JPS6349536A - Speed control device - Google Patents

Abstract

PURPOSE:To improve responsiveness at the time of rapid acceleration by selectively controlling an automatic speed change control means and a constant speed traveling control means and, when an accelerator operation during the controlled condition of both control means is above a threshold value, controlling so as to return to the operation of only said automatic speed change control means. CONSTITUTION:The electronic control means of a speed control device has a microcomputer CPU, which has an automatic speed change control means for making a speed change control as a speed change stage corresponding to the output of a vehicle speed or engine speed and an engine load or throttle opening, and a constant speed traveling control means for controlling so that a defined set vehicle speed is maintained by controlling the throttle opening. In this case, the selective control between the automatic speed change control means and the constant speed traveling control means is made and, when both control means are in controlled conditions, an accelerator operation is detected. And, when the accelerator operation is above a defined threshold value, a control of returning to carried out. Thereby, the demand of acceleration can be rapidly coped with, improving the feeling of traveling.

Description

DETAILED DESCRIPTION OF THE INVENTION [Field of Industrial Application] The present invention relates to the art of automatic speed change control means such as an electronically controlled 2-wheel four-speed automatic transmission with overdrive, and the art of automatic speed change control means such as a constant speed running control f11 device etc. This relates to a speed control device for an automobile that has the function of a constant speed cruising control means, and in particular, the functions of an automatic transmission control device and a constant speed cruising control device, which were controlled independently, are controlled by a common control circuit. This article relates to a speed control device.

[Prior Art] For example, in the drive (D) range, the shift control of a vehicle equipped with a conventional automatic shift control device uses a shift map that stores a predetermined shift line based on the vehicle speed and throttle opening at that time; For example, the optimum gear position is selected and controlled in accordance with a shift map in which the shift lines shown in FIG. 15 are stored.

In addition, the lock-up function of an automatic transmission with a built-in torque converter with a lock-up clutch is limited to certain gears.
For example, in 3rd gear or overdrive (4th gear),
When the vehicle speed exceeds a certain level, the lock-up clutch is engaged and the output shaft of the automatic transmission is directly connected to the engine output shaft in a direct clutch state (hereinafter, this state is referred to as "lock-up"); at other times, The direct coupling clutch is released, that is, the lock-up is released, and the input shaft of the automatic transmission is connected to the engine output shaft.

In this way, by releasing the lockup and utilizing the functions of the automatic transmission, when the car starts, accelerates suddenly, changes gears, etc., the gears are changed according to the load, resulting in smooth starting and smooth This enables acceleration, smooth gear changes, etc., and makes it difficult for the engine to knock or stop. However, when the load is low and the engine speed is high, the lock-up clutch of the automatic transmission is locked up to prevent the automatic transmission from slipping, causing power loss and reducing 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 the set vehicle speed, and performs control according to the condition of the passage.

[Problems to be Solved by the Invention] However, in automobiles equipped with the above-mentioned conventional independent automatic transmission control device and constant speed driving device, even if the vehicle speed is maintained constant while driving 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 position of the automatic transmission may change.

For example, when traveling at a constant speed of 80 km/h on a road with ups and downs, the throttle opening degree 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 you use the shift map shown in Figure 15, you 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 technology that prevents shifting of gears by not having an automatic gear shift function while driving at a constant speed due to the constant speed driving function, prevents the shock caused by changing gears while driving at a constant speed. It is disclosed in Japanese Patent Application Laid-Open No. 60-237258.

In addition, a technology for shifting gears by releasing the lock-up clutch of an automatic transmission when shifting gears was developed in Japanese Patent Laid-Open No. 56
It is disclosed in Publication No. 39354@.

However, if the constant speed driving function is used to disable the automatic gear shifting function while driving at a constant speed, even if the driver depresses the accelerator pedal for reasons such as overtaking, the driver will not be kicked down and
I had to remove the constant speed driving function.

Therefore, the present invention has been made to solve the above-mentioned problems.When an acceleration request is made while driving using automatic shift control and constant speed driving control, the present invention changes gears in accordance with the situation and cancels the acceleration request. It is an object of the present invention to provide a speed control device that can perform automatic speed change control suitable for a constant speed driving situation and return to a constant speed driving control state again.

[Means for Solving the Problems] The speed control device of the present invention includes an automatic transmission control means for controlling an automatic transmission as a gear according to vehicle speed or rotational speed output, engine load or throttle opening, and a throttle opening. a constant-speed running control means that controls to maintain a predetermined set vehicle speed by controlling the speed of the vehicle; The electronic control means detects the accelerator operation at the time of the transmission, and when the accelerator operation exceeds a predetermined threshold value, the control is changed again to control only the automatic transmission control means.

[Function] The present invention includes an automatic transmission control means that controls the automatic transmission as a gear according to the vehicle speed or rotational speed output, engine load, or throttle opening, and maintains a predetermined set vehicle speed by controlling the throttle opening. and an electronic control means for controlling the automatic shift control means and the constant speed drive control means, and the electronic control means controls the automatic shift control means and the constant speed drive control means. The accelerator operation in this state is detected, and when the accelerator operation is equal to or higher than a predetermined threshold value, it is assumed that an acceleration is requested, and the control is changed again to the case where only the automatic shift control means is controlled I.

Embodiment FIG. 1 is a control circuit diagram configuring the electronic control means of a speed control WJ 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 denotes a DC power supply for use in the vehicle, and a constant voltage power supply circuit CON supplies power to the microcomputer CPtJ, 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 "HIF". Also, the speed sensor S
When the reed switch P1 is off, the transistor Q1 is turned off by the resistor R2, the terminal of the resistor R3 becomes ground potential, and the input port P1 of the microcomputer CPLI becomes ``L''. The reed switch of the speed sensor SP2 is connected to the base of the transistor Q2 via a resistor R5.
When the reed switch No. 2 is on, the transistor Q2 is on, and a voltage is applied to the terminal of the resistor R7, and the input port P2 of the microcomputer CPU becomes "H10." When the reed switch of the speed sensor SP2 is off, Transistor Q by resistor R4 and resistor R6
2 is turned off, the terminal of the resistor R7 becomes the ground potential, and the input port P2 of the microcomputer CPU becomes "L".

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 2 indicates that the shift lever is in the 1st gear range. The neutral range detection switch 5PS-N and the 2nd speed range detection switch 5 are detection switches that detect this.
PS-2 and 1st speed range detection switch 5PS-1 are connected to pull-down resistors R8, R9, and R10, respectively, and when the shift lever is not in the respective position, the buffer amplifier D
The outputs of R1, DR2, and DR3 become "L11," and the input ports of the microcomputer CPU are P3, R4, and R5.
becomes "LIT". 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 3rd speed range detection switch 5PS-3 are turned on, the battery power supply BE
becomes the input to the buffer 7 amplifiers DRI, DR2, and DR3, and its output becomes xi Hto, which is input to the input port P3 of the microcomputer CPU. P4. P5 becomes °゛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 running control mode at A4:iL@. At position P, the battery BE becomes the input of the buffer 7 amplifier DR4 via the resistor R11, and its output becomes "Hre", which is input to the microcomputer CPU.
The input port P6 becomes Hu. Battery BE at P position
becomes the input of the buffer 7 amplifier DR5 via the resistor R12, and its output becomes "H", and the microcomputer C
The input port P7 of PU becomes "HII". In the P position and A position where the mode switch MS is not in the stopped state, it becomes the input of the buffer amplifier DR4 or DR5 by the pull-down resistor R13 or pull-down resistor R14, and its output becomes "L". , the input port P6 or R7 of the microcomputer CPtJ becomes 44 L T#.

The throttle opening sensor SS detects the amount of depression of the accelerator pedal or the throttle opening, and in this embodiment,
The throttle opening is determined by the 3-bit contacts Ll and L2 on the code board.
．． 'H (high level)'', 'L (low level) of L3
'' outputs the throttle opening in 7 stages from O to 7 as a signal. Contact JDL supplies a signal to detect that the foot is off the throttle. That is, the 3-bit contact Ll on the code board , L2.L3 are in the on state, they become inputs to buffer amplifiers DR6, DR7, DR8 via series resistors R15, RIB, R17, and their output becomes "Lre", which is input to the input ports Pa, R9, PIO of the microcomputer CPU. becomes 4(L').

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 7 amplifiers DR6, DR7, and DR8 are connected to H7 via series resistors R15, R16, and R17.
9, the input port P of the microcomputer CPU
8, R9, and PIO become H91.

When the common contact IDL 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 "HII". Also, when the common contact IDL is turned off, transistor Q3 is turned off by resistor R22, and the terminal of resistor R23 is turned off. becomes the ground potential, and the input port pH of the microcomputer CPU becomes "LILP".

The voltage of the battery BE is connected to the fuse F at the input port P12.
It is applied via U, and resistor R24 and resistor R25.
As a result, the transistor Q4 is turned on, and the input port P12 of the microcomputer CPU is set 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 connected to the H91.
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 83 is turned on, the voltage of the battery BE is turned on by the resistor R27 and the resistor R2B, and the transistor Q5 is turned on.
Set input port P13 of microcomputer CPU to L.
Let it be u. 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 11 HO.

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".
In addition, when the parking switch PK is turned off, the transistor Q6 is turned off, and the input port P14 of the microcomputer CPU is turned off by the resistor R33.
becomes.

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 R3B, 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 control the constant speed traveling again at the set speed after the constant speed traveling control means has set the set speed to a predetermined speed and after the constant speed traveling has been stopped, the resume switch R3 When turned on, the vehicle enters constant speed driving control again. 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 " becomes H″.

Also, when the resume switch R3 is off, the resistor R3
8, the transistor Q8 is turned off, the terminal of the resistor R39 becomes the ground potential, and the microcomputer CPL
The input port P1B of J becomes "LI+".

The vacuum switch VS is necessary because it detects the pressure state of a surge tank that accumulates negative pressure that controls the constant speed traveling control means, and operates when the pressure decreases. That is, the negative pressure in the surge tank controlled by a release valve RV and a control valve CV, which will be described later, is supplied by a vacuum pump VP driven by a vacuum pump motor M, and the supply pressure is detected by a vacuum switch S. be done. 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, a voltage is applied to the terminal of the resistor R42, and the input port P17 of the microcomputer CPU is "H99". becomes.

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 of is "11%".

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 OFF. When the constant speed running main switch ADS is on the contact ON side, the base current of the transistor Q10 flows through the diode D7 and the resistor R43, turning on the transistor Q10 and applying voltage to the terminal of the resistor R45, which inputs the microcomputer CPU. Port Pi8
becomes “Top 1 Pa”.

In addition, when the constant speed running main switch ADS is on the contact OFF side, the transistor QIO is turned off by the resistor R44, and the terminal of the resistor R45 becomes the ground potential, and the input port P18 of the microcomputer CPU becomes "L IF".
becomes.

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

Shift solenoid SL1 and shift solenoid SL2 are actuators that determine the gear stage of the automatic transmission, and the shift solenoid SL1 and 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.

When the output ports P21 and P22 of the microcomputer CPU are "LD" and "H1%," the outputs of the buffer amplifiers DR11 and R12 are "L" and "H1%."
H99, transistor Q21 turns on, resistor R51, transistor Q21, shift solenoid SL1
is in the excited state. Furthermore, when the output port P21 and the output port P22 are "HD" and "L", the outputs of the buffer amplifiers DR11 and DR12 are "H" and "L".
Therefore, the transistor Q21 is turned off and the shift solenoid SLI is de-energized.

Similarly, the output of the microcomputer CPU 1-
When P23 and output port P24 are "L P?" and "H", shift solenoid SL2 is energized, and output port P23 and output port P24 are "HII" and "L".
At 91, shift solenoid SL2 is de-energized. Also, the output port P of the microcomputer CPU
25 and output port P26 are "L ILI" and "H", the lock-up solenoid SL3 is energized,
Output port P25 and output port P2B are “H” and “
When the voltage is L'', the lock-up solenoid SL3 is de-energized.The resistor R52, the transistor Q22,
Resistor R53 and transistor Q23 constitute a switching circuit, and diode [')11. D12. D13
is passed through the flywheel diode. Further, the buffer 7 amplifiers DR11 to DR20 function as a drive circuit.

The release valve RV and control valve C■ determine the opening degree of the throttle valve to be opened or closed by a negative pressure actuator.During constant speed driving control, the set vehicle speed and the vehicle speed at that time are compared and the difference is made equal. 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 the path when it 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 “H11” and output port P29 are “L In”,
1 to transistor Q24 and transistor 02B are turned on, and the solenoid of release valve RV is energized. Output port P27 is "'L" and output port P2
9 becomes "H", transistor Q24 and transistor Q26 are turned off, and the solenoid of release valve RV becomes de-energized. Output port P28 of microcomputer CPU becomes "H99" and output port P29 becomes "L".
pp, transistor Q25 and transistor Q
26 is turned on, and the solenoid of the control valve Cv is energized. When output port P28 is “L” and output port P29 is “H11”, transistor Q25
Then, transistor Q2B is turned off, and the solenoid of control valve RV is de-energized.

Hey, release valve RV and control valve CV
The negative pressure in the surge tank controlled by is supplied by a vacuum pump, and the vacuum pump VP is driven by a vacuum pump motor M. In the vacuum pump motor M, when the output port P30 of the microcomputer CPU is 11 L IT, the output of the buffer amplifier DR20 becomes "L II", the transistor Q27 is turned on, and the motor M is in the driving state. When in H-pa, buffer 7 amplifier DR2
The output of 0 becomes "H11", and the transistor Q27 is turned off to be in a stopped state.

The control circuit of the speed control device 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 boat is read. Then, it determines whether the current control state is constant speed driving control during automatic speed change control (automatic speed constant speed driving control), and executes a routine that determines the conditions for entering automatic speed change constant speed driving control. do.

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, set the ECT-A/D (automatic shift constant speed running control a> flag) for performing constant speed running control during automatic shift control in step G6. Cancel constant speed running control in step G7. It is determined whether the constant speed driving cancel flag is set, and when the constant speed driving cancel flag is lowered (“L”) in step G7, this judgment routine is exited.
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 ECT-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, the ECT-A/D flag is checked to select a speed change map for automatic speed constant speed traveling control and automatic speed change control. 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. And step G
In step G23, the gear position and lock-up clutch status corresponding to the current vehicle speed are searched from the automatic transmission shift map and automatic transmission lockup map, and in step G24, the automatic transmission shift map and automatic transmission lockup map are searched. From the up map data, it is determined whether the gear position and lock-up clutch state are appropriate according to the current vehicle speed.

When the ECT-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 predetermined variable of the throttle opening sensor SS is detected in step G'14, step G1
4 to step G15, and an accelerator operation flag is set. Furthermore, since a relatively long timer is used during automatic shift-constant speed driving control in step G16, the upshift prohibition timer TimI, which has been set for a longer period of time, 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, 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 lockup map, and in step G24, the automatic transmission shift map and the automatic transmission lockup map are searched. Based on the shift lockup map data, it is determined whether the gear position and lockup clutch state are appropriate according to the current vehicle speed.

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 automatic shift map for constant speed travel used during the automatic shift constant speed travel control shown in the figure is selected as the lockup map for automatic shift constant speed travel used during the automatic speed change constant speed travel control shown in FIG. Then, in step G23, from the automatic gear shift map for constant speed running and the lockup map for automatic gear constant speed drive,
The gear position and lock-up clutch state corresponding to the current vehicle speed are searched, and in step G24, the current vehicle speed is determined from the data of the automatic shift constant speed driving shift map and the automatic shift constant speed driving lock-up map that have been searched. Determine whether the gear position and lock-up clutch state are appropriate depending on the situation. Note that this routine also performs the processing of the routine from step G19 to step G24 even if the accelerator operation is detected in step G13 and the detected 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 G24 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. When the vehicle speed deviation 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 to be used during automatic speed changing constant speed driving control is selected in step G20. Select the lock-up map for 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 is under constant speed driving control, and when the constant speed driving control is being performed, it is determined in step G31 whether the vehicle speed deviation is greater than or equal to a predetermined threshold.When the vehicle speed deviation is greater than or equal to the predetermined threshold, automatic The transmission's torque converter function releases lockup to obtain torque. That is,
During constant speed running 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[ that prohibits lock-up is set to 5 seconds and started.

Further, when it is determined in step G30 that the vehicle speed is under constant speed driving control, 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 obtain the timing for gear shifting.

If it is determined in step G36 that a shift is necessary as a result of the processing in steps G23 and G24, then in step G3B the gear position to be shifted is changed from CERRA 1 to CEL. Is the ECT-A/D flag set in step G39?
In other words, whether automatic shift constant speed driving control is in progress or ECT-A/
The state of the D flag is determined, and if 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 the time up of the upshift delay timer T 1ml is determined in step G41. to decide. If the upshift delay timer Tim■ has timed up and it is determined in step G42 that the full shift timer lower 1 to T5 or the shift timer T1 is not operating at its initial value, then in step G43 the shift timer T1 to Start T5. Also, step G3
As a result of the processing in step G23 and step G24 in step 6,
If it is determined that there is no need to shift, an upshift delay flag that delays the upshift operation for a certain period of time is lowered after the upshift is determined in step G37. Then, in step G44, it is determined whether the set time limits of the shift timers lower 1 to T5 have timed up, and when the set time limits of the shift timers T1 to T5 have timed up, in step G45, it is determined whether the set time limits of the upshift prohibition timer TimI have timed up. , when the upshift prohibition timer Tim■ has exceeded the set time limit, it is further determined in step G46 whether an upshift is in progress, and when the upshift is in progress in step G46, the upshift prohibition flag is set to indicate that the upshift is prohibited in step G47. If the upshift prohibition flag is not set, the gear position and lock-up clutch status are output in step G48. Also, step G
If an upshift is not being performed at step G46, the gear position and the state of the lock-up clutch are output at step G48.

However, when it is determined in step G44 that the set time limit of the shift timer lower 1 to T5 has not elapsed, and when the set time limit of the upshift prohibition timer T1III■ has not elapsed in step G45, it is determined that an upshift is in progress in step G46, and the step G
When the upshift prohibition flag is set in step 47, 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 048 is executed.

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 is set and started in step G61. Lower the upshift delay flag in step G62,
The routine processing from step G41 to step G48 is performed.

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 TimIII is set to 5 seconds in step G53, and the upshift delay timer T1 is set in step G54.
Start m1ll.

Furthermore, in step G55, the current driving force TN is calculated, in step G56, the maximum driving force TN+1 after upshifting is calculated, and in step G57, the calculated current driving force T is calculated.
Compare N with the maximum driving force TN+1 after upshifting,
If TN<TN+1 is not satisfied, an upshift prohibition flag is set to prohibit upshifting in step G58.

When TN<TN+1, the upshift prohibition flag is lowered in step G59 to cancel the upshift prohibition. After the processing in step 058 or step G59, the routine processing from step G41 to step G48 is performed.

Note that the driving force is Driving force = engine torque x gear ratio x reduction ratio ×Power transmission efficiency X torque converter torque conversion ratio ×loss correction coefficient It is expressed as

Next, the throttle opening degree is controlled to reduce shift shock when a shift occurs rarely during constant speed driving 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, Further, in step G72, it is determined whether the gear is being changed. 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 issued. 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 value after the shift where the driving force after the shift is closest to the current driving force TN is determined 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 R3 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 at 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 the steps from step 096 to step G1
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 less than Q Km/h, a constant speed travel cancel flag is set in step G100, and after the constant speed travel Sera 1~ 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 91 and the set vehicle speed is set, the constant speed running set flag is set in step G92, and this is determined in step G4. However, 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-
The state of the A/D flag is judged, and when the ECT-A/D flag is set, the upshift timer for constant speed driving or the downshift timer for constant speed driving is selected, and in the case of upshifting, , determine whether the maximum driving force when upshifting is greater than or equal to the current driving force. Then, 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 4Q.
If it is determined that the speed is less than Km/h, a constant speed running cancel flag is set, and this is determined in step G7.When it is determined that the time-up of the speed change 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 G23 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 the automatic gear change constant speed running control is being executed, so it is determined whether the automatic gear change constant speed running control is being executed. When the ECT-A/D flag is not set, that is, when only automatic shift control is used, in step 14 the automatic shift map to be used only during automatic shift control is selected, and in step 15 the shift map for automatic shift is used only during automatic shift control. Select the lock-up map for automatic shifting to be used. In this way, you can specify the address of the memory map that stores the shift line that selects the automatic transmission with a built-in torque converter with lock-up clutch according to the rotational output and throttle opening only during normal automatic shift control. conduct. 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 shows the change in gear position when upshifting, and 4-3.3-2.2-1 shows the change in gear position when downshifting. Monodori, 2
0 tsuk (lock up on), 30 tsuk, 40 tsuk and 2 off (lock up off), 3 off.

4 OFF indicates the lock-up state (lock-up on) and lock-up release state (lock-up off) of each gear stage.

Then, as described above, in step G23 of the general flowchart, the gear position and lock-up clutch state corresponding to the current vehicle speed are searched from the automatic shift shift map and the automatic shift lock-up map, and in step G2
4, the gear stage and lock-up clutch state corresponding to the current vehicle speed are determined from the automatic transmission shift map and automatic transmission lock-up map searched above.

When the ECT-A/D flag is set in step 1 (Gll), an attempt is made to enter automatic shift constant speed driving control, and in step 2, it is determined whether the accelerator has been operated by the driver based on 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 relatively long timer is used during the automatic speed change constant speed driving control in step 6,
This time limit set upshift prohibition timer TimI
Clear. 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. That is, the routines of steps 2, 3, 5, and 6 mean that the driver performs a kickdown such as an acceleration request during automatic transmission constant speed driving control, so at this time, automatic transmission - without being drawn into constant speed driving control operation.
The control is limited to automatic gear shift control. Note that, in the following, the processing from step G23 onward is similarly 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 to be smaller than a predetermined threshold value by subtracting the constant speed setting speed from the current vehicle speed in step 7 to calculate the vehicle speed deviation. . If the result of subtracting the constant speed R2 constant 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,5KI[l/il. In step 10, the vehicle speed deviation is 0, 5, which is a predetermined threshold value.
m/h, step 11
to lower the accelerator operation flag. And step 12
Step 13 selects a shift map for automatic shift constant speed travel to be used during constant speed travel control during automatic shift control, and selects a lockup for automatic shift constant speed travel control to be used during constant speed travel control during automatic shift control in step 13. I do. Further, when it is determined in step 10 that the vehicle speed deviation is not smaller than the threshold value of 0 or 5 km/h, the selection of the shift map for automatic shift to be used only during automatic shift control in step 14 is automatically performed in step 15. Selects the automatic shift lock-up map used only during shift control. That is, step 2,
Step 7, Step 8, Step 9, Step 10.
Since the routine of step 11 means that the conditions for automatic/shift constant speed running control are satisfied, the constant speed running control operation during automatic shift control, that is, the automatic shifting constant speed running control operation is performed.

Incidentally, FIGS. 11 and 12 show a shift map for automatic shift/constant speed running and a lockup map for automatic shift/constant speed running to be 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 the lock-up line that controls 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 shows the change in gear position when downshifting, 20 gears (lock up),
30 tsuku, 40 tsuku and 2 off (lock up off),
3 OFF and 4 OFF indicate the lock-up state (lock-up on) and lock-up release state (lock-up off) of the lock-up clutch of each gear stage.

Further, 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, which will be described later, is set in step 4, then step 14 and step At step 15, the selection of automatic transmission map and selection of automatic transmission lockup are 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 degrees are subtracted from the current throttle opening degree 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. Then, in step $4, if the throttle change value is faster than the throttle change speed during constant speed driving control, the throttle change value obtained by subtracting the previous throttle opening from the current throttle opening is set to a predetermined threshold, that is, In this embodiment, if the value is 2 or more, an accelerator operation detection flag is set in step S5, and if the throttle change value is not greater than a predetermined threshold value, the accelerator operation detection flag is lowered in step S7, and further, in step S6, the accelerator operation detection flag is set. The throttle opening is stored in the memory for the next calculation, and the timer interoperation every 200 m5 is ended.

As described above, the speed control device according to the embodiment of the present invention uses an automatic transmission with a built-in torque converter with a lock-up clutch, which is equipped with an automatic transmission that stores a shift line for selecting a gear according to the rotational speed output and the throttle opening. automatic shift control means that controls according to a memory map such as a map, constant speed running control means that controls to maintain a predetermined set vehicle speed by controlling the throttle opening, and selective control of the automatic shift control means and constant speed running control means. In the speed control device, the electronic control means detects an accelerator operation when the automatic shift control means and the constant speed running control means are in a controlled state, and when the accelerator operation exceeds a predetermined dark value. When this occurs, only the automatic shift control means operates, and when the vehicle speed deviation between the current vehicle speed and the set vehicle speed becomes less than a predetermined value, both the automatic shift control means and the constant speed running control means are returned to operation.

Here, furthermore, the automatic shift control means and the constant speed traveling control means detect an accelerator operation when they are in a controlled state, and when the accelerator operation is equal to or higher than a predetermined threshold, a shift control operation is performed when only the automatic shift control means is used. FIGS. 13 and 14 show the operation of returning to shift control when both the automatic shift control means and the constant speed running control means operate when the vehicle speed deviation between the current vehicle speed and the set vehicle speed becomes less than a predetermined value. This will be explained using a timing chart illustrating changes in throttle opening.

When the driver depresses the accelerator pedal due to kickdown during automatic speed constant speed running control, if the accelerator opening degree is determined to be greater than a predetermined threshold in step 3 of FIG. 7, the accelerator operation is detected, In step 5, it is determined that the variable of the throttle opening sensor SS is equal to or greater than a predetermined value, and an accelerator operation flag is set. Then, in step 14, a shift map for automatic shift to be used only during automatic shift control is selected, and in step 15, a lock-up map for automatic shift to be used only for automatic shift control is selected, and automatic shift constant speed driving control is performed. The operation is changed to an automatic gear shift control operation, and the gear stage is downshifted from the fourth gear to the third gear, for example.

Thereafter, after overtaking the vehicle, the driver reduces the amount of pressure on the accelerator pedal. This accelerator operation amount is detected by the throttle opening sensor SS, and the gear position is upshifted from third speed to fourth speed. Furthermore, the vehicle speed deviation between the current vehicle speed and the set vehicle speed set for constant speed driving is reduced, and in step 10 the vehicle speed deviation is reduced to the set threshold Q, 5 km/
h or less, the accelerator operation flag is lowered, and in step 12 the selection of the automatic speed change map for constant speed driving to be used during constant speed driving control during automatic speed change control is performed.
In Step 3, a lockup for automatic shift constant speed travel control to be used during constant speed travel control during automatic shift control is selected, and automatic shift/constant speed travel control is entered.

Furthermore, when it is determined that the accelerator opening is equal to or higher than a predetermined threshold value and the accelerator operation flag is set, it is determined in step G48 that the accelerator opening is determined to be equal to or higher than a predetermined threshold value, and this is determined in step G48. To respond to an acceleration request with increased responsiveness without using an upshift timer or a downshift timer, that is, a shift timer.

As described above, in this embodiment, an automatic gear shift is controlled according to a memory map in which a gear shift line is recorded to select an automatic gear with a built-in torque converter with a lock-up clutch as a gear gear depending on the rotational speed output and throttle opening. a control means, a constant speed running control means for controlling to maintain a predetermined set vehicle speed by controlling the throttle opening degree, and an electronic control means for controlling the automatic shift control means and the constant speed running control means; The electronic control means detects an accelerator operation when the automatic shift control means and the constant speed driving control means are in the control state, and when the accelerator operation is equal to or higher than a predetermined threshold value, it is determined that an acceleration is requested, and the automatic shift control means alone detects the accelerator operation. As an operation, when the vehicle speed deviation between the current vehicle speed and the set vehicle speed becomes equal to or less than a predetermined value, both the automatic shift control means and the constant speed driving control means respond to the shift request as an operation. It returns to the control during operation, and the operation speed is faster than the throttle opening control of constant speed driving control.
Alternatively, if an artificial acceleration request is made with a large stepping group, this can be detected and responsiveness can be increased to increase the driving force. Therefore, it is possible to smoothly respond to an acceleration request made by the driver, and moreover, when the acceleration request is released, the vehicle can run again under the automatic speed change constant speed driving control operation.

Note that the automatic transmission control means for controlling the automatic transmission with a built-in torque converter with a lock-up clutch according to the above-mentioned embodiment according to a memory map that stores a shift line for selecting a gear position according to the rotational speed output and the throttle opening degree is a known automatic transmission control means. The automatic transmission has a configuration equivalent to an independent automatic transmission control device including an automatic transmission and a control circuit for controlling it. In addition, the constant speed driving control means that controls the throttle opening to maintain a predetermined set vehicle speed means that it is possible to independently perform constant speed driving 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.

The means for determining when the accelerator operation is equal to or higher than a predetermined threshold includes detection of the operating speed of the accelerator operation, detection of the amount of accelerator pedal depression, detection of the opening speed of the throttle opening, or detection of the opening amount of the throttle opening. The accelerator operation can be detected by detecting the amount of depression of the accelerator pedal or by detecting the throttle opening by a throttle sensor.

[Effects of the Invention] As described above, the speed control device of the present invention includes an automatic transmission control means that controls the automatic transmission as a gear according to the vehicle speed or rotational speed output, engine load or throttle opening, and a throttle opening. a constant speed running control means that controls to maintain a predetermined set vehicle speed by controlling the speed of the vehicle; The electronic control means detects the accelerator operation when the accelerator operation is greater than a predetermined threshold value, and returns the automatic shift control means to operation only when the accelerator operation exceeds a predetermined threshold. It is also possible to make the control means respond to the shift request by operating only the control means, and then determine whether the acceleration request is to be canceled and return to the operation of both the automatic shift control means and the constant speed running control means. Therefore, even during the operation of both the automatic shift control means and the constant speed running control means, it is possible to rapidly respond to an acceleration request, the vehicle can be rapidly accelerated, and the driving feeling can be improved.

[Brief explanation of drawings]

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, FIGS. 2 to 6 are general flowcharts for controlling the speed control device according to an embodiment of the present invention, and FIG. 8 is a flowchart of the "throttle opening determination routine", FIG. 9 is a shift map for automatic shifting according to an embodiment of the present invention, and FIG. 10 is a general flowchart showing partial details. A lock-up map for shifting, FIG. 11 is a shift map for automatic transmission constant speed driving, FIG. 12 is a lock-up map for automatic transmission constant speed driving, and FIGS. 13 and 14 are examples of throttle opening changes. The timing chart in FIG. 15 is a shift map of a conventional automatic shift control device. 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, CV: Control valve, VP: Vacuum pump. In addition, in the figures, the same reference numerals and the same symbols indicate the same or equivalent parts. Figure 9 Figure 10 Speed sensor output 1!21 rotation Kl-'MJ 1st
Figure 1 Figure 12 Speed sensor output Rotation speed [RPM] Figure 15 Hayabusa i (kmlh)

Claims (4)

[Claims] (1) automatic transmission control means that controls the automatic transmission to change gears according to the vehicle speed or rotational speed output, engine load, or throttle opening; and a control means that controls the automatic transmission to maintain a predetermined set vehicle speed by controlling the throttle opening. When the speed cruising control means and the constant speed cruising control means are in the control state, the control of the automatic transmission control means is changed to simultaneous control of the automatic transmission control means and the constant speed cruising control means, and the accelerator operation is detected. A speed control device comprising: electronic control means that changes control to only automatic shift control means again when the accelerator operation is equal to or greater than a predetermined threshold. (2) When changing from the control of only the automatic shift control means to the simultaneous control of the automatic shift control means and the constant speed driving control means, the vehicle speed deviation between the current vehicle speed and the set vehicle speed becomes equal to or less than a predetermined value. The speed control device according to claim 1, characterized in that: (3) The speed control device according to claim 1 or 2, wherein the detection of the accelerator operation is the detection of a throttle opening. (4) The speed control device according to claim 1 or 2, wherein the detection of the accelerator operation is the detection of the amount of depression of an accelerator pedal.