JPH01314634A - Device for controlling on-vehicle engine - Google Patents

Abstract

(57) [Summary] This bulletin contains application data before electronic filing, so abstract data is not recorded.

Description

DETAILED DESCRIPTION OF THE INVENTION [Field of Industrial Application] The present invention relates to a vehicle engine control device suitable for use in an automobile.

[Prior Art] Conventionally, constant speed driving means for automatically maintaining a constant vehicle speed have been considered, but for example, when it is desired to change from acceleration or deceleration driving to constant speed driving. There is.

When changing to constant speed driving during acceleration or deceleration, it is common to release the accelerator pedal or brake pedal, or to change the target vehicle speed from constant speed driving. be.

For example, when driving on a road with heavy traffic and following a vehicle in front, it is necessary to change the driving speed (accompanied by acceleration/deceleration to a constant speed driving state) especially frequently. . For this reason, in Japan, where there is a large amount of traffic, it is important that devices for maintaining a constant vehicle speed have the ability to change to constant speed during acceleration or deceleration.

[Problems to be Solved by the Invention] By the way, when changing to constant speed driving during acceleration or deceleration driving, it is important to set the acceleration [including deceleration (negative acceleration)]. In other words, when accelerating or decelerating a vehicle through automatic engine control, depending on the acceleration setting, the acceleration or deceleration may not be smooth, and shocks or hunting may occur when the vehicle returns to constant speed. , there is a risk that the driving feeling and riding feeling may deteriorate.

The present invention was devised in view of such problems, and
An object of the present invention is to provide a vehicle engine control device that can smoothly shift a vehicle to a constant speed running state during acceleration or deceleration running.

[Means for Solving the Problems] Therefore, the vehicle engine control device of the present invention includes a target vehicle speed setting means for setting the speed at which the vehicle should run at a constant speed, and a target vehicle speed setting means for setting the speed at which the vehicle should run at a constant speed, and a target vehicle speed setting means for setting the speed at which the vehicle should run at a constant speed. a constant vehicle speed control means for driving the vehicle; an acceleration/deceleration control means for controlling the acceleration/deceleration of the vehicle; and an engine output adjustment for adjusting the engine output based on control signals from the constant vehicle speed control means and the acceleration/deceleration control means. and a target force 6 of the vehicle during the acceleration/deceleration control.
The target acceleration setting means is provided with a target acceleration setting means for setting a speed, and a vehicle speed detection means for detecting the actual vehicle speed of the vehicle, and when a constant speed running command is issued when the vehicle is accelerating or decelerating, the target acceleration setting means detects the target. The acceleration is set to gradually decrease or increase, and when the target vehicle speed setting means determines that the absolute value of the actual acceleration of the vehicle is smaller than the reference value, the vehicle speed check=3--the actual vehicle speed obtained by the mountain means. The vehicle is characterized in that it is configured to set the target vehicle speed for constant speed driving.

[Function] In the vehicle engine control device of the present invention described above, the operation of the engine output adjustment means is always controlled by the constant vehicle speed control means in accordance with the vehicle speed set by the target vehicle speed setting means. , the vehicle runs at the set vehicle speed. Then, when a constant speed running command is issued when the vehicle is accelerating or decelerating due to a change in the set vehicle speed, etc., the target acceleration setting means is set so that the target acceleration is gradually decreased or increased. The engine output is adjusted by the engine output adjustment means based on the target acceleration, and the actual acceleration of the vehicle is decreased or increased. As a result, when the absolute value of the acceleration becomes smaller than the reference value, the target vehicle speed setting means sets the actual vehicle speed obtained by the vehicle speed detection means at this point as the target vehicle speed for constant speed driving,
The above □ vehicle starts traveling at the target vehicle speed of i.

[Embodiment] Hereinafter, embodiments of the present invention will be explained with reference to the drawings. Figs. 1 to 27 show a vehicle engine control device as a first embodiment of the present invention, and Figs. 28 to 27 show a vehicle engine control device as a first embodiment of the present invention. FIG. 30 shows a vehicle engine control device as a second embodiment of the present invention.

First, a vehicle engine control device as a first embodiment of the present invention will be described based on FIGS. 1 to 27. In addition,
Of FIGS. 1 to 2 and 7, FIGS. 1 to 7 show the configuration of the device, and the configuration of the present device will be explained based on these FIGS. 1 to 7.

First, explanation will be given based on FIGS. 1 and 2. FIG. 1 is a configuration diagram conceptually showing the main parts of the vehicle engine control device of this embodiment, and FIG. 2 is a diagram of the vehicle engine of this embodiment. FIG. 2 is an overall configuration diagram of a control device.

In the first figure, 7.1 is a vehicle engine control device.

Reference numeral 2 denotes a manual operating means that is provided in the vehicle interior and is manually operated, specifically a pixel pedal 27.2 shown in FIG.
Brake pedal 28. The shift selector 29, auto cruise switch 18, etc. correspond to this.

Reference numeral 3 denotes a running state specifying means, and specifically, the running state specifying section of the control section 25 shown in FIG. 2 corresponds to this.

This driving state specifying means 3 is such that a transmission (corresponding to the automatic transmission 32 in FIG. 2) transfers the output of the engine 13 to a drive shaft 33.
．． 34 (see FIG. 2), and when both the accelerator pedal 27 (see FIG. 2) and the accelerator pedal 28 (see FIG. 2) are in the released state, the manual operating means 2 is activated. By operating it, it is possible to specify one of a constant speed running state, an accelerated running state, and a decelerated running state.

In other words, when the manual operating means 2 matches the conditions for traveling at a constant speed, it specifies the constant speed traveling state, when the manual operating means 2 matches the conditions for accelerating traveling, it designates the accelerated traveling state, and when the manual operating means 2 matches the conditions for driving at a constant speed, it designates the accelerated traveling state, and when the manual operating means 2 meets the conditions for driving at a constant speed, it designates the accelerated traveling state, When the conditions for running are met, a deceleration running state is specified.

Reference numeral 4 denotes target acceleration setting means, and specifically corresponds to the target acceleration setting section of the control section 25 shown in FIG.

This target acceleration setting means 4 sets a target value of acceleration during accelerated driving when the driving state specifying means 3 specifies accelerated driving, and sets a target value of acceleration during accelerated driving when the driving state designation means 3 specifies decelerated driving. Set target values.

5 is a vehicle speed detecting means for detecting the running speed of the vehicle, and specifically corresponds to a vehicle speed sensor (not shown) provided in a transmission of the vehicle or the like.

6 is a target vehicle speed setting means (target vehicle speed setting means), which corresponds to the target vehicle speed setting section of the control section 25 shown in FIG. This target vehicle speed setting means 6 sets the travel speed at which the vehicle should run after acceleration when the designation in the driving state designation means 3 switches to acceleration travel, and sets the travel speed at which the vehicle should travel after deceleration when the designation changes to deceleration travel. Set the desired driving speed. Setting by the target acceleration setting means 4 is performed so that the target acceleration changes in response to changes in vehicle speed.

Reference numeral 7 denotes an engine output adjusting means for adjusting the output of the engine 13 based on a variable control amount, and specifically corresponds to the throttle valve rotating section 26 and the throttle valve 31 shown in FIG. Note that the variable control amount specifically corresponds to the control amount sent from the control section shown in FIG. 2.

- 8 is a constant vehicle speed control means, and specifically, the constant vehicle speed control section shown in FIG. 2 corresponds to this. This constant vehicle speed control means 8 adjusts the output of the engine 13 necessary for maintaining the vehicle traveling at a constant speed at a predetermined speed when the driving state specifying means 3 specifies constant speed driving. The control amount of the engine output adjustment means 7 is set for this purpose.

9 is an acceleration control means; specifically, the acceleration control section shown in FIG. 2 corresponds to this. This acceleration control means 9 controls the engine 13 necessary for this so that when the driving state specifying means 3 specifies acceleration driving, the vehicle can maintain acceleration mode driving with the acceleration set by the target acceleration setting means 4.
The control amount of the engine output adjustment means 7 for adjusting the output of the engine is set.

Reference numeral 10 denotes a deceleration control means, which specifically corresponds to the deceleration control section shown in FIG. This deceleration control means 10 controls the engine necessary for this so that when the driving state specifying means 3 specifies deceleration driving, the vehicle can maintain acceleration mode driving at the deceleration set by the target acceleration setting means 4. 1
The control amount of the engine output adjustment means 7 for adjusting the output of No. 3 is set.

Reference numeral 11 denotes an arrival detection means, and specifically, the arrival detection section shown in FIG. 2 corresponds to this. The reaching detection means 11 detects that the running speed of the vehicle detected by the vehicle speed detecting means 5 has reached the target vehicle speed when the running state specifying means 3 specifies accelerated running or decelerated running.

Reference numeral 12 denotes a driving state switching means, which specifically corresponds to the driving state switching section shown in FIG.

The driving state switching means 12 switches the designation of the driving state by the driving state setting means 3 when the reaching target vehicle speed is detected by the reaching detection means 11.

Next, the vehicle engine control device of this embodiment will be specifically explained based on the overall configuration diagram of FIG.

This vehicle engine control device 1 includes a depression amount detection section 14,
Accelerator switch 15, brake switch 16, shift selector switch 17, auto cruise switch 18, vehicle weight detection section 19, intake air amount detection section 20, engine rotation speed detection section 21, and output shaft rotation speed detection section 22, a gear stage detection section 23, a vehicle speed/acceleration detection section 24, a control section 25 that outputs a control signal based on input signals from each of these detection sections and switches 14 to 24, and from this control section 25. and a throttle valve rotating section 26 that drives the throttle valve 31 in response to a control signal.

Each of these constituent parts will be explained below.

The depression amount detection unit 14 detects the depression amount of the accelerator pedal 27 for artificially adjusting the output of the engine, and as shown in FIG. The accelerator pedal is composed of a potentiometer 37 that outputs a voltage proportional to the amount of depression of the accelerator pedal, and an A-D converter 38 that converts the output voltage value of the potentiometer 37 into a digital value of the amount of accelerator pedal depression A1).

The accelerator switch 15 turns ON-OFF in conjunction with the accelerator pedal 27, turns ON when the accelerator pedal 27 is not depressed, and turns ON when the accelerator pedal 27 is depressed.
The state becomes FF.

The brake switch 16 is a brake pedal 28 for manually operating a brake (not shown) for braking the vehicle.
0N-OFF while interlocking with the brake pedal 28.
It is in the ON state when the brake pedal 28 is depressed, and it is in the OFF state when the brake pedal 28 is not depressed.

The shift selector switch 17 outputs the operating state of the automatic transmission 32 artificially designated by the shift selector 29 as a digital signal, and the operating state indicated by the shift selector switch 17 includes the N range in neutral, There is a P range when parking, a D range when driving with an automatic transmission, an L range when the automatic transmission 32 is held at first gear, and an N range when driving in reverse.

The auto cruise switch 18 is for artificially specifying the driving state of the vehicle, and as shown in FIG.
A main lever 18a is provided protruding from the side of the steering goram 49 and functions as an acceleration switch 45 and a changeover switch 46, and a throttle switch 47 is attached to the main lever 18a so as to be able to slide left and right.
and a target vehicle speed change switch 48 which is rotatably mounted around the main lever 18a.

Details of this auto cruise switch 18 will be described later.

Further, the vehicle weight detection section 19 detects the relative position between the wheels and the vehicle body, that is, the change in vehicle height, and outputs this detected value as a digital value.

The intake air amount detection section 20 detects the amount of air taken into the engine 13 through the intake passage 30, and outputs this detected value as a digital value.

The engine rotation speed detection unit 21 detects the camshaft (
(not shown), which detects the rotational speed of the engine 13 and outputs this detected value as a digital value.

□The output shaft rotation speed detection unit 22 is provided on the output shaft (not shown) of the torque converter (not shown) of the automatic transmission 32, and detects the rotation speed of the output shaft and uses this detected value. It outputs digital values. In addition, 33.3
Reference numeral 4 denotes a left front wheel and a right front wheel driven by the engine 13 via an automatic transmission 32.

The gear position detection unit 23 detects the gear position in use based on a gear change command signal output from a gear change command unit (not shown) provided in the automatic transmission 32, and outputs this detected value as a digital value. It is something.

The vehicle speed/acceleration detection section 24 detects the actual vehicle speed (actual traveling speed) and the actual acceleration (actual acceleration) of the vehicle, and outputs the detected values as digital values. As shown in FIG. 5, this vehicle speed/acceleration detection section 24 includes a right rear wheel speed detection section 42 that detects the axle side of the right rear wheel 36 and outputs this detected value as a digital value, and a left rear wheel 35 Based on the left rear wheel speed detection section 43 which detects the wheel side of the vehicle and outputs this detected value as a digital value, and the digital value output from these right rear wheel speed detection section 42 and right rear wheel speed detection section 43. The vehicle speed/acceleration calculating section 44 calculates the actual vehicle speed and actual acceleration of the vehicle.

The control unit 25 includes a driving state specifying unit 3, a target vehicle speed setting unit 6, a target vehicle speed change control unit 6a, a constant vehicle speed control unit 8, an acceleration control unit 9, a deceleration control unit 10, and a target vehicle speed change control unit 6a. 11, and a driving state switching part (driving state switching control part) 12, and each control part sets an appropriate throttle opening according to the designation by the driving state specifying part 3. That is, when driving at a constant speed is specified by the driving state specifying section 3, the throttle opening necessary for driving at a constant speed is set by the constant speed control section 8, and when driving at an accelerated speed is specified, the acceleration control section 9 The throttle opening necessary for the required acceleration traveling is set by the deceleration control section 10, and when deceleration traveling is specified, the throttle opening necessary for the required deceleration traveling is set by the deceleration control section 10. The throttle opening degree that has been set is output as a digital signal to the throttle valve rotating section 26. The throttle valve 31 is rotated to set the throttle opening, and as shown in FIG. An actuator drive section 39 that outputs a drive signal, a throttle valve actuator 40 that rotates the throttle valve 31 in response to a signal from the actuator drive section 39, and an opening of the throttle valve 31 that is rotated by the throttle valve actuator 40. The throttle valve opening detecting section 41 detects the opening degree and feeds back this detected value as a digital value to the actuator drive section 39. Note that the throttle valve actuator 40 is an electric motor such as a stepper motor.

Further, the throttle valve 31 is rotatably provided in the intake passage 30, and by adjusting it to an appropriate angle, the throttle valve 31 is rotated.
The intake air amount to the engine 13 is adjusted by opening and closing (adjusting the opening degree).

Here, the auto cruise switch 18 will be explained in detail.

The acceleration switch 45 is switched by rotating the main lever 18a around the steering gollum 49, and here it is switched to the four positions shown in FIG. , are in an ON state at each of these positions.

When the acceleration switch 45 is in the open position, the vehicle travels at a constant speed at the designated speed, and when it is in the same amount position, the vehicle travels at an accelerated speed at each target acceleration. In particular, the target acceleration increases as the vehicle switches from the same position to the first round to the third, and the same position is set for slow acceleration driving, the round position is set for medium acceleration driving, and the marked position is set for rapid acceleration driving.

The changeover switch 46 is turned on by pulling the main lever 18a toward you, and the driving state is changed according to the position of the acceleration switch 45. When you release your hand from the main lever 18a after the changeover switch 46 has been switched, this lever 18a is turned on. It will automatically return to its original position.

For example, when the acceleration switch 45 is in the same position, the changeover switch 46 switches between constant speed driving and decelerated driving. In other words, if you operate this switch when the acceleration switch 45 is in the same position and the vehicle is traveling at a constant speed,
The vehicle changes from constant speed traveling to decelerated traveling, and when this changeover switch is operated while the acceleration switch 45 is in the hard position and the vehicle is decelerating traveling, the decelerating traveling is switched to constant speed traveling.

On the other hand, when the acceleration switch 45 is in the 2nd or 2nd position, the changeover switch 46 switches between accelerated driving and constant speed driving. In other words, if you operate this changeover switch while accelerating with the acceleration switch 45 in the 9th or 3rd position, the switch will switch from acceleration to constant speed driving, and this switching will cause the acceleration switch 45 to change to the 1st or 1st position. If you operate this changeover switch while the vehicle is in the parking lot and traveling at a constant speed, the vehicle will switch from constant speed travel to accelerated travel.

Furthermore, the target vehicle speed to be reached can be changed by the changeover switch 46, and if the changeover switch 46 is kept in the ON state in order to switch from constant speed driving to accelerated driving, the target vehicle speed to be reached increases in proportion to this duration, If the changeover switch 46 is kept in the ON state in order to switch from constant vehicle speed traveling to decelerated traveling, the target vehicle speed will decrease in proportion to this continuation time.

The throttle switch 47 changes the control content for the throttle valve 31 according to the state of the accelerator pedal 27 or the brake pedal 28.
It switches to three positions, and takes an ON state in each of these positions.

When this throttle switch 47 is in the 1st position,
Control is performed in the same manner as if the accelerator pedal 27 and throttle valve 31 were mechanically directly connected, and the throttle valve 31 is adjusted in accordance with the movement of the accelerator pedal 27.

Further, when the throttle switch 47 is in the ``field'' or ``field'' position, the accelerator pedal 27 and the throttle valve 31 are not in a direct mechanical relationship, and the following control is performed.

That is, when the throttle switch 47 is in the idle position, when the brake pedal 28 is depressed after deceleration and the brake pedal 28 is released, the throttle valve 31 is always in the idle position until the accelerator pedal 27 is next depressed. Control is performed to maintain the minimum opening degree.

When the throttle switch 47 is in the position shown in the figure, when the brake pedal 28 is depressed to decelerate and then released, the accelerator pedal 27 is then depressed, unless the vehicle is to be stopped while the vehicle is running. mosquito,
The opening degree of the throttle valve 31 is adjusted so that the vehicle can maintain the vehicle speed when the brake pedal 28 is released and travel at a constant speed until acceleration or deceleration travel is specified by operating the acceleration switch 45 or the changeover switch 46. Control takes place.

The target vehicle speed changeover switch 48 is for changing the set value of the target vehicle speed when driving at a constant speed. When turned in the direction C, each turns on, and when the switch 48 is released after being switched, the switch 48 is turned on.
automatically returns to the original =19- position (neutral state shown in FIG. 6) and becomes OFF state. Then, set this target vehicle speed changeover switch 48 to (+
) side, the target vehicle speed will increase in proportion to the duration of this ○N state, and (-) side will increase the target vehicle speed in proportion to the duration of this ON state. Vehicle speed decreases.

Therefore, when the target vehicle speed changeover switch 48 is rotated to increase or decrease the target vehicle speed and then the user releases the switch 48, the target vehicle speed is set to the value at the time when the user releases the switch 48.

Note that the circuit at the connection portion between the auto cruise switch 18 and the control section 25 is configured as shown in FIG.

On the control unit 25 side, buffers BTJI to B U 1. provided for signal input to the control unit 25 are provided. 0, and pull-up resistors R1 to RLO provided on the input side of each of these buffers BUI to BUIO. Note that these pull-up resistors R1 to R10 are connected to the buffer BUI
~13U10 is provided in parallel with the power supply 50.

An acceleration switch 45. which constitutes the auto cruise switch 18. Changeover switch 46. Respective contacts of the throttle switch 47 and the target vehicle speed change switch 48 are connected to each input side of the buffers BU1 to BUIO of the control section 25.

Note that the same reference numerals attached to each contact point of the acceleration switch 45 in FIG. 7 correspond to the position groups in FIG. 6, and the contact point (ON) of the changeover switch 46 is L
This is the contact that comes into contact when 8a is turned on by pulling it toward you. Further, the symbols (+) and (circle) attached to each contact point of the throttle and throttle switch 47 correspond to the positions (+) and (1) attached to each contact point of the target vehicle speed change switch 48, respectively, corresponding to the positions (1) to (1) in FIG.
(-) indicates that the target vehicle speed change switch 48 is set to the sixth position.
This is the contact that comes into contact when rotating to the (+) side or (-) side in the figure.

Among the contacts of each of these switches, on the input side of the buffer connected to the contact that is in the ON state, a pull-up resistor BUI~B connected to this input side is connected to the input side of the buffer that is in the ON state.
, a current flows from the power supply 50 of Ulo, and as a result, it turns ON.
A low level digital signal is applied to the buffer connected to the contact in the state. Further, a high level digital signal is given to the buffers connected to other contacts in the OFF state.

Therefore, for example, when each contact is in a connected state as shown in FIG.
A low level digital signal is given to the input side of 3U7, and the input sides of BU2 to BU6 and BU8 to BUIO are
A high level digital signal is provided.

Next, the details of control by this engine control device 1 will be explained.

8 to 18 are all flowcharts 1 showing the control contents by this engine control device, and among these, FIG. 8(i) is the main flowchart showing the main contents of this control. is carried out according to this main flowchart, but the main flowchart is periodically interrupted to carry out interrupt control as shown in FIGS. 8(ii) to (■), respectively.

Fig. 8 (11) shows an interrupt control (hereinafter referred to as first control) which interrupts the main control shown in Fig. 8 (i) every 50 milliseconds and performs it preferentially. 2 is a flowchart showing the contents of control performed on the counter CAPCNG (referred to as interrupt control). .

FIG. 8(iii) shows an interrupt control (which similarly interrupts the control shown in FIG. 8(i) every 10 milliseconds and is performed preferentially).
(hereinafter referred to as second interrupt control), the accelerator pedal depression amount AE'S detected by the depression amount detection section 11
12 is a flowchart showing the content of control for determining the change rate DAPS of the depression amount APS of 4 based on the following.

Furthermore, FIG. 8(iv) shows an interrupt control (hereinafter referred to as third interrupt control) that similarly interrupts the control shown in FIG. 8(i) every 65 milliseconds and is performed preferentially. Yes, the vehicle speed,
- From the right rear wheel speed VARR detected by the left rear wheel speed detection section 42 of the acceleration detection section 24 and the left rear wheel speed VARL detected by the left rear wheel speed detection section 43, the actual vehicle speed VA and actual acceleration of the vehicle are determined. 3 is a flowchart showing the content of control for determining DVA. This control is performed in the vehicle speed/acceleration calculating sections 4, 4.

The main control shown in FIG. 8(i) performs various types of control, and these control contents are shown in FIGS. This is a flowchart showing details of the throttle direct motion control performed in step A117 of i), and this throttle direct motion control has a relationship equivalent to that where the accelerator pedal 27 and the throttle valve 31 are mechanically directly connected. Throttle valve 3 relative to accelerator pedal 27
1 and controls the engine 13.

FIG. 10 shows the throttle non-direct motion 4 control performed in step A116 of FIG. 8(i)! This is a flowchart showing the details, and this non-direct motion control refers to control of the throttle valves 3 and 1 in which the accelerator pedal 27 and the throttle valve 31 are not necessarily in a direct mechanical connection relationship. to control engine 13.

This is what we do.

FIG. 11 is a flowchart showing details of the accelerator mode control performed in step C137 of FIG. 10. What is this accelerator mode control?

Based on the accelerator pedal depression amount APS detected by the depression amount detection section 14, the accelerator pedal depression amount change rate DAPS obtained by the control section 22 based on the depression amounts A and PS, and the value of the counter CAPCNG. The target acceleration of the vehicle is determined, and the engine 13 is controlled by controlling the rotation of the throttle valve 31 so that the engine output is such that the target acceleration is obtained.

FIG. 12 is a flowchart showing details of the auto cruise mode control performed in step C144 in FIG. 2, the acceleration control section 9, deceleration control section 10, or constant vehicle speed control section 8 of the control section 25 is
sets the opening degree of the throttle valve 31, and controls the engine 13 by rotating the throttle valves 1 to 31 with the throttle valve rotating part 26, changing the running state of the vehicle to acceleration, deceleration, or acceleration. The vehicle is driven at a constant speed.

FIG. 13 is a flowchart showing details of the changeover switch control performed in step E128 in FIG. Designation and selector switch 4
6 and the driving state switching unit 2 of the control unit 25, setting of the target vehicle speed by the target vehicle speed setting unit 6 of the control unit 25, and target vehicle speed change control unit 6 of the control unit 25.
This is performed in connection with the change in the target vehicle speed due to step a.

FIG. 14 is a flowchart showing details of the acceleration switch control performed in step E121 of FIG. 12.

This acceleration switch control refers to the control of the setting of the target acceleration DvS2 performed in the target acceleration setting section 4 of the control section 25 according to the switching position when the acceleration switch 45 is switched to the position of the same mark in FIG. It is. This target acceleration DVS2 is determined by the acceleration switch 45 or the changeover switch 4.
This is a target value of acceleration that becomes constant after the driving state designating unit 3 of the control unit 25 changes to accelerated driving and the vehicle starts accelerating by the operation of step 6.

FIG. 15 is a flowchart showing details of the deceleration control performed in step E]-31 of FIG. 12. This deceleration control is performed by an acceleration switch 45 and a changeover switch 46.
When the driving state designation unit 3 of the control unit 25 designates deceleration driving due to the operation of the target acceleration setting unit 4 of the control unit 25.
This is a control that performs deceleration traveling at a deceleration that is closest to and realizable to the negative target acceleration (i.e., target deceleration) set by It is done.

FIG. 16 is a flowchart showing details of the target vehicle speed control performed in step E]33 in FIG. Status specification section 3
The vehicle's speed is maintained to match the speed when the designation becomes constant speed driving. Target vehicle speed This is for changing the target value of the running speed using the target vehicle speed change switch 48, and is mainly performed by the constant vehicle speed control section 8 of the control section 25.

FIG. 17 is a flowchart showing details of the acceleration control performed in step E122 of FIG. 12. This acceleration control is a control that smoothly changes (increases or decreases) the acceleration. For example, when the driving state specifying unit 3 of the control unit 25 selects accelerated driving by operating the acceleration switch 45 or the changeover switch 46, the acceleration switch 45
Corresponding to the position 5, the acceleration of the vehicle is smoothly increased and decreased to the target acceleration set by the target acceleration setting unit 6 of the control unit 25, and the target vehicle speed setting of the control unit 25 is performed by accelerating driving. This is to smoothly change the acceleration when the traveling speed of the vehicle reaches the target vehicle speed set by the target vehicle speed change control section 6 and the target vehicle speed change control section 6a.

FIG. 18 is a flowchart showing details of the control for determining the target acceleration DVS, which is performed in step J1]5 of FIG. This target acceleration D■S4 is determined by the control unit 25
This is the target value of the acceleration of the vehicle for maintaining the traveling speed of the vehicle to match the target vehicle speed when the driving state designation unit 3 designates constant speed driving.

19 to 26 are graphs showing the correspondence between map parameters used for control in the engine control device 1 and variables read out corresponding to these parameters.

FIG. 27 shows an example of changes in target acceleration and running speed over time after the acceleration switch 45 is switched and the running state specifying unit 3 of the control unit 25 specifies accelerated running. It is.

The operation of the engine control device 1 having the above configuration will be explained based on FIGS. 1 to 27.

First, when the ignition switch (not shown) of the vehicle is turned on to start the engine 13, the crankshaft (not shown) of the engine 13 starts rotating by the starter motor (not shown), and the fuel control device (not shown) starts rotating. The amount of fuel required to start the engine determined by (omitted) is
The fuel is supplied to the engine 13 by a fuel injection device (not shown).

At the same time, the ignition device (not shown) ignites the fuel at the timing determined by the ignition timing control device (not shown), and the engine 13 starts operating on its own.

At this time, a power source is simultaneously connected to the engine control device 1, and control of the engine is started according to flowcharts 1 to 1 shown in FIGS. 8 to 18.

This control will be explained below.

First, in step A101 of FIG. 8 (1), all variables, flags, timers, and counters used for control are reset to 0 so that their values become O, and then the next step A
Proceed to 1.02.

At this time, priority is given to controlling the main flow shown in steps A101 to A117 in FIG. 8(i), and 50% is
The first interrupt control is performed every millisecond, and FIG.
i) Steps A121-A122 Flowchart 1
a second interrupt control performed every 10 milliseconds according to the second interrupt control;
The third interrupt control is executed every 65 milliseconds according to the flowchart of steps A123 to A128 in FIG. 8(iv).

Among these interrupt controls, the first interrupt control is performed by the control unit 2.
5, and is interrupt control regarding the counter CAPC:NG as described above. That is, immediately after the control by the engine control device 1 is started, in step A101, the value of the counter (, A, P CN
Since G has been reset and the value of CAPCNG is set to 0, if the value obtained by adding 1 to CAPCNG is set as the new CAPC:NG in step A118, the value of CAPCNG here is set to 0.
The value of AF)CNG is 1. Therefore, in the next step A119, the condition of CAPCNG=1 is satisfied, and the process proceeds to step A L20. Then, in this step Al2O, the value obtained by subtracting 1 from CAPCNG (that is, O) becomes the new value of CAPCNG.

When the first interrupt control starts again after 50 milliseconds have elapsed, the value of CAPCNG is 0 as in the previous start of the first interrupt control, as described above. Therefore, the content of the current first interrupt control is exactly the same as the previous first interrupt control, and after the current first interrupt control ends, the value of CAPCNG becomes O again. That is, in any step of main flow control, CAPCN
Unless the value of G is set to a value other than O, this first interrupt control performed every 50 milliseconds is repeated with exactly the same contents, and the resulting value of CAPCNG is always O. , .

The second interrupt control is a control performed by the control unit 25, and here, based on the accelerator pedal depression amount APS detected by the depression amount detection unit 14, changes in the accelerator pedal depression amounts A, P, and S are performed. The speed DAPS is determined. In addition,
The value of the accelerator pedal depression amount APS is the accelerator pedal 2
Potentiometer 37 of the depression amount detection section 14 linked with 7.
A voltage proportional to the amount of depression of the accelerator pedal 27 is output.

This output voltage is a value obtained by converting this output voltage into a digital value by the A-D converter 38 of the depression amount detecting section 14.

In the second interrupt control, step A12 people input the accelerator pedal depression amounts AP and S, and in the next step A122, the input APS value and the 100 millisecond Difference from previously input and stored accelerator pedal depression amount APS' IAPs - APS
' l is calculated as the value of I) APS. This interrupt 1 control is repeated every 10 milliseconds, so APS, AP
The values of S' and DAPS are updated every 10 ms,
Engineering. .

The third interrupt control is the actual vehicle speed VA and the actual acceleration D,
This is control performed in the vehicle speed/acceleration detection section 24 to calculate AV. 1.

When this third interrupt side control is started, first in step A123, the wheel speed of the right rear vehicle @36 detected by the right rear wheel speed detection section 42 is input as VA and RR, and then In Step A]24, the wheel speed of the left rear wheel 35 detected by the left rear wheel speed detection section 43 is V
Input as ARL. Next, in step A125, the average value of VARR and VARL is calculated and stored as the actual vehicle speed VA of the vehicle. In the next step A126, the amount of change VA between the actual vehicle speed VA calculated in step A]25 and the actual vehicle speed VA' calculated and stored in the same way during the interrupt control 390 milliseconds before the current interrupt control is calculated. -VA'
is calculated as the actual acceleration DVA65. Then, in step A127, the average value VA of VA and VA'
A and the actual vehicle speed VA that was similarly calculated and stored in an interrupt control 65 milliseconds before the interrupt control where VA was calculated.
Amount of change between "VAA" and the average value VAA' (calculated and stored 390 milliseconds before VA)
VAA' is calculated and stored as the actual acceleration DVA, 3o. Furthermore, in step A128, the actual acceleration DVA4. calculated in step A127 is calculated. .

and Dv calculated in the same way using the previous interrupt control.
The latest four DVA13. The average value of these is calculated as the actual acceleration DMA85o.

VA, VA', VA'', V calculated as above
A"', VAA, VAA', DVA,.

Since this third interrupt control is performed every 65 milliseconds, the values of DVA13o and DVAago are updated every 65 milliseconds.

Among these actual accelerations, DAV is calculated based on the two actual vehicle speeds (VA, VA') as described above, so it has the highest ability to follow changes in actual vehicle acceleration, but on the other hand, When an error in one actual vehicle speed increases due to disturbances, etc., the influence is large and stability is low. On the other hand, D A V8
．． o is the four actual vehicle speeds (VA, VA', V
Actual acceleration DAV calculated based on A", VA"')
1. Since it is determined using five o's, unlike DVA65, it is less affected by inverse one-coarse disturbances and has high stability, but its followability is low. Also, DAv13o is DAv65 and DAV
, , which have intermediate stability and trackability. 'Meanwhile, step Al0I in Figure 8 (])
In the main flow from ~A117, in step A10'2L following step A10.1, ``a timer TM'B for determining the timing to open and close the throttle valve 31 starts counting time. Then proceed to the next step AlO3.

In step A'lO3, the actual vehicle speed VA, actual acceleration DVA65. DVA
,,o, DVA85o, 'accelerator pedal depression amount APS detected by depression amount detection section 14, step A12
APS change rate DAPS calculated by the control unit 25 by interrupt control by A1 to A122, intake air amount detection unit 20
intake air amount AE detected by , engine rotation speed NE detected by engine rotation speed detection section 21 , vehicle weight W detected by vehicle weight detection section 19 , automatic gear shift detected by output shaft rotation speed detection section 22 The rotational speed N'D of the torque converter output shaft (illustration @8) of the machine 32 is inputted. Along with this, the accelerator switch 15,
Acceleration switch 45 of brake switch 16, shift selector switch 17 and auto cruise switch 18.
Changeover switch 46, throttle switch 47. The contact information of each switch of the target vehicle speed change switch 48 and the used gear position information of the automatic transmission 32 detected by the gear position detection section 23 are taken in.

Then, in the next step 8 104, the value of flag ■4 becomes 1.
It is determined whether or not. This flag {circle around (2)} indicates, by having a value of 0, that constant speed driving should be specified by the driving state specifying section 3 of the control section 25. In this step AlO4, if the vehicle speed running state is specified, it is determined that = 1 is not satisfied, and step A
Go to '105. Conversely, if the constant vehicle speed running state is not specified, it is determined that I = 1, and step AIC)
7△Go forward.

When proceeding to step AlO3, the value of flag ■8 is 1.
It is determined whether or not. This flag (8) has a value of 0, which indicates that during the target vehicle speed control performed in step E133 of FIG. This is shown by Then, in step AlO3,
If it is determined that L, = 1, step A107
If it is determined that 3 is not 1, the process proceeds to step A106.

In step A106, the period TK2 of timing for opening and closing the throttle valve 31 is set to a preset constant value TK.
is specified as

In step A107, the period TK2 is the step AlO3
It is specified by the product of the reciprocal of the engine rotational speed Nm input in , and a preset constant value coefficient α. Therefore, when constant speed driving is specified by the driving state specifying unit 3 of the control unit 25, the throttle valve 31 is not opened or closed until the vehicle speed reaches the target vehicle speed during the target vehicle speed control.
, 3, with a period that shortens as the number of rotations increases,
When control is performed after the vehicle speed substantially matches the target vehicle speed, the throttle valve 31 is opened and closed at regular intervals.

When proceeding from step A106 or step A107 to step AlO3, the time tTMB counted by the timer TMB is compared with jKz, and tTM
It is determined whether B>tK2.

If it is determined that t TMB > t K2, the process proceeds to step A109, and t TMB > t
If it is determined that the weight is not Kg, the process advances to step A112.

If tTMB>t12, the current control cycle corresponds to the timing for opening and closing the throttle valve 31, and in step A109, the timer TMB is reset to obtain the next opening and closing timing for the throttle valve 31.
The value of TMB is set to O, and the timer TM is set at step A110.
The time count by B is started again, and the flag □ is set to 1 in step A111. This flag, □
A value of 1 indicates that this is a control cycle in which the throttle valve 31 is opened and closed after the timer TMB starts counting again in step A11O.

If tTMB>tK2 does not hold, the current control cycle does not correspond to the timing for opening and closing the throttle valve 31 (adjusting the engine output), so the value of flag 1 is set to 0 in step A112.

When the process advances from step A111 or step A112 to step A113, it is determined whether the shift selector 29 is in the D range based on the contact information of the shift selector switch 17 input in step AIO3. If it is determined that the vehicle is in the D range position, the process proceeds to step A114, and if it is determined that the vehicle is not in the D range position, it is determined that complicated control based on the driving state of the vehicle is not required in a range other than the D range. Proceeding to step A117, throttle direct motion control is performed.

When the process advances to step A114, it is determined whether or not the throttle switch 47 of the auto cruise switch 18 is in the position shown in FIG.

When the throttle switch 47 is in the 1st position, the throttle valve 31 is operated in the same manner as if the accelerator pedal 27 and the throttle valve 31 were directly connected mechanically, so the process advances to step A117 and the throttle valve 31 is operated. Direct motion control is performed.

Conversely, in step A114, the throttle switch 4
If it is determined that the position 7 is not a turn, the process advances to step A115. In step A115, it is determined whether the engine speed NE input in step AlO3 is NE<NK with respect to a reference value NK that is preset slightly lower than the idle speed after the warm-up of the engine 13 is completed. It will be decided whether

If it is determined that NE<NK, the process proceeds to step A117, where throttle direct drive control is performed, and N
If it is determined that E<NK is not true.

Proceeding to step A116, throttle non-direct motion control is performed.

Therefore, during the time when the engine 13 starts up until the engine speed rises from the engine stop state to the steady state speed, or when the operating state of the engine 13 becomes unstable for some reason and the engine speed decreases, The throttle valve 31 operates in response only to the movement of the accelerator pedal 27, and the engine 13 is controlled.

When the non-linear throttle control in step A116 or the direct throttle control in step A117 is completed, one control cycle is completed, and the process returns to step AlO3, where the control from step AlO3 to step A116 or A117 described above is repeated. . Therefore, each detected value and each contact point information are updated and input in step AlO3 for each control cycle, and the above-described control is performed based on this detected value and contact point information.

Next, the throttle direct drive control in step A117 in FIG. 8( ) will be explained. This direct throttle control is
This is carried out according to the flowchart shown in FIG.

That is, first, in step B101 in FIG. 9, the accelerator pedal depression amount APS is set as a parameter, and the
From the map #MAPS shown in the figure, the throttle valve opening degree 0THD corresponding to the accelerator pedal depression amount APS input in step AlO3 of FIG. 8(1) is read out and set, and the process proceeds to step B102.

In step B102, it is determined whether the value of the aforementioned flag □□1 is 1 or not. If it is determined that ■, □=1, the current control cycle corresponds to the timing for opening and closing the throttle valve 31, so step B10
After proceeding to step 3 and opening and closing the throttle valve 31, the direct throttle control in the current control cycle is ended. (1) If it is determined that 1□ is not 1, the current control cycle does not correspond to the timing for opening and closing the throttle valve 31, so the throttle direct drive control in the current control cycle is ended without doing anything.

In step B103, the control unit 25 sends a signal to the throttle valve rotation unit 26 to instruct the throttle valve opening degree θTHD set in step BIO1.

The throttle valve rotating section 26 is connected to an actuator drive section 39.
In response to this signal, a drive signal is sent to the throttle valve actuator 40 to rotate the throttle valve 31 to a position where the throttle valve opening becomes θTHD. Based on this, the throttle valve actuator 40 rotates the throttle valve 31.

At this time, the opening degree of the throttle valve 31 is detected by the throttle valve opening detection section 41, and this detection result is fed back to the actuator drive section 39. Based on this detection result, the actuator drive section 39 performs the following: A rotational drive signal for the throttle valve 31 is continuously sent out so that the throttle valve opening becomes θTHD. Throttle valve 3
1 has been rotated to such a position.
When the throttle valve opening is detected by the throttle valve opening detection section 41, the actuator drive section 39 stops sending out a drive signal in response to this detection result, and the throttle valve 31 stops at the position where the throttle valve opening is set to '9THD. .

As described above, in the direct throttle control, the throttle valve opening degree θTlID is determined based only on the amount of depression of the accelerator pedal 27. Also, the throttle valve opening f'
THD and accelerator pedal depression amount APS are in a proportional relationship as shown in FIG. 19. Therefore, the throttle valve 31 operates in response to the movement of the accelerator pedal 27 in a state where the accelerator pedal 27 and the throttle valve 3 - blade 1 are mechanically directly connected.

Note that when the throttle valve 31 operates in this manner to open and close the intake passage 30, the amount of air taken into the engine 13 changes, and the amount of air detected by the intake air amount detection section 20 changes accordingly. The fuel control device (not shown) determines the engine 1 based on the engine 13 and the operating state of the engine 13.
The amount of fuel supplied to 3 changes. As a result, the amount of fuel actually injected into the intake passage 30 by the combustion injection device (not shown) changes, and the output of the engine 13 changes.

Next, the throttle non-direction control in step A116 of FIG. 8(i) will be explained. This throttle non-direct motion control is performed according to the flowchart shown in FIG.

That is, first, in step C1o1, as shown in FIG.
) Based on the contact information input in step AlO3,
It is determined whether the contact point of the brake switch 16 is in the ON state.

At this time, the brake pedal 28 is pressed to brake the vehicle.
If the brake pedal 28 is depressed, the contact point of the brake switch 16 is in the ON state in step C101, so the process advances to step ClO2, and if the brake pedal 28 is not depressed, the contact point of the brake switch 16 is in the ON state.
Since it is not in the state, the process advances to step C113. Therefore, when the brake pedal 28 is depressed,
Different controls are performed when the button is not depressed.

When the brake pedal 28 is depressed and the process proceeds to step ClO2, the value of flag 7 is set to O in step ClO2. This flag I7 has a value of O
This indicates that the brake pedal 28 was depressed in the previous control cycle. and,
Next, in step ClO3, it is determined whether the value of flag 2 is 1 or not.

This flag 2 is a brake pedal 2, as described later.
A value of 1 indicates that a sudden braking state in which the deceleration was greater than the reference value continued for longer than the reference time when the vehicle was decelerated by the brake (not shown) by stepping on the brake. .

Note that this reference value and reference time are set in advance.

If it is determined in step ClO3 that l2=1, the process proceeds directly to step C112, which will be described later.If it is determined that l2=1 is not the case, the process proceeds to step C104.

Proceeding from step ClO3 to step ClO4, the eighth
Actual acceleration D input in step AlO3 in figure (i)
V A, 3. 2 to a preset negative reference value,
It is determined whether DvA13o<K2. Actual acceleration DVA130 takes a positive value when the vehicle is accelerating, and takes a negative value when the vehicle is decelerating, so DVA13. <K
2 is the same as determining whether the deceleration of the vehicle is greater than a preset reference value.

If sudden braking with large deceleration is performed by the brake (not shown), D■A13o<K at step ClO4.
2, and the process proceeds to step ClO7. If sudden braking is not performed, the DVA works in step ClO4,
. <K2 is determined, and the process proceeds to step ClO3.

Proceeding to step C107, it is determined whether the value of flag 11 is 1 or not. This flag 11 indicates the actual acceleration DV
A engineer. A timer TM that measures the duration of a state in which the deceleration is smaller than the reference value by 2 (that is, a state in which the deceleration is greater than the reference value)
A value of 1 indicates that A is counting time. If the timer TMA has already counted the time, it is determined that l1=1, and the process advances to step C110. Timer TMA is running time 1~
If this has not been done, it is determined that I is not equal to 1, and the program proceeds to step CIC)8, sets the value of flag □ to 1, starts counting time by timer TMA in step C109, and then proceeds to step C'llO.

In step C110, it is determined whether or not the time tTMA counted by the timer TMA is tTMA>tK□ with respect to a preset standard −48=time tK□. If it is determined that tTMA>tK, the process proceeds to step C111, and after setting the value of flag 2 to 1, the process proceeds to step C112. on the other hand,
If it is determined that t TMA > t Kl,
The process directly advances to step C112, and the value of the flag (2) remains O.

On the other hand, in step ClO4, D V A13°<
If it is determined that it is not K2 and the process proceeds to step ClO3, the deceleration caused by the brake (not shown) is less than the reference value, and there is no need to count the time by the timer TMA. Therefore, in preparation for the case where counting by the timer TMA is required, the value of the flag is set to 0 in step ClO3, and the timer TMA is reset in step C106 to stop counting the time, and the count time t T
After setting the value of MA to O, the process proceeds to step C112.

In addition, by such control in steps 0103 to C111, if the state in which the deceleration due to the brake (not shown) is greater than the reference value continues for longer than the reference time, flag T2 is set.
However, once the value of this flag is set to 1, even if the deceleration is set to the reference value, unless the value is set to ○ in any step other than steps ClO3 to Ci11. It will not change even if the following occurs.

In step C112, the control section 25 sends a signal to the throttle valve rotating section 26 that designates the minimum throttle valve opening that corresponds to the engine idle position. The throttle valve rotating section 26 receives the above signal and
The actuator drive unit 39 sends a drive signal to the throttle valve actuator 40 to rotate the throttle valve 31 to the minimum throttle valve opening, and the throttle valve actuator 40 receiving this signal rotates the throttle valve 31 to the throttle valve actuator 40. 1~
Turn the valve 31.

- At this time, the opening degree of the throttle valve 31 is detected by the throttle valve opening degree detection section 41, and this detection result is fed back to the actuator drive section 39 to perform feedback control. In other words, the actuator drive unit 3
At step 9, based on the detection result of the throttle valve opening degree, the drive signal necessary for rotating the throttle valve 31 is continuously sent out until it is confirmed that the throttle valve 31 has been rotated to a predetermined position. When the throttle valve opening detection section 4]- detects that the throttle valve 31 has been rotated to a predetermined position, the sending of the drive signal from the actuator drive section 39 is finished, and the throttle valve 31 is rotated to the predetermined position. The vehicle stops at that position, and braking force is generated by the engine brake.

As mentioned above, when the brake pedal 28 is depressed, the purpose is to decelerate the vehicle, so step ClO3
~ After passing through the control of C111, by always maintaining the throttle valve 31 at the minimum opening that corresponds to the engine idle position, the braking of the vehicle by the engine brake is controlled by the brake (
This is done in conjunction with braking (not shown).

If the brake pedal 28 is not depressed and the process progresses from step C101 to step C], 13, flag ■7 is set.
It is determined whether the value of is 1 or not.

This flag ■7 indicates whether or not the brake pedal 28 was depressed in the previous control cycle as described above.
If the pedal is not depressed, the value is 1, and if the pedal is depressed, the value is 0. Therefore, in step C113, it is determined whether or not this is the first control cycle after the brake pedal 28 is not depressed.

In this step C113, if it is determined that 7=1, that is, it is not the first control cycle after the brake pedal 28 is not depressed, the process advances to step C133. Conversely, if it is determined that the control cycle is not 7-1, that is, it is the first control cycle after the brake pedal 28 is not depressed, the process proceeds to step C114.

When the process advances from step C113 to step C114, various settings and determinations are made according to steps C114 to C118.

, First, in step C114, the brake pedal 2 has already been pressed.
8 is not pressed, so the timer TMA as mentioned above
There is no need to count the time by Therefore, in preparation for performing the above-mentioned counting again in the next and subsequent control cycles, the value of the flag (2) is set to O.

Then, in the next step C115, the brake pedal 2
8 is not depressed, the value of flag I7 is set to 1, and in step C116, for the same reason as step c114, timer TMA is reset to stop counting time, and the value of count time tTMA is set to O.

Then, in step C117, the value of flag □2 is set to 0. This flag I□2 is set at step C in each control cycle.
Throttle valve 31, which is the first to be visited after starting auto cruise mode control of 144] In the control cycle corresponding to the opening/closing timing (opening/closing timing cycle), the throttle valve 31 has not been opened or closed yet, or this opening/closing has already been performed, but the throttle valve 31 has not yet been opened or closed in the first opening/closing timing cycle after the designation of the vehicle running state is changed by operating the acceleration switch 45 or changeover switch 46 in auto cruise mode control. This is indicated by a value of 0.

In step C118, step AlO in FIG. 8(i)
Based on the contact information input in step 3, it is determined whether the contact of the accelerator switch 15 is in the ON state. The accelerator pedal 27 is depressed and the contact of the accelerator switch 15 is turned OFF.
If it is in the F state, the process proceeds to step C135, where the value of flag (2) is set to O, and the value of flag (2) is set to 1, at step C136, and the process proceeds to step C137. This flag indicates, by having a value of 0, that the throttle valve 31 should be maintained at the minimum opening degree that corresponds to the engine idle position.

In addition, Flage. If the value of is set to 1 in step C111, the value of ■2 remains 1 until the control in step c135 is performed.

That is, the value of flag 2 becomes O when the accelerator pedal 27 is depressed.

In step C137, as described above, the accelerator pedal depression amount APS detected by the depression amount detection unit 14, the change rate DAPS of the depression amount APS obtained in the control unit 25 from this depression amount APS, and the counter CAPC
Based on the NG value, a target acceleration is determined and accelerator mode control is performed. This accelerator mode control is to control the output of the engine 13 by rotating the throttle valve 31 so that the vehicle reaches a target acceleration. After performing this accelerator mode control, the throttle non-direct motion control in the current control cycle is ended.

When the accelerator pedal 27 is not depressed and the contact of the accelerator switch 15 is in the ON state, and the process advances from step 0118 to step C119, the value of DAPMXQ is set to O. This DAPMXQ indicates the maximum value of the rate of change DAPS of the accelerator pedal depression amount APS when the depression amount of the accelerator pedal 27 increases.

Then, in the next step Cl2O, the value of DAP=55-MXS is set to O. This DAPMXS indicates the minimum value of the rate of change DAPS when the amount of depression is decreased.

Furthermore, in step C121, the latest actual vehicle speed VA calculated by the interrupt control in steps A123 to A128 in FIG. 8(jv) is input.

Next, in step C122, the brake pedal 2
The value of the actual vehicle speed VA input in step C121 is substituted as the value of VOFF indicating the actual vehicle speed immediately after the release of VOFF.

Next, in step C123, the position of the throttle switch 47 of the auto cruise switch 18 is determined from the contact information input in step AlO3 of FIG. 8(i).
It is determined whether or not it is a rice field in the diagram. Note that when the throttle switch 47 is in the position, when the brake pedal 28 is released after depressing the brake pedal 28 to decelerate the vehicle as described above, the throttle valve will be closed unless the accelerator pedal 27 is pressed. 31 is specified to be held at the minimum opening degree which is the engine idle position.

In step C123, if it is determined that the throttle switch 47 is in the position, step C126
Proceed to step c112 after setting the value of flag to 0.
Then, as described above, the throttle valve 31 is rotated to the throttle idle position where the opening degree is the minimum.

On the other hand, if it is determined in step c123 that the position of the throttle switch 47 is not in the field, step C
The process proceeds to step c124, where it is determined whether or not VOFF<K1 with respect to a preset reference value of 1.

In step C124, if it is determined that VOFF<K1, the process proceeds to step c125, and the flag ■2
It is determined whether the value of is 1 or not.

If it is determined that F2=1, the process proceeds to step c126, where the value of flag F is set to O, and then, in step C112, the throttle valve 31 is rotated to the minimum opening position as described above.

On the other hand, if it is determined in step C124 that VOFF<Kl is not satisfied, or if it is determined in step C125 that {circle around (2)} is not equal to 1, the process advances to step C145.

Therefore, when the brake pedal 28 is depressed and the vehicle is braked, if the deceleration continues to be greater than the base 7 (t! value) for a longer time than the reference time, the vehicle speed at the time the brake is stopped is If it is smaller than the reference value, if the accelerator pedal 27 is not depressed, braking of the vehicle will be given priority and the throttle valve 3 will continue to be operated even after the brake pedal 28 is released.
1 is maintained at the minimum opening degree and braking is performed using the engine brake.

For example, when decelerating by braking to stop at an intersection, etc., the brake pedal 28 is temporarily released just before the stop in order to reduce the impact of the stop, but at this time, as described above, the throttle valve 31 or the minimum opening, and braking by engine braking is automatically performed.

If the process proceeds from step C124 or step C125 to step C145, the value of flag 9 is set to O, and the process proceeds to step C127. Note that the flag (4) has a value of O, which indicates that the driving state designation unit 3 of the control unit 25 designates constant vehicle speed travel.

In step C127, since it is not necessary to maintain the throttle valve 31 at the minimum opening degree, the value of flag is set to ], and in the next step C128, the value of flag is set to the value of flag. After setting the value to 1, in step C129, the actual vehicle speed VA input in step C121 is substituted into the target vehicle speed VS when traveling at a constant speed.

Next, in step C], 30, the target torque TOM1 required to maintain traveling at the target vehicle speed VS is determined as follows:
It is calculated by the following formula (1).

TOM□= [((W-r/g) ・ks”ki)
・(DVS3-DVS, 5)+TQ4EM co/TQ・・
... (1) In the above formula (1), W is the weight of the vehicle detected by the vehicle detection unit 19 and inputted in step AlO3 of FIG. 8(i), and r is the pre-stored right front weight. Axle 33
Alternatively, the tire effective radius of the right front axle 34, g is the gravitational acceleration.

Further, ks is a preset coefficient for converting the gear position used in the automatic transmission 32 to the first gear, and is a coefficient currently in use detected by the gear position detection unit 23 and input in step AlO3. The value is set corresponding to the gear stage of the automatic transmission 32 inside. k] is a correction amount regarding the inertia of the engine 13 and automatic transmission 32 around the drive shaft of the vehicle.

Furthermore, TQ is the 1-luke ratio of the automatic transmission 32,
This torque ratio TQ is detected by the output shaft rotation speed detection section 22, and is detected by the automatic transmission 32 using the speed ratio e as a parameter.
Map #MTRATQ preset based on the characteristics of
(not shown). Note that the speed ratio e is the speed ratio of the automatic transmission 3 input in step AlO3.
Output shaft rotation speed N of the torque converter (not shown) in 2
It is obtained by dividing D by the engine rotation speed NE detected by the engine rotation speed detection section 21- and input in step A]03.

DVS3 is a target acceleration for equalizing the vehicle speed to the target vehicle speed VS by -60= and maintaining this, using the difference VS-VA between the target vehicle speed VS and the actual vehicle speed VA as a parameter, as shown in FIG. Map #M preset as shown in
Determined by DVS3.

In step C130, since the target vehicle speed VS is the actual vehicle speed immediately after the brake pedal 28 is released as described above, the target acceleration DvS3 is determined by setting the value of the difference VS-VA to O in the above equation (1). As a result, the value of the target acceleration DVS3 also becomes O from the correspondence shown in FIG.

Further, DvA65 is the actual acceleration calculated by the interrupt control in steps A123 to A128 in FIG. 8 (IV) as described above and inputted in step AlO3, and TEM is the
This is the actual 1 to 1000 rk in the output of 3, which is the actual
The intake air amount A detected in step AlO3 and inputted in step AlO3
Using the value AE/NE obtained by dividing E by the engine speed NE and the engine speed NE as parameters, the engine 13
Map #TEMAP (
(not shown).

In this way, in step C130, the target 1~TOM
When □ is calculated, in the next step C13] map #
Read the throttle valve opening degree 6THl from MTH (not shown). This map #MTH is preset based on the characteristics of the engine 13 using the target torque TOM and the rotational speed Nc of the engine 13 as parameters.
Throttle valve opening θTH required to equalize OM
It is used for the purpose of determining the Therefore, the throttle valve opening degree OT is read out! (The value of t is the target 1-LUK TOM1 calculated in step C130,
Detected by the engine rotation speed detection unit 21, the step AlO3
This corresponds to the engine rotational speed NE input in .

In step C132, the throttle valve 31 is
to drive. In other words, a signal instructing the throttle valve opening θTH is sent from the control unit 25 to the throttle valve rotating unit 26, and in the throttle valve rotating unit 26, the actuator drive unit 39 receives this signal and controls the throttle valve actuator 40. On the other hand, the throttle valve 31 is set to the throttle valve opening degree O
A drive signal is sent so as to rotate it to the position THl.

As a result, the throttle valve actuator 40 rotates the throttle valve 31.

At this time as well, the opening degree adjustment of the throttle valve 31 is performed by feedback control through the throttle valve opening degree detection section 41, and when the throttle valve 31 is rotated to a predetermined position, the actuator drive section 39 sends out a signal. The throttle valve 31 stops at a predetermined position.

The intake passage 30 is opened and closed by such adjustment of the throttle valve, and the amount of air taken into the engine 13 changes as described above, and the fuel control device (not shown) adjusts the amount of air taken into the engine 13 based on the detection result of this air amount. Determination of the amount of fuel to be supplied to 5
The amount of fuel changes accordingly. As a result, the engine output is adjusted so that the engine 13 outputs a torque approximately equal to the target torque TOM□.

As mentioned above, the torque output from the engine 13 is equal to or less than the torque required to maintain the target vehicle speed constant, with the actual vehicle speed immediately after the brake pedal 28 being released as the target vehicle speed.
approximately equal to Ruku.

It is estimated that by the control in steps C129 to C132 described above, the vehicle speed immediately after the brake pedal 28 is released can be maintained even if the opening/closing timing cycle determined by the reference time tKz is not applied immediately after the brake pedal 28 is released. throttle valve 31 to the throttle valve opening position.
provisionally rotates to prepare for transition to constant speed driving at the target vehicle speed.

Step C113 to Step C in the previous control cycle
If the control as described above is performed in step 114 and the brake pedal 28 remains released in the current control cycle, step C1 is executed in the previous control cycle.
Since the value of flag is set to 1 in step C113, it is determined that l7=1, and step C13
3, it is determined from the contact information input in step AIO3 whether the contact of the accelerator switch 15 in FIG. 1 is in the ON state.

If the accelerator pedal 27 is depressed, step C1
33, it is determined that the contact point of the accelerator switch 15 is not in the ○N state, and the process proceeds to step C134, where the value of flag 2 is set to 0, and then the process proceeds to step C135, where the value of flag 2 is set to 0, and further, step C136. Then, the value of the flag I3 is set to 1 and the process proceeds to step C137.

Note that the flag (2) is set in step C11 as described above.
If the value is set to 1, the value will not change until the control in step C135 is performed.

Further, there are cases in which the process proceeds to step C135 from step 0118, and cases in which the process proceeds from step C133 to step C134, but in either case, when the accelerator pedal 27 is depressed and the contact point of the accelerator switch 15 is in the OFF state. It is.

Therefore, by depressing the accelerator pedal 27 and re-accelerating the vehicle, the flag flag is set to 2 in step C135.
The value of is O.

Further, in step C137, accelerator mode control is performed, but similarly to step C135, accelerator mode control is performed whenever the accelerator pedal 27 is depressed.

If the accelerator pedal 27 is not depressed, step C
In step C133, it is determined that the contact point of the accelerator switch 15 is in the ON state, and in step C138, the maximum value DAP is set.
Set the value of MX○ to 0, and set the minimum value DAP in step C139.
After setting the value of MXS to 0, the flag is set to 1 in step C140.
Determine whether the value of 3 is 1 or not.

In addition, the accelerator switch 15 is turned ON at this point.
This is a case where the accelerator pedal 27 is not depressed after deceleration is performed by the brake (not shown) and the brake pedal 28 is released to complete the deceleration, and the control in steps C113 to C'32 described above is performed in the previous control cycle. This corresponds to the case where

As mentioned above, the flag (3) has a value of 0, which indicates that the throttle valve 31 should be held at the minimum opening position that corresponds to the engine idle position. If it is determined that the condition is 1, the process proceeds to step C141; if it is determined that the condition is not 3-]-, the process proceeds to step C112, and the opening degree of the throttle valve 31 is set to the engine idle position as described above. Minimum opening.

Note that the value of flag 3 becomes O when the process proceeds to step C126, as described above.

Therefore, when the throttle switch 47 is in the position shown in FIG. 6 and when decelerating by the brake (not shown), the state in which the deceleration is greater than the reference value continues for longer than the reference time, and when the deceleration ends, When the vehicle speed is lower than the reference value, the throttle valve 31 is always kept at the minimum opening while both the accelerator pedal 27 and the brake pedal 28 are released, and braking is performed by engine braking.

Furthermore, when the process advances from step C140 to step C141, it is determined whether the value of the flag ■□2 is 1, and when it is determined that I,2=1, =6, the process proceeds to step C143. , I,2=1, the process advances to step C142.

As mentioned above, the value of the flag 11□ is 0 in the control cycle corresponding to the first opening/closing timing of the throttle valve 31 after the auto cruise mode control in step C144 is started in each control cycle. This occurs first when the throttle valve 31 has not yet been opened or closed, or after the opening and closing of the throttle valve 31 has already been performed but the designation of the vehicle running state is changed by operating the acceleration switch 45 or changeover switch 46 during auto cruise mode control. This indicates that the SCOT 1 HELP valve 31 has not yet been opened or closed in the control cycle corresponding to the opening/closing timing of the throttle valve 31.

Therefore, when the value of the flag 112 is 0, the throttle valve is 31 may change significantly.

Therefore, in order to more accurately open and close the throttle valve 31 to the required opening degree and to quickly shift or change, it is best to follow the change in the actual value immediately before opening and closing, and to We need the data that has the closest value to .

Therefore, the process proceeds to step C142, and as the value of the actual acceleration DVA used in the auto cruise mode control, DVA6, which has the value closest to the actual acceleration of the vehicle and has the highest ability to follow changes in this acceleration, as described above. ．． Adopt.

On the other hand, if the value of the flag 112 is 1, the opening/closing at the time of the above-mentioned transition or change has already been performed, and the change in the opening degree of the throttle valve 31 does not become large. Therefore, even if the followability deteriorates somewhat, the difference between the actual value and the measured data is small, and rather the stability of the control should be emphasized. Therefore, the process proceeds to step C143, and DVA13o, which has lower followability but is more stable than DvA6o, is adopted as the value of the actual acceleration DVA.

In step C142 or step C143, the acceleration D
After setting the VA value, the process proceeds to the next step C144, where auto-cruise mode control, which will be described later, is performed, and the throttle non-direct drive control in the current control cycle is ended.

As described above, steps Cl0I to C144 in FIG.
By performing the throttle non-direct motion control shown in FIG. 2, when the brake pedal 28 is depressed to apply a brake (not shown), the throttle valve 31 is held at the minimum opening that corresponds to the engine idle position, and the engine brake is applied. Braking is performed in parallel with brake braking. Meanwhile, the brake pedal 28 is released and the accelerator pedal 27 is released.
When the driver depresses the pedal, accelerator mode control, which will be described later, is performed.

Further, if the state in which the deceleration of the vehicle due to the brake pedal 28 is greater than the reference value continues for longer than the reference time, and the vehicle speed immediately after the brake pedal 28 is released is t below the reference value.
In the case of Js, even if the brake pedal 28 is released,
The throttle valve 31 is held at the minimum opening degree until the accelerator pedal 27 is depressed, and braking by the engine brake continues.

If the deceleration is less than or equal to the reference value, or if the duration of the deceleration being greater than the reference value is less than or equal to the reference time, or if the vehicle speed after the brake pedal is released is greater than or equal to the reference value, As long as the accelerator pedal 27 is not depressed, the throttle valve 3 is set to the throttle valve opening such that the vehicle travels at a constant speed that maintains the vehicle speed immediately after the brake pedal 28 is released.
1 is temporarily rotated, and then auto-cruise mode control is performed.

In this auto cruise mode control, the brake pedal 2
If there is no change in the contact information of the auto cruise switch 18 after 8 is released, the vehicle will run at a constant speed as described later. At this time, the timing of releasing the brake pedal 28 and the timing of opening and closing of the throttle valve 31 are different. There is no correlation at all, and the time when the brake pedal 28 is released does not necessarily coincide with the timing of opening and closing.

Therefore, immediately after the brake pedal 28 is released, the throttle valve 31 is temporarily moved to the position where the throttle valve opening is the above-described throttle valve opening (the throttle valve opening that allows the vehicle to maintain constant vehicle speed running immediately after the brake pedal is released). After rotating the throttle valve 31 under auto cruise mode control in the throttle valve opening/closing timing cycle after the next control cycle.
Perform the rotation.

By controlling the vehicle speed in this manner, a transition to constant speed driving is made with almost no fluctuation in vehicle speed immediately after the brake pedal 28 is released.

Also, the brake pedal 28 is released and the accelerator pedal 2
Even when the accelerator pedal 27 is released after the accelerator pedal 27 is depressed and the accelerator mode control described later is performed, the O1 to cruise mode control is performed.

Step C137 of throttle non-direction control (Figure 10)
To explain in detail the accelerator mode control carried out in FIG.

That is, first, in step D101, it is determined whether map #MDVS6S was used to obtain the target acceleration DVS in the previous control cycle. As shown in FIG. 20, this map #MDVS6S is for determining the target acceleration DVS using the accelerator pedal depression amount APS as a parameter, and is used when the depression amount of the accelerator pedal 27 decreases. Note that the accelerator pedal depression amount APS is detected by the depression amount detection section 14 and inputted in step AlO3 in FIG. 8(i).

In step D101, if it is determined that map #MDVS6S was used in the previous control cycle, it is assumed that control was performed when the depression amount decreased in the previous time, and step D101 is determined.
Proceed to step 12. On the other hand, map #MD in the previous control cycle
If it is determined that VS6S was not used, it is assumed that the control for decreasing the amount of depression was not performed last time, that is, the control for increasing the amount of depression was performed last time, and the process proceeds to step D102.

When the process proceeds to step D102, it is determined whether or not the rate of change DAPS of the accelerator pedal depression amount APS satisfies DAPS<KG with respect to a preset negative reference value of 6. Note that the rate of change DAPS of the accelerator pedal depression amount APS is determined in step A12 of FIG. 8 (iji).
1 to A]-22 using the interrupt control and input in step AlO3 of FIG. 8(i).

In step D102, if it is determined that DAPS<K, .
If it is determined that APS<K6 does not hold, it is determined that the amount of depression of the accelerator pedal 27 is increasing, and the process proceeds to step D105.
Proceed to.

If the process advances to step D]03, the control in the previous control cycle was for increasing the amount of depression, and this time, on the contrary, the amount of depression is decreasing. Therefore, in step D]-03, the maximum value DAPMXO of the speed of change DAPS when the amount of depression increases is set to O, and in the next step D104, the value of the minimum value DAPMXS of the speed of change when the amount of depression decreases is set to O, and in step D115 Go forward eight. Note that DAPMXO is the value when the amount of depression of the accelerator pedal 27 increases, so it is always a value greater than or equal to O, and DAPMX, S is the value when the accelerator pedal 27 is depressed.
Since this is the value when the amount of depression is decreased at 7, the value is always less than O.

On the other hand, when the process proceeds from step D10 to step D112, it is determined whether or not the rate of change DAPS is greater than K7 with respect to a preset positive reference value. If it is determined in step D112 that DAPS>K7, it is determined that the amount of depression of the accelerator pedal 27 is increasing, and the process proceeds to step D113, where DAPS>K7.
If it is determined that the amount of depression of the accelerator pedal 27 is decreasing, the process proceeds to step D115.

If the process advances to step D113, the control in the previous control cycle was for decreasing the amount of depression, and this time, on the contrary, the amount of depression is increasing. Therefore, in step D113, the DA
After setting the PMXO(7) value to 0 and setting the DAPMXS value to 0 in step D114 of -75=,
Step D1] Proceed to 5.

Therefore, when it is determined that the amount of depression of the accelerator pedal 27 is increasing (continuously increasing), step D1
After passing through the control from 05 to D111, steps D122 to D
126 controls are performed.

On the other hand, when it is determined that the amount of depression of the accelerator pedal 27 is decreasing (continuously decreasing), steps D]15 to
After passing through the control of D121, steps D122 to D126
control is performed.

If the process advances to step D105, the depression amount detection section 14
The target acceleration DVS corresponding to the accelerator pedal depression amount APS detected in step 8103 of FIG. 8(1) is read out from map #MDVS60. This map #MDVS60 is the accelerator pedal depression amount AP
This is to find the target acceleration DvS when the amount of depression of the accelerator pedal 27 is increasing, using S as a parameter, and the values of APS and DVS are # in FIG.
It has the correspondence shown in MDVS60.

In the next step D106, the value of DAPMXO stored in the previous control cycle and the value of DAPS in the current control cycle are compared. And DAPM
If it is determined that XO<DAPS, step C
], In 07, DAP S is new APMXO (7)
The value is assigned to DAPMXO and stored, and the process advances to step D108.

In addition, if it is determined that DAPMXO<DAPS is not satisfied, the DAPMXO stored in the previous control cycle is
The XO remains stored as is, and the process advances to step D108.

In step D108, the DAPMXO
The target acceleration DvS7 corresponding to is map #MDVS70
Read from. This map #MDVS70 is DAP
This is to find the target acceleration DVS7 when the amount of depression of the accelerator pedal 27 is increasing using MXO as a parameter, and DAPMXO and DVS7 are indicated by # in FIG.
It has the correspondence shown in MDV870.

As is clear from the correspondence indicated by #MDVS 70 in FIG. 21, the value of the target acceleration DvS7 increases as the amount of depression of the accelerator pedal 27 is increased faster by the control in steps D106 to D108. However, D
When APMX○ exceeds a certain value, the value of target acceleration DVS7 becomes constant, so that extreme sudden acceleration that would lead to a decrease in safety is not performed.

In the next step D109, the accelerator pedal depression amount AP
It is determined whether or not the rate of change of S (DAPS) is DAPS)K with respect to a preset reference value of 8. D.A.
If it is determined that PS>K, it is assumed that the change when the amount of depression of the accelerator pedal 27 increases is large, and the process proceeds to step D1.
If it is determined that DAPS>K is not true, the process proceeds to step D111, assuming that the change is not large.

Then, when the process advances from step D109 to step D1]0, after setting the value of the counter CAPCNG to 1,
Proceed to step D111.

In step D111, the target acceleration DVSl+ corresponding to the value of the counter CAPCNG is set to map #MD'VS80.
Read from. Map #MDVS80 is counter C
Accelerator pedal 2 using the APCNG value as a parameter.
This purpose is to obtain the target acceleration DVS when the amount of pedal stroke is increasing, and the value of the counter CAPCNG and the DV
The value of S has a correspondence relationship shown in #MDVS80 in FIG. 22.

The value of the counter CAPCNG used in step D111 is the value of the counter CAPCNG used in step A118 of FIG. 8(ii) as described above.
~ It is set by the interrupt control of Al2O, and is always 0 unless a value other than O is assigned. If this value is O,
The target acceleration D■Sll read from the map #MDVS80 in step D111 is also #MDvS8 in FIG.
As is clear from 0, it becomes 0. Also, the rate of change DA
If PS is greater than the reference value 8, the counters CA, P CNG are set in step D110 as described above.
Since the value of is set to 1, the value of the counter CAPCNG is always 1 while the rate of change DAPS is greater than the reference value of 8. Therefore, at this time, the target acceleration DvS,l read from the map #MDVS80 in step D111 is equal to #MDVS80 in FIG.
As is clear from this, this is the largest map in map #MDVS80.

After the value of the counter CAPCNG is set to 1 in step DIIO, step D10 is performed again in the next control cycle.
2 and reaches step D109, the accelerator pedal 2
Since the increase in the amount of depression in Step 7 has been eased or stopped, it is determined that DAPS>K[l is not satisfied in the next step D110, and step D is performed without going through step D110.
Proceed to 111. In this non-step D111, the counter CA
The value of PCNG is determined from steps A118 to A in FIG. 8(ii).
The value is determined by the interrupt control of l2O.

In this interrupt control, in step A118, a value obtained by adding 1 to the previous value of the counter CAPCNG is specified as a new value of the counter CAPCNG.

In the next step A119, it is determined whether the value of the counter CAPCNG is 1, but if the value of the counter CAPCNG is set to 1 in step D110 as described above,
Since the new value of the counter CAPCNG becomes 2 in step A118, the process does not proceed to step Al2O due to the determination in step A119, and the value of the counter CAPCNG becomes 2 at the end of the current interrupt control.

Furthermore, if the control in step D109 is performed after the next control cycle and the state where DAPS>KIl continues, the counter CAP is set as described above by interrupt control.
The value of CNG increases by 1.

From step D102 to step D109
05, the rate of change DAPS is 6 compared to the reference value as determined in step D102.
<K, but DAPS≧6. therefore,
Step D109 directly proceeds to step D111 when the rate of change DAPS has a value such that K6≦DAPS≦8, and as mentioned above, 6 is a negative value for the reference value, and the reference value KIl have positive values. Therefore, if the amount of depression of the accelerator pedal 27 is held constant,
As described above, the value of the counter CAPCNG increases by one.

At this time, in step D11, the map #MDVS8
As is clear from #MDVS80 in FIG. 22, the target acceleration DVS read from 0 is the counter CAPC.
It decreases as the value of NG increases and finally becomes O. Therefore, if the amount of depression of the accelerator pedal 27 is increased and then held almost constant, the value of the target acceleration DVSe, which has a positive value, will gradually approach O as time passes after the amount of depression is maintained. .

On the other hand, if the process advances from step D104 or D]12 to step D115, it is detected by the depression amount detection unit 14 and corresponds to the accelerator pedal depression amount APS input in step A1.03 in FIG. The target acceleration DVS to be calculated is read from the map #MDVS6S.

In addition, for map #MDVS6S, the accelerator pedal is pressed f.
This is to obtain the target acceleration DvS6 when the amount of depression of the accelerator pedal 27 is decreasing using lAPs as a parameter, and APS and DvS6 are #M in FIG.
It has the correspondence shown in DVS6S.

In the next step D116, DAPMXS stored in the previous control cycle and DAPS in the current control cycle are compared. If it is determined that DAPMXS>DAPS, the value of DAPS is new and AP
In step D117 as the value of MXS, the D A
P M X S and stored, step D]
Proceed to 18. If it is determined that DAPMXS>DAPS does not hold, the DAPMXS stored in the previous control cycle remains stored as is, and the process advances to step D118.

In step D118, D
Target acceleration DVS7 corresponding to APMXS is map #M
Read from DVS7S. This map #MDVS7S
is the accelerator pedal 2 using DAPMXS as a parameter.
DAPMXS and DVS7 are used to find the target acceleration DVS when the amount of pedal stroke is decreasing.
It has the correspondence relationship shown in #MDVS7S in Figure 1. Note that DAPMXS is the rate of change of the amount of depression of the accelerator pedal 27 when it is decreasing, so it becomes O or a negative value as described above, and the target acceleration DvS7 also changes to #MDVS7S in FIG. As shown, it becomes a negative value.

Therefore, the absolute value of the target acceleration DVS is the deceleration.

In this way, in the control of steps D116 to D118,
As is clear from the correspondence shown in FIG. 21, the faster the amount of depression of the accelerator pedal 27 is reduced, the smaller the negative value of the target acceleration DVS7 becomes.

In the next step D119, the accelerator pedal depression amount AP
When the rate of change of S DAPS reaches a preset negative reference value,
It is determined whether DAPS<K.

If it is determined that DAPS<K9, the change when the amount of depression of the accelerator pedal 27 is decreased is determined to be large, and the process proceeds to step D120. If it is determined that DAPS<Kg, the change is not large and the process proceeds to step D121.

Further, when the process proceeds from step D]-19 to step D120, the value of the counter CAPCNG is set to 1, and then the process proceeds to step D121.

In step D121, the target acceleration DVS8 corresponding to the value of the counter CAPCNG is read from the map #MDVS8S. Map #MDVS8S is counter CAP
This is for finding the target acceleration DvS,l when the amount of depression of the accelerator pedal 27 is decreasing, using the CNG value as a parameter.

The value of counter CAPCNG and the value of DvSll are the 22nd
It has the correspondence shown by #MDVS8S in the figure. In addition,
This target acceleration DVS is 3MDVS8 in FIG.
As shown in S, it becomes 0 or a negative value, so this D
vSll is the deceleration.

As described above, the value of the counter CAPCNG used in step D121 is the value of the counter CAPCNG used in step A11 of FIG. 8(ii).
It is set by interrupt control of 8 to Al2O, and is always O unless a value other than 0 is assigned. Therefore, this CAP
If the value of CNG is O, map # is set in step D121.
The target acceleration DVS8 read from MDVS8S also becomes 0, as is clear from #MDVS8S in FIG.

Further, when the rate of change DAPS is smaller than the reference value of 9, the value of the counter CAPCNG is set to O in step D12'O as described above.

Therefore, while the rate of change DAPS is smaller than the reference value 9, the value of the counter CAPCNG is always 1, and the target acceleration DVS read from the map #MDVS8S in step D121 at this time is #MDVS8 in FIG.
As is clear from S, the map #MDVS8S has the smallest negative value, and this DvSI+ has the largest deceleration.

For example, in step D120, the counter CAPCN
After the value of G is set to 1, in the next control cycle, the process goes through step D112 again to step Dl19, and at this time,
Depressing the accelerator pedal 27.

DAPS <
If it is determined that it is not K9, the process advances from step D119 to step D121. In this case, step D
120, the value of the counter CAPCNG becomes the value determined by the interrupt control in steps Al18 to Al2O in FIG. 8(ii). In this interrupt control, in step A118, the value obtained by adding 1 to the current value of counter CAPCNG is set to this counter CAPCNG.
specified as the new value of

In the next step A119, it is determined whether or not the value of the counter CAPCNG is 1. However, as mentioned above, in step D120, the new value of the counter CAPCNG is 2, so the determination in step A119 causes the process to proceed to step Al2O. does not proceed. As a result, the values of the counters C and APCNG become 2 at the end of the current interrupt control.

Furthermore, after the next control cycle, if the control in step D119 continues and the state where DAPS<K does not hold, the counter CAP is set as described above by interrupt control.
The value of CNG increases by 1.

Step D119 to step D112 to step D1
15, the rate of change DAPS is determined in step D112 as compared to the reference value of 7.
>K7 is no longer the case, and DAPS≦7. Therefore, the process directly proceeds from step D119 to step D121 when the rate of change DAPS has a value such that K9≦DAPS≦7, and as described above, the reference value is 7.
has a positive value, and the reference value has a negative value, so if the amount of depression of the accelerator pedal 27 is held constant, the value of the counter CAPCNG increases by 1 as described above.

At this time, in step D121, map #MDVS8
As is clear from #MDVS8S in FIG. 22, the target acceleration DVS read from the counter CAPC
It increases as the value of NG increases and finally becomes O.

Therefore, if the amount of depression of the accelerator pedal 27 is decreased and then held almost constant, the value of the target acceleration DvSI+, which has a negative value, gradually becomes zero as time passes after the amount of depression is maintained. approach.

From step D111 or D121 to step D12
2, the target acceleration DVS6° DVS7 and DV determined by the control in steps D105 to Dl11
SB or the target acceleration DVS6.B determined by the control in steps D115 to D121. The sum of DVS7 and DVS (7) is calculated as the overall target acceleration DVS in accelerator mode control.

Next, in step D123, the target torque TOMA required to obtain the target acceleration DVS as the actual acceleration of the vehicle is calculated using the following equation (2).

TOMA= [((ll・r/g)・ks+ki)・
DVS+R+・rco/-T.

・・・・・・(2) In addition, in the above formula (2), W, r, g+ks.

ki and TQ are the same as those used in equation (1) shown in the explanation of the throttle non-direct drive control above, and
R' is the running resistance when the vehicle is running, which is calculated by the following equation (3).

R'=/&r-W+/jairA・VA2... (
3) In the above formula (3), μr is the rolling resistance coefficient of the vehicle, W is the vehicle weight that is the same as that used in (2), μair is the air resistance coefficient of the vehicle, and A is the vehicle The front projected area, VA, is step 8123 in Figure 8 (1v).
This is the actual vehicle speed calculated by the interrupt control at steps 128 to 8128 and input at step AlO3 in FIG. 8('').

When the process proceeds from step D123 to step D124, the target torque T○MA calculated in step D123 and the engine rotation speed detection unit 2 are detected as shown in FIG.
The throttle valve opening degree θTHA corresponding to the rotational speed NE of the engine 13 input in step AlO3 is read from the map #MTH. Map # M T I (ha,
This is the same as that used in step C131 in FIG. 10 during the aforementioned non-linear control of the throwers 1 to 1.

In the next step D125, it is determined whether the flag Ill is 1 or not. As mentioned above, this flag □ has a value of 1, so that the current control cycle is This indicates that this is a control cycle for opening and closing.

In this way, when the value of the flag I1+ is 1, it is a control cycle for opening and closing, so step D126
If the value of the flag 111 is not 1, the process does not proceed to step D126 since this is not a control cycle for opening/closing, and the accelerator mode control in the current control cycle is ended.

In step D126, the signal instructing the throttle valve opening degree θTHA read out in step D124 is sent to the control unit 2.
5 to the throttle valve rotating section 26. In this throttle valve rotation unit 26, an actuator drive unit 39 receives the above signal and controls the throttle valve actuator 40 to rotate the throttle valve 31 to a position where the required (throttle valve opening degree (l THA) is achieved). ) The throttle valve actuator 40 rotates the throttle valve 31 by sending out a drive signal.

At this time, the opening degree of the throttle valve 31 is detected by the throttle valve opening detection section 41, and the detection result is sent to the actuator drive section 39 for feedback control.

When the throttle valve 31 is rotated to a predetermined position, the actuator drive section 39 stops sending out the drive signal, the throttle valve 31 stops at the predetermined position, and the accelerator mode control in the current control cycle is completed.

As described above, by opening and closing the intake passage 30 through the throttle valve 31, the amount of air and fuel taken into the engine 13 change, and the output of the engine 13 is adjusted. As a result, the target acceleration DVS The vehicle is accelerated with an acceleration approximately equal to .

As described above, the accelerator control determines the target acceleration based on the amount of depression of the accelerator pedal 27, the speed of change of this amount of depression, and the direction of change of the amount of depression, and
The engine 13 is controlled by opening and closing the throttle valves 1 to 31 in accordance with this target acceleration.

That is, when the depression amount APS of the accelerator pedal 27 is increased, the DVS6. DV
The three target acceleration values S and DVS change as follows.

First, the value of DVS is determined based on the correspondence shown in #MDVS60 in FIG. 20 with respect to the value of the depression amount APS. The faster you increase the amount APS, the more DVS
The rate of increase of 6 becomes large.

In addition, the value of DVS7 is the maximum value DAPMX
21 (7) #MDVS70, the faster the depression amount APS is increased, the more DVS.

The value of is a large value.

Furthermore, since the value of DvSB is determined based on the correspondence shown in #MDVS' 80 in FIG. , CAPCNG=1, and DVS8 has the largest value.

In this way, each target acceleration DVS6. DVS,,DVB2
changes, so the faster the amount of depression of the accelerator pedal 27 is increased, the more rapidly the vehicle will accelerate.

Further, when the increase in the amount of depression of the accelerator pedal 27 is stopped and the amount of depression of the accelerator pedal 27 is maintained constant, each target acceleration DVS6. D
VS7. The values of DVS, , (7) are as follows.

The value of DVS6 is #M in Fig. 20 for the amount of depression APS.
Since it is determined based on the correspondence shown in DVS60,
A constant value.

Also, DV-8? As described above, the value of is the 21st value when the amount of depressing increases before the amount of depressing A P S is held constant.
Since the value determined based on the correspondence shown in #MDVS70 in the figure is held as is, it remains constant.

Furthermore, the value of DVS is changed according to the elapsed time from when the speed of increase of the depression amount APS became below the standard.
As the value of increases, as shown in #MDVS80 in Figure 22, it gradually decreases over time and eventually reaches 0.
becomes.

Therefore, the increase in the amount of depression is stopped and the accelerator pedal 27 is stopped.
If the amount of depression is held constant, the target acceleration DVS will gradually approach a constant value.

That is, when the depression amount APS of the accelerator pedal 27 is increased to an appropriate amount, the acceleration changes smoothly from the rapid acceleration state to the slow acceleration state.

On the other hand, when the depression amount APS of the accelerator pedal 27 is decreased, each of the target accelerations DVS, , DVS7 . DVS,
The value of is as follows.

The value of DVS6 is # in Fig. 20 for the amount of depression APS.
It is determined based on the correspondence shown in MDVS6S. Therefore, the value decreases as the depression amount APS decreases. The rate of decrease in DVS increases as the depression amount APS decreases faster.

Further, the value of DVS7 is #MDVS7 in FIG.
Since it is determined based on the correspondence shown in S, the amount of depression A
The faster the PS decreases, the smaller the value of DVS7 (
negative and small absolute value).

Furthermore, the value of DvSB becomes CAPCN, G=1 when the decrease in the amount of depression APS exceeds the reference value,
As shown by #MDVS8S in FIG. 22, it is the smallest value (negative value with the largest absolute value).

Therefore, the faster the depression amount APS of the accelerator pedal 27 is reduced, the faster and slower the acceleration of the vehicle becomes, and furthermore, the vehicle enters a deceleration state.

In addition, #MDVS60 and #MDVS6S in Fig. 20
As shown in , when the amount of depression is increasing and when it is decreasing,
When comparing the values of DvSG corresponding to the same amount of depression, the value of DvSG is set larger when the amount of depression is increasing.

Therefore, even if the amount of depression is the same, when the amount of depression is increased, acceleration is more rapid than when the amount of depression is decreased.

In addition, DvSG is shown in Fig. 20 (7) #MDVS 6 S
As shown in FIG. 3, if the amount of depression is decreased to a value of O, if the amount of depression is continued to be decreased, the value becomes negative. Therefore, each target acceleration DVS, , DVS7 and DV
The target acceleration DVS to which S8 is added also becomes a negative value, and as a result, the vehicle is decelerated based on the negative target acceleration.

In addition, the reduction in the amount of depression APS is stopped and the accelerator pedal 27 is stopped.
When the amount of depression is held constant, each target acceleration DV
S6. DVS7. The value of DVS8 is as follows.

The value of DVS6 is 8M in Fig. 20 for the amount of depression APS.
Since it is determined based on the correspondence shown in DVS6S,
Here it is a constant value.

In addition, the value of DVS7 is the maximum rate of change in the amount of depression when the amount of depression is decreased before the amount of depression APS is held constant.
3MDVS'71. of FIG. 21 for DAPM -The value determined based on the correspondence shown is maintained as it is, so it remains constant.

Furthermore, the value of DvSl+ is determined by CA
As the value of CN G increases, 3MDVS in Fig. 22
As shown by 8S, it gradually increases over time and finally reaches O.

In this way, when the amount of depression of the accelerator pedal 27 is decreased, the acceleration is smoothly decreased from the decreased acceleration state or the decelerated state to the accelerated state with a constant acceleration.

Now, the 10th step performed in throttle non-linear control
The O-I-Cruise mode 1 control in step C144 in the figure is performed according to flowcharts 1 to 1 in steps F: ] 01 to E] 33 in FIG. 12.

This O1-cruise mode control is performed when both the accelerator pedal 27 and the brake pedal 28 are not depressed in the aforementioned throttle non-direct motion control.

First, in step E101, it is determined whether or not the accelerator pedal 27 was not depressed in the previous control cycle and the contact point of the accelerator switch 15 was in the ON state. If this is the first control cycle after the accelerator pedal 27 is released and the contact point of the accelerator switch 15 is in the ○N state, step E102 is determined based on the judgment here.
and the accelerator pedal 2 has already been pressed in the previous control cycle.
7 is released and the accelerator switch] 5 is in the ON state, step E is determined based on the judgment here.
] Go to 10.

Therefore, after accelerating the vehicle by depressing the accelerator pedal 27, the first control cycle after releasing the accelerator pedal 27 is a control cycle after this first control cycle, or a control cycle in which the accelerator pedal 27 is not depressed. The control is different from each control cycle after the brake pedal 28 is released in this state and auto cruise mode control is performed.

If the process proceeds to step E102 in the first control cycle after the accelerator pedal 27 is released, the value of flag 4 is set to O and the process proceeds to step EIO3. This flag (4) indicates, by having a value of O, that constant speed driving should be specified by the driving state specifying section 3 of the control section 25.

In step E103, the value of the flag (2) is set to O, and the process proceeds to step E104. This flag 6 indicates that this is the first control cycle after the contact of the changeover switch 46 is turned on by having a value of ].

In step E104, step A1 in FIG. 8(]V)
Latest actual vehicle speed V calculated by interrupt control of 23 to A128
AI is input as the actual vehicle speed immediately after the accelerator pedal 27 is released, and in the next step E105, this actual vehicle speed VAI is substituted for the target vehicle speed vS.

Then, in step E i C16, the value of flag ■6 is set to ◯. The value of this flag (6) is O, which indicates that the vehicle speed is kept almost constant by the cruise mode control.

Next, in step E i O7, the vehicle speed is set to the target vehicle speed vS.
The target torque TO of the engine "3 required to maintain the
M3 is calculated by the following formula (4), and step E108
Proceed to.

T OM3= [((1+I'r/g)・ks+ki)
・(DVS3-DVS65)+TQ4Ehko/TQ (4) Note that the above equation (4) corresponds to step C1 in the flowchart of FIG. 10 showing the aforementioned throttle non-direct drive control.
It is substantially exactly the same as equation (1) used in 30.

In step E108, the throttle valve opening θTH3 corresponds to the target torque TOM3 calculated in step E107 and the engine speed NE detected by the engine speed detection unit 18 and inputted in step AlO3 in FIG. 8(i).
is read from the map #MTH.

Next, in step E109, the throttle valve opening θ
A signal instructing TH3 is sent from the control section 25 to the actuator drive section 39 of the throttle valve rotation section 26. Then, a required drive signal is sent from the actuator drive unit 39 to the throttle valve actuator 4o, and the throttle valve actuator 40 rotates the throttle valve 31. At this time, the opening degree of the throttle valve 31 is feedback-controlled by the actuator drive unit 39 through the throttle valve opening detection unit 41.

Then, when the throttle valve 31 is rotated to a predetermined position, the actuator drive unit 39 stops sending out the drive signal, the throttle valve 31 stops at the predetermined position, and the O1 to cruise mode control in the current control cycle is performed. finish.

By operating the throttle valve in this manner to open and close the intake passage 30, the engine 1
The amount of air taken into the engine 13 changes, the amount of fuel changes, and a torque approximately equal to the target torque TOM3 is output from the engine 13.

In this manner, the torque output from the engine 13 is approximately equal to the torque required to maintain the vehicle speed constant, with the actual vehicle speed immediately after the accelerator pedal 17 released as the target vehicle speed, as described above. Then, steps E104 to E described above.
109, immediately after the accelerator pedal is released, the throttle valve opening is adjusted to maintain the vehicle speed immediately after the accelerator pedal is released, even if the control cycle does not correspond to the timing for opening and closing the throttle valve 31. The throttle valve 31 is provisionally rotated to the desired position to prepare for transition to a constant vehicle speed running state at the target vehicle speed.
- The rotation of the throttle valve 31 by the control in steps E104 to E109 described above is performed in steps C121 and C12 in FIG. 10 of the non-direction control of the throttle described above.
This is substantially the same as the rotation of the throttle valve 31 under the control of steps 9 to C132, and only the conditions for starting the control are different.

In the first control cycle after the accelerator pedal 27 is released, in the control cycle after performing the above-mentioned control, or in the control cycle after the brake pedal 28 is released and the control in steps C121 and steps C129 to C132 is performed. In the control cycle when the auto-cruise mode control is performed after the above control, if the process proceeds to step E101, the contact point of the accelerator switch 18 was in the ON state in the previous control cycle, so step E is executed.
Proceed to 110. In step E110, it is determined whether the position of the acceleration switch 45 is different between the previous control cycle and the current control cycle.

To explain the content of the control when the acceleration switch 45 is not switched, the position of the acceleration switch 45 has not changed since the previous control cycle, so step E
110, proceed to step E128, and select the changeover switch 46.
Controls related changeover switches.

The changeover switch control in step E128 is performed mainly by the driving state switching section 12, the target vehicle speed setting section 6, and the target vehicle speed change control section 6a of the control section 25 according to the flowchart shown in steps F101 to F121 in FIG. This function switches the vehicle running state corresponding to the operation of the changeover switch 44, and changes the target vehicle speed when the vehicle running state specified as a result of the operation of the changeover switch 44 is acceleration or deceleration. be.

To explain the case where the changeover switch 46 is not operated, in step F101 of FIG. 13, whether or not the contact of the changeover switch 46 is in the ○N state is inputted in step AlO3 of FIG. 8(i). If the changeover switch 46 is not operated as determined based on the contact information, the contact of the changeover switch 46 is not in the ON state, and the process advances to step F111.

In step F111, the value of flag 5 is set to O, and the process proceeds to step F112. Note that this flag I5 indicates that the contact of the changeover switch 46 was ON in the previous control cycle.
A value of 1 indicates that the state was present.

Then, in step F112, the value of flag is set to O.

If the changeover switch 46 is not operated, the changeover switch control for the current control cycle is completed, and the first
Proceeding to step E129 in Figure 2, the value of flag I4 is 1.
It is determined whether or not.

The value of flag ■4 is set to 0 in step C145 of FIG. 10 or step E102 of FIG. 12, and as described later, in the changeover switch control of step E128, the contact of the changeover switch 46 is in the ON state. The signal becomes 1 when control is performed, or when control is performed where the position of the acceleration switch 45 has been changed from the previous control cycle. Therefore, the changeover switch 4
6 and acceleration switch 45 are not operated, the value of flag is 0, and step E129 is executed.
Depending on the judgment, the process advances to step E132. Note that, at this time, the designation by the driving state designation unit 3 of the control unit 25 is constant speed driving.

Then, in step E132, depending on whether the value of the flag T is 1, it is determined whether or not this is the first control cycle after the contact of the changeover switch 46 is turned on. If the changeover switch 46 is not operated, the contact is not in the ON state fffl and the flag ■,
Since the value of is O, the process proceeds to step E133 and target vehicle speed control is performed.

This target vehicle speed control is carried out by the driving state specifying section 3 as described above.
When constant speed driving is specified, control is performed to bring the vehicle speed closer to the target vehicle speed, and control is performed to change the set value of the target vehicle speed by the target vehicle speed change switch 46. This is mainly performed by the constant vehicle speed control section 8 of the control section 25 according to the flowchart of J116.

In other words, in this target vehicle speed control, first, step J1
At step 01, it is determined whether or not the value of the flag ■8 is 1.
When the vehicle is in a running state under auto cruise mode control by releasing the accelerator pedal 27, it becomes 1 in step Ci28 in FIG. , it becomes 1 in step E108 of FIG. Therefore, after transitioning to the vehicle running state by O1-cruise mode control, the acceleration switch 45 and the changeover switch 4
If the process proceeds to step J101 without performing the operation in step 6, step J
Proceed to step 102.

In step J102, it is determined whether or not the current control cycle corresponds to the timing for opening and closing the throttle valve 31, based on whether or not the value of the flag Lx is 1. If the value of flag ■, 1 is 1, step J1
Proceeding to 03, control necessary for opening and closing the throttle valve 31 is performed, and if the value of the flag 1 is not 1, the O1 to cruise mode control in the current control cycle is ended.

When the process proceeds to the next step J103 because the value of the flag ■□1 is 1, the target vehicle speed vS for constant speed driving is set to the actual vehicle speed input in step AlO3 of FIG. 8(i) as a temporary value. Substitute VA.

This provisional setting of the target vehicle speed VS is to prepare for control after the vehicle speed reaches a substantially constant value, and is performed before the vehicle speed becomes substantially constant. This set value is updated every control cycle corresponding to the opening/closing timing until the vehicle speed becomes approximately constant.

Next, in step J i O4, D is controlled by steps C141 to c143 in FIG.
It is determined whether the absolute value of the actual acceleration DVA, for which the value of VA65 or DVA□3o is specified, satisfies l DVA l <Kα with respect to a preset reference value α. As a result of the target vehicle speed control making the vehicle speed almost constant and reducing the acceleration of the vehicle, in step J104,
If it is determined that l DVA l <K a, the value of the flag is set to O in step J108, and the process proceeds to step J109. In addition, the vehicle speed is not nearly constant, and the acceleration of the vehicle does not decrease, resulting in step J10.
If it is determined in step 4 that l DVA l <Kα, the process advances to step J105.

In step J105, it is determined whether the vehicle is currently in an acceleration state or a deceleration state, depending on whether the actual acceleration DVA is a positive value. If the actual acceleration DVA is a positive value, since the vehicle is in an acceleration state, the process proceeds to step J107 and the actual acceleration DV is
A value obtained by subtracting a preset correction amount ΔDv2 from A is set as the target acceleration DVS. On the other hand, if the actual acceleration DVA is a negative value, since the vehicle is in a deceleration state, the process proceeds to step 5106 and the actual acceleration DVA is set to a constant speed running state.
The value obtained by adding the above correction amount ΔD■2 to VA is the target acceleration DV.
Let it be S. As a result, the target vehicle speed control in the current control cycle is ended, and the process proceeds to step E123 in FIG. 12.

In steps E123 to E127 in FIG. 12, control is performed to make the acceleration of the vehicle match the target acceleration DVS, as will be described later. Therefore, in a state where the vehicle speed is not approximately constant, step J10 in FIG.
When the above-mentioned control in steps 1 to J107 is repeated, as the target acceleration DVS gradually approaches O, the actual acceleration D
The absolute value of VA decreases and the vehicle speed gradually approaches a constant value.

Then, in step J104 of FIG.
If it is determined that Al<Kα, the process proceeds to step J109 via step 5108 as described above, and the target vehicle speed vS whose value was set in step J103 in the control cycle at this time is changed to step J109 to J116 described below.
This is the target vehicle speed in the control for constant speed driving.

Further, in the control cycle following the control cycle in which the process proceeds to step JIO9 via step J108, auto cruise mode control is continued. Since the value of the flag I8 remains 0 unless the acceleration switch 45 and changeover switch 46 are operated, the process proceeds directly to step J109 based on the determination at step J101, and control is performed.

In step J109, it is determined whether or not the target vehicle speed change switch 48 of the auto cruise switch 18 is rotated in the (+) direction in FIG.
The determination is made based on the contact information input in step 3. (+)
If it is determined that the side contact is in the ON state, proceed to step J.
Proceed to IIO and check the target vehicle speed in the previous control cycle■
After setting a value obtained by adding a preset correction amount VT3 to S as a new target vehicle speed vS, the process proceeds to step J113.

On the other hand, if it is determined that the (+) side contact is not in the N state, the process advances to step J111.

In step Jllll, it is determined whether the target vehicle speed change switch 48 is rotated in the (-) direction in FIG. If it is determined that the (-) side contact is in the ON state,
After proceeding to step J112 and setting a value obtained by subtracting the correction amount VT3 from the target vehicle speed vS in the previous control cycle as a new target vehicle speed vS, the process proceeds to step J113.

On the other hand, if it is determined that the (-) side contact is not in the ON state, the process directly advances to step J113.

Through such control in steps J109 to J112, the target vehicle speed vS is changed by the target vehicle speed change switch 48, and if the (+) side contact of the target vehicle speed change switch 48 continues to be in the ON state, step J is performed every control cycle.
The target vehicle speed vS is increased by the control at step 110. Further, if the (-) side contact of the target vehicle speed change switch 48 continues to be in the ON state, the target vehicle speed (S) is decreased by the control in step J112 in each control cycle.

After the target vehicle speed vS is changed as described above using the target vehicle speed change switch 48, (+
) direction or (-) direction and return the target vehicle speed change switch 48 to the intermediate stop position, the target vehicle speed vS that was changed in the previous control cycle becomes the target vehicle speed in the next control cycle and thereafter. becomes. Therefore, from step J104 to step J108, step J1
If the target vehicle speed change switch 48 is not operated at all after proceeding to step J109, the target vehicle speed vS whose value was set in step J103 becomes the target vehicle speed in each subsequent control cycle.

The above-mentioned changes in the target vehicle speed ■S by the control in steps 5109 to J112 are performed after the absolute value of the actual acceleration DVA decreases and becomes smaller than the reference value α as described above, so the vehicle speed remains almost constant. The target vehicle speed vS can be changed by the target vehicle speed change switch 48 only when the vehicle is running at a constant speed.

Next, in step J113, the difference VS-VA between the target vehicle speed vS and the actual vehicle speed VA input in step AlO3 of FIG. 8(i) is calculated, and the process proceeds to step J114.

In step J114, since the vehicle speed is already approximately constant, control with higher stability is required than control with high responsiveness. Therefore, the value of the actual acceleration DVA used in step E123 in FIG. 12, which will be described later, is calculated by the interrupt control in steps A123 to A128 in FIG. 8 (iV) and input in step AlO3 in FIG. 8 (1). Three types of actual acceleration DVA65. DVA, 3° and D
Of vA85°, as mentioned above, the most stable actual acceleration DvAB5o is specified.

Next, in step J115, step J113
Difference between target vehicle speed vS and actual vehicle speed VA calculated by VS-V
The target acceleration DVS4 corresponding to A is determined by control performed according to the flowchart of steps MIOI to M106 in FIG. Then, in step J116, the target acceleration DvS4 is substituted as the value of the target acceleration 1) S to be used in step E]23 in FIG. 12, which will be described later, and the current target vehicle speed control is ended. Proceed to.

Target acceleration DVS in step J115.

As mentioned above, the determination is made by the constant vehicle speed control section 8 of the control section 25 according to the flowchart shown in FIG. 18, but in the first step M101, the difference - Read target acceleration DvS3 corresponding to VA from map #MDVS3. As mentioned above, this map #MDVS3 is for determining the target acceleration DVS3 using the difference VS-VA as a parameter, and the difference VS-VA and the target acceleration DVS3 are
It has the correspondence shown in Figure 3.

Next, in step M1.02, the acceleration tolerance DVMAX corresponding to the difference VS-VA is mapped to #MDVMA.
Read from X. This map #MDVMAX is the difference VS-
This is to find the acceleration tolerance DVMAX using VA as a parameter, and the difference VS - VA and the acceleration tolerance D
It has a correspondence relationship with VMAX as shown in FIG.

Furthermore, in the next step M103, the target acceleration DVS
3 to DVSB, -11,5- value in step J114 of FIG. The value obtained by subtracting the specified actual acceleration DVA (that is, DVS3-DVA) is calculated as the acceleration difference DvX. Then, in the next step M104, it is determined whether the acceleration difference DVX is DVX<DVMAX with respect to the acceleration tolerance DVMAX.

If it is determined in step M104 that DVX<DVMAX, the process advances to step M105 and the target acceleration DvS
The target acceleration DvS3 is designated as 4. Also, DVX
<If it is determined that it is not DVMAX, step M1
Proceed to 06, target acceleration DVS, end, and actual acceleration DV
Specify the sum of A and the acceleration tolerance DVMAX.

By determining the target acceleration DvS4 through the control in steps M101 to M106 as described above, the variation amount of the target acceleration DVS4 is regulated to be less than or equal to the acceleration tolerance DVMAX. Therefore, the change in acceleration of the vehicle that is performed to restore the vehicle speed that has suddenly changed due to some reason while the vehicle is running at a constant speed becomes gradual.

In this way, after the target acceleration Dvs4 whose value was determined by the control in steps MIOI to M106 is substituted for the target acceleration DVS in step J116 of FIG. If the process proceeds to step E123 in FIG. 12 after setting the value of acceleration DVS, the target torque TOM2 of the engine 13 required to make the acceleration of the vehicle equal to the target acceleration DVS is calculated by the following formula (5). do.

T OM2= [((li'-r/g) ・ks+ki
) ・(DVS-DVA)+To-TEM] / T
Q... (5) Note that the above formula (5) is the same as the above formula (1) or formula (4).
However, when proceeding from step J106 or J107 in FIG. 16 to step E123, DVA in the above equation (5) is equivalent to step c1 in FIG. 10.
It becomes the value specified by the control of 41 to c143. Also, DVA in equation (5) is equal to step J116 in FIG.
If the process advances to step E123, it becomes DvAl15o specified in step J114 of FIG.

Next, when the process proceeds to step E124, the target torque TOM2 calculated in step E123 corresponds to the engine speed NE detected by the engine speed detection unit 21 and inputted in step AlO3 of FIG. 8(i). The throttle valve opening degree θTH2 is read from the map #MTH (not shown), and the process proceeds to step E125.

The control in step E123 and step E124 is performed in common by each of the constant vehicle speed control section 8, acceleration control section 9, and deceleration control section 10 of the control section 25, and as described above, When the process advances from E133 to step E123, the constant vehicle speed control section performs control according to steps E123 and E124, and the throttle valve opening degree is set to 0 THz.

Next, in step E125, it is determined whether the value of the flag ■1□ is 1 or not. (2) If it is determined that 1=1, the current control cycle corresponds to the timing for opening and closing the throttle valve 31, so step E12 is performed.
Proceed to step 6, and if it is determined that ■□ is not = 1, the current control cycle does not correspond to the above timing, so the auto cruise mode control in the current control cycle is ended without opening or closing the throttle valve 31. .

If the process proceeds to step E126, the throttle valve 31 is rotated in the same manner as in step E109 to the position where the throttle valve opening degree θTH2 determined in step E124 is reached, and a torque approximately equal to the target torque TOM2 is applied to the engine. 13 are output. Further, since the opening and closing of the throttle valve 31 in the current control cycle is at the timing when it should be opened and closed, the value of the flag □ is set to 1 in the next step E127, and the auto cruise mode control in the current control cycle is ended.

As described above, as a result of releasing the accelerator pedal 27 while the brake pedal 28 is released, or releasing the brake pedal 28 while the accelerator pedal 27 is released, the vehicle is in a running state under auto cruise mode control. At this time, if the acceleration switch 45 and changeover switch 46 are not operated, the throttle is first adjusted immediately after the accelerator pedal 27 and brake pedal 28 are released so as to maintain the vehicle speed immediately after the release of the accelerator pedal 27 and brake pedal 28. The valve 31 is temporarily rotated. Then, after shifting to auto cruise mode control, the control unit 2 is activated to continue maintaining the vehicle speed at each opening/closing timing of the throttle valve 31.
The throttle valve 31 is rotated based on the throttle valve opening degree set by the constant vehicle speed control section 8 of No. 5.

That is, even if the throttle valve 31 is rotated so as to temporarily maintain the vehicle speed immediately after each pedal 27, 28 is released without waiting for the control cycle corresponding to the opening/closing timing of the throttle valve 31 after the pedal is released. After this, the vehicle speed fluctuates to some extent, so the throttle valve 31 is rotated every control cycle corresponding to the opening/closing timing to reduce fluctuations in vehicle speed and finally maintain a substantially constant vehicle speed.

Therefore, after the pedal is released, the acceleration switch 45
If the changeover switch 46 is not operated, the following applies, except when braking that is steeper than the standard by the brake (not shown) continues for longer than the standard time, and the vehicle speed at the end of this braking is lower than the standard value. become that way.

In other words, the driving state designation unit 3 of the control unit 25 designates constant speed driving, and the output is sufficient to maintain the vehicle speed approximately equal to the vehicle speed when this designation becomes constant speed driving (at the moment when the pedal is released). is obtained from the engine 13, the throttle valve opening is controlled by a constant vehicle speed control section (not shown) of the control section 25.
It is set by Then, the throttle valve 31 is rotated at each opening/closing timing based on the throttle valve opening degree, and as a result, the vehicle runs at a constant speed at a predetermined speed.

After the vehicle speed becomes almost constant due to such rotation of the throttle valve 31, the target vehicle speed when traveling at a constant speed can be changed by operating the target vehicle speed change switch 48. An amount of change in the target vehicle speed is obtained that is proportional to the duration of the state in which the vehicle rotates in the (+) or (-) direction.

The case where neither the acceleration switch 45 nor the changeover switch 46 is operated after the vehicle enters the running state by the auto cruise mode control is as follows, but when the acceleration switch 45 or the changeover switch 46 is operated after the above transition will be explained below.

After the vehicle has entered the running state using the auto cruise mode control and the vehicle speed has become almost constant through the above control, the acceleration switch 45 is operated to switch to one of the positions F to F in Figure 6. If so, the program proceeds to step E1-10 via step E101 in FIG. 12, where it is determined whether or not the position of the acceleration switch 45 has been changed from the previous control cycle, as described above.

If the process proceeds to step E1]0 in the first control cycle after changing the position of the acceleration switch 45, the process proceeds to step E1]1 based on the judgment here, sets the value of flag to 1, and then proceeds to the next step E. ]12, the value of flag 5 is set to O, and in the next step E113, the value of flag 5 is set to 0, and then the process proceeds to step E114. In addition, this flag■.

When the driving state specifying unit 3 of the control unit 25 selects accelerated driving by operating the acceleration switch 45 or the changeover switch, the vehicle accelerates to the target acceleration set corresponding to the position of the acceleration switch 45. A value of 1 indicates that the control for raising the temperature smoothly has already been performed in the previous control cycle.

In step E114, it is determined whether the position of the acceleration switch 45 is the same as in FIG. 6, based on the contact information input in step AIO3 in FIG. 8('') in the current control cycle. If it is determined that these positions are the same, the process proceeds to step E115, and if it is determined that they are not the same, the process proceeds to step E116.

If the process advances to step E116, the designation in the driving state designation unit 3 of the control unit 25 is switched to accelerated driving, and the flags ■,
Let the value of be 1. Then, in the next step E117, the value of flag 8 is set to O, and then the process proceeds to step E1]8.

Note that this control cycle is the first one after changing the position of the acceleration switch 45, and the throttle valve 31 has not yet been opened or closed after this change. Therefore, in step E118, the value of flag L2 is set to O, and then, in step E119, for the same reason as step E118, the value of the actual acceleration DVA used in the current control cycle is set to step AlO3 in FIG. 8(1). Adopt one VA6S input in . And step E120
Proceed to.

This step E120 is the setting of the target vehicle speed VS which is the target value of the vehicle speed after acceleration in the target vehicle speed setting unit 6 of the control unit 25, and the value of this VS is determined by the vehicle speed/acceleration detected in the current control cycle. Actual vehicle speed VA detected by unit 24 and input to control unit 25 [see step A in FIG. 8(i)] 03, and preset correction amount VK
It is set to the sum of s.

Next, proceeding to step E121, the target acceleration setting section 4 of the control section 25 performs acceleration switch control according to the flowchart of steps G101 to G105 shown in FIG. This acceleration switch control is to set the value of the target acceleration DVS2 corresponding to each of the old, first, and fourth positions of the acceleration switch 45 shown in FIG.

That is, step G101 and step G in FIG.
In step 103, it is determined whether the acceleration switch 45 is in the same, second, or double position, and for each position, the value of acceleration DvS2 is set in steps G102, G104, and G1.05. It will be done.

That is, as shown in FIG. 14, first, in step G]-01, it is determined whether the acceleration switch 45 is in the same position as shown in FIG. If it is determined, the process proceeds to step G102, and the preset value DVSb corresponding to the position (6) is substituted into the target acceleration DVS2.

If it is determined in step G101 that the acceleration switch 45 is not in the same position as described above, the process proceeds to step G103, where it is determined whether or not the acceleration switch 45 is in the position shown in FIG. make a judgment. If it is determined that the acceleration switch 45 is in the 2nd position, the process proceeds to step G104, where a preset value DVSc corresponding to the 2nd position is substituted into the target acceleration DvS2.

On the other hand, if it is determined that the acceleration switch 45 is not in the 1st position, it will be in the remaining group position, and the target acceleration DVSd will be set in advance to correspond to the group position. Assign to 2. Here, it can be determined that the acceleration switch 45 is in the same position because the position of the acceleration switch 45 is the same in step E114 of FIG.
This is because it has already been determined that it is neither old nor new.

As described above, the value of the target acceleration DvS2 corresponding to the position of the acceleration switch 45 is set, but the target acceleration DVS2 is determined by the driving state specifying unit 3 of the control unit 25 when acceleration driving is specified and acceleration is started. Since this is the target value of the vehicle acceleration which becomes constant after the vehicle acceleration, three types of vehicle acceleration states (DVSb, DVSc and DVSd) are selected corresponding to the position of the same mark. Like this V S b
, D V S c and D V Sd are: D V
S b < D V S c < D VSd, DVSb is slow acceleration, D V S c is medium acceleration,
DVSd has a value corresponding to sudden acceleration.

When the acceleration switch control is thus completed, the process proceeds to step E122 in FIG. 12, where the acceleration control section 9 of the control section 25 mainly performs acceleration control.

As described above, this acceleration control is a control that is performed in accordance with the position of the acceleration switch 45 when accelerated driving is specified by the driving state specifying unit 3 of the control unit 25, and is a control that is performed in accordance with the position of the acceleration switch 45. The acceleration of the vehicle is smoothly increased up to the target acceleration DvS2 set corresponding to each position (country, season, or group) by the setting unit 4, and by such accelerated driving, the target vehicle speed setting of the control unit 25 is performed. The change in acceleration when the vehicle speed reaches the target vehicle speed set by the target vehicle speed change control unit 6 and the target vehicle speed change control unit 6a is smoothed.

Such acceleration control is performed in steps L101 to L101 in FIG.
This is carried out according to the flowchart shown at 120.

That is, in the first step L101, it is determined whether the actual vehicle speed VA input in step AlO3 of FIG. 8(i) is 5, which is a preset reference value, and VA>K. . If it is determined that VA>K5, the process directly proceeds to step L104, and if it is determined that vA>K5 is not satisfied, the process proceeds to step L104 via steps L102 and L103.

When the process advances from step L101 to step L102, the target acceleration DVSAC corresponding to the actual vehicle speed VA and the position of the acceleration switch 45 according to the contact information input in step AlO3 of FIG. 8(i) is read from the map #MDVSAC. put out.

This map #MDVSAC calculates the target acceleration DVSA using the actual vehicle speed VA and the position of the acceleration switch 45 as parameters.
The actual vehicle speed VA, the position of the acceleration switch 45, and the target acceleration DVSAC are
It has the correspondence shown in Figure 6.

That is, when the actual vehicle speed VA is from 0 to the reference value of 5, the target acceleration DVSAC is 1, and the target acceleration DVSAC increases in response to an increase in the actual vehicle speed vA for each position of the acceleration switch 45 shown in FIG. However, when the actual vehicle speed VA reaches the reference value of 5, the value of the target acceleration DVSAC is changed to step E121 in FIG.
By the acceleration switch control (see FIG. 14), the target acceleration Dvs2 becomes equal to the value set for each position of the same mark.

Next, when the process advances to step L103, the value of the target acceleration DVs2 set by the acceleration switch control is set at step L10.
The DVSAC is changed to the DVSAC read in step 2, and the process proceeds to step L104.

In other words, when the vehicle speed is greater than 5 to the reference value, the value of the target acceleration DVS2 remains the value set by the acceleration switch control, and the vehicle speed is 5 to the reference value as immediately after starting.
In the following cases, the target acceleration Dv increases in response to an increase in vehicle speed and is smaller than the value set by switch control.
This becomes the value of S2.

Then, in step L104, it is determined whether the value of the flag I1.1 is 1 or not. This flag ■11 is
As mentioned above, the value 1 indicates that the current control cycle corresponds to the timing for opening and closing the throttle valve 3 (this is the opening and closing timing cycle for the throttle valve 3). . If it is determined in step L104 that the value of the flag ■1□ is not 1, the acceleration control in the current control cycle is immediately terminated because the current control cycle does not correspond to the Scot 1 valve opening/closing timing cycle.

If it is determined in step L104 that the value of the flag 111 is 1, the current control cycle corresponds to the opening/closing timing, and the process advances to step L1.05, where acceleration control is continued.

In step L105, it is determined whether the value of the flag (2) is 1 or not. A value of 1 indicates that the control in step L108 or step L110, which will be described later, was performed in the previous control cycle. When the process first proceeds to step L105 after switching the acceleration switch 45, the value of flag ■9 is set to 0 in step E113 of FIG. 12 as described above, so the value of flag ■9 is changed in step L105. is not 1, and step L1
Proceed to 06.

In step L106, the flag 113 is set to O, and Li
Proceed to O2. Note that this flag ■□3 indicates that the target acceleration DVS1 whose value is specified in step L108 or step LLIO, which will be described later, and the target acceleration DvS2 set by the acceleration switch control do not have a relationship of DVS<DVS2. This is indicated by a value of 1.

In the next step L]07, the value of the flag D is set to 1, and the process proceeds to step L108.

In step L108, the value of the target acceleration DVS□ is specified as the sum (DVA+ΔD■1) of the actual acceleration DMA inputted with DVA65 in step E119 of FIG. 12 and the preset correction amount ΔDV1, Step L
Proceed to 111.

In step L111, the two target accelerations DVS1 and DVS2 set in this way are
It is determined whether or not there is a relationship of 2.

There is not much difference between actual acceleration DVA and target acceleration DVS2, and these target acceleration DVS□ and target acceleration DvS2
If it is determined that there is no relationship between
After that, the process advances to step L114.

On the other hand, in step L1]1, DVS, <DVS2
If it is determined that the relationship exists, the process proceeds to step L'12, where the target acceleration DVS, Specify to end the acceleration control in the current control cycle.

As mentioned above, this control cycle is the one in which the acceleration switch 45 is switched to one of the positions from the same to group in FIG. Acceleration switch 45
If the switching is not performed and acceleration control is continued, the flag ■
Since the value of 9 is 1, from the next control cycle onward, the process proceeds to step L109 based on the determination at step L105.

In this step L109, it is determined whether or not the value of the flag I3 is 1. However, if the control cycle up to one cycle before proceeds from step L111 to step L113 and the value of the flag I13 is set to 1. In step L1
From step 09, the process advances to step L114. Step L111 to step L113 in the control cycle up to one cycle before
If the process has never proceeded to step L3, since L3 is not 1, the process proceeds to step L110.

In this step LLIO, the value obtained by adding the correction amount ΔDV to the value of the target acceleration DVS up to the previous control cycle is designated as a new target acceleration DVS1, and the process proceeds to step L111.

Therefore, the value of target acceleration DvS1 is
Until the value of flag □3 is determined to be 1 in 09,
By repeatedly proceeding to step L110, the number increases over time.

Then, at step L 1114m, DVS□〈D
When the target acceleration DVS□ increases until it is determined that it is not VS2, the process advances from step L111 to step L113, and the value of flag 13 is set to 1 as described above, so that from the next control cycle onwards, step L109
The process then proceeds to step Ll14, and the value of the target acceleration DvS1 no longer increases.

Further, until it is determined in step Llll that DvSl<DVS2, the target acceleration DVS□ whose value increases as described above is designated as the value of the target acceleration DVS in step L112.
If it is determined that DVsl<DVS2, then in the control cycle after this determination, the process advances to step L114 as described above, Dvs=Dvs□
will no longer be specified.

When proceeding to step L114, step E12 in FIG.
Achieved target vehicle speed vs. value set as 0 and Fig. 8 (i)
The difference VS from the actual vehicle speed VA determined in step AlO3
-'Calculate VA. In the next step L115, the target acceleration D'VS3 corresponding to this difference VA-VA is read out from the map #MDVS3.

As mentioned above, this map #MDVS3 is the difference VS-
This is to find the target acceleration DVS3 using VA as a parameter, and the difference VS-VA and the target acceleration DvS3
has a correspondence relationship shown in FIG.

Next, when the process proceeds to step L116, the target acceleration DvS2
and aS acceleration DVs3. ! = is DVS, <DVS3
It is determined whether or not there is a relationship. Here, DVS2<
If it is determined that there is a DVS3 relationship, step L
The process proceeds to step 117, where the target acceleration DvS2 is specified as the value of the target acceleration DVS, and the acceleration control is ended. Further, in step L116, D V S 2 < D V
If it is determined that there is no relationship in S3, step L1
18, the arrival detection unit 11 of the control unit 25 detects the difference V
A determination is made as to whether the absolute value IVs-VAI of S-VA is smaller than a preset reference value of 4 or not.

As shown in FIG. 23, the value of the difference VS-VA is the correction amount ■
1 (at step E120 in Fig. 12, the target vehicle speed vS
(correction amount added to the actual vehicle speed VA to set the actual vehicle speed VA), the target acceleration DvS3 determined according to the map #MDVS3 has a value larger than the target acceleration DVS2.

Therefore, in the control cycle that first proceeds to step L105 after switching the acceleration switch 43, if the control cycle proceeds to step L116, the difference VS - VA is the correction amount V
It is almost equal to K1.

Therefore, in step L116, DVS2<DV
It is determined that it is S3, and the process advances to step Ll17.

In addition, in a control cycle after this control cycle, if the acceleration switch 45 is not switched and acceleration control is continued and the vehicle is accelerated as described later, the actual vehicle speed VA approaches the target vehicle speed vS. , difference VS-
Although the value of VA decreases, as shown in FIG. 23, the target acceleration DVS3 decreases in response to the decrease in the difference VS-VA.

Then, when the difference VS-VA becomes less than Vα shown in FIG. 23 and the target acceleration DvS3 becomes less than the target acceleration Dv82, step L1
Proceed to step 18.

If it is determined that l VS-VA'l < K4, then directly; if it is determined that l VS-VA l < K, it is assumed that the vehicle speed has reached the target vehicle speed, and after passing through step L120, The process advances to step L119. In this step L119, the target acceleration DVS3 is specified as the value of the target acceleration DVS, and the acceleration control is ended.

Therefore, the target acceleration DvS3 is the target acceleration DvS2
In a subsequent control cycle after the acceleration becomes smaller, target acceleration DVS3 is designated as the value of target acceleration DVS. The target acceleration DVS is the target value of acceleration during accelerated driving, so after the target acceleration DvS3 is specified,
As the actual vehicle speed VA approaches the target vehicle speed VS, the actual acceleration also decreases.

When the actual vehicle speed VA becomes approximately equal to the target vehicle speed vS, it is determined in step L118 that IVs-VA l <K4, and the process proceeds to step L'20 as described above.

This judgment is based on whether the vehicle speed is determined by acceleration or the target vehicle speed vS.
After the arrival is detected, the driving state designation unit 3 of the control unit 25 specifies constant speed driving at the target vehicle speed VS.
In step L120, the running state switching section 12 of the control section 25
■ Flag by.

The value of is set to 0. It should be noted that, as described above, the value of this flag (2) 4 is O, which indicates that the designation of the driving state designation section 3 should be constant speed driving.

As described above, step E122 in FIG. 1-2
When the acceleration control is completed, the process proceeds to step E123, and as described above, the target torque TOM2 of the engine 13 necessary to make the acceleration of the vehicle equal to the target acceleration DVS is calculated using the above equation (5).

Furthermore, in the next step E124, the throttle valve opening θT is set so that the target torque T○M2 can be obtained from the engine 13.
ll□ is determined and the process proceeds to step E125. It should be noted that if the driving state specifying unit 3 of the control unit 25 designates accelerated driving, the control of steps E123 and E124 is performed by the acceleration control unit 9 of the control unit 25 as described above.

Steps E122 to E123. Proceeding to step E]25 via E124 is step L in FIG.
This is a case where it is determined in step 104 that the value of the flag ■□1 is 1. Therefore, in step E125, ■□□=
1, and proceeds to step E126, where the throttle valve 31 is set to the throttle valve opening OTH as described above.
Drive to position 2.

Then, in the next step E127, the value of the flag 112 is set to 1.
As a result, the auto cruise mode control in the current control cycle is ended.

By driving the throttle valve 31 in this manner, as described above, the engine 13 outputs a torque of 1 to 100 mph, which is approximately equal to the target torque TOM2, so that the vehicle achieves the target acceleration DV.
The vehicle accelerates at an acceleration approximately equal to S.

By switching the acceleration switch 45 to the same positions as shown in FIG.
One control cycle that proceeds to step E116 is performed, but after this, if neither the acceleration switch 45 nor the changeover switch 46 is operated, auto cruise mode control will continue to be performed from this next control cycle onward. . In this case, first in step E101 of FIG. 2, it is determined that the contact of the accelerator switch 15 is in the ON state, and the process proceeds to step E110. This is because the auto cruise mode control is being performed without the accelerator pedal 27 being depressed even in the control cycle before the cycle.

In step E110, as described above, the acceleration switch 4
A determination is made as to whether or not the position of No. 5 has changed since the previous control cycle. Here, since the acceleration switch 45 is not operated, the answer is negative and the process proceeds to step E128, where changeover switch control related to the changeover switch 46 is performed.

As mentioned above, this changeover switch control is performed according to the flowchart shown in steps F101 to F121 in FIG. 13.

First, in step F, 101, it is determined whether the contact of the changeover switch 46 is in the ON state. Here, since the changeover switch 46 is not operated, this contact is not turned on, and the process proceeds to step F111 with a negative result, where the value of flag 5 is set to O.

Furthermore, in the next step F112, the value of the flag (1)6 is set to O, and the changeover switch control in the current control cycle is ended.

As mentioned earlier, the flag I6 indicates that the contact point of the changeover switch 46 was in the ON state during the control cycle of the music turn, and the flag I6 indicates that the contact point of the changeover switch 46 was in the ON state during the control cycle of the turn. A value of 1 indicates that this is the first control cycle after the contact of the switch 46 is turned on.

Next, when proceeding to step E129 in FIG. 12, the flag ■
It is determined whether the value of , is 1 or not.

As mentioned above, this flag (4) indicates that the driving state designation unit 3 of the control unit 25 should specify constant speed driving.
As indicated by the value O, in the first control cycle after the acceleration switch 45 is switched to one of the positions marked with the same mark in FIG.
Since the value of flag I is set to 1 in step E129, the determination in step E129 is affirmative and the process proceeds to step E130 while the vehicle is accelerating.

Further, as described above, when the vehicle is accelerated and the traveling speed reaches the target vehicle speed VS, in step L120 of FIG. shall be. This results in step E129
If the determination is negative, the process proceeds to step E132. At this time, the designation of the driving state designation section 3 of the control section 25 is switched to constant speed travel.

On the other hand, when the process proceeds from step E129 to step E130, it is determined in step E130 whether or not the acceleration switches 45 are in the same position. If the answer is negative, the process proceeds to step E121, where acceleration switch control is performed.

As described above, this acceleration switch control is performed by the target acceleration setting section 4 of the control section 25 according to the flowchart shown in steps 0101 to G1.05 in FIG. Acceleration D
This is for setting vS2.

Next, when the process proceeds to step E122, acceleration control is performed mainly by the acceleration control section 9 of the control section 25 according to the flowchart shown in steps LIOI to L120 in FIG. This is to set the target acceleration DVS at the time. If this target acceleration is set when the current control cycle corresponds to the timing to open and close the throttle valve 31, the throttle valve 31 will be opened and closed as described above according to steps E123 to E127, and the vehicle will move toward the target acceleration. Acceleration DVS
Accelerated driving is performed at an acceleration approximately equal to .

When the traveling speed reaches the target vehicle speed vS due to acceleration of the vehicle, the traveling state specifying section 3 of the control section 25
The designation is changed to constant vehicle speed running, and the process advances from step E129 to step E132.

Then, in step E132, it is determined whether the value of flag 16 is 1 or not. This flag. Since the value is set to 0 in step F112 of FIG. 13, step E
The process advances from step E132 to step E133, where target vehicle speed control is performed.

As described above, this target vehicle speed control is mainly performed by the constant vehicle speed control section 8 of the control section 25 according to the flowchart shown in steps JIOI to J116 in FIG.

In other words, the flag is emitted in the first control cycle after switching the acceleration switch 45. The value of is O (12th
(See step E117 in the figure) Therefore, in step J101, ■. Unless it is determined that = 1 is not the case and the acceleration switch 45 or changeover switch 46 is not operated, the process always proceeds to step J109.

Next, the control performed according to steps J109 to J116 is as described above, and the value of the target acceleration Dvs is set in order to make the traveling speed of the vehicle match the target vehicle speed vS and maintain it constant. .

When this target vehicle speed control is completed, step E in FIG.
123 to E127, the throttle valve 31 is opened and closed as described above, and the vehicle runs at a constant speed that is approximately equal to the target vehicle speed VS.

Therefore, the vehicle is accelerated by switching the acceleration switch 45 to one of the positions E to E in FIG. 6, and after the traveling speed reaches the target vehicle speed VS, the target vehicle speed As a result, the traveling speed of the vehicle is maintained constant.

As described above, the acceleration switch 45 is switched, the driving state specifying unit 3 of the control unit 25 specifies accelerated driving, and the target acceleration D specified by the acceleration control in step E122 is set.
When accelerating the vehicle with VS, the target acceleration D
Changes in VS and running speed are shown in FIG. 27(i), for example.
li). Furthermore, Fig. 27 (i) shows the value of the target acceleration DVS corresponding to the passage of time after switching, and Fig. 27 (1]) also shows the change in the vehicle running speed with respect to the passage of time after switching. shows.

In other words, as shown in FIG. 27 (i) and li), the vehicle is initially running at a constant speed ■1,
At a certain time. Then, when the acceleration switch 45 is switched to any of the positions from 1 to 3, accelerated driving is designated. Then, acceleration is started with the target acceleration of the value set in step L108 of FIG. At this time, the target acceleration DVS1 set in step L110 in FIG. 17 for each control cycle corresponding to the timing of opening and closing the throttle valve 31 becomes the target acceleration DVS during accelerated driving, so the target acceleration DVS1 in step L110 in FIG. ), the target acceleration DVS increases in each control cycle.

On the other hand, as the target acceleration DVS increases, the traveling speed of the vehicle decreases at time t. It starts to increase smoothly from .

As a result, at time t□, the target acceleration DVS□ becomes
When the target acceleration DVS set by the target acceleration setting section 4 of the control section 25 in accordance with the position of the acceleration switch 45 becomes larger, this target acceleration DVS2 becomes the value of the target acceleration DVS in the control cycle after time t□. Become. As a result, the target acceleration DVS becomes a constant value as shown in FIG. 27(i). Therefore, the traveling speed of the vehicle at this time increases at a substantially constant rate as shown in FIG. 27(ii).

Then, at time t2, the traveling speed is lower than the target vehicle speed vS set in step E120 of FIG.
When the value Vα shown in FIG. 23 reaches a lower value, as shown in FIG. 23, in step L115 of FIG.
The target acceleration DVS3 read from MDVS3 is
It becomes smaller than the target acceleration DvS2. Then, in the control cycle after time t2, the target acceleration DVS becomes the value of the target acceleration DVS.

As shown in FIG. 23, this target acceleration DVS3 decreases in response to a decrease in the difference VS-VA between the target vehicle speed VS and the actual vehicle speed VA, so that the target acceleration DVS3 decreases as the traveling speed increases. gradually decreases with each control cycle, as shown in a stepwise manner in FIG. 27 (0).

By reducing the target acceleration DVS in this manner, the traveling speed gradually increases at a slower rate, as shown in FIG. 27 (11).

After time t3, the controller 2 determines that the difference between the traveling speed and the target vehicle speed vS is smaller than the reference value of 4.
When detected by the arrival detection unit 11 of 5, this control unit 2
The running state switching section 12 of No. 5 switches to constant speed running specified by the running state specifying section 3, and the accelerated running of the vehicle ends. In the control cycle after this time t3, the constant vehicle speed control section 8 of the control section 25 performs step E1 in FIG.
Target acceleration DV set by target vehicle speed control of 33
Based on S, the vehicle runs at a constant speed.

As a result, as shown in FIG. 27(ii), the traveling speed smoothly approaches the target vehicle speed VS, becomes approximately equal to the target vehicle speed VS at time t3, and after this time t3, the traveling speed approaches the target vehicle speed VS. The value is almost the same as the vehicle speed vs. Further, the target acceleration DVS has a value close to 0 at time t3, and after time t3, the target acceleration DVS has a value for keeping the traveling speed constant and consistent with the target vehicle speed VS.

The above is the case when the acceleration switch 45 is switched to one of the positions from old to group in FIG. 6 and the changeover switch 46 is not operated. While the process is still being performed, selector switch 4
The case where 6 is operated will be explained.

When the selector switch 46 is pulled toward the front side in FIG. 6 to turn it on, the process proceeds from step E101 to step EllO shown in FIG. 12 in the same manner as in the previous case. Since the position of the acceleration switch 45 has not changed since the previous control cycle, the answer to step E110 is negative and the process proceeds to step E128. In step E128, as described above, changeover switch control is performed according to the flowchart of steps FIOI to F121 shown in FIG.

In this changeover switch control, first in step F101, it is determined whether or not the contact of the changeover switch 46 is in the ON state based on the contact information input in step AlO3 of FIG. 8(i). In this case, since the operating part 18 of the auto cruise switch 18 is pulled toward the front in FIG. 6, it is determined that the contact is in the ON state, and step F is performed.
Proceed to step 102.

In step F102, the value of flag I3 is set to 1, and in the next step F103, it is determined whether the value of flag I is 1 or not. Note that, as described above, the value of flag 1 indicates that the contact of the changeover switch 46 was in the ON state in the previous control cycle.

If the process proceeds to step F103 in the first control cycle after the contact of the changeover switch 46 is turned ON, the value of the flag is set to O in step F111 of the control cycle before the contact of the changeover switch 46 is turned ON. Therefore, the process proceeds to step F1.04 based on the judgment in step F103. Then, in step F104,
After setting the value of flag 5 to 1, the process advances to step F105.

On the other hand, if the contact of the changeover switch 46 was in the ON state in the previous control cycle, the value of the flag 5 is set to 1 in step F104 of the previous control cycle.

Therefore, based on the determination in step F103, the process advances to step F113.

As mentioned above, from step F104 to step F105
When proceeding to step 1, flag I5 is set to 1. Note that this flag I
As described above, the value 6 indicates that this is the first control cycle after the contact of the changeover switch 46 is turned on, by having a value of 1.

In the next step F106, the value of the flag ■1□ is set to O, and the process advances to step F107. In addition, flag ■□2 is
As mentioned above, the opening/closing of the throttle valve 31 corresponding to the first timing of opening/closing of the throttle valve 31 after starting auto cruise mode control in each control cycle has not yet been performed, or the opening/closing has already been performed. However, in auto-cruise mode control, the control cycle corresponds to the first opening/closing timing of the throttle valve 31 after the designation of the driving state designation section 3 of the control section 25 is changed by operating the acceleration switch 45 or the changeover switch 46. that you have not yet opened or closed the
This is indicated by the value O.

In step F107, since the current control cycle is the first control cycle after the contact of the changeover switch 46 is turned ON, the running state of the vehicle that was specified by the running state specifying section (not shown) until the previous control cycle is changed. different driving conditions are specified. Therefore, as described above, priority is given to high followability with respect to the actual value, and the value of the actual acceleration DVA is set to DVA, which was input in step AlO3 of FIG. 8(i).

In the next step F108, it is determined whether the value of flag 4 is 1 or not. Note that this flag I4 is
The value O indicates that constant speed driving should be specified by the driving state designation section (not shown).

Here, the contact point of the changeover switch 46 is in the ON state J1i while the vehicle specified by the changeover of the acceleration switch 45 is still in the ON state, so the contact point is in the ON state in this control cycle. and the first one after flag 1. The value of l is the step in Figure 12:
After it is set to 1 in step F116, it is determined that there is no change and that ■=1, and the process advances to step F109.

In step F109, the running state switching unit 12 of the control unit 25
is flag L, the value of O is step Y? Proceed to 110. In this step F110, the latest actual vehicle speed VA■ determined by the interrupt control in steps A123 to A]28 of FIG. 8(1v) is input, and the changeover switch control in the current control cycle is ended.

When the changeover switch control in step E]28 of FIG. I2 is step F in FIG. 13 ],
Since the value is set to O in 09, it is determined that ■, is not 1, and the process proceeds to step E132, where the control unit 25
The designation of the driving state designation section 3 is switched to constant speed driving.

In step E132, it is determined whether or not the value of flag I is 1. Since the value of flag I was set to 1 in step F105 in FIG. move on.

Step E105 and the control in steps E106 to E109 following this step E105 are exactly the same as the control performed in steps E105 to E109 in the first control cycle after the release of the accelerator pedal 27 described above. Therefore, this control (E105 to E
]09), the current control signal is throttle valve 31.
Regardless of whether it corresponds to the opening/closing timing, the throttle valve 31 is rotated to the throttle valve opening degree at which it is estimated that the vehicle can travel at a constant speed, using the actual vehicle speed VA■ at the time of switching by the changeover switch 46 as the target vehicle speed. will be carried out. As a result, the engine 13 outputs a torque approximately equal to the desired torque (the magnitude required for running at a constant speed), and the running state of the vehicle starts to change from accelerated running to constant speed running.

In the first control cycle after the contact of the changeover switch 46 is turned ON, the control described above is performed, but in the next control cycle and thereafter, the auto cruise mode control is continued and the acceleration switch 45 is not operated. If not, the process proceeds to step E128 via step E'y'o] and step E]10 in FIG. 12, and changeover switch control is performed in the same way as in the case of series -J.

This changeover switch control is also performed according to the flowchart shown in steps F10'l to F]21 in FIG. 13, as described above. 101 to step F
When the process advances to 102, the contact of the changeover switch 46 continues to be in the ON state, and the value of the flag ■5 becomes 1 in step F104 of the first control cycle after this contact becomes the ON state. As it is, step F103
By determining whether the value of flag ■5 is 1 or not,
The process advances to step F113.

In step F113, it is determined whether or not the value of the flag (2) is 1. Since the value of the flag ■4 is set to O in step F109 of the first control cycle after the contact point of the changeover switch 46 is turned on, it is assumed that ■=1 is not established, and the process proceeds to step F112. And step F
At step 112, the value of the flag ``■'' is set to 0, and the changeover switch control in the current control cycle is ended.

On the other hand, when proceeding from step F111 to step F111, the value of flag 15 is set to O in step F11].
After that, in step F112, the value of the flag (2) is set to O, and the changeover switch control in the current control cycle is ended.

Therefore, when the contact of the changeover switch 46 is in the ON state continuously from the previous control cycle, and
In the case where the contact is no longer in the ON state in the current control cycle, only the setting of the value of the changeover switch control [in this case, the flag ■] is different.

Next, after the changeover switch control is completed, step E in FIG.
When the process proceeds to step 129, it is determined whether or not the value of the flag ■4 is 1. However, as mentioned above, the value of the flag ■ remains O in step F109 of FIG. Based on the judgment of E129, the process proceeds to step E132,
The designation of the driving state designation unit 3 of the control unit 25 remains constant speed driving.

In step E132, it is determined whether the value of flag 16 is 1 or not. Here, the flag ■
Since the value of 6 is set to O in step F1.12 of FIG. 13, the process proceeds from step E132 to step E133, where target vehicle speed control is performed.

As mentioned above, this target vehicle speed control is performed according to the flowchart 1 shown in steps J101 to J116 in FIG. 16.

In the first step J101, it is determined whether the value of the flag 3 is 1 or not. The value of flag (◯) 9 indicates that the vehicle is traveling at a substantially constant speed under auto-cruise mode control. Here, the value of flag is, as mentioned above,
In the first control cycle after the contact point of the changeover switch 46 is turned on, it is set to 1 when proceeding from step E132 to step E105 to step E106 in FIG. move on.

The control performed according to steps J102 to J107 is performed at the target vehicle speed at step E133 in the second and subsequent control cycles after the control is performed according to steps EIOI to E109 in FIG. 12 in the first control cycle after the accelerator pedal 27 is released. This is exactly the same as what is done under control.

That is, the setting of the target acceleration DVS required to gradually reduce the actual acceleration DVS is performed every throttle valve opening/closing timing cycle.

Step E123 performed after completion of this target vehicle speed control
The control in ~E127 is the same as that described in each case so far, and the throttle valve opening is adjusted to the throttle valve opening such that the vehicle acceleration equal to the target acceleration DVS is obtained in each throttle valve opening/closing timing cycle. The valve 31 is opened and closed (opening degree adjusted).

As a result, the acceleration of the vehicle gradually decreases, and the running speed increases.
When the contact point of the changeover switch 46 is set to Oll, the actual vehicle speed V A I gradually approaches the actual vehicle speed when the vehicle is running at a constant speed, and eventually becomes almost constant.

Then, in step J104 of FIG. 16, if it is determined that the absolute value l DVA l of the actual acceleration DVA is smaller than the preset reference value α, in step J108, the value of the flag IIl is set to O, and then in steps J109 to J1
]6.

The control according to this step J ], 09 to J11G is also
Similar to the control in steps J1.01 to J107, when the accelerator pedal 27 is released and the control is performed from O1 to cruise mode 1, it is completely identical to the control performed in the target vehicle speed control of step E133 in FIG. are the same. In addition, from the control cycle following the control cycle in which the determination of Stesive J104 was made, the flag ■
Since the value of 8 is O], the process advances from step J101 to step 109, and similar control is performed.

That is, after the traveling speed of the vehicle becomes approximately constant, the target acceleration DVS necessary to maintain the traveling speed constant is set, and the target vehicle speed change switch 48 is set to (+) in FIG. ) or (-) side, the set value of the target vehicle speed vS for maintaining the traveling speed constant is increased or decreased in accordance with this switching.

Furthermore, step E is performed after the end of target vehicle speed control.
123 to E127, as described above, the throttle valve 31 controls the required throttle valve opening (throttle valve opening to obtain the acceleration of the vehicle equal to the target acceleration DVS).
As a result, the vehicle runs at a constant speed that almost matches the target vehicle speed.

As described above, when the contact of the changeover switch 46 is turned on while the vehicle is accelerating, the designation of the driving state specifying section 3 of the control section 25 changes to constant speed driving, and this switching is performed. The actual vehicle speed VA when the vehicle is running at a constant speed becomes the target vehicle speed when the vehicle is traveling at a constant speed.

Then, the traveling speed of the vehicle is maintained substantially constant in the same manner as when the vehicle is shifted to a constant speed traveling state by releasing the accelerator pedal 27.

Next, when the acceleration switch 45 is in one of the positions marked with the same mark in FIG. , O1~Cruise switch 18 operation section]8;
1 to the front side to turn on the contact of the changeover switch 46 will be explained.

In this case, when the contact of the changeover switch 46 is in the ON state j1M, 1) ``Proceed from step 1Σ101 to step E]10 in FIG. 12 in the same manner as in the above case.

In this step E110, since the acceleration switch 45 has not been operated, it is determined that the position of the acceleration switch 45 has not changed from the previous control cycle, and the process proceeds to step E128.

In step E128, as described above, changeover switch control is performed according to flowchart 1 shown in steps F10 to F121 in FIG.

That is, first, in step F101, based on the contact information input in step AlO3 of the eighth diagram,
It is determined whether or not the contact of the changeover switch 46 is in the ON state, and based on this determination, the process proceeds to the steno knob 102.

In step F102, the value of the flag I3 is set to 1, and the process proceeds to step F]-03.
It is determined whether the value of flag 5 is 1 or not. In the previous control cycles, auto-cruise mode control was performed without operating either the acceleration switch 45 or the changeover switch 46, and the value of the flag (2) was set to O in step F111. Therefore, in the first control cycle after the contact of the changeover switch 46 is turned ON, step F1 is selected based on the judgment made in step F103.
In step F104, the value of the flag ■ is set to 1, and then the process advances to step 105.

In addition, even in the next control cycle, the contact of the changeover switch 46 remains in the ON state, and the auto cruise modes 1 to 1 are continued.
When the control is performed and the process proceeds to Step I, the contact point of the changeover switch 46 is turned on in a double series, and then the value of the flag ■ is set to 1 in Step F]04 of the first control cycle. , so step F10
Based on the judgment made in step 3, the process proceeds to step F113.

Next, when proceeding from step F103 to step F'lO5 via step I, step F],
At step 05, set the value of flag ■6 to 1, and proceed to the next step 171.
After setting the value of flag 1□2 to 0 in step F10
Proceed to 7.

In step F107, since the current control cycle is the first control cycle after the contact of the changeover switch 46 is turned ON, the driving state of the control unit 25 is different from the driving state of the vehicle specified up to the previous control cycle. It is specified by the state specifying section 3. For this reason, here:
As described above, the value of the actual acceleration DVA is set to DvAG5 input in step A]03 of FIG. 8(), giving priority to the high followability to the actual acceleration value.

In the next step F108, it is determined whether the value of flag 4 is 1 or not.

Here, after switching the acceleration switch 45 and accelerating the vehicle, if the traveling speed reaches the target vehicle speed as described above and the vehicle is traveling at a constant speed, the value of the flag ■41 is set to the 17th In step L120 of the figure, the result is ○.

When the auto cruise mode control is performed by releasing the accelerator pedal 27 and the vehicle is running at a constant speed,
The value of flag is set to 0 in step E102 of FIG. Further, when the auto cruise mode control is performed by releasing the brake pedal 28 and the vehicle is running at a constant speed, the value of the flag ■4 is changed to step C1 in FIG.
45 is considered O.

Furthermore, when the vehicle is running at a constant speed by turning on the contact of the changeover switch 46, the value of flag ■4 is changed to 0 in step F109 of FIG. 13, as described above.
It is said that

Therefore, in step F108, it is determined that {circle around (2)} is not equal to 1, and the process proceeds to steps F1 and L17.

In step F117, the value of the flag ■ is set to 1, and in the next step F118, the value of the flag ■9 is set to O, and in step F119, the acceleration switch is It is determined whether or not 45 is in the fixed position in FIG.

Since the position of the acceleration switch 45 is in any of the positions from the same to group in FIG. 6, the process proceeds to step F121 based on the determination in step F117, and the designation by the driving state designating section 3 of the control section 25 switches to accelerated driving.

In step F121, the target vehicle speed setting unit 6 of the control unit 25 uses the actual vehicle speed VA detected by the vehicle speed/acceleration detection unit 24 in the current control cycle and inputted in step AIO3 of FIG. 12 steps E
1. A value obtained by adding the same preset correction amount v1 as that used in '20 (V A + V + <□) is set as the target vehicle speed VS during acceleration.

This ends the changeover switch control in the current control cycle.

In this way, in the changeover switch control, when the acceleration switch 45 is switched to any of the positions from old to group in FIG. 6 when the vehicle is running at a constant speed, the target vehicle speed VS during acceleration is set.

When the changeover switch control in step E128 in FIG. 12 is performed as described above, the process proceeds to step E129.
It is determined whether the value of the flag I4 is 1 or not, but as mentioned above, since the value of the flag 4 was set to 1 in step F117 of FIG. 13, the process proceeds to step E130 based on the determination in step E129. .

In step E130, the acceleration switch 45 is in the sixth position.
Whether or not it is at the position shown in the figure is determined based on the contact information input in step AlO3 of FIG. 8(1). Here, the position of the acceleration switch 45 is
Since it is located at one of the positions in the group, it is determined in step E130 that the position is not at the same position, and the process proceeds to step E121.

In step E121, the target acceleration setting section 4 of the control section 25 performs acceleration switch control, and then the process proceeds to step E122, where the acceleration control section 9 of the control section 25 mainly performs acceleration control.

The acceleration switch control and acceleration control based on the input of the changeover switch 46 are the same as the acceleration switch control and acceleration control performed when the acceleration switch 45 is switched to specify the accelerated driving state of the vehicle. The control performed in the first control cycle after the input of is the same as the control performed in the first control cycle after switching the acceleration switch 45 when the acceleration switch 45 is switched to designate the accelerated driving state of the vehicle. Furthermore, the throttle valve 3 that is visited first after inputting the changeover switch 46
The control in the control cycle corresponding to the opening/closing timing of 1 is the same as the control in the control cycle corresponding to the first timing after switching the acceleration switch 45 when the acceleration switch 45 is switched to specify the accelerated driving state of the vehicle. be.

That is, in the first control cycle after inputting the changeover switch 46, the target acceleration DvS2 in the constant acceleration running state corresponding to the position of the acceleration switch 45 is set by the acceleration switch control, and the target acceleration DvS2 in the constant acceleration driving state is set by the acceleration switch control. , when the actual vehicle speed VA is lower than the preset reference value of 5,
The value of target acceleration DVS2 is changed to a value corresponding to the actual vehicle speed.

Furthermore, when the control cycle corresponds to the opening/closing timing of the throttle valve 31, a preset correction amount ΔDV□ is further added to the actual acceleration DVA by acceleration control, and the value of this DVA+ΔDv1 becomes the start of acceleration driving of the vehicle. The target acceleration DVS is set to smoothly perform the process.

If the first control cycle after turning on the contact of the changeover switch 46 corresponds to the opening/closing timing, steps E123 to E12 are performed when the acceleration control is completed.
7, the throttle valve 31 is opened and closed in the manner described above, and acceleration of the vehicle is started at an acceleration approximately equal to the target acceleration DVS.

In addition, if this control cycle does not correspond to the opening/closing timing, setting of the target acceleration DVS by acceleration control in this control cycle and steps E123 to E127
The O1-cruise mode control in the control cycle is ended without opening or closing the throttle valve 31.

As described above, the contact of the changeover switch 46 is turned ON.
The control in the first control cycle is carried out after the state is set, but the accelerator pedal 2 is
7 and brake pedal 28 are not depressed, cruise mode control continues, and acceleration switch 4 is not depressed.
If the switching in step 5 is not performed, the process proceeds to step FIOI△ in FIG. 13 through steps E101 and E110 in FIG. 12 again in the same manner as in the above case.
It is determined whether the contact of the changeover switch 46 is in the ON state.

In addition, if the contact of the changeover switch 46 is in the ON state continuously from the previous control cycle, step F]
Based on the judgment in step F101, the process proceeds to step F''102, where the operation section 18a of the O1 to cruise mode 18 is released and returned to its original position.On the other hand, if the contact of the changeover switch 46 is in the OFF state, the process proceeds to step F102. Depending on the judgment, the process advances to step Fl11.

When the process proceeds from step F101 to step F102, the value of flag ■3 is set to 1 in step F102, and then the process proceeds to step F103, where it is determined whether the value of flag ■5 is 1 or not. Ru. As mentioned earlier, the value of flag ■5 is set when the contact of the changeover switch 46 is turned OFF.
Step F10 of the first control cycle after entering the N state
4 is set to 1, and the contact remains in the ON state, so step F1 is determined by the judgment in step F101.
Proceed to step 13.

In step F113, it is determined whether or not the value of flag ■4 is 1. Since the value of flag ■4 was set to 1 in step F117 of this control cycle, step F1 ] Proceed to step 4.

In step F114, step AlO in FIG. 8(i)
Based on the contact information input in step 3, it is determined whether the acceleration switch 45 is in the same position as in FIG. now,
Since the acceleration S/R border 45 is located at one of the positions of group u in FIG. 6, the process proceeds to step F116 based on the determination in step F114.

In this step F116, the target vehicle speed change control unit 6a of the control unit 25 sets the value (VS + VT engineering) obtained by adding the preset correction amount VT1 to the target vehicle speed S in the previous control cycle. This is specified as the target vehicle speed ■S for acceleration driving in the control cycle.

Note that the target vehicle speed ■S in the previous control cycle is the value specified in step F121 when this control cycle is the first control cycle after the contact of the changeover switch 4G is turned on. On the other hand, if it is not the first control cycle, the value is specified in step F116.

Therefore, when the contact of the changeover switch 46 is turned on, the value obtained by adding the preset correction amount vK to the actual vehicle speed VA is designated as the target vehicle speed VS during acceleration driving in the first control cycle. If the changeover switch 46 continues to be in the ON state, the target vehicle speed S will increase by a preset correction amount VT for each control cycle as the duration of this period increases.
increases.

Next, when the process proceeds from step F116 to step F112, the value of flag is set to O, and the changeover switch control in the current control cycle is ended.

If the contact point of the changeover switch 46 is not in the ON state in the current control cycle and the process advances to step F111 based on the determination in step F101, this step F11
1, set the value of flag ■5 to O and step F112
Proceed to. In step F112, the flag ■
, is set to O, and the changeover switch control in the current control cycle is ended.

The changeover switch control is completed as described above, and the process then proceeds to step E129 in FIG. 12. This step E12
In step 9, it is determined whether the value of flag ■4 is 1, but as mentioned above, the value of flag ■,
Since it is set to 1 in step F117 in the figure, the process advances to step E130 based on the determination in step G129.

In step E130, it is determined whether the acceleration switch 45 is in position 4 in FIG. here,
Since the acceleration switch 45 is located at group f in the figure,
The process advances from step E130 to step E121.

The control in step E]21 and subsequent steps E122 to E127 is the same as the control performed in the second control cycle and subsequent cycles after switching the acceleration switch 45, as described above.

That is, in the acceleration switch control of step E121, since the position of the acceleration switch 45 is not changed, the changeover switch 4
The value set in the first control cycle after turning on the contact No. 6 is subsequently set as the target acceleration DVS2 during constant acceleration running.

Further, by the acceleration control in step E122, the acceleration of the vehicle is smoothly increased to the target acceleration DVS2 at the start of acceleration, and then the vehicle is accelerated at the target acceleration DVS2 to bring the traveling speed of the vehicle to the target vehicle speed. When reaching VS, the target acceleration DVS is set so that the acceleration is gradually decreased before reaching the target vehicle speed VS.

Furthermore, at this time, if the actual vehicle speed VA is lower than the preset reference value of 5, the target acceleration DvS2 is changed to a value corresponding to the actual vehicle speed VA. Then, the throttle valve 31 is opened and closed based on the target acceleration DVS in each thrower 1 health valve opening/closing timing cycle. As a result, the vehicle is accelerated at an acceleration approximately equal to the target acceleration DVS.

Even when the traveling speed of the vehicle becomes almost equal to the target vehicle speed VS due to such acceleration, the value of the flag 14 is changed in the acceleration control in step E122, similarly to when acceleration control is performed by switching the acceleration switch 45. is assumed to be O. Therefore, from the next control cycle onward, the steps from step E129 to step E132 are followed by step E13.
Proceeding to step 3, the vehicle runs at a constant speed under 1'' standard speed control in which the target vehicle speed vS is set as the target vehicle speed.

As mentioned above, the acceleration switch 45 (6
) ~ When the vehicle is held in the group position, O1~Cruise MO-1 control is performed, and the vehicle is running at a constant speed,
When the operation part 18a of the cruise switch 18 is pulled toward the front side in FIG. In the same way as before, the acceleration of the vehicle is adjusted according to the position of the acceleration switch 45, and the vehicle is smoothly accelerated.

Also, at this time, the target vehicle speed to be reached during acceleration traveling is set to a value higher by a certain amount than the traveling speed of the vehicle in the constant speed traveling state, and this target vehicle speed is set by switching the selector switch 46 to the sixth target vehicle speed.
It increases by lengthening the time it is pulled towards the front in the figure.

Then, after the traveling speed of the vehicle reaches the target vehicle speed due to acceleration, the designation of the traveling state designation section 3 is switched to constant speed traveling, and the vehicle runs at a constant speed with the target vehicle speed set as the target vehicle speed. .

As described above, when the acceleration switch 45 is switched to the position marked with the same mark, and when the acceleration switch 45 is in the position marked with the same mark, the contact of the changeover switch 46 is We have described the case where the acceleration switch 45 is turned on, but next, when the acceleration switch 45 is switched to the same position, and when the acceleration switch 45 is in the same position, the operation part 18a is pulled toward the front side and the changeover switch 46 is turned on. The following describes the case where the contact is turned on.

By switching the acceleration switch 45 to the same position as shown in FIG. 6, or when the acceleration switch 45 is in the old position and the vehicle is running at a constant speed, the contact of the changeover switch 46 is turned ON. The acceleration driving state of the vehicle is specified by . If the acceleration switch 45 is switched to position (6) while the vehicle is accelerating,
Since the accelerator pedal 27 was not depressed in the previous control cycle, at step EIOI in FIG.
The contact point of the accelerator switch 12 was O in the previous control cycle.
It is determined that it is in the N state and the process proceeds to step E110.

In step E110, as described above, the acceleration switch 4
It is determined whether the position of 5 has changed from the previous control cycle based on the contact information input in step AlO3 of FIG. 8(i). Acceleration switch 45
was in the same position in the previous control cycle and will be in the same position in the current control cycle, so step E11o
Based on this determination, the process advances to step E111.

This step E111 and the following step E11
2 to E l ], 3, the flag ■
Set the value of , to 1, and set the value of flag ■ and flag , to O. Next, in step E1]4, it is determined whether or not the acceleration switch 45 is in the same position as shown in FIG.
This is performed based on the contact information input in step Δ1-03 of i).

Since the acceleration switch 45 is at the mouth position in this control cycle, steps E114 to E1
Proceed to step 15, set the value of flag ■4 to O, and then proceed to step E.
Proceed to step 104.

This step E104 and the following step I'':
The control steps 105 to E1.09 are exactly the same as the control steps E104 to E109 performed in the first control cycle after the accelerator pedal 27 is released.

With this control, the current control cycle is
1. Actual vehicle speed VA immediately after switching the acceleration switch 45 to the open position, regardless of whether it corresponds to the opening/closing timing.
The vehicle is controlled to run at a constant speed with I as the target vehicle speed. Specifically, the throttle valve 31 is adjusted to an appropriate opening degree so that the engine 13 can obtain the torque necessary for the vehicle to travel at a constant speed. As a result, a torque of approximately the desired magnitude is output from the engine 13, and the running state of the vehicle begins to change from accelerated running to constant speed running.

In the first control cycle after the acceleration switch 45 is switched to the hard position, the above-described control is performed, but the cruise mode control continues to O1 in the next control cycle and thereafter. When the acceleration switch 45 is held at the same position and the changeover switch 46 is not operated, the 12th
The process proceeds from step E101 in the figure to step E11o, where it is determined whether the position of the acceleration switch 45 has changed from the previous control cycle.

As described above, since the acceleration switch 45 is held the same and its position has not been changed since the previous control cycle, the process proceeds from step E110 to step 2.-128, where changeover switch control is performed.

As described above, this changeover switch control is performed in the flowchart 1 and 1 shown in steps F101 to F121 in FIG.
It is carried out according to the following.

In the first step FIOI, the changeover switch 46 is not operated, so as described above, it is determined that the contact of the changeover switch 46 is not in the ON state, and step F111
Proceed to.

Then, in step F111, the value of flag ■5 is set to 0,
Next, in step F112, the value of flag (1)6 is set to 0, and the changeover switch control in the current control cycle is ended.

Next, when proceeding to step E129 in FIG. 12, the flag ■
It is determined whether the value of , is 1 or not, but the value of flag I4 is set to 0 in step E115 of the first control cycle after switching the acceleration switch 45 to the same position as described above. Therefore, based on the determination in step E129, the process advances to step E132, and the designation of the driving state designation unit 3 of the control unit 25 is switched to constant speed driving.

In step E132, it is determined whether or not the value of the flag ■6 is 1. Since the value of the flag ■6 was set to 0 in step F112 in FIG.
Based on the determination in step E132, the process advances to step E133, where target vehicle speed control is performed.

As described above, this target vehicle speed control is performed according to flowchart 1 shown in steps JIOI to J116 in FIG. 16.

In other words, the first step J, L O1 is the flag ■
A determination is made as to whether the value of , is 1 or not.

This flag 5 is set at step E1 in FIG. 12 in the first control cycle after switching the acceleration switch 45 to the open position.
Since the value is set to 1 in 06, the process advances from step J101 to step J102.

This step J102 and the following step J10
3 to J107 are performed in steps EIOI to E in FIG. 12 in the first control cycle after the accelerator pedal 27 is released.
109, and proceeds to step E133 in the subsequent control cycle, resulting in step J.
102～. This is completely the same as the target vehicle speed control performed in accordance with J107. That is, the setting of the target acceleration ■DS necessary for gradually decreasing the actual acceleration DVA is performed every control cycle corresponding to the timing of opening and closing the throttle valve 31.

After completing the target vehicle speed control as described above, next:
According to steps l': 123 to E: 127 in FIG. 12, control is performed as described in each case so far, and the throttle valve opening is adjusted so as to obtain the acceleration of the vehicle equal to the target acceleration DVS. The opening and closing of the throttle valve 31 is performed every control cycle corresponding to the timing of opening and closing. As a result, the acceleration of the vehicle gradually decreases, and the traveling speed gradually approaches the actual vehicle speed VA immediately after switching the acceleration switch 45 and becomes approximately constant.

In this way, the acceleration of the vehicle decreases, and in step J104 of FIG. 16, the absolute value l of the actual acceleration DVA is
If it is determined that DVA l is smaller than the preset reference value α, the value of the flag ■8 is set to O in step J108, and then the process proceeds to step JIO9. Then, this step J109 and the following step JIIO-J11
Control is performed according to 6. Also, step J104
In each control cycle after the determination is made, the flag is set in step J108. Since the value of is set to O, the process advances from step JIOI to step J109, and control is performed in the same manner.

This step JIO! The control performed according to llj~JIJ, 6 is performed in step J as described above in the auto cruise mode control after the accelerator pedal 27 is released.
The control is performed according to steps 101 to J108, and is exactly the same as the control performed according to steps J109 to Jl''6 after proceeding to step J108 based on the judgment in step J104.

Then, control is performed according to steps E123 to E127 in FIG. 12. As a result, the target acceleration D
Opening and closing of the throttle valve 31 to obtain a throttle valve opening degree that obtains a vehicle acceleration equal to VS.

This is done every throttle opening/closing timing cycle. As a result, the vehicle travels at a constant speed that substantially matches the target vehicle speed vS.

As mentioned above, switching the acceleration switch 45,
Alternatively, if the acceleration switch 45 is switched to the same position while the vehicle is accelerating by turning on the contact point of the changeover switch 46, the driving state specifying section 3 of the control section 25 specifies the The actual vehicle speed V, AI immediately after the acceleration switch 45 is switched to constant speed driving, that is, the vehicle speed when the driving state designation is not changed to constant speed driving, is set as the target vehicle speed for driving at a constant speed. Control takes place.

This control is the same as when the accelerator pedal 27 is released to shift to a constant speed running state, or when the contact of the changeover switch 46 is turned on while the vehicle is accelerating.

As a result, the traveling speed of the vehicle is maintained constant, substantially matching the target vehicle speed.

Note that if the acceleration switch 45 is in the same position, the control unit 2
Since the designation of the running state designation section 3 of No. 5 is constant speed running, the acceleration switch 4 is not activated when the vehicle is running at a constant speed.
When ``5'' is switched to the same position, the same control as ``double'' is performed. In this case, since constant speed driving has already been specified before switching, constant speed driving continues at the same target vehicle speed, and no change occurs in the driving state of the vehicle.

Next, the acceleration switch 45 is held in the mouth position, and
When the auto cruise mode control is performed and the vehicle is running at a constant speed because the driving state specifying section 3 of the control section 25 specifies constant speed driving, the O1 to cruise switch]8 operation parts]8a are activated. The case where the contact of the changeover switch 46 is turned on by pulling it toward the front in FIG. 6 will be described below.

In this case, when the contact of the changeover switch 46 is turned ON, step E10 in FIG.
1 to step E I L O, and further, in step E 1 t O, since the acceleration switch 45 has not been operated, it is determined that the position of the acceleration switch 45 has not changed from the previous control cycle. Step E
] Proceed to 28.

In this step E128, as described above, changeover switch control is performed, and first, step F in FIG.
At step 101, it is determined whether or not the contact of the changeover switch 46 is in the ON state, based on the contact information input at step AIO3 of FIG. 8().

Since the contact of the changeover switch 46 is now in the ON state,
The process proceeds from step F]01 to step F102, where the value of the flag is set to 1, and in the next step F103, it is determined whether or not the value of flag 5 is 1.

In the first control cycle when the contact of the changeover switch 46 is in the ON state, auto cruise mode control is being performed without operating both the acceleration switch 45 and the changeover switch 46 in the previous control cycles, so the flag ■ The value of 5 is set to O in step F111. Therefore, based on the judgment of F2O3, step F1
Proceed to 04.

In this step F104, the value of flag 5 is set to 1, and in the next step F105, the value of flag 5 is set to 1, and further,
In step F]06, the value of the flag ■□2 is set to O, and the process proceeds to step F107.

In this step F107, since the current control cycle is the first control cycle after the contact of the changeover switch 46 is turned ON, the control unit 2 It is specified by the driving state specifying section 3 of . Therefore, as mentioned above, priority is given to high followability with respect to the actual value, and the value of the actual acceleration DVA is changed to the DVA6.DVA input at step Δ1°3 in FIG. 8(i). shall be.

In the next step FIO8, it is determined whether the value of the flag ■ is 1 or not, but as mentioned earlier,
The value of the flag ■ is 0.

In other words, if the constant speed running state before the contact of the changeover switch 44 is turned on is due to the changeover of the acceleration switch 44, the values of the flags ■ and 1 are set to 0 in step E115 in FIG. Become.

Further, if the transition was made by releasing the accelerator pedal 27, the value of the flag 2 becomes 0 at step E]02 in FIG.

Further, if the shift was caused by the release of the brake pedal 28, the value of the flag 2 becomes 0 in step C145 in FIG.

Then, in the case of turning the contact of the changeover switch 46 into the ON state, in step T-']09 of FIG. 13,
The value of flag I becomes O.

Therefore, the process proceeds to step F117 based on the determination in step F108.

Then, in step F117, set the value of Fraque to 1 and set it to 1.
After setting the value of the flag ■ to O in the next step F118,
Proceeding to step F119, step A in FIG. 8(i)
Based on the contact information input at lO3, it is determined whether the acceleration switch 45 is in the 1st position.

In this case, since the acceleration switch 43 is in the same position, the process proceeds to step F120 based on the determination in step F119, and the designation of the driving state designation unit 3 of the control unit 25 is not switched to deceleration driving.

In this step F120, step A in FIG. 8(i)
A value obtained by subtracting a preset correction amount VK2 from the actual vehicle speed VA input at lO3 is determined by the target vehicle speed setting section 6 of the control section 25 as the target vehicle speed during deceleration driving. This ends the changeover switch control in the current control cycle.

Next, when proceeding to step E129 in FIG. 12, the flag ■
The value of this flag is determined to be 1 in step F117 of FIG. Proceed to step E130.

In step E130, step AlO of FIG.
Based on the contact information input in step 3, it is determined whether or not the acceleration switch 45 is in the mouth position.
Since the acceleration switch 45 is in the same position, step E1
30, proceeds to step E131, and this step E13
1, deceleration control is performed.

This deceleration control is to set a negative value target acceleration (that is, target deceleration) DVS in order to perform deceleration driving to reduce the traveling speed of the vehicle to the target vehicle speed VS. Mainly the deceleration control section 1 of the control section 25 according to the flowcharts shown in H101 to H110.
0 and the target acceleration setting section 4.

That is, first, in step H101, the absolute value IVS-VAI of the difference between the target vehicle speed vS and the actual vehicle speed VA input in step AlO3 of FIG. A judgment is made as to whether it is small or not.

When the process proceeds to step H101 in the first control cycle after the contact of the changeover switch 46 is turned ON, the target vehicle speed vS is changed from the actual vehicle speed VA by the correction amount V, as described above.
Since it is a value obtained by subtracting K2, the absolute value 1.times.5-vAI is equal to the correction amount VK2. Since the correction amount VK2 is set larger than the reference value, l VS-VA
l>K, and the process advances to step H102.

In this step HI O2, after calculating the difference VS-VA between the target vehicle speed vS and the actual vehicle speed VA, the next step H1
At step 03, the target acceleration DvS5 corresponding to the difference VS-VA is read from the map #MDVS5. Then, in the next step H104, the target acceleration DVS5 is specified as the value of the target acceleration DVS during deceleration traveling, and the deceleration control in the current control cycle is completed.

The above knob #MDVS5 is for determining the target acceleration DVS5 corresponding to the 11-speed deceleration during deceleration driving using the difference VS-VΔ as a parameter.
A and the target acceleration DVS5 have a correspondence relationship shown in FIG. 25. However, the target acceleration DVS is the difference V
As long as S-VA is a positive value, it is a negative value and is essentially a deceleration.

After setting the target acceleration (2) VS by deceleration control as described above, the process proceeds to step 123 in FIG. Then, as described above, the target torque 'I''OM of the engine 13 required to equalize the target acceleration DVS of the vehicle is calculated using the above equation (5).

In the case of the first control cycle after the contact point of the changeover switch 46 is turned on, the target acceleration DVS has a negative value as the target acceleration DVS.

is specified, and the vehicle running state until the song of the control cycle is running at a constant speed, so the actual acceleration D V A is almost O
It has become. Therefore, in this case, the target torque TOM is calculated by equation (5).

is a value smaller than the actual torque TEM output by the engine 13.

Next, in step E124, the throttle valve opening θTI+2 corresponding to the target torque TOM2 calculated in step E123 and the engine rotational speed NE input in step AlO3 in FIG. 8(i) is calculated.

Read from map #MTH (not shown), step E1
Proceed to 25.

Note that the control in steps E123 and E124 is performed by the deceleration control unit 10 of the control unit 25 because the driving state designation unit 3 of the control unit 25 designates deceleration driving.

The minimum value of the throttle valve opening degree 0TH2 in map #MTH (not shown) corresponds to the minimum opening degree that is the engine idle position, and the target torque 'rOM2 is the minimum 1-luke that can be output from the engine 13. If the value is smaller, the minimum opening degree is designated as the throttle valve opening degree θTH2.

Then, step E125 and subsequent step E
The controls in steps 126 to E127 are the same as those performed in each case described above, and the current control cycle is based on the throttle valve. 31, the throttle valve 31 is opened and closed at the throttle valve opening degree 0TILz'' specified in step E124, and the value of the flag I12 is set to 1.

As a result, the target torque OM2 is set to the engine 13.
When the torque is larger than the minimum 1 herk that can be output from the engine 1, the torque approximately equal to this target 1 ~ TOM is
3, and conversely, when the 11 mark 1~luk'I"0M2 is smaller than the minimum 1-luke from the engine"3,
The throttle valve 31 is held at the minimum opening degree that corresponds to the engine idle position, and deceleration by engine braking is started.

Further, if the current control cycle does not correspond to the opening/closing timing, the O1 to cruise mode control in the current control cycle is ended without opening or closing the throttle valve.

Turn on the contact of the changeover switch 46 as shown in below-42.
After the control is performed in the first control cycle after the state is established, the O 1 to Cruise Mode 1 controls are continuously performed in the next control cycle and thereafter. If the acceleration switch 45 is not switched, the process proceeds to step H101 in FIG. 13 via step E101 and step E i 10 in FIG. It is determined whether or not the is in the ON state.

If the contact of the changeover switch 46 is in the ON state continuously from the previous control cycle, the process advances to step F102, where the operation part 18a of the auto cruise switch 18 is released and the contact of the changeover switch 46 is set to the ON/OFF state. If so, proceed to step F1]1.

When proceeding from the stenopt '101 to step Fl 02, the acceleration switch 45 switches from (6) to
When the vehicle is in the group position, turn on the contact of the changeover switch 46 to specify the accelerating state of the vehicle. '15- In the same manner as when the contact continues to be in the ON state in the second and subsequent control cycles, the process proceeds from Step 102 to Step F114 via Step F103 and Step 17113.

In step F114, step A1 of FIG.
．． Based on the contact information input in step 03, acceleration switch 4
It is determined whether or not 5 is at the mouth position, but here,
Since the acceleration switch 45 is in the same position, step F
Proceed to 115.

Then, in step F115, the target vehicle speed change control section 6a of the control section 25 calculates a value (vs - vgo2) obtained by subtracting the preset correction amount VT from the target vehicle speed S in the previous control cycle. , is set as the "target vehicle speed VS reached 1" in the current control cycle.

Note that the reached [1 mark 11] speed vS in the previous control cycle is the value set in step F120 when the previous control cycle is the first control cycle after the contact of the changeover switch 46 is turned on. On the other hand, the first control cycle is -1! If '16- is not present, the value is set in step F115.

Therefore, when the contact of the changeover switch 46 is turned on, the value (VA - VK2) obtained by subtracting the preset correction amount VK2 from the actual vehicle speed VA in the first control cycle is designated as the target vehicle speed VS during deceleration driving. When the ON state of the contact is continued, the attained target vehicle speed VS decreases by a preset correction amount vT2 for each control cycle as the continuation time increases.

Next, proceeding from step F115 to step F112,
The value of flag (1)6 is set to O, and the changeover switch control in the current control cycle is ended.

Since the contact of the changeover switch 46 is not in the ON state in this control cycle, steps F101 to F
If the process proceeds to 1ll, the value of flag 6 is set to 0 in step F111, and the value of flag 6 is set to 0 in step F112, thereby terminating the changeover switch control in the current control cycle.

The changeover switch control is completed in the manner described above, and the process then proceeds to step E]29 in FIG. Then, as described above, it is determined whether the value of the flag L is 1 or not. This is a flag ■.

The value of step F1 in FIG. Since it is set to 1 in l7, the process advances from step E129 to step E130.

In step E130, the acceleration switch 45 is in the sixth position.
A determination is made as to whether or not the acceleration switch 45 is at the same position as shown in the figure, but since the acceleration switch 45 is at the same position, the process advances to step E131 and the aforementioned deceleration control is subsequently performed.

Note that the deceleration of the vehicle at this time is approximately equal to the absolute value of the target acceleration 1) VS, or the target torque 1"0M2 calculated in step p: 123 is smaller than the minimum torque that can be output from the engine 13. When the value is reached, the throttle valve 31 is closed to the minimum opening degree that is the engine eye 1 health position as described above, so the maximum deceleration obtained by the engine brake is not necessarily the target acceleration D.
It is not equal to the absolute value of VS.

As shown in FIG. 25, the target acceleration DVS5 set as the value of the target acceleration 1) VS is determined by the difference VS-VA between the target vehicle speed VS and the actual vehicle speed VA shown in the figure.
When it is larger than β, it has a constant value, but when it becomes smaller than this Vβ, the value approaches O as the difference VS-VA decreases. Therefore, 'by decelerating the vehicle, the actual vehicle speed V
After A reaches a CA value close to the target vehicle speed S, the degree of deceleration of the vehicle becomes gentle as the actual vehicle speed VA decreases, and the traveling speed of the vehicle smoothly approaches the target vehicle speed.

As described above, the vehicle decelerates, the actual vehicle speed VA decreases, and the absolute value l VS - VA l decreases by 1 to the reference value.
When the speed becomes smaller, the arrival detection unit 11 of the control unit 25 detects that the vehicle running speed has reached the target vehicle speed
Proceed to step 105.

In step (105), the difference VS-VA between the target vehicle speed (2)S and the actual vehicle speed VA is calculated.

In the next step H1, 06, similar to the control of transition to the constant speed running state described above, since the running speed of the vehicle is almost constant and there is no sudden change in the running state, stability is more important than high followability. Giving priority to the height, the value of the actual acceleration DVA used in step E123 of FIG. 12 is calculated by the interrupt control of FIG.
Actual acceleration D V A8. , is specified.

Next, when the process proceeds to step H108, the actual vehicle speed VA and the target vehicle speed ■S become almost equal as shown in the double series, and the travel speed of the vehicle is adjusted to the target vehicle speed ■S by the arrival detection unit 11 of the control unit 25. Since the detection that it has arrived is carried out,
Instead of the target acceleration DVS, the target acceleration DVS
, , are determined by the control performed according to flowchart 1- of steps MIOI to M106 in FIG.

The content of this control is exactly the same as the control in step J115 in FIG. 16 when the accelerator pedal 27 is released and the vehicle shifts to a constant speed running state under auto cruise mode control.

Furthermore, in the next step H108, the target acceleration DVS4 is specified as the value of the target acceleration DVS used in the step E123 of FIG. 12, and the process proceeds to step H109. Target vehicle speed ■S when traveling at constant speed and step AlO in Fig. 8 (i)
The relationship shown in FIG. 23 or 24 is set for the difference VS-VA from the actual vehicle speed VA input in step 3, but in either figure, as the difference VS-VA increases, the There is a correspondence relationship. Therefore, the target acceleration DVS is used to maintain the vehicle speed, which had been decreasing, at the target vehicle speed VS, that is, the target vehicle speed S when the vehicle was in a decelerating state.

In step H109, the running state switching unit 1 of the control unit 25
2 sets the value of flag to 0, and in the next step H110, sets the value of flag to 0 to end the deceleration control in the current control cycle, and then in step E12 of FIG.
Control is performed according to steps 3 to E127.

This control is the same as the control in steps E123 to E127 in each case described above, and step E1
23 and step E124, since the driving state designation unit 3 of the control unit 25 designates deceleration driving, the control in step E124 is performed by the control unit 2.
This is performed by the deceleration control section 10 of No. 5.

In other words, the target acceleration DV whose value is specified by deceleration control
If the throttle valve opening degree 01'l+2 is set based on S and the current control cycle corresponds to the opening/closing timing of the throttle valve; Ru. As a result, the vehicle traveling speed 1] remains at a value approximately equal to the marked vehicle speed vS.

As described above, steps H in FIG. 15] 05 to H
In accordance with step 110, auto cruise mode control is continued in the next control cycle and thereafter. Further, an acceleration switch 45 and a changeover switch 46
are not operated together, step E1o1 and step E in FIG.
]10, the process proceeds to step FLOI in FIG.

Here, since the contact point of the switching switch 46 is already in the OFF state, as described above, the process proceeds to step F]11 based on the judgment of step FIOI, and after setting the value of flag ■5 to O, step F112 And flague. The value of O
As a result, the changeover switch control in the current control cycle is ended.

Next, when proceeding to step E129 in FIG. 12, the flag ■
It is determined whether or not the value of , is 1. However, since the value of flag 4 is set to O in step H109 of FIG. The designation in the driving state designation section 3 switches to constant speed driving.

In this step E132, it is determined whether the value of the flag is 1 or not. The value of
As described above, since it is set to O in step F112 of FIG. 13, the process proceeds from step E132 to step E133, where target vehicle speed control is performed.

This target vehicle speed control is performed in steps J101 to J101 in FIG.
It is carried out according to the flowchart shown in 1116,
As mentioned above, the value of flag 3 determined in the first step J101 is
Therefore, steps J109 to J11 are performed in step 1.3 in the same manner as after transitioning from the accelerated driving state to the constant speed driving state.
6, the aforementioned control is performed.

When the target vehicle speed control is completed, step E12 in FIG.
3 to E127, and the throttle valve 31 is opened and closed at each control cycle corresponding to the opening/closing timing in response to the 1.1 standard acceleration DVS, in the same manner as in the cases described above. .

As a result, the vehicle travels at a constant speed approximately equal to the target vehicle speed S.

As described above, when the acceleration switch 45 is held in the same position and the auto cruise mode 1~ control is performed and the vehicle is running at a constant speed, the operating portion 18a of the auto cruise switch 18 is moved toward the near side. Pull the switch 46
When the contact is in the ON state, deceleration driving is designated by the driving state specifying unit 3 of the control unit 25, and the vehicle is driven until the target vehicle speed VS decreases as the duration of the ON state of the contact increases. The running speed of the vehicle decreases. When the arrival detection section 11 of the control section 25 detects that the traveling speed has reached the target vehicle speed vS, the traveling state switching section 12 of the control section 25 changes the designation of the traveling state specifying section 3 to constant speed driving. , and smoothly transitions to constant speed driving with the target vehicle speed S as the target vehicle speed. As a result, the vehicle travels while maintaining a travel speed that is approximately equal to the target vehicle speed vS, that is, the travel speed when the designation of the travel state designation section 3 is switched to constant speed travel.

Next, while the vehicle is still decelerating as described above, pull the operating portion 18a of the auto cruise switch 18 toward the front in FIG.
The case where the contact No. 6 is turned on will be described below.

In this case, when the contact of the changeover switch 46 is turned ON, step E10 in FIG.
1 and step EIIO to step F in Figure 13.
Proceed to 101.

In this step F101, step A in FIG. 8(1)
Based on the contact information input at iO3, it is determined whether or not the contact of the changeover switch 46 is in the ON state. The contact is now in the ON state, so step F102
Proceed to.

In step F102, the value of flag I3 is set to O, and in the next step F103, it is determined whether the value of flag I is 1 or not.

If the process advances to step F103 in the first control cycle after turning on the contact of the changeover switch 46,
Since the value of the flag 15 was set to O in the step 111 of the previous control cycle, the process proceeds to the step 10/l based on the judgment at step I''lO3.

Step F104 and subsequent step 17105
In ~F1.06, the values of the flag ■ and the flag 16 are set to 1, and the value of the flag ■1□ is set to O, and the process proceeds to the next step F107. In this step F107, as described above, the contact of the changeover switch 46 is turned on.

Since this is the first control cycle in which the driving state specifying unit 3 of the control unit 25 specifies a different driving state, the value of the actual acceleration DVA is set in step AlO3 of FIG. 8 (1) with priority given to high followability. Let the input one be VA6S.

In the next step F108, it is determined whether the value of the flag ■4 is 1 or not.As mentioned above, when the vehicle is still decelerating, the contact of the changeover switch 46 is turned ON. Since this control cycle is the first after the contact is turned ON, when the changeover switch 46 is inputted, the value of the flag ■ is set to 1 in step F117 of the changeover switch control in FIG.
It is said that Therefore, based on the determination in step F108, the process advances to step F109.

In step F109, the driving state switching unit 1 of the control unit 25
2, the value of flag ■4 is set to O, and the next stepped 1.1
0, steps A123 to A128 in FIG. 8 (1v)
The latest actual vehicle speed VA obtained by the interrupt control is manually inputted as the actual vehicle speed immediately after the contact of the changeover switch 46 is turned ON, and the changeover switch control in the control cycle of I11 is now completed.

The changeover switch control as described above is the same as the changeover switch control in the first control cycle when the contact point of the changeover switch 46 is turned on during ``i'' acceleration traveling in both directions. Therefore, the values of the flag ■ and the flag I6 after the end of the changeover switch control are the same, and after the end of the changeover switch control, the process proceeds to step E105 via step 129 and step E132 in FIG.
The designation of the driving state designation unit 3 of the control unit 25 is switched to constant speed driving.

The control in steps E105 to E109 is performed in the first control cycle after the accelerator pedal 27 is released, or in the first control cycle after the changeover switch 4G is turned on when the vehicle is accelerating.
This is exactly the same as the control performed according to 109. That is, regardless of whether the current control cycle corresponds to the opening/closing timing of the throttle valve 31, the selector switch 46
The throttle valve opening degree is adjusted so that the vehicle travels at a constant speed with the actual vehicle speed VA immediately after the contact is turned on as the target vehicle speed.

As a result, the required 1-lux is output from the engine 13, and the running state of the vehicle starts to change from decelerated running to constant speed running.

The above control is performed in the first control cycle after the contact of the changeover switch 46 is turned ON, but when the auto cruise mode control continues from the next control cycle and the acceleration switch 45 is not operated. Step E10 in FIG. 12 is performed in the same manner as in the above case.
1 and step E110, the process proceeds to step E128, where changeover switch control is performed.

As mentioned above, the control content in the first control cycle after the contact of the changeover switch 46 is turned ON is the same as the first control cycle after the contact is turned ON during acceleration driving, so the values of each flag are the same. Therefore, changeover switch control is performed in the same manner. Then, through step E129 and step E132, step:
When proceeding to step 133, the target vehicle speed control is performed in the steps shown in FIG.
This is carried out according to flowchart 1- shown in J101 to J116.

In this target vehicle speed control, first, in step J101, it is determined whether the value of flag 3 is 1 or not. Since step 106 in FIG. 12 in the first control cycle is O, the process advances from step J 101 to step J102.

In step J102, it is determined whether the value of the flag ■1□ is 1 or not. Note that the flag 10 indicates that the current control cycle corresponds to the opening/closing timing of the throttle valves 1 to 31 by having a value of 1.

If the values of the flags ■ and □ are not 1, the current control cycle does not correspond to the opening/closing timing, so the all-cruise mode control in the current control cycle is immediately terminated. On the other hand, if the value of the flag ■□1 is 1, the current control cycle corresponds to the opening/closing timing, so the process advances to step J103, where target vehicle speed control is subsequently performed.

When the process proceeds to step J i O3, the actual vehicle speed VA input in step AlO3 of FIG. 8 ( ) is substituted as a temporary value for the target vehicle speed VS during constant speed driving.

In this way, the target vehicle speed ■S is updated at every control cycle corresponding to the opening/closing timing until the traveling speed becomes almost constant, in preparation for control after the traveling speed of the vehicle becomes almost constant. .

Next, in step J104, D
It is determined whether the absolute value of the actual acceleration DVA designated as the value of vA65 or DVA□3o is smaller than a preset reference value α.

By performing the target vehicle speed control, the traveling speed of the vehicle is almost constant and the deceleration of the vehicle is approaching O, and in this step J104, the absolute value of the actual ship speed DVA is smaller than the reference value α. If it is determined that this is the case, the process proceeds to step J108, sets the value of flag 9 to O, and then proceeds to step J109. In addition, the running speed is not yet constant, and the deceleration of the vehicle does not approach O.
If it is determined in step J104 that the absolute value of the actual acceleration DVA is not smaller than the reference value α, the process proceeds to step J]05.

In step J105, it is determined whether the actual acceleration DVA is greater than O. Here, selector switch 4
Since the vehicle was in a decelerated running state until the contact point 6 was turned on, the actual acceleration 1) VA had a negative value, and the process advances to step Ji06.

In step J106, the target vehicle speed control in the current control cycle is terminated by setting the value obtained by adding a preset correction amount ΔD (2) to the actual acceleration DVA as the target acceleration DVS.

When the target vehicle speed control as described above is completed, control is performed in the same manner as in each case described above according to steps E123 to E127 in FIG. 12, and the control cycle corresponding to the opening and closing timing of the throttle valve 31 Each time, the throttle valve opening θTl+2 corresponding to the target acceleration DVS
The throttle valve 31 is opened and closed.

As a result, the vehicle decelerates at a negative acceleration approximately equal to the target acceleration DVS, that is, at a deceleration.

As described above, the target acceleration DVS is obtained by adding the correction amount ΔDv2 to the actual acceleration DVA of the control cycle, so the negative value gradually approaches O as the above-described control is repeated.

Accordingly, the deceleration of the vehicle gradually approaches O.

As described above, the actual acceleration DVA approaches 0, but in step J104 of FIG.
) If it is determined that the absolute value of VA is smaller than the preset reference value α, the process proceeds to step J109 via step J108 as described above.

This step J109 and the following step JII
The control performed according to O~, J 11 G is.

Step ■10 when transitioning to the above-mentioned constant speed driving state
This is the same as the control performed according to steps 9 to J116. Therefore, in the control cycle from step J104 to step J109 through step J108 to step J116, the vehicle travels at a constant speed so that the vehicle travel speed matches the target vehicle speed VS whose value was set in step J103. , the required target acceleration DVS is set.

Further, when the target vehicle speed change switch 48 is switched to the (+) side or the (-) side in FIG. 6, the set value of the target vehicle speed (S) is changed in response to this switching.

Even after the target vehicle speed control as described above is performed, the SCOT 1 to LE valves 31 are similarly opened and closed by the control in steps E1.23 to E127 in FIG. 12, and the vehicle reaches the target vehicle speed vS. Travel at a constant, almost consistent speed.

In addition, in the control cycle after the control cycle performed by proceeding from step J104 to step J108 and proceeding to step J109, the flag ■ is set at step J108.
8 is set to O, so when controlling the target vehicle speed, the process proceeds directly from step JIOI to step J 109 and the above-described control is performed.

Therefore, as described above, when the acceleration switch 45 is in the same position, the contact of the changeover switch 46 is first turned ON to designate the deceleration running state of the vehicle, and then this contact is turned OFF, After this, while the vehicle is still in the deceleration running state, turn on the contact point of the changeover switch 46 again.
In this case, the designation of the driving state specifying unit 3 of the control unit 25 switches from decelerated driving to constant speed driving, and the vehicle stops decelerating driving and returns to almost the driving speed immediately after turning on the contact. The vehicle will now travel while maintaining the same traveling speed, that is, the traveling speed when the designation was switched to constant speed traveling.

As described above, O1 to cruise mode control is performed, so that when the brake pedal 28 is released while the accelerator pedal 27 is released, or when the accelerator pedal 27 is released while the brake pedal 28 is released. When the pedal is released, the vehicle maintains the running speed immediately after the pedal is released and travels at a constant speed.

When the vehicle is running at a constant speed, if the acceleration switch 45 is switched to any of the positions from old to group in FIG. When the contact is in the ON state, l
- When the vehicle accelerates at an acceleration corresponding to each position of the group and reaches the target vehicle speed, the vehicle runs at a constant speed that approximately matches the target vehicle speed. In addition, when accelerating traveling is performed with the contact point of the changeover switch 46 in the ON state, the set value of the target vehicle speed of 1'' is increased by increasing the duration of the ON state.

Also, if the acceleration switch 45 is switched to the same position while the vehicle is running at a constant speed, or if the acceleration switch 45 is in the same position and the contact of the changeover switch 46 is turned to O'
In the N state, the vehicle decelerates, and when it reaches the target vehicle speed, it runs at a constant speed that substantially matches the target vehicle speed. Note that when the contact point of the changeover switch 46 is in the ON state and such deceleration traveling is performed, the set value of the target vehicle speed to be reached is decreased by increasing the duration of the ON state.

Furthermore, if the contact of the changeover switch 46 is turned ON again while the vehicle is in either an accelerated traveling state or a decelerated traveling state, the traveling speed will be approximately equal to the traveling speed immediately after the contact was turned ON. The vehicle will now be able to travel at a constant speed.

For example, if the acceleration switch 45 is in the same position and the vehicle is accelerating, and the acceleration switch 45 is switched to the same position, the running speed will be maintained approximately equal to the running speed immediately after this switching. Then, the vehicle runs at a constant speed. Also, when the vehicle is running at a constant speed, the target vehicle speed change switch 48 is set to the (+) side or (-) side in FIG.
When switching to the side, the set value of the target vehicle speed at constant vehicle speed is increased or decreased in response to this switching, and when the duration of this switching is lengthened, the set value of the target vehicle speed is increased or decreased.

Engine control device 1 according to the first embodiment of the present invention as described above
By controlling the engine 13, the following effects can be obtained.

Immediately after the engine is started, until the rotation speed of the engine 13 rises to a steady state rotation speed, or when the operating state of the engine 13 becomes unstable for some reason and the engine speed drops, the movement of the accelerator pedal 27 for,
The throttle valve 31 operates in the same manner as when the accelerator pedal 27 and the throttle valves 1 to 31 are mechanically directly connected.

Therefore, in this case, the throttle valve 31 is not controlled based on the rate of change in the amount of depression of the accelerator pedal 27, the driving state of the vehicle, etc., and the throttle valve 31 is stably controlled. This prevents the operating state of the engine 13 from becoming even more unstable.

In addition, when the brake pedal 28 is depressed to brake the vehicle (not shown), the following effects are obtained.

First, when this braking is being performed, the throttle valve 31 is held at the minimum opening that corresponds to the engine idle position.
The braking effect of the engine brake can be obtained.

Second, in braking, if the duration of the deceleration greater than the standard is longer than the standard value, and the vehicle speed when the brake pedal 28 is released is lower than the standard value, the accelerator pedal 27 The throttle valve 31 is held at the minimum opening position until the throttle valve 31 is depressed. Therefore, in order to stop at intersections, etc., brakes (not shown) are used.
After decelerating, if the brake pedal 28 is once released just before stopping, engine braking is performed, the vehicle stops smoothly, and impact at the time of stopping is prevented.

Thirdly, when braking with the brake, the deceleration is not greater than the reference value, or the period of - [Continuation 1111゛] is not longer than the reference value, or the vehicle speed when the pedal is removed is less than the reference value. In either case, until the accelerator pedal 27 is depressed, the vehicle speed is maintained constant with the target vehicle speed set to the Il (velocity) immediately after the brake pedal 28 is released. There is no need to manually restart the constant vehicle speed running state, which is released each time the accelerator pedal 27 is depressed or the brake pedal 28 is depressed, unlike conventional constant vehicle speed devices, thereby reducing the burden on the driver. -1 Comparison This has the effect of making it easier to drive at a constant speed even on roads with heavy traffic.

Furthermore, fourthly, when transitioning to such a constant vehicle speed driving state, the actual vehicle speed immediately after the release is maintained from immediately after the brake pedal 28 is released until the first opening/closing timing of the throttle valve 31 after the release. Throttle valves 1 to 31 are temporarily opened and closed according to the estimated throttle valve opening degree. Therefore, there is an effect that the transition to the constant vehicle speed running state is performed quickly and smoothly immediately after the release.

Fifth, by setting the throttle switch 47 provided in the auto-cruise switch 18 to the zero position, when the brake pedal 28 is released, the opening degree is always set to the minimum opening, which is the engine idle position, until the accelerator pedal 27 is depressed. Retained. Therefore, when traveling on a gentle downhill slope, etc., by switching the throttle switch 47 to the low position, it becomes possible to travel using engine braking.

Next, when the accelerator pedal 27 is depressed, the following effects occur.

First, the acceleration of the vehicle is set in accordance with the amount of depression of the accelerator pedal 27, the rate of change of this amount of depression, and the time that has passed since this rate of change became smaller than a reference value. Therefore, if the accelerator pedal 27 is pressed faster, more rapid acceleration will be achieved, and if it is pressed more slowly, more gradual acceleration will be achieved, resulting in a responsive acceleration that accurately reflects the driver's intention. It is possible to do this. Furthermore, if the sudden amount of depression is reduced or reduced, the acceleration changes smoothly, which has the effect of preventing the occurrence of shock due to sudden changes in acceleration.

Second, when the accelerator pedal 27 is released, the vehicle speed is maintained constant, with the vehicle speed immediately after the release being set as the target vehicle speed. Therefore, in order to maintain the vehicle speed constant, it is necessary to depress the accelerator pedal 27 again, or to change the vehicle speed by pressing the accelerator pedal 27 as in the conventional constant speed traveling device.
” There is no need to reset the target vehicle speed. This reduces the burden on the driver.'' 2. It has the effect of making it easier to drive at a constant speed even on roads with relatively heavy traffic;
1. This becomes even more noticeable when combined with the above-described constant speed running when the brake pedal 28 is released.

Thirdly, when transitioning to the constant vehicle speed running state, it is estimated that the actual vehicle speed immediately after the release is maintained from immediately after the release of the accelerator pedal 27 to the first opening/closing timing of the throttle valve 31 after the release. The throttle valve 31 is temporarily opened and closed according to the throttle valve opening degree. This has the effect that the transition to the constant vehicle speed running state is quickly and smoothly performed immediately after the release.

Furthermore, fourthly, when the shift 1 to selector 29 is in a position other than the D range or when the throttle switch 47 is in the position, the movement of the accelerator pedal 27
The throttle valve 31 operates in the same manner as when the accelerator pedal 27 and the throttle valve 31 are mechanically directly connected. Therefore, by relaxing or stopping the depression of the accelerator pedal 27, the throttle valve 31 is closed.
For example, when driving on a slope, by setting the shift selector 29 to the L range or setting the throttle switch 47 to the 1st position, it becomes possible to use engine braking.

Sth, among the target accelerations that are set when the accelerator pedal 27 is depressed, the target acceleration that is set corresponding to the amount of depression of the accelerator pedal 27 is different from the target acceleration that is set corresponding to the amount of depression of the accelerator pedal 27 for the same amount of depression. The value is larger when the amount of depression increases than when the amount of depression decreases. As a result, the accelerator pedal 2
7, the acceleration of the vehicle quickly increases or decreases in response to the movement from an increase to a decrease or from a decrease to an increase in the amount of depression, and the driving feeling is improved.

In addition, as described above, when the vehicle transitions to a constant speed driving state by releasing the accelerator pedal 27 or the brake pedal 28, the acceleration of the heavy vehicle is gradually reduced as time passes after the pedal is released. The target acceleration is set so as to decrease and approach O. Therefore, there is an effect that the occurrence of an impact due to a sudden change in acceleration upon transition to a constant vehicle speed running state is prevented.

Furthermore, when the accelerator pedal 27 and the flake pedal 28 are both in the released state and the vehicle is running at a constant speed as described above, the following effects are obtained.

First, by operating the acceleration switch 45 or the changeover switch 46, it is possible to select one of three driving states: accelerated driving, decelerated driving, and constant speed driving, and with only one operation, acceleration or deceleration to the target vehicle speed can be achieved. After reaching the target vehicle speed, a transition to constant speed driving is automatically performed. Therefore, when driving at a constant speed on a highway or the like, it becomes easy to change the vehicle speed according to the situation, and the burden on the driver is reduced.

Second, when acceleration or deceleration driving is specified by turning the contact of the changeover switch 46 into the ON state, the difference between the vehicle speed before designation and the target vehicle speed is reduced by increasing the duration of the ○N state. Expanding.

Therefore, when it is desired to accelerate or decelerate beyond the target vehicle speed, it is only necessary to turn the contact point of the changeover switch 46 on again to designate acceleration or deceleration driving, and to continue this ON state as necessary. . Furthermore, the contact of the changeover switch 46 is turned OFF when the vehicle is in an acceleration or deceleration traveling state.
Assuming it is in N state.

A transition is made to a constant vehicle speed running state in which the vehicle speed immediately after the ON state is set as the target vehicle speed. Therefore, if the desired vehicle speed is reached before reaching the target vehicle speed, it is only necessary to operate the changeover switch 46 once. Also, regarding acceleration driving,
Since three types of acceleration, slow acceleration, medium acceleration, and rapid acceleration, can be selected by the acceleration switch 45, the above effects can be further enhanced by combining these operations.

Thirdly, when the vehicle is running at a constant speed, if the vehicle speed suddenly changes due to a slope etc., the acceleration required to restore the vehicle speed to the original speed is set so that the difference between the acceleration and the vehicle does not exceed a preset value. Ru. Therefore, there is no sudden change in acceleration,
This has the effect of preventing impact from occurring.

When the acceleration switch 45 or the changeover switch 46 is operated to designate the accelerated driving state as described in section 2, the following effects are achieved.

First, instead of specifying a constant value of target acceleration corresponding to the position of the acceleration switch 45 immediately after specification, a slope is provided when the target acceleration rises (see Fig. 27).
, a target acceleration that approaches and eventually becomes equal to the target acceleration is designated in response to the passage of time after this designation. This has the effect of preventing the occurrence of shocks and hunting due to sudden changes in acceleration when the vehicle changes from a constant vehicle speed traveling state to an accelerated traveling state.

Second, when the vehicle speed approaches the target vehicle speed due to accelerated driving, instead of the constant value target acceleration corresponding to the position of the acceleration switch 45, the target acceleration decreases as the vehicle speed approaches the target vehicle speed. is specified. Therefore, when the vehicle speed reaches the target vehicle speed, the acceleration of the vehicle changes smoothly and the vehicle transitions to a constant speed running state, which has the effect of preventing the occurrence of shocks due to sudden changes in acceleration.

Furthermore, thirdly, when the vehicle speed is lower than the reference value, instead of the constant value target acceleration set corresponding to the position of the acceleration switch 45, a value that increases as the vehicle speed increases and approaches the target acceleration is used. A new target acceleration is set. Therefore, if the acceleration switch 45 or changeover switch 46 is operated to specify an accelerated driving state while the vehicle is moving slowly,
This has the effect of accelerating the vehicle more gently and improving the riding feeling.

In addition, when the deceleration driving state is designated by operating the changeover switch 46 as in the case of "double series," when the vehicle speed approaches the target vehicle speed due to deceleration driving, the target deceleration is changed to the target deceleration that has been set at a constant value. As the vehicle speed approaches the 11 mark vehicle speed, a 1 mark deceleration is specified that gradually approaches O. Therefore, when the vehicle speed reaches the 11 mark vehicle speed, the acceleration of the vehicle changes smoothly and becomes constant. Since the vehicle speed is shifted to a running state, shocks caused by sudden changes in acceleration are prevented from occurring, and the feeling of riding and driving is improved.

Note that even if the target vehicle speed change switch 48 is input when the vehicle is not traveling at a constant speed, such as when the vehicle is accelerating or decelerating, this instruction is ignored (step J in FIG. 16)04. →, 1108), confusion during control is prevented and the engine control by this device is ensured.

Furthermore, if the vehicle speed is changed while traveling at a constant speed, whether acceleration or deceleration is performed, or in this case, the new target vehicle speed VS and actual vehicle speed VA are changed.
The target acceleration should be set corresponding to the difference VS-VA.
(See Figure 3) Since the engine is controlled based on this target acceleration and the vehicle speed is changed, the shock caused by the sudden change in acceleration when moving from a constant speed driving state to an accelerated driving state is similar to the above. This has the effect of preventing such occurrences.

In particular, when the difference VS-VA becomes less than a certain value (that is, the actual vehicle speed VA approaches the target vehicle speed VS), the target acceleration, which was a constant value until then, begins to decrease as the difference VS-VA decreases. (Map #M in Figure 23)
(see DVS3), the convergence to the target vehicle speed is stabilized.

On the other hand, when the vehicle is in an accelerating or decelerating state,
When the constant vehicle speed running state is specified by operating the acceleration switch 45 or the changeover switch 46, the following effects are obtained.

First, when transitioning to a constant vehicle speed running state, from immediately after the operation until the timing of the first opening/closing of the throttle valve 31, the throttle valve opening is provisionally adjusted to maintain the actual vehicle speed immediately after the operation. Throttle valve 31 is opened and closed. This has the effect that the transition to the constant vehicle speed running state is quickly and smoothly performed immediately after the operation.

Second, the target acceleration is set to gradually decrease (or increase) at each opening/closing timing cycle of the throttle valve upon transition to the constant vehicle speed driving state l\, so the target acceleration is adjusted accordingly. Throttle valve 3
1, the actual acceleration gradually decreases (increases) as time passes after the operation. Then, when the actual acceleration becomes smaller (larger) than the reference value, the medium speed at this time is set as the new target vehicle speed VS, and the target acceleration decreases (increases) as the difference VS - VΔ decreases (increases), and becomes almost Target vehicle speed■
The vehicle starts running at a constant speed equal to S.

This has the effect of preventing the occurrence of shocks due to sudden changes in acceleration when transitioning to a constant vehicle speed running state.

When the accelerator pedal 27 and brake pedal 28 are both in the released state and auto cruise mode control is being performed, the following effects are achieved.

First, as the actual acceleration value used in auto cruise mode control, DVA65 is suitable for highly responsive control that follows the actual changes in vehicle acceleration, and DVA65 is suitable for highly responsive control with less influence from momentary disturbances. DVA85o, which is aimed at high control, and DVA, which is in the middle of both the above values.

Three of these are selected and used as appropriate.

As a result, for example, when the vehicle transitions to a constant speed driving state by releasing the accelerator pedal 27 or the brake pedal 28, and when transitioning to a different driving state specified by operating the acceleration switch 45 or the changeover switch 46, In this case, the first throttle valve 3 after the start of the transition
By using the value of D V A65 in the control up to one opening/closing timing, there is an effect that the transition start can be performed quickly and accurately. Further, after the transition and after the vehicle reaches a constant speed running state, the use of D V A, 5o has the effect of enabling stable control without malfunctions caused by disturbances.

Second, the timing to open and close the throttle valve 31 is determined when the accelerator pedal 27 is depressed and when the vehicle speed is fluctuating, such as when the acceleration switch 45 or the changeover switch 46 is operated to accelerate or decelerate the vehicle. is set with a period inversely proportional to the change in vehicle speed. Therefore, as the vehicle speed increases by 1 unit, the number of openings and closings of the throttle valve 31 per unit time increases, resulting in the effect that highly responsive operation becomes possible.

After the vehicle is running at a constant speed, the vehicle speed is approximately constant and there is no significant variation in the throttle valve opening, so the above-mentioned timing is set at a constant cycle regardless of the vehicle speed. This has the effect of preventing the lifespan of the throttle valve 31 and the throttle valve rotating portion 26 from decreasing even if the rate of high-speed running increases.

Next, an explanation will be given of an engine control device according to a second embodiment of the present invention. In this second embodiment, a part of the OJ cruise mode control is different from the first embodiment. In other words,
In the first embodiment, the target acceleration DVS is gradually brought closer to 0 as a means of bringing the vehicle speed closer to the target vehicle speed vS when transitioning to a constant vehicle speed driving state by auto cruise mode control. In the second embodiment, a different means is used to bring the vehicle speed closer to the target vehicle speed ■S.

Therefore, in the second embodiment, a part of the configuration of the engine control device and a part of the auto cruise mode control among the controls performed by this device are different from the first embodiment. It is similar to that of the embodiment.

Therefore, for explaining the configuration of the device of this second embodiment, FIGS. 9
11, 13 to 15, 17, and 18 can be used as they are, and FIG. 10 of the first embodiment, which is flowchart 1 related to auto cruise mode control,
Figure 12.

In place of FIG. 16, we will use FIGS. 28, 29, and 30, which correspond to these figures, respectively.

In addition, in FIGS. 28, 29, and 30,
The same steps as in FIGS. 12 and 16 are given the same reference numerals.

Furthermore, since the maps used for each control in the second embodiment are the same as those used in the first embodiment, FIGS. 19 to 27 are used as they are.

Regarding the second embodiment, its characteristic parts will be explained based on FIGS. 28 to 30, excluding the parts described in the first embodiment.

FIG. 28 is a flowchart 1. showing details of the throttle non-direct motion control performed in step A116 of flowchart 1 to FIG. 8(i). This throttle 1 to 3 non-direction control is similar to the first embodiment, in which the accelerator pedal 27
The accelerator pedal 27 and the throttle valve 31
The engine 13 is controlled by driving the throttle valve 31 in such a manner that the two are not necessarily in a direct mechanical relationship.

FIG. 29 shows step C1 of the flowchart in FIG.
44 is a flowchart showing details of auto cruise mode 1 to control performed in step 44. This O1-Cruise mode control is similar to the first embodiment, in which the accelerator pedal 27
And when the brake pedal 28 is released, each detection section and each switch 14 to 14 in FIG.
Based on the information in 24, the opening degree of the throttle valve 31 is adjusted to perform acceleration, deceleration, or constant speed driving to control the engine 13, and this means to bring the vehicle speed closer to the target vehicle speed vS. is different from the first embodiment.

FIG. 30 shows step E1 of the flowchart in FIG.
3 is a flowchart 1 showing details of the target vehicle speed control performed in step 33. Similar to the first embodiment, this target vehicle speed control is mainly performed by the constant vehicle speed control section 8 of the control section 25, and includes changing the target vehicle speed VS during constant vehicle speed driving using the target vehicle speed change switch 48; Setting the target acceleration necessary to bring the vehicle speed close to the target vehicle speed vS in auto cruise mode control, and the target acceleration necessary to maintain the vehicle speed constant after the vehicle speed approaches the target vehicle speed vS and becomes almost equal to the target vehicle speed vS. However, here as well, the means for setting the target acceleration necessary to bring the vehicle speed close to the target vehicle speed S is different from the first embodiment.

The engine control device 1 of the second embodiment configured as shown in FIGS. 1 to 7 operates as follows by controlling according to the flowchart 1 shown in FIGS. 28 to 30 as described above. .

First, in order to start the engine 13, the ignition switch (not shown) of the vehicle is set to OI"J, and in the same manner as in the first embodiment, step A of FIG. 8(i) is activated.
The main flows shown in steps 101 to A117 are controlled, and in addition to this, step A in FIG. 8 ("1)
The first interrupt control performed every 50 milliseconds according to the flowchart 1 of 118-Al2O and FIG. 8(iii)
The second interrupt control is performed every 10 milliseconds according to the flowchart 1 of steps A121 to A122, and the eighth
The third interrupt control is executed every 65 milliseconds according to the flowchart of steps A123 to A128 in FIG. 1v.

The contents of the control of the second embodiment performed according to the flowcharts shown in FIG. 8 (1), l), and (iii) are limited to the non-direction control portions of step Al16 including auto cruise mode control. is different from the first embodiment. Therefore, the operation of the engine control device 1 of this second embodiment is performed in exactly the same manner as in the first embodiment, except when throttle non-direct motion control is performed.

In addition, when non-direct throttle control is performed, even if the means by which the vehicle speed approaches the target vehicle speed in auto cruise mode control are different, the result obtained is that the vehicle speed approaches the target vehicle speed and the vehicle speed is maintained constant. When driving at a constant speed,
The result is substantially the same as in the first embodiment.

The content of the throttle non-direct motion control performed in step A116 is shown in the flowchart of FIG. 28, but this flowchart is different from the corresponding flowchart of the first embodiment (FIG. 10) in which step C129 is changed to step C147. However, step C146 is added between step C147 and step C128.

Among these, step C147 is step C147 in FIG.
In step C121, the value of the latest actual vehicle speed V A I input in the same manner as in the first embodiment is substituted as the first "1 standard tonne speed ■S".In addition, step C146 is a step in which the value of the latest actual vehicle speed VA This is a step to set the value of 1o to O. This flag IIO is used in target vehicle speed control performed in auto cruise mode control, and is used in auto cruise mode 1.
The value 1 indicates that the value of the second target vehicle speed VS2 has already been initialized in the control.

As described above, step C146 is a control related to the O1-cruise mode control of step C'44, and step C147 is simply a change in the name and code of step C129 in the first embodiment, so the brake pedal pedal 2
8 and the accelerator pedal 27 are both released,
The operation of the engine device 1 of this embodiment is substantially the same as that of the first embodiment, except when the auto-cruise mode control in step C144 is performed.

The auto cruise mode control performed in step C144 is performed according to the flowchart shown in FIG. 29.

The flowchart in FIG. 29 is similar to the flowchart in the first embodiment (FIG. 12) except that step E105 is changed to step E134.
Step E135 is added between step E106 and step E107.

In step E134, the latest actual vehicle speed value VAI inputted in the same manner as in the first embodiment is set to the first
This is a step of substituting the target vehicle speed vS1. Further, step E135 is a step in which the value of the flag I10 is set to O.

Step E134 is similar to step C147 in FIG. 28, and step E134 is similar to step C147 in FIG.
The only difference is that the name and symbol of the target vehicle speed VS, whose value is set in , are changed to the first target vehicle speed VS□. Therefore, step E134 to step E1.06, step E
When the process proceeds to step E107 via step 135, in step E107, the calculation of the target torque TOMJ necessary to maintain the vehicle speed in accordance with the first target vehicle speed vs. This is carried out in the same manner as in the first embodiment using equation (5).

Then, when auto cruise mode control is performed according to the flowchart in FIG. 29 and the process proceeds from step E101 to step E102 in the first control cycle after the accelerator pedal 27 is released, the auto cruise mode is used in target vehicle speed control in step E133. Flague,. The value of step E1
It is set to O at 35. The first embodiment differs from the first embodiment only in this point. The engine 13 is controlled by rotating the throttle valve 31 in the same manner as in the example.

In addition, if the accelerator pedal 27 has already been released in the previous control cycle, steps E101 to EII
When the process proceeds to O, there are two types of control to be performed through step E135. That is, the process proceeds from step E115 to step E104 via step E114, and in the same manner as described above, step E'134. Step E106. Control is performed by proceeding to step E107 via step E135, and step E128. Step E132
The process proceeds to step E134 via step E106. The control is performed by proceeding to step E107 via step E13, and in these cases, the flag (2) is set in step E135. This embodiment differs from the first embodiment in that the value of is set to O.

Further, when the process proceeds from step E132 to E133 and target vehicle speed control is performed, the content of this target vehicle speed control is different from the first embodiment. The flag l1fl provided only in the second embodiment is used for this target vehicle speed control, and the reason why the engine control means of the second embodiment is substantially different from that of the first embodiment is that the flag l1fl is provided only in the second embodiment. This is when vehicle speed control is being performed. Conditions for performing target vehicle speed control and step E for performing target vehicle speed control
The contents of control in each step other than step 133 are substantially the same as in the first embodiment.

Next, target vehicle speed control will be explained. This target vehicle speed control is performed according to the flowchart shown in FIG. 30.

That is, first, in step J101, it is determined whether the value of the flag (2) is 1, as in the first embodiment. In addition, this flag■. As mentioned above, O1
-Cruise mode-1 - A value of 0 indicates that the vehicle is traveling at a substantially constant speed due to the control being performed.

Then, as in the first embodiment, if the vehicle speed is almost constant due to auto cruise mode control being performed, the process proceeds to step J130 based on the determination at step 'T'101. If not, the process advances to step J102.

That is, when the vehicle speed is not yet substantially constant after the transition to the driving state under auto-cruise mode control, the process proceeds to step J101, and when the acceleration switch 45 or changeover switch 46 is in the driving state under auto-cruise mode control. In the case where the process proceeds to step 5101 in a state where the vehicle speed has not yet become substantially constant after constant vehicle speed driving is specified by operating, the process proceeds to step J102 based on the determination at step JIOI.

In addition, after the transition to the driving state by auto cruise mode control, the vehicle speed remains almost constant and the step JIO
In the case where the vehicle speed reaches step J101 after the vehicle speed becomes almost constant after driving at a constant speed during acceleration/deceleration driving, and after the vehicle speed reaches the target vehicle speed due to acceleration/deceleration driving, In the case where it becomes constant and proceeds to step J101, step J1 is determined based on the judgment of step J101.
Proceed to 30.

When the process advances from step J101 to J102, it is determined in step J102 whether the value of flag I11 is 1 or not. As described above, this flag ■1□ indicates that it is a throttle valve opening/closing timing cycle by having a value of 1.

If the current control cycle corresponds to the throttle valve opening/closing timing cycle, the process proceeds to step J117 based on the determination in step J102. On the other hand, if the current control cycle does not correspond to the throttle valve opening/closing timing cycle, the target vehicle speed control in the current control cycle is terminated by disconnecting 'IIJ' in step J102.

Proceeding from step J102 to step J117, in step J117, flags . It is determined whether the value of is O or not.

In auto cruise mode control, the 211th target vehicle speed v
If the value of S2 has not been initialized yet,
Proceeding from step J117 to steps J and 118,
Initial setting is performed by specifying the actual vehicle speed VA input in step AlO3 in FIG. 8(1) as the value of the second target vehicle speed vS2. Next.

After setting the value of flag IIO to 1 in step J119, the process proceeds to step J]20.

Furthermore, if the second target vehicle speed VS,2 has already been initialized in step J118 in the previous control cycle, a flag (2) is set in step J119 at the same time. Since the value of is 1, step J1
Based on the judgment in step 17, the process directly proceeds to step J], 20.

By the way, there are the following six cases in which target vehicle speed control is performed. In other words, when the auto cruise mode control is performed in each control cycle by releasing the accelerator pedal 27, there are two cases where constant speed driving is not specified by the acceleration switch 45 and the changeover switch 46, and when the acceleration switch 45 or the changeover switch There are three cases: when constant speed driving is specified by 46, and when the vehicle speed reaches the target vehicle speed due to acceleration/deceleration driving, and auto cruise mode control is performed in each control cycle by releasing the brake pedal 28. There are three cases mentioned above even when it becomes possible to do so.

Among these six cases, proceeding to step J102 is as follows:
2 when the vehicle speed reaches the target vehicle speed due to acceleration/deceleration driving
There are four cases except one. 2 In these four cases, as described above, the flag ■ is set in step 0146 of FIG. 28 or step E135 of FIG. value is 0
Therefore, in the first throttle valve opening/closing timing cycle in these cases, the process always proceeds from step J117 to step J118, and the setting of the second [1st target vehicle speed] is performed anew. Also, step J119 of this throttle valve opening/closing timing cycle. Since the value of is set to O, in the throttle valve opening/closing timing cycles subsequent to this throttle valve opening/closing timing cycle, the process directly proceeds from step J117 to step J]20, as described above.

In this step J], 20, the absolute value IVs2 VSo of the difference between the second target vehicle speed ■s2 and the first target vehicle speed VS□ is determined.
It is determined whether the value of l is smaller than a preset reference value of 3 or not.

The first target vehicle speed vS1 is determined by the brake pedal if the acceleration switch 45 and the changeover switch 46 are not operated when the auto cruise mode control is performed in each control cycle by releasing the brake pedal 28. In step C147 (Fig. 28) in the first control cycle after the pedal is released, the latest actual vehicle speed V A
I, otherwise step JE1.34 (second
9), the latest actual vehicle speed VA■ is specified.

On the other hand, in any of the four cases mentioned above, the initial value of the second target vehicle speed S2 is the actual vehicle speed input in step A1O3 of the first throttle valve opening/closing timing cycle [Fig. 8 (1)]. .

In this way, the first target vehicle speed vS and the second target vehicle speed ■S2
Since there is a time difference in the settings, the initial values are different from each other. In other words, when the vehicle was in an accelerating state until then, the second target vehicle speed ■82 was higher than the first target vehicle speed ■S.
□, and if the car was in a decelerating state until then, the 11th target vehicle speed ■S or the second target vehicle speed ■s
It becomes larger than 2.

As a result, in step J i 20, the value of the absolute value I VS2-VSiI is the preset value! ((If it is determined that the value is not smaller than 3, step J121
Proceed to.

Then, the difference between the first target vehicle speed vS1 and the second target vehicle speed VS2 decreases, and at step J]20, the absolute value + v
If it is determined that the value of s2-vs-work1 is smaller than the preset reference value of 3, the process advances to step J128.

Proceeding from step J120 to step J121, it is determined in step J121 whether or not the second target vehicle speed Vs2 is greater than the first target vehicle speed vS□. If it is determined that the second target vehicle speed VS2 is higher, the process proceeds to step J123, and if it is determined that the second target vehicle speed VS2 is not higher, the process proceeds to step JL22.

In step J123, the second control cycle up to the previous control cycle is
A value VS2-VK2 obtained by subtracting a preset correction amount VK2 from the target vehicle speed vS2 is set as a new value of the second target vehicle speed ■S2, and the process proceeds to step J124. Further, in step J122, a value V obtained by adding a preset correction amount VK2 to the second target vehicle speed vS2 up to the previous control cycle.
S Z +V K2 is set to the value of the new second target vehicle speed ■S2, and the process proceeds to step J124.

Therefore, by such control in steps J121 to J123, the value of the second target vehicle speed ■S2 changes to the first value by the correction amount VKZ at each opening/closing timing of the throttle valve 1 to the throttle valve 31.
It approaches the value of target vehicle speed vs.

In step J124, the second target vehicle speed vS2 is set as the value of the target vehicle speed vS during constant vehicle speed driving under target vehicle speed control, and in the next step J124, the target vehicle speed The difference VS-VA from the actual vehicle speed ■A input in step AlO3 of FIG. 8(i) is calculated, and the process proceeds to step J126.

In step J126, the target acceleration DVS3 corresponding to the difference VS-VA is read from the map #MDVS3. This map #MDVS3 is the same as that used in step L115 (Fig. 17) in the acceleration control described above, but the target vehicle speed DvS3 in the target vehicle speed control is
It is used as an acceleration to bring the target vehicle speed closer to and match the target vehicle speed ■S. As mentioned above, the map #MDVS3 is for finding the target acceleration DVS3 using the difference V5-VA as a parameter, and the map #MDVS3 is for calculating the target acceleration DVS3 using the difference V5-VA as a parameter.
The target acceleration DVS has a correspondence relationship as shown in FIG.

Next, in step J127, after the 11 target vehicle speed control, in step E123 (Fig. 29), the target 1~luk'1'○M2
The above target acceleration DVS is specified as the value of the target acceleration VS used to calculate . This ends the target vehicle speed control in the current control cycle.

After completing the target vehicle speed control as described above, steps E] 2; 3 to E in FIG.
127 control is performed. Then, through this control, a target torque TOM2 for obtaining a vehicle acceleration equal to the target acceleration DVS set by the target vehicle speed control is calculated, and a target torque TOM2 is determined for outputting this target torque TOM from the engine 13. Open and close the throttle valve 3 to an opening degree of OT+-12.

As a result, as explained in the first embodiment, the target torque T
A torque approximately equal to OM is output from the engine 13, and the vehicle speed approaches the target vehicle speed vS, that is, the second target vehicle speed VS2.

Therefore, in the target vehicle speed control described above, if the control in steps J121 to J127 shown in FIG. 30 is repeatedly performed every throttle valve opening/closing timing cycle, the second target vehicle speed Vehicle speed v
It gradually approaches S1.

When the second target vehicle speed ■S2 approaches the first target vehicle speed ■S,
Step J] At 20, the absolute value of the difference between the two lVS2-VS
If it is determined that the value of ll is smaller than the preset reference value KJ, the process proceeds to step J128, and the first target vehicle speed vs is set as the value of the target vehicle speed ■S when traveling at a constant speed by target vehicle speed control. . In other words, after the second target vehicle speed Vs2 becomes sufficiently close to the first target vehicle speed VS, the eleventh target vehicle speed VS□ becomes the target vehicle speed vs.

Then, in the next step J129, the vehicle speed v
It is determined whether the absolute value of the difference between s and the actual vehicle speed VA input in step A103 of FIG. 8(1) is 1 vs - A1, which is smaller than a preset reference value of 4.

If the vehicle speed is not yet sufficiently close to the target vehicle speed, the absolute value IVS-VAI is equal to the reference value K4. It is determined that the value is not smaller than , and the process proceeds to step J125.

J l'25 and subsequent steps J], 26. -J
The control of 127 is as described above. Also, steps E123 to E127 in FIG. 29 that are performed after this control.
The control is also as described above, and as a result, the vehicle speed approaches the target vehicle speed Vs.

Even after the next control cycle, the first target vehicle speed VS,
and the value of the second target vehicle speed vS2 is not changed, so the third target vehicle speed vS2 is not changed.
The process advances from step J120 in FIG. 0 to step J128, and control is performed in the same manner as described above. Then, when the vehicle speed sufficiently approaches the target vehicle speed VS and it is determined in step J129 that the value of the absolute value IVS-VAI is smaller than the reference value 4, the value of flag ■3 is set to 0 in step J108, and then, Steps J109 to J116 are controlled.

Here, since the value of flag ■8 is set to 0 in step J108, in each control cycle after the next control cycle,
As long as target vehicle speed control continues, step J
Based on the judgment in step 101, the process advances to step J130, where flags ■,. The value of is set to 0, and steps J109 to J116 are controlled.

The control in steps J109 to 5116 is exactly the same as in the first embodiment, and in steps J109 to J112, the setting of the target vehicle speed VS is changed by the target vehicle speed change switch 48, and then, in steps J113 to J116, the vehicle speed is changed. Set the target acceleration 1) VS required to match and maintain the target vehicle speed.

Note that the target vehicle speed VS is changed by the control in steps J109 to J1]2 after the absolute value IVS-VAl of the difference between the target vehicle speed VS and the actual vehicle speed VA decreases and becomes smaller than the reference value 4. Therefore, similarly to the first embodiment, the target vehicle speed S can be changed by the target vehicle speed change switch 48 only when the vehicle speed is constant.

By performing such target vehicle speed control, the running state of the vehicle shifts to a constant speed running state in accordance with each of the following cases.

When the auto cruise mode control is started by releasing the accelerator pedal 27 or the brake pedal 28, if neither the acceleration switch 45 nor the changeover switch 46 is operated after the release of the accelerator pedal 27 or the brake pedal 28, eventually the The vehicle enters a constant speed driving state in which the vehicle speed is maintained approximately equal to the vehicle speed of the vehicle.

Further, when constant speed driving is specified by operating the acceleration switch 45 or the changeover switch 46, the vehicle ultimately shifts to a constant speed driving state in which the vehicle speed is maintained approximately equal to the vehicle speed immediately after this operation.

Further, when the vehicle speed reaches the target vehicle speed due to acceleration and deceleration driving, the vehicle finally shifts to a constant speed driving state in which the vehicle speed is maintained approximately equal to the target vehicle speed.

Since the engine 13 is controlled by the engine control device 1 according to the second embodiment of the present invention as described above, almost the same effects as in the first embodiment can be obtained, and the target vehicle speed control is different from that in the first embodiment. As a result, effects unique to the second embodiment can be obtained as described below.

In other words, when the accelerator pedal 27 is released after depressing the accelerator pedal 27 to accelerate the vehicle, first, the actual vehicle speed VAI immediately after the release is set as the first target vehicle speed VS, and the vehicle speed The throttle valve 31 is provisionally rotated to an opening position at which it is estimated that the first target vehicle speed ■Si can be maintained. Next, when the first SLOON 1 to LE valve opening/closing timing cycle occurs after the next control cycle, the actual vehicle speed VA is set to the second target vehicle speed VS2, and this second
The engine 13 is controlled by adjusting the opening of the throttle valve 31 so as to approach the target vehicle speed VS-2, and the second target acceleration VS2 is gradually brought closer to the first target acceleration vS0. Finally, the vehicle speed is the first target vehicle speed v
It is maintained constant almost in agreement with S4.

Therefore, first, there is an effect that the vehicle speed in the constant vehicle speed state more accurately matches the vehicle speed immediately after the accelerator pedal 27 is released.

Second, from the first throttle valve opening/closing timing cycle after the accelerator pedal 27 is released, the first target vehicle speed VS□ is not adopted as the target vehicle speed for constant speed driving, but the second H target vehicle speed is adopted to reduce the difference between the vehicle speed immediately before the throttle valve 31 is opened and closed and the target vehicle speed in this throttle valve opening/closing timing cycle.

Therefore, sudden changes in vehicle speed and acceleration when the throttle valve 31 is opened and closed in this throttle valve opening/closing timing cycle are eliminated, and unpleasant shocks are prevented from occurring, thereby achieving an extremely smooth speed change. .

Next, when the brake pedal 28 is released after depressing the brake pedal 28 to decelerate the vehicle, as in the first embodiment, the state in which the deceleration during deceleration is equal to or higher than the reference time is the reference time. The first target vehicle speed vS1 and the second target vehicle speed V are set in the same manner as when the accelerator pedal 28 is released, except when the vehicle speed exceeds the reference value and the vehicle speed at the time of release is lower than the reference value.
S2 is set and the throttle valve 31 is opened and closed.

Therefore, first, there is an effect that the vehicle speed in the constant-speed running state more accurately matches the vehicle speed immediately after the brake pedal 28 is released.

Second, the second target vehicle speed vS1 is immediately adopted as the target vehicle speed for constant speed driving from the first throttle valve opening/closing timing cycle after the brake pedal 28 is released,
In this throttle valve opening/closing timing cycle, the difference between the actual vehicle speed and the target vehicle speed immediately before opening/closing of the throttle valve 31 is made small.

Therefore, sudden changes in vehicle speed and acceleration when the throttle valve 31 is opened and closed during this throttle valve opening/closing timing cycle are eliminated, unpleasant shocks are prevented from occurring, and extremely smooth speed changes can be realized. effective.

Note that the throttle valve opening/closing timing cycle in the embodiment corresponds to the engine output adjustment cycle.

This concludes the description of the second embodiment.

Below, a case where the engine control device 1 is installed in a vehicle having a manual transmission will be described.

Engine control device 1 of the above-mentioned first embodiment and second embodiment
Although this device 1 is installed in a vehicle having an automatic transmission 32, this device 1 can also be installed in a vehicle having a manual transmission (not shown). effect can be obtained.

In this case, the following points in the configuration of the engine control device 1 of the first embodiment and the second embodiment shown in FIG. 2 are changed.

In other words, the output rotation speed detection section 22 is omitted and the automatic transmission 3
In addition to providing a manual transmission (not shown) in place of 2,
In place of the shift 1 selector 29, a shift lever (not shown) is provided for manually selecting the gear stage of the manual transmission. Also, a shift lever is used instead of the shift selector 17.
A shift position switch (not shown) is provided that has a contact that is turned on when the shift position switch is in a position for selecting neutral or reverse, or when a clutch pedal (not shown) is depressed.

Further, the content of the control performed by the engine control device 1 changed to that of a manual transmission as described above is different from that of the first and second embodiments in the following points.

In other words, in the control performed at Δ'13 in FIG. 8 (), the contacts of shift 1 to position switch (not shown) are
It is determined whether or not the state is in the N state. And the contact is ON
If it is determined that the OF
If it is determined that the state is F, the process proceeds to step A114.

Also, equation (1) used in step C130 in FIG. 10 or FIG. 28, equation (2) used in step [ ) 123 in FIG. 11, and step E1 in FIG. 12 or FIG.
Equation (4) used in 07 and Figure 12 or Figure 29
Step F in the figure: In equation (5) used in l 2 :(, the value of the speed ratio C for determining the torque ratio TQ is 1
becomes.

The operation of the engine control device 1 as described above differs only in step A]]3, which is modified as described above.

That is, when the shift 1 lever is in the position for selecting neutral or reverse, or when the clutch pedal (not shown) is depressed, the contact point of the shift position switch is in the ON state, so step A113
Based on the determination in step A117, the throttle direct control is performed in the same manner as in the first or second embodiment.

Also, when the shift lever is in a position other than the position for selecting new l-jill and reverse, and the clutch pedal is not depressed, the contacts from shift 1 to position shift are OFF.
The F state is entered, and based on the determination at step Al13, the process proceeds to step A114, where control is performed in the same manner as in the first or second embodiment.

Therefore, even when such an engine control device is installed in a vehicle having a manual transmission, substantially the same effects as in the first embodiment or the second embodiment can be obtained.

In addition, in such an engine control device, the first gear used as a low gear may be added to the shift lever position, which is the condition for the shift position switch to be in the ON state, and the first gear and the second gear may be 2nd speed may be added, and furthermore, these 1st speed and 2nd speed
speed and a third speed as a third gear may be added.

This completes the description of the case where the engine control device 1 is installed in a vehicle having a manual transmission.

In the engine control device of each embodiment described above, the following changes can be made.

O1-Cruise mode control is performed in each control cycle, and when the vehicle is in a constant speed state, if the acceleration switch 45 or changeover switch 469 is operated to specify an accelerated driving state or a decelerated driving state, the control unit 25 The target vehicle speed setting unit 6 may change the set value of the target vehicle speed.

In other words, when the acceleration driving state is specified, the set value of the target vehicle speed at this time is the actual vehicle speed VA detected by the vehicle speed/acceleration detection unit 24 plus the correction ftCV y; When the driving state is specified, it is the actual vehicle speed VA detected by the vehicle speed/acceleration detection unit 24 minus the correction amount VK2, or the actual vehicle speed VA
The target vehicle speed may be set by multiplying by a preset coefficient.

Furthermore, instead of the actual vehicle speed VA, the target vehicle speed vS when the vehicle is running at a constant speed may be used. Alternatively, the correction amount V
Even if Kx r V K2 is set to the same value, almost the same effects as in each of the above embodiments can be obtained.

Next, when the vehicle is running at a constant speed, select switch 4G.
When the deceleration traveling state is designated by operating , the target acceleration may be gradually increased in each control cycle after the designation, similarly to the case where the acceleration traveling state is designated. In this case, in addition to the effects obtained in each embodiment, there is an effect that the movement to deceleration running is performed more smoothly.

In addition, when the throttle switch 47 is set to the open position, after the brake pedal 28 is released, the throttle valve 31 is always held at the minimum opening position, which is the engine eye 1st position. Alternatively, the throttle valve 31 may be maintained at the minimum opening position even after the accelerator pedal 27 is released.

Furthermore, there are four positions of the acceleration switch 45 shown in FIG. If you say ``4'', you will be driving at a constant speed, and if you are ``former group'', you will be driving at an accelerated speed. is not limited to this, and can be arbitrarily set as necessary.

Further, in each embodiment, deceleration traveling is not designated by simply switching the acceleration switch 45, but "decelerating traveling" is set in any position of the acceleration switch 45 so that decelerating traveling can be designated simply by switching the acceleration switch 45. It may be possible to set this and make it selectable.

Further, the selection of the acceleration switch 45 is not limited to the four positions in the same group to four, and the number of selection positions may be increased or decreased as necessary.

Further, the switching of the driving state corresponding to the operation of the changeover switch 46 is not limited to that shown in each embodiment, but any combination of driving conditions can be set for each position of the acceleration switch 45, and the changeover of the driving state corresponding to the operation of the changeover switch 46 is It may also be possible to switch in response to an operation.

Next, when the vehicle is decelerated by the brake (not shown), if the duration of the deceleration being greater than the standard is longer than the standard time and the vehicle speed at the time of deceleration is lower than the standard, the brake pedal Even after the throttle valve 28 is released, the throttle valve 31 is maintained at the minimum opening that corresponds to the engine idle position, but these conditions are determined by the characteristics of the vehicle.

It may be changed depending on the purpose of use.

This allows, for example, if the deceleration is greater than the standard,
Or, if the duration is longer than the standard, or
The conditions may be such that the deceleration is greater than the reference and the vehicle speed at the time of deceleration is lower than the reference.

Further, although the degree of deceleration is determined based on the deceleration, it may also be determined based on the pressure of the brake oil that drives the brake.

Furthermore, auto cruise mode control is performed in each control cycle. A function has been added to display the target vehicle speed for constant speed driving when constant speed driving is specified as the vehicle driving state, and the target vehicle speed for acceleration driving or deceleration driving when acceleration driving or deceleration driving is specified. In this case, it becomes possible to change the set value of the target vehicle speed or the target vehicle speed while visually confirming the change.

In addition, the engine control device 1 of each embodiment always makes the vehicle run at a constant speed when both the accelerator pedal 27 and the brake pedal 28 are in the released state, except in specific cases. As in the conventional case, constant speed driving may be performed only when constant speed driving is artificially specified.

In this case, since the driving condition is artificially designated, the same effect can be obtained by operating the engine control device 1 while the vehicle is traveling at a constant speed.

Further, in the engine control device 1 of each embodiment.

Simply releasing both the accelerator pedal 27 and the brake pedal 28 does not change the running state of the vehicle to a constant speed; instead, the vehicle is switched to a preset state by operating the acceleration switch 45 or the changeover switch 46. In other words, in each embodiment, constant speed driving may be designated when the acceleration switch 45 is switched to the same position.

[Effects of the Invention] As detailed above, according to the vehicle engine control device of the present invention, when a constant speed running command is issued when the vehicle is accelerating or decelerating, the target acceleration setting means gradually decreases the target acceleration. or increase, and the target vehicle speed setting means is configured to set the actual vehicle speed when the absolute value of the actual acceleration of the vehicle becomes smaller than the reference value as the target vehicle speed for constant speed driving. Therefore, when the vehicle speed shifts to a constant speed running state, acceleration and deceleration are smooth, eliminating shocks and hunting during acceleration and deceleration that are common in automatic control of vehicle engines, and improving driving comfort. This has the effect of contributing to improving the ring and riding feeling.

Furthermore, when transitioning to a constant vehicle speed driving state in which the actual vehicle speed is set as the target vehicle speed for constant vehicle speed driving, the target acceleration setting means determines the actual vehicle speed obtained in each control cycle by the vehicle speed detecting means; By setting the target acceleration so that it decreases as the absolute value of the difference from the set target vehicle speed decreases, the effect of eliminating the above-mentioned shock, hunting, etc. can be more reliably obtained.

[Brief explanation of the drawing]

1 to 27 show a vehicle engine control device as a first embodiment of the present invention. FIG. 1 is a conceptual diagram showing the main parts of this device, and FIG. 3 is a configuration diagram of the depression amount detection section, FIG. 4 is a configuration diagram of the throttle valve rotating section, and FIG. 5 is a configuration diagram of the vehicle speed/acceleration detection section. Fig. 6 is a front view of the auto cruise switch, Fig. 7 is a circuit diagram of the connecting part between the auto cruise switch and the control section, Fig. 8 (i) is a main flowchart showing the main contents of this control, and Fig. 8 Figures (ii) to (iv) are flowcharts showing the details of the interrupt control that is given priority to the main flowchart, and Figure 9 shows the details of the throttle direct drive control performed in step A117 of Figure 8(i). FIG. 10 is a flowchart showing details of the throttle non-direct motion control performed in step A of FIG. 8(i); FIG.
12 is a flowchart showing details of the auto cruise mode control performed in step C144 of FIG. 10, and FIG. 13 is a flowchart showing details of the auto cruise mode control performed in step C144 of FIG. 12.
FIG. 14 is a flowchart showing details of the changeover switch control performed in step E121 of FIG. 12, and FIG. 15 is a flowchart showing details of the acceleration switch control performed in step E131 of FIG. 16 is a flowchart showing details of the target vehicle speed control performed in step E133 of FIG. 12, and FIG. 17 is a flowchart showing details of the target vehicle speed control performed in step E133 of FIG.
18 is a flowchart showing details of the control for determining the target acceleration DvS4 performed in step J115 of FIG. 16, and FIGS. 27 is a graph showing the correspondence between the parameters of the map used for control and the variables read out corresponding to these parameters. FIG. 28 to 30 are graphs showing examples of changes in target acceleration and traveling speed over time after switching when The device is shown in Fig. 28, which shows the throttle non-direction control (Fig. 8 (
Flowchart 1 showing details of step A116) of 1)
~, FIG. 29 is a flowchart showing details of the O1-cruise mode control performed in step C144 of FIG. 28, and FIG. 30 is a flowchart showing details of target vehicle speed control performed in step E133 of FIG. 29. . ]-vehicle engine control device, 2-manual operation means, 3-
A driving state specifying section as a driving state specifying means, 4- a target acceleration setting section as a target acceleration setting means, 5- a vehicle speed detecting means, 6- an attained target vehicle speed setting section (target vehicle speed setting section) as an attained target vehicle speed setting means. , 7--engine output adjustment means, 8-constant vehicle speed control section as constant vehicle speed control means, 9-acceleration control section as acceleration control means,]〇-deceleration control section as deceleration control means, 11-as arrival detection means 12-driving state switching unit as driving state switching means, 13-engine, 14-depression amount detection unit, 15-accelerator switch, 16-brake switch 16, 17-jid selector switch, 18-auto 1-Cruise switch, 18a-・Main lever, 19...-Vehicle weight detection section,
20-Intake air amount detection section, 21-Engine rotation speed detection section, 22-Output shaft rotation speed detection section, 23-Gear stage detection section, 2
4...Vehicle speed/acceleration detection section, 25-control section, 26-.
・Throttle valve rotating part, 27-accelerator pedal, 28・
...brake pedal, 30--intake passage, 31-throttle valve, 32--automatic transmission, 33-left front wheel, 3
3...-right front wheel, 35-left rear wheel, 36-right rear wheel,
37-Potentiometer, 38-・A-D conversion section, 39
・,・Actuator displacement part, 40... Throttle valve actuator, 41... Throttle valve opening detection part,
42--Right rear wheel speed detection unit, 43-Left rear wheel speed detection unit, 44--Vehicle speed/acceleration calculation unit, 45--Acceleration switch, 46-Switch switch, 47-Throttle 1-Lwitch, 48 -Target vehicle speed change switch, 49-・Steering Gollum, 50...-Power source.

Claims (2)

[Claims] (1) Target vehicle speed setting means for setting the speed at which the vehicle should travel at a constant speed, constant vehicle speed control means for maintaining the vehicle at the target vehicle speed and causing it to travel at a constant speed, and acceleration/deceleration control for controlling the acceleration/deceleration of the vehicle. a control means, an engine output adjustment means for adjusting engine output based on control signals from the constant vehicle speed control means and the acceleration/deceleration control means, and a target acceleration setting means for setting a target acceleration of the vehicle during the acceleration/deceleration control. and a vehicle speed detection means for detecting the actual vehicle speed of the vehicle, and when a constant speed traveling command is issued when the vehicle is accelerating or decelerating, the target acceleration setting means gradually decreases or increases the target acceleration. and the target vehicle speed setting means sets the actual vehicle speed obtained by the vehicle speed detection means as the target vehicle speed for constant speed driving when the absolute value of the actual acceleration of the vehicle becomes smaller than a reference value. A vehicle engine control device comprising: (2) When the actual vehicle speed is set as the target vehicle speed for constant speed driving as described above, the target acceleration setting means uses the actual vehicle speed obtained in each control cycle by the vehicle speed detection means and the set target vehicle speed. 2. The vehicle engine control device according to claim 1, wherein the target acceleration is set to decrease as the absolute value of the difference between the target acceleration and the target acceleration decreases.