the protrusion D3 and the protrusion C2 that are in contact with each other.

A variable resistor VR1 is connected to the shaft of the throttle valve SV.
The rotating shaft is connected. Resistor R1, variable resistor ■
Variable resistor VRI consisting of a series circuit of R1 and resistor R2
The shaft of the variable resistor VRI is connected to the shaft of the throttle valve SV, and the detection output of the variable resistor VR1 is obtained in response to the opening degree of the throttle valve SV. This constitutes a throttle sensor.

Resistor R1 and variable resistor VR1 of the throttle sensor
, the detection output of variable resistor VRI consisting of a series circuit of resistor R2 is at a predetermined threshold value TH obtained by variable resistor VR2.
It is input to the comparator COMP which is compared with. The output of the comparator COMP is input to the electronic control unit CPU, and the closed state of the throttle valve SV can be determined based on the output of the comparator COMP.

Next, the actuator control system and the accelerator pedal control system will be described in detail using FIGS. 2 and 3.

Fig. 2 is an explanatory diagram of the actuator control system with a cross section of the drive source and the electromagnetic clutch showing the released state of the electromagnetic clutch used in the embodiment of the present invention, and Fig. 3 is an explanatory diagram of the actuator control system showing the engaged state of the electromagnetic clutch. It is an explanatory view of an accelerator pedal control system by a cross section.

In the figure, the rotational output of a DC motor A1 is transmitted to a worm A2 that is integrated with the shaft of the DC motor A1.
is decelerated by meshing with the worm gear A3. An electromagnetic coil B1 constituting an electromagnetic clutch B is disposed on a concentric circle of the worm gear A3. That is, the worm gear A3 is formed on the outer circumference, and the electromagnetic coil B1 is arranged on the inner circumference. Further, a worm gear A3 and a shaft A4 of the electromagnetic coil B1 are arranged in the center of the electromagnetic coil B1, one end of the shaft A4 is supported by a bearing H1 fixed to the housing H, and the other end is supported by a bearing H1 fixed to the housing H. A suction plate B9 constituting the electromagnetic clutch B is formed with a larger diameter.

An anti-slip recess B9a is formed on the outer surface of the suction plate B9 to prevent slippage.

Therefore, these worm gear A3, electromagnetic coil B1
, the shaft A4 rotates together with the rotation of the t-m gear A3. The rotating electromagnetic coil B1 is a brush B
6 and B7 are electrically connected to slip rings B4 and B5 fixed to the inner surface of the housing H.

A clutch plate B2 constituting an electromagnetic clutch B is arranged opposite to the suction plate B9 at one end of the shirts 1 to A4, and the clutch plate B2 is disposed at an end of the clutch output shaft B3. The ends of the clutch plate B2 and the clutch output shaft B3 are arranged in parallel with the clutch plate 82 by increasing the diameter of the clutch output shaft B3, and the protrusion 32a of the clutch plate B2 is inserted into the hole at the end of the clutch output shaft B3. A spring B8 is interposed between the protrusion B2a and the protrusion B2a to provide elasticity in the axial direction and to restrict movement in the radial direction.

Further, on the suction plate B9 side of the clutch plate B2, there is provided an anti-slip protrusion B2b that engages with the anti-slip recess B9a to prevent slipping. This clutch output shaft B3 protrudes from the housing H, and
It is pivotally supported by a bearing H2 at the penetrating part.

In the electromagnetic clutch B configured in this way, when the electromagnetic coil B1 is energized from the slip rings B4 and B5 via the brushes B6 and B7, the electromagnetic coil B1 is connected to the shaft A4.
Excite. When shaft A4 is excited, adsorption plate B9
A magnetic field is generated near the. As a result, as shown in FIG. 3, the clutch plate B2 facing the suction plate B9 is attracted against the elastic force of the spring B8, and the two are maintained in a contact state. At this time, the anti-slip recess B9a formed on the suction plate B9 engages with the anti-slip protrusion B2b provided on the clutch plate B2, and their rotational directions are mutually restricted, thereby controlling the rotational position of the clutch output shaft B3. Worm gear A
3.

Furthermore, when the electromagnetic coil B1 is de-energized, the excitation of the shirt shirt A4 is released, and there is no magnetic field near the adsorption plate B9, and the elastic force of the spring B8 pulls the clutch plate B2 back toward the clutch output shaft B3, and the second As shown in the figure, the two are maintained in a non-contact state. At this time, the anti-slip recess 39a formed on the suction plate B9 is disengaged from the anti-slip protrusion B2b provided on the clutch plate B2, and their rotational directions are no longer restricted.

A throttle valve pulley C formed in a substantially fan shape is fixed to a clutch output shaft B3 protruding from the housing H. The circumference of the throttle valve pulley C is 1. The end of the cable C1 is attached to a pulley C for a throttle valve so that the cable C1 for controlling opening and closing of a throttle valve SV disposed in an intake pipe of a vehicle internal combustion engine can be wound around the cable C1.

The throttle valve pulley C is provided with a protrusion C2 that comes into contact with a protrusion D3 of the accelerator pulley and receives rotational force.

Therefore, when the throttle valve pulley C rotates, it changes the winding state of the cable C1, rotates the shaft of the throttle valve SV, and controls the opening and closing of the throttle valve SV.

Furthermore, a substantially fan-shaped accelerator pulley that is rotatable independently is fitted to the clutch output shaft B3 protruding from the housing H. The end of the cable D1 is attached to the accelerator pulley so that the cable D1 connected to the accelerator pedal AP can be wound around the accelerator pulley.

A spring D2 for setting the initial position of the accelerator pulley is attached to the accelerator pulley.

Further, the accelerator pulley is provided with a protrusion D3 that comes into contact with the protrusion C2 of the throttle valve pulley C to apply a rotational force when the accelerator pulley rotates in a predetermined direction.

Therefore, the accelerator pulley rotates against the elastic force of the spring D2 in response to the depression of the accelerator pedal AP, and the amount of depression of the accelerator pedal AP is caused to rotate through the cable D1. Can be done. Although the accelerator pulley rotates freely relative to the clutch output shaft B3, the accelerator pulley rotates in the direction of movement of the cable D1 when the accelerator pedal AP is depressed. The projection D3 contacts the projection C2 of the throttle valve pulley C, and the transmission is transmitted to the throttle valve pulley C.

The constant speed traveling device configured as described above can be controlled as shown in the flowchart of FIG. 4.

When the ``constant speed driving routine'' is selected to enter constant speed driving control while the vehicle is running, the electromagnetic clutch B is connected in step S1, and the ``constant speed driving control subroutine'' is executed in step S2. In other words, "constant speed driving control subroutine"
Then, the stored vehicle speed and the current vehicle speed are compared in the electronic control unit CPU, and a signal is output to excite relay RY1 or relay RY2 to rotate DC motor A1 forward or reverse so that the vehicle speed deviation is eliminated. For example, when acceleration is required, relay RY1 is energized, and the accelerator pedal control system rotates DC motor A1 in the forward direction to widen the opening degree of throttle valve SV. Conversely, when deceleration is required, relay RY2 is energized, DC motor A1 is reversed, and the opening degree of throttle valve SV is narrowed. This operation is known. In step S3, the depression of the accelerator pedal AP is always determined, and unless the depression of the accelerator pedal AP is detected by the accelerator switch SW6, the "constant speed running control subroutine" of step S2 is continued.

When depression of the accelerator pedal AP by the accelerator switch SW6 is detected in step S3, the electromagnetic clutch B is released in step S4, and at the same time, the DC motor A1 is turned off in step S5. Then, until the release of the depression of the accelerator pedal AP by the accelerator switch SW6 is detected in step S6, step S4 and step S
5, the electromagnetic clutch B is released and the DC motor A1 continues to be turned off. When release of depression of the accelerator pedal AP by the accelerator switch SW6 is detected in step S6,
At the same time as the electromagnetic clutch B is connected in step S7, the DC motor A1 is turned on in step S8, and the DC motor A1 is turned on in step S2.
``Constant speed driving control routine'' will continue to be processed.

In this way, before entering constant speed driving control, the accelerator pulley rotates according to the amount of depression of the accelerator pedal AP.
Rotate the throttle valve pulley C. When the throttle valve pulley C rotates, the winding state and state of the cable C1 is changed to control the opening and closing of the throttle valve SV. When constant speed driving control is entered under this condition, the electromagnetic clutch B is connected immediately before executing the "constant speed driving control subroutine" to transmit and maintain the rotational state of the throttle valve pulley C to the worm gear A3. Therefore, as shown in the timing chart in Fig. 5, when entering constant speed driving control (the position of the throttle valve pulley C that had been rotating until then is maintained, the actuator is not activated from the accelerator pedal control system). When switching to the control system, errors in the length of the cable C1, rattling of the throttle valve pulley C, etc. do not become sources of error.

In addition, when it is necessary to accelerate during constant speed driving control, such as when overtaking, the decision to increase speed is made by determining whether the accelerator pedal 20-AP is depressed, and the electromagnetic clutch B is released and the DC motor A1 is turned off. Then, the accelerator pulley rotates according to the amount of depression of the accelerator pedal AP, and the throttle valve pulley C is rotated, so that opening and closing of the throttle valve SV can be controlled by the amount of depression of the accelerator pedal AP.

As described above, the constant speed traveling device of this embodiment controls the opening and closing of the throttle valve SV of the vehicle internal combustion engine according to the vehicle speed deviation, and performs constant speed traveling control to maintain a predetermined vehicle speed. In the traveling device, an accelerator depression detection means consisting of an accelerator switch SW6 that detects depression of an accelerator pedal AP, a worm A2 that transmits rotation of a DC motor A1 of a drive source A, a worm gear A3 that meshes with the worm A2, and a worm gear A3 that meshes with the worm A2. An electromagnetic clutch B is formed coaxially with the worm gear A3 and is controlled by the output of the accelerator depression detection means, and is integrally attached to the clutch output shaft B3 of the electromagnetic clutch B, and its rotation causes the throttle valve S to be controlled by the electromagnetic clutch B.
a throttle valve pulley C that adjusts the opening degree of V; and an accelerator pedal AP that is disposed coaxially with the electromagnetic clutch B and the latch output shaft B3 and rotates the throttle valve pulley C by rotation in a specific direction. and an accelerator pulley connected to it.

Therefore, when constant speed driving control is released, the throttle valve pulley coaxially disposed on the clutch output shaft B3 of the electromagnetic clutch B is activated by the accelerator pulley connected to the accelerator pedal AP constituting the accelerator pedal control system. By rotating C and rotating the throttle valve pulley C, the opening degree of the throttle valve SV can be adjusted. In addition, during constant speed running control, the worm A2 and worm gear A3 that transmit the rotation of the DC motor A1 of the drive source that constitutes the actuator control system, and the clutch output shaft B3 formed coaxially with the worm gear A3 are integrated. The opening degree of the throttle valve SV can be adjusted by the attached throttle valve pulley C.

In addition, when entering constant speed driving control, that is, when switching from the accelerator pedal control system to the actuator control system, the accelerator depression detection means consisting of the accelerator switch SW& detects the release of the accelerator pedal AP, and the accelerator pulley The rotational position of the throttle valve pulley C, which has been rotated by a predetermined rotational angle, can be maintained directly by closing the electromagnetic clutch B formed coaxially with the worm gear A3. And responsiveness can be increased without being affected by rattling of the component parts. In the actuator control system, the rotational output of the DC motor A1 is controlled by the worm A2 and the worm gear A.
3, and can be output via an electromagnetic clutch B to a throttle valve pulley C integrally fixed to the clutch output shaft B3. The accelerator pedal control system transmits the depression of the accelerator pedal AP to the accelerator pulley and outputs it from the accelerator pulley to the throttle valve pulley C, and also warms the electromagnetic coil B1 that constitutes the electromagnetic clutch B. Since it is integrally formed inside the gear A2, it can be made smaller in size compared to the structure shown in the conventional example.

By the way, the accelerator depression detection means for detecting the depression of the accelerator pedal in the above embodiment uses an accelerator switch, but when implementing the present invention, it is not limited to the above-mentioned accelerator switch, and a variable resistor can be used. Any means that responds to the depression of the accelerator pedal, such as a code board, may be used. However, if the depression of the accelerator pedal in the above embodiment is detected by the accelerator switch, the accelerator depression detection means can be constructed relatively easily and inexpensively.

In addition, the worm that transmits the rotation of the motor of the drive source in the above embodiment and the T-gear that meshes with the worm are designed not to transmit the rotational force on the worm gear side to the motor at the same time as deceleration. A gear configuration with a large reduction ratio can also be used.

The electromagnetic clutch formed coaxially with the worm gear of the above embodiment and controlled by the output of the accelerator pedal depression detection means has an electromagnetic coil constituting the electromagnetic clutch built into the worm gear. When implementing the invention, it can be arranged on the shaft of a worm gear. However, if the electromagnetic coil is built into the worm gear and integrated as in the above embodiment, the device itself can be made smaller. Moreover, the number of parts can also be reduced.

Further, the throttle valve pulley is integrally attached to the output shaft of the electromagnetic clutch of the above embodiment and adjusts the opening degree of the throttle valve by its rotation, and the throttle valve pulley is rotated by rotation in a specific direction. The accelerator pulley connected to the accelerator pedal to be moved is approximately fan-shaped, but the throttle valve pulley and the accelerator pulley in the case of carrying out the present invention are rod-shaped, since the change in both needs to be approximately linear. It is also possible to do this. In addition, the accelerator pulley is connected to the accelerator pedal, which rotates the throttle valve pulley in a specific direction.
In the embodiments described above, it is fitted coaxially with the throttle valve pulley, or it may be formed separately. However, if configured as in this embodiment, miniaturization is possible.

Furthermore, in the above embodiment, a variable resistor is used as the throttle sensor means for detecting the opening/closing state of the throttle valve, but when the present invention is carried out, the variable resistor is used to detect the closing of the throttle valve. It can be a limit switch. In this case, the comparator and the like used in the above embodiment can be omitted.

[Effects of the Invention] As described above, the constant speed traveling device of the present invention has an accelerator depression detection means that detects depression of the accelerator pedal, and a worm gear that transmits the rotation of the motor of the drive source. , an electromagnetic clutch that is controlled by the output of the accelerator depression detection means, a throttle valve pulley that is integrally attached to the output shaft of the electromagnetic clutch and that adjusts the opening degree of the throttle valve by rotation thereof, and the throttle valve pulley. The system is equipped with an accelerator pulley connected to an accelerator pedal that is rotated by rotation in a specific direction, and when entering constant speed driving control, the accelerator pedal depression detection means releases the accelerator pedal depression. It is possible to directly maintain the rotational position of the throttle valve pulley, which has been rotated by a predetermined rotational angle by the accelerator pulley, by closing the electromagnetic clutch formed coaxially with the worm gear. As a result, responsiveness can be increased without being affected by cable length or rattling of component parts.

[Brief explanation of drawings]

Fig. 1 is an overall configuration diagram of a constant speed traveling device according to an embodiment of the present invention, and Fig. 2 is a cross-sectional diagram of the drive source and the electromagnetic clutch showing the released state of the electromagnetic clutch used in the embodiment of the present invention. An explanatory diagram, FIG. 3 is an explanatory diagram of the accelerator pedal control system with a cross section of the drive source and the electromagnetic clutch showing the engaged state of the electromagnetic clutch, and FIG. 4 is a flowchart for controlling a constant speed traveling device according to an embodiment of the present invention. , FIG. 5 is a timing chart during constant speed traveling of a constant speed traveling device according to an embodiment of the present invention, and FIG. 6 is an explanatory diagram showing the configuration of a constant speed traveling device having a conventional throttle valve control system. FIG. 7 is a timing chart of a conventional constant speed traveling device during constant speed traveling. In the figure, A: Drive source, A1: DC motor, A2
: Worm, A3: Worm gear, B: Electromagnetic clutch, B3: Clutch output shaft, C: Throttle valve pulley, D: Accelerator pulley, AP=accelerator pedal, SW
6: accelerator switch, SV: throttle valve. In addition, in the figures, the same reference numerals and the same symbols indicate the same or equivalent parts.

Claims (3)

[Claims] (1) In a constant speed traveling device that controls opening and closing of a throttle valve of a vehicle internal combustion engine according to a vehicle speed deviation to maintain a set predetermined vehicle speed, an accelerator depression detection means for detecting depression of an accelerator pedal. a worm that transmits the rotation of the motor of the drive source; a worm gear meshing with the worm; an electromagnetic clutch formed coaxially with the worm gear and controlled by the output of the accelerator depression detection means; and the electromagnetic clutch. a throttle valve pulley which is integrally attached to the output side of the throttle valve and whose rotation adjusts the opening degree of the throttle valve; and an accelerator linked with an accelerator pedal which rotates the throttle valve pulley by its rotation in a specific direction. A constant speed traveling device characterized by comprising a pulley. (2) The constant speed traveling device according to claim 1, wherein the electromagnetic clutch formed coaxially with the worm gear is integrally formed inside the worm gear. (3) integrally attached to the output side of the electromagnetic clutch;
Claim 1, characterized in that the throttle valve pulley that adjusts the opening degree of the throttle valve by its rotation is formed integrally with the clutch output shaft of the electromagnetic clutch.
The constant speed traveling device described in section.