JPH01314635A - Device for controlling on-vehicle engine - Google Patents

Abstract

PURPOSE:To allow a vehicle to be smoothly shifted into a constant vehicle speed running condition by letting plural numbers of target vehicle speeds come close each other gradually when a constant vehicle speed running command is outputted at the time of acceleration and/or deceleration, and thereby letting one of the target vehicle speed be adapted when the difference between the target vehicle speeds becomes less than a reference value. CONSTITUTION:An engine control device 1 allows a means 6 to set up a target vehicle speed, and allows the means to control vehicle speeds to be a constant one 8, and concurrently allows each means 9 and 10 to control a vehicle in acceleration and/or deceleration. And the output of an engine is adjusted by a means 7 based on respective control signals from the respective control signals from the respective means 8 through 10. On the other hand, the target vehicle speed is set up by a means 4 at the time of acceleration and/or deceleration, and an actual vehicle speed is concurrently detected by a means 5. In this case, when a constant vehicle speed running command is outputted at the time of acceleration and/or deceleration, No.2 target vehicle speed which has been set up based on actual vehicle speed at the initial period of engine output adjustment is changed in such a way as to come close gradually to No.1 target vehicle speed which is set up based on the actual vehicle speed detected just after the command outputted.

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 have been considered to automatically maintain a constant vehicle speed, but for example, when accelerating or decelerating, there are cases where it is desired to change to constant speed driving. When changing from acceleration or deceleration to constant speed driving, it is common to release the accelerator pedal or brake pedal, or to change the target vehicle speed from constant speed driving.

Note that when the vehicle is following a vehicle in front on a road with heavy traffic, such as in Japan, it is necessary to change the traveling speed (acceleration from a constant vehicle speed) particularly frequently.

[Problems to be Solved by the Invention] By the way, when changing to constant speed driving during acceleration or deceleration driving, it is desirable to match the speed as accurately as possible to the speed at which the change is to be made. On the other hand, when accelerating or decelerating a vehicle through automatic engine control, the acceleration or deceleration may not be smooth depending on the acceleration settings, and when the vehicle transitions to constant speed, it may experience shock or hunting, which may affect the driving feeling. or the riding feeling may deteriorate.

The present invention was devised in view of such problems, and
It is an object of the present invention to provide a vehicle engine control device that can smoothly and reliably change the vehicle speed to a desired vehicle speed when shifting the vehicle to a constant vehicle speed traveling state during acceleration or deceleration traveling.

[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 that adjusts engine output at predetermined intervals based on control signals from the constant vehicle speed control means and the acceleration/deceleration control means. The device includes an output adjustment means, 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, so that the vehicle can run at a constant speed when the vehicle is accelerating or decelerating. When a command is issued,
Immediately after this command, the actual vehicle speed obtained by the vehicle speed detection means is set as the first target vehicle speed for constant vehicle speed driving, and the actual vehicle speed in the first engine output adjustment cycle thereafter is set as the second target vehicle speed for constant vehicle speed driving. Then, the second target vehicle speed is first used as the target vehicle speed for the constant vehicle speed control by the constant vehicle speed control means, and the setting is changed so that the second target vehicle speed gradually approaches the first target vehicle speed. The present invention is characterized in that the first target vehicle speed is used when the difference between the second target vehicle speed and the first target vehicle speed becomes less than or equal to a reference value.

[Function] In the above-described vehicle engine control device of the present invention, when a constant vehicle speed running command is issued during acceleration or deceleration of the vehicle, the target acceleration setting means detects the actual vehicle speed obtained by the vehicle speed detection means immediately after this command. The vehicle speed is set as a first target vehicle speed for constant vehicle speed driving, and the actual vehicle speed in the first engine output adjustment cycle after this is set as a second target vehicle speed for constant vehicle speed driving, and constant vehicle speed control by the constant vehicle speed control means is performed. The second target vehicle speed is first used as the target vehicle speed, and the setting is changed so that the second target vehicle speed gradually approaches the first target vehicle speed, so that the second target vehicle speed becomes the first target vehicle speed. When the vehicle approaches and the difference from the first target vehicle speed becomes less than the reference value, the first target vehicle speed is used.
1 to 27 show a vehicle engine control device as a first embodiment of the present invention, and FIGS. 28 to 30 show a vehicle engine control device as a second embodiment of the present invention. be.

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,
1 to 27 show the configuration of the present device, and the configuration of the present device will be explained based on these FIGS. 1 to 7.

First, explanations 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 control system of this embodiment. FIG. 1 is an overall configuration diagram of the device.

To explain from FIG. 1, in FIG. 1, 1 is a vehicle engine control device.

Reference numeral 2 denotes a manual operation means provided in the vehicle interior and manually operated, specifically an accelerator 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 a transmission (automatic transmission 32 in FIG. 2).
) corresponds to the output of the engine 13 to the drive shaft 33.34
(See Figure 2), and the accelerator pedal 27 (See Figure 2) and the accelerator pedal 28 (
By operating the manual operating means 2 when both of the vehicle (see FIG. 2) are in the released state, it is possible to specify any one of the constant vehicle speed traveling state, the accelerated traveling state, and the decelerated traveling 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.

Reference numeral 8 denotes constant vehicle speed control means, and specifically corresponds to the constant vehicle speed control section shown in FIG. This constant vehicle speed control means 8
is an engine output adjusting means for adjusting the output of the engine 13 necessary for the vehicle to maintain constant speed driving at a predetermined speed when the driving state specifying means 3 specifies constant speed driving. Set the control amount of 7.

Reference numeral 9 denotes acceleration control means, and specifically corresponds to the acceleration control section shown in FIG. 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 driving at 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 speed travel 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,
an accelerator switch 15, a brake switch 16, a shift selector switch 17, an auto cruise switch 18, a vehicle weight detector 19, an intake air amount detector 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 control signals based on input signals from each of these detection sections and switches 14 to 24, and a throttle valve rotating section 26 that drives the throttle valve 31 in response to control signals from the control section 25. It is composed of.

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. It is composed of a potentiometer 37 that outputs a voltage proportional to the amount of depression of the accelerator pedal, and an AD converter 38 that converts the output voltage value of the potentiometer 37 into a digital value of the amount of accelerator pedal depression APS.

The accelerator switch 15 changes from ON to OFF in conjunction with the accelerator pedal 27, and is in the ON state when the accelerator pedal 27 is not depressed, and is in the OFF state when the accelerator pedal 27 is depressed.

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 axle and the vehicle body, that is, the change in vehicle height, and outputs this detected value as a digital signal.

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, detects the rotation speed of the output shaft, and converts this detected value into a digital signal. It is output as a value. In addition, 33.34
The left front axle and the right front wheel are driven by the engine 13 via the 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 wheel 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 right rear wheel speed detection section 43 that detects the wheel side of the vehicle and outputs the detected value as a digital value, and the digital values output from these right rear wheel speed detection section 42 and left 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 section 25 includes a driving state specifying section 3, a target vehicle speed setting section 6, and a target vehicle speed change control section 6a.

It is equipped with a constant vehicle speed control section 8, an acceleration control section 9, a deceleration control section 10, an arrival detection section 11, and a running state switching section (running state switching control section) 12. Accordingly, each control section sets an appropriate throttle opening degree. 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 set in this way is transmitted to the throttle valve rotating section 26 as a digital signal.
Output to.

The throttle valve rotation unit 26 rotates the throttle valve 31 so that the throttle valve 31 takes the throttle opening set by the control unit 25, and as shown in FIG. an actuator drive unit 39 that outputs a drive signal for rotating the throttle valve 31 to a set opening degree based on a signal from the actuator drive unit 25; and a throttle valve that rotates the throttle valve 31 in response to a signal from the actuator drive unit 39. The actuator 40 and the throttle valve 3 rotated by the throttle valve actuator 40
The throttle valve opening detecting section 41 detects the opening of 1 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 goram 49, and here, it is switched to four positions shown in FIG. Each position takes an ON state.

If the acceleration switches 45 are in the same position, the vehicle will run at a constant speed at the specified speed, and if it is in the same mark position, the vehicle will accelerate at the respective target accelerations. In particular, the target acceleration increases as you switch from old → times → group, and (6
) position is set for slow acceleration driving, position is set for medium acceleration driving, and 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 same 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 while the acceleration switch 45 is in the double or double position, the switch will switch from accelerated traveling to constant speed traveling, and this switching will cause the acceleration switch 45 to switch to the double or double 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 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 increases in proportion to this duration, and the changeover switch 46 is used to switch from constant speed driving to deceleration driving.
If the ON state continues, the target vehicle speed will decrease in proportion to the duration.

The throttle switch 47 changes the control content according to the state of the accelerator pedal 27 or brake pedal 28 with respect to the throttle valve 31.
It switches to the three positions of 3) 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 the throttle valve 3 were mechanically directly connected, and the throttle valve 31 is adjusted in accordance with the movement of the accelerator pedal 27.

Furthermore, when the throttle switch 47 is in the 1 or 2 position, the accelerator pedal 27 and the throttle valve 31 are not in a direct mechanical relationship, and the control is as follows.

In other words, when the throttle switch 47 is in the center position, when the brake pedal 28 is released after decelerating by depressing the brake pedal 28, the throttle valve 31 is always in the eye position until the next time the accelerator pedal 27 is pressed. Control is performed to maintain the minimum opening degree, which is the .

When the throttle switch 47 is in the position, when the brake pedal 28 is depressed to decelerate and then released, the accelerator pedal 27 is then depressed, except when stopping a running vehicle. 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. direction]
When the switch 48 is turned to the ON state, when the switch 48 is released, the switch 48 is turned on.
automatically returns to its original position (neutral state shown in FIG. 6) and becomes OFF state. Then, when this target vehicle speed changeover switch 48 is operated to the (+) side ON state, this ON state is
The target vehicle speed increases in proportion to the duration of the state, and (-
) side, the target vehicle speed will decrease in proportion to the duration of this ON state.

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, there are buffers BUI to BUIO provided for signal input to the control unit 25, and these buffers BU.
Pull-up resistor R provided on each input side of I to BUIO
1 to RIO are provided. Note that these pull-up resistors R1 to R10 are connected to the buffers BUI to BUIO.
The power source 50 is provided in parallel.

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 numbers assigned to each contact of the acceleration switch 45 in FIG. 7 correspond to the same numbers in FIG. 6, and the contact (ON) of the changeover switch 46 is 1
This is the contact that comes into contact when 8a is turned on by pulling it toward you. Further, the symbol number ~l attached to each contact point of the throttle switch 47 corresponds to the position number ~l in FIG.
(+) attached to each contact of the target vehicle speed change switch 48;
(-) is a contact that comes into contact when the target vehicle speed change switch 48 is rotated to the (+) side or (-) side in FIG. 6, respectively.

Of the contacts of each of these switches, on the input side of the buffer connected to the contact that is in the ON state, the buffers BUI to B are connected to the pull-up resistor connected to this input side.
A current flows from the power supply 50 of the UIO, and as a result, a low level digital signal is given to the buffer connected to the contact that is in the ON 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 the connected state as shown in FIG.
A low level digital signal is given to the input side of U7,
A high level digital signal is applied to the input sides of BU2 to BU6 and BU8 to BUIO.

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

8 to 18 are flowcharts showing the contents of control by this engine control device.
Figure (i) is the main flowchart I showing the main contents of this control.
- Control is performed according to this main flowchart, but the main flowchart is periodically interrupted to perform interrupt control as shown in FIGS. 8(ji) to (iv), respectively.

FIG. 8(ii) shows an interrupt control (hereinafter referred to as "first") 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(1) every 10 milliseconds and is performed preferentially).
This is a flowchart illustrating the content of the control, which is referred to as second interrupt control (hereinafter referred to as second interrupt control), for determining the rate of change DAPS of the accelerator pedal depression amount APS detected by the depression amount detection unit 11 based on the accelerator pedal depression amount APS.

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 right 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 the actual acceleration DVA of the vehicle are determined. 12 is a flowchart showing the content of control for determining. This control is performed by the vehicle speed/acceleration calculation section 44.

In the main control shown in FIG. 8(i), various types of control are performed, and these control contents are shown in FIGS. 9 to 18.

FIG. 9 is a flowchart showing details of the throttle direct motion control performed in step A117 of FIG. 8(i), and this throttle direct motion control means that the accelerator pedal
The throttle valve 31 is connected to the accelerator pedal 27 in the same way that the throttle valve 31 and the throttle valve 31 are directly connected mechanically.
The engine 13 is controlled by controlling the engine 13.

FIG. 10 is a flowchart showing details of the throttle non-direct motion control performed in step A116 of FIG. 8(i). The engine 13 is controlled by controlling the throttle valve 31, which is not in a direct mechanical relationship.

-24= FIG. 11 is a flowchart showing details of the accelerator mode control performed in step C137 in FIG. , the accelerator pedal depression amount change speed DAPS calculated by the control unit 22 based on the depression amounts AP, S, and the counter C.
A target acceleration of the vehicle is determined based on the value of APCNG, and the engine 13 is controlled by controlling the rotation of the throttle valve 31 so that the engine output achieves the target acceleration.

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 determines the opening degree of the throttle valve 31 based on the information of each detection section and each switch 14 to 24 in FIG. is set, and the engine 13 is controlled by rotating the throttle valve 31 using the throttle valve rotating section 26, thereby making the running state of the vehicle acceleration, deceleration, or constant speed.

FIG. 13 is a flowchart showing details of the changeover switch control performed in step E128 in FIG. , selector switch 4
6 and the switching by the driving state switching unit 12 of the control unit 25, the setting of the target vehicle speed by the target vehicle speed setting unit 6 of the control unit 25, and the 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 setting of the target acceleration DvS2 that is performed in the target acceleration setting section 4 of the control section 25 in accordance with the switching position when the acceleration switch 45 is switched to the same to group positions in FIG. It is control. 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 E131 of FIG. 12. This deceleration control is performed when the driving state designation unit 3 of the control unit 25 designates deceleration driving by operating the acceleration switch 45 and the changeover switch 46, and a negative target is set by the target acceleration setting unit 4 of the control unit 25. This control is to perform deceleration traveling at a deceleration that is closest to the acceleration (that is, the target deceleration) and is realizable, and is mainly performed by the deceleration control section 10 and the target acceleration setting section 4 of the control section 25.

FIG. 16 is a flowchart showing details of the target vehicle speed control performed in step E133 in FIG. Part 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 1 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 specifies accelerated driving by operating the acceleration switch 45 or the changeover switch 46, the target acceleration setting unit 6 of the control unit 25 corresponds to the position of the acceleration switch 45.
The acceleration of the vehicle is smoothly increased and decreased to the target acceleration set in , and the target acceleration set by the target vehicle speed setting section 6 and the target vehicle speed change control section 6a of the control section 25 is achieved by accelerating driving. -28= This is to smoothly change the acceleration when the vehicle travel speed reaches the target vehicle speed.

FIG. 18 is a flowchart showing details of the control for determining the target acceleration DV'S, which is performed in the 16th calculation step J115. This target acceleration DVS is a 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 specifying unit 3 of the control unit 25 specifies 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 section W1 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 M control device ( Illustrated ministry R
The amount of fuel necessary for starting the engine determined in step 8) is supplied to the engine 13 by a fuel injection device (not shown).

At the same time, the ignition device (ILL8, 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, the power source is simultaneously connected to the engine control device 1, and control of the engine is started according to the flowcharts shown in FIGS. 8-18.

This control will be explained below.

First, in step A101 of FIG. 8(i), all variables, flags, timers, and counters used for control are reset to the value O, and then the next step Al
Proceed to O2.

At this time, priority is given to controlling the main flow shown in steps Al0I to A117 in FIG. 8(i), and 50% is
The first interrupt control is performed every millisecond, and FIG.
The second interrupt control is performed every 10 milliseconds according to the flowchart of steps A121 to A122 in i), and the third interrupt control is performed every 65 milliseconds according to the flowchart of steps A123 to A128 in FIG. 8(1v). control is executed.

Among these interrupt controls, the first interrupt control is.

This is performed by the control unit 25, and is interrupt control regarding the counter CAPCNG as described above. That is, immediately after the control by the engine control device 1 is started, the counter value CAPCNG is
has been reset and the value of 0APCNG is set to 0, so if the value obtained by adding 1 to CAPCNG is set as the new CAPCNG in step A118, the CAP here
The value of CNG is 1. Therefore, the next step A1
At step 19, the condition of CAPCNG=1 is satisfied, and the process proceeds to step Al2O. And this step Al
2O, the value obtained by subtracting 1 from CAPCNG (that is, O)
becomes the new CAPCNG value.

When the first interrupt control starts again after 50 milliseconds have elapsed, the value of CAPCNG is O as at 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, in which the rate of change DAPS of the accelerator pedal depression amount APS detected by the depression amount detection unit 14 is determined. It will be done. Note that the value of the accelerator pedal depression amount APS is determined by a voltage proportional to the depression amount of the accelerator pedal 27 being output from the potentiometer 37 of the depression amount detection unit 14 that is linked with the accelerator pedal 27, and this output voltage being A-D converter 38
This is the value obtained by converting to a digital value.

In this second interrupt control, the accelerator pedal depression amount APS is input in step A121, and in the next step A122, the input APS value and the input value 100 milliseconds earlier are similarly input. Difference IAPs-APS' from the stored accelerator pedal depression amount APS'
l is calculated as the value of DAPS. This interrupt control is 1
It repeats every 0 ms, so the values of APS, APS' and DAPS are updated every 10 ms.

The third interrupt control is control performed in the vehicle speed/acceleration detection section 24 to calculate the actual vehicle speed vA and the actual acceleration DAV.

When this third interrupt control is started, first in step A123, the wheel speed of the right rear wheel 36 detected by the right rear wheel speed detection section 42 is input as VARR, and then in step A124, the wheel speed of the right rear wheel 36 is inputted as VARR. The wheel speed of the left rear wheel 35 detected by the rear wheel speed detection unit 43 is VARL.
is entered as . Next, in step A125, V
The average value of ARR 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-VA' between the actual vehicle speed VA calculated in step A125 and the actual vehicle speed VA' that was similarly calculated and stored in the interrupt control 390 milliseconds before the current interrupt control is calculated as the actual acceleration DvA65. be done. And step A
In 127, the average value VAA of VA and VA',
Actual vehicle speed VA" and V that were similarly calculated and stored in an interrupt control 65 milliseconds before the interrupt control in which VA was calculated.
A"' (calculated and stored 390 milliseconds before VA") and the average value VAA' VAA - VAA
' is the actual acceleration D V A1. o is calculated and stored. Furthermore, in step A128, step A
Actual acceleration DVA calculated in 127.

and DV calculated in the same way using the previous interrupt control.
The average value of the latest four DvA13o among A□3o is the actual acceleration DvAI+. Calculated as follows.

VA, VA', VA'', V calculated as above
A"', VAA, VAA', DVA6s.

DMA engineer. and DMA159 each of this third
Since the interrupt control is performed every 65 milliseconds, it is updated every 65 milliseconds.

Among these actual accelerations, D A V6. As mentioned above, is calculated based on the two actual vehicle speeds (VA, VA'), so it has the best ability to follow changes in the actual vehicle acceleration, but on the other hand, the error in one actual vehicle speed increases due to disturbances, etc. The effect is large and stability is low. On the other hand, DAV
, o are the four actual vehicle speeds (VA, VA', V
Actual acceleration DAv calculated based on Apa, VA"')
Engineering. Since it is calculated using five values, contrary to DvA65, it is less affected by disturbances and has high stability, but has low followability. Also, DAv□3o is DAv65 and DAv,5o
It has stability and followability intermediate between the two.

On the other hand, in the main flow of steps A101 to A117 in FIG. 8(i), step Al0L is followed by step AlO.
At step 2, the timer TMB for determining the timing to open and close the throttle valve 31 starts counting time, and the process proceeds to the next step AlO3.

In step AlO3, the actual vehicle speed VA and actual acceleration DVA calculated by the third interrupt control in steps A123 to A128 in the vehicle speed/acceleration detection unit 24, 5. DVA...
. , DMA159, accelerator pedal depression amount APS detected by fi14 detection unit 14, step A121
APS change rate DAPS calculated by the control unit 25 through interrupt control by A122, intake air amount AE detected by the intake air amount detection unit 2o, engine rotation speed NE detected by the engine rotation speed detection unit 21, The vehicle weight W detected by the vehicle weight detection section 19 and the rotation speed ND of the torque converter output shaft (not shown) of the automatic transmission 32 detected by the output shaft rotation speed detection section 22 are input, respectively. Along with this, the acceleration switch 45 of the accelerator switch 15, brake switch 16, shift selector switch 17, and auto cruise switch 18. Changeover switch 46, throttle switch 47. Contact information of each switch of the target vehicle speed change switch 48 and the gear stage detection section 2
The used gear position information of the automatic transmission 32 detected in step 3 is taken in.

Then, in the next step Al04, flag ■.

It is determined whether the value of is 1 or not. This flag (4) indicates, by having a value of O, that constant speed driving should be specified by the driving state designating section 3 of the control section 25. In this step AlO4, if the constant vehicle speed running state is specified, it is determined that 14=1 is not satisfied, and the process proceeds to step AlO3. On the other hand, if the constant vehicle speed running state is not specified, it is determined that ■4=1, and step A1 is performed.
Proceed to 07.

If you proceed to step AlO3, flag.

It is determined whether the value of is 1 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 I, = 1, step A
The process proceeds to step A107, and if it is determined that step 8 is not 1, the process proceeds to step A106.

In step A106, the cycle TK2 of timing for opening and closing the throttle valve 31 is specified as a preset constant value T.

In step A107, the period TK2 is the step AlO3
It is specified by the product of the reciprocal of the engine rotation speed NE 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.
The throttle valve 31 is opened and closed at a constant cycle when the control is performed after the vehicle speed substantially matches the target vehicle speed.

When the process advances from step A106 or step A107 to step AlO3, the time tTMB counted by the timer TMB and tK are compared, and tTM
It is determined whether B>tK2.

If it is determined that tTMB>tK2, the process proceeds to step A109, and tTMB>tK2.
If it is determined that this is not the case, the process advances to step A112.

If tTMB>tK2, 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 counting by B is started again, and the flag 111 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 □ is set to O 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 at the mouth position 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 or not 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 idling speed after the warm-up of the engine 13 is completed. be judged.

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 does not hold, the process advances to step A116, where non-direction throttle 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 throttle non-linear control in step A116 or the throttle 1 to 1 linear control in step A117 is completed, one control cycle is completed, and the process returns to step AlO3 to control the steps 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 of FIG. 8(i) will be explained. This direct throttle control is
The process 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 θTHD corresponding to the accelerator pedal depression amount APS input in step AlO3 of FIG. 8(i) is read out and set, and the process proceeds to step B102.

In step B102, it is determined whether the value of the flag 111 mentioned above is 1 or not. ■□If it is determined to be 1-1, 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. If it is determined that (i), (□) 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 instructing the throttle valve opening degree 0THD set in step B101.

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 degree 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 Then, a rotational drive signal for the throttle valve 31 that causes the throttle valve opening degree to be θTlID is continuously sent. The fact that the throttle valve 31 has been rotated to such a position means that
When detected by the throttle 1 to 1 valve opening detection unit 41,
In response to this detection result, the actuator drive section 39 stops sending out a drive signal, and the throttle valve 31 stops at a position where the throttle valve opening is θTHD.

As described above, in the direct throttle control, the throttle valve opening θTHD is determined based only on the amount of depression of the accelerator pedal 27. Also, throttle valve opening θTH
D and the accelerator pedal depression amount APS are in a proportional relationship as shown in FIG. Therefore, accelerator pedal 2
7 and the throttle valve 3-1 are mechanically directly connected, and the throttle valve 31 is operated in response to the movement of the accelerator pedal 27.

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 3o 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 ○N 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 0 in step ClO2. This flag ■7 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 indicates the brake pedal 2 as described below.
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 1=1, the process proceeds directly to step C112, which will be described later.If it is determined that 2-1 is not the case, the process proceeds to step ClO4.

Proceeding from step ClO3 to step ClO4, the eighth
Actual acceleration DV input in step AlO3 in figure (i)
A. 2 to a preset negative reference value, DV
It is determined whether A□30<K2. Actual acceleration D
VA□3o takes a positive value when the vehicle is accelerating, and takes a negative value when the vehicle is decelerating, so the negative reference value is 2 and the DVA work 3°. <K2 is the same as determining whether the deceleration of the vehicle is greater than a preset reference value.

When sudden braking with large deceleration is performed by the brake (not shown), DVA□30<K at step ClO4.
2, and the process proceeds to step ClO7. If sudden braking is not performed, DVA13 at step ClO4
．． <K2 is determined, and the process proceeds to step ClO3.

Proceeding to step C107, it is determined whether the value of flag is 1 or not. This flag I□ is the actual acceleration DV
A timer TM that measures the duration of a state in which A□3o 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 in time. If the timer TMA has already counted the time, it is determined that t=1, and the process advances to step C110. If the timer TMA has not counted the time to 1, it is determined that ■□ is not 1, and the process proceeds to step ClO3, where the value of the flag ■□ is set to 1, and the timer TMA starts counting the time in step C109. The process advances to step C110.

In step C110, it is determined whether or not the time tTMA counted by the timer TMA satisfies tTMA>tKl with respect to a preset reference time tKl. If it is determined that tTMA>tKl, the process proceeds to step C111, and after setting the value of the flag T2 to 1, the process proceeds to step C112. On the other hand, tTMA
> t If it is determined that K1 is not the case, the process directly proceeds to step C112, and the value of the flag (2) remains 0.

On the other hand, in step ClO4, DVA□3゜〈K2
If it is determined that this is not the case and the process proceeds to step ClO3, the deceleration due to the brake (not shown) is less than the reference value, and there is no need to count the time using the timer TMA. Therefore, in preparation for the case where counting by timer TMA is required, the value of flag 11 is set to O in step ClO3.
In step C106, the timer TMA is reset to stop counting time, and the value of the count time tTMA is set to 0, and then the process proceeds to step C112.

In addition, by controlling steps ClO3 to C111 as described above, 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 error 2 is set.
However, once the value of flag 2 is set to 1, unless the value is set to O in any step other than step ClO3-C111, even if the deceleration is less than the reference value, Even if it becomes, it will not change.

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 rotation unit 26 receives the above signal, and its actuator drive unit 39 sends a drive signal to the Scott 1 to 1 valve actuators 40 to rotate the throttle valve 31 to the minimum throttle valve opening. In response to 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 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 section 39
Then, 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 41 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 returned to the predetermined position. The vehicle comes to a stop, 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 controlling C111, by always holding 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 advances from step C101 to step C113, it is determined whether the value of flag 7 is 1 or not.

This flag ■7 indicates that the brake pedal = 51 as described above.
- Indicates whether or not 28 was depressed in the previous control cycle; if it was not depressed, its value is 1.
If the pedal is depressed, the value is O. Therefore, in this step C113, the brake pedal 2
It is determined whether or not this is the first control cycle after the pedal 8 is not depressed.

In this step C113, if it is determined that ■□=1, that is, it is not the first control cycle after the brake pedal 28 is not depressed, the process proceeds to step C133. Conversely, if it is determined that the control cycle is not 7-21, that is, it is the first control cycle after the brake pedal 28 is not depressed, the process advances to step C114.

When the process advances from step C113 to step C114, various settings and judgments are made according to steps C114 to C]18.

First, in step C114, the brake pedal 28
is not stepped on, so the timer T as described in 1.
There is no need to count time using MA. Therefore, in preparation for performing the above-mentioned counting again in the next and subsequent control cycles, the value of the flag is set to O.

Then, in the next step C115, the brake pedal 2
8 is not depressed, the value of flag F 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 the flag 112 is set to O. This flag 112 is set at step C in each control cycle.
In the control cycle (opening/closing timing cycle) corresponding to the timing of opening/closing of the throttle valve 31 that first occurs after the automatic cruise mode control of 144 is started, the opening/closing of the throttle valve 31 has not yet been performed, or this opening/closing is Although this has already been done, the opening/closing of the thrower valves 1 to 31 is still to be performed in the first opening/closing timing cycle that occurs after the designation of the vehicle running state is changed by operating the acceleration switch 45 or the changeover switch 46 in auto cruise mode control. The value O indicates that the value is not true.

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 the flag (2) is set to 0, and the value of the flag (2) is set to 1, at step C136, and the process proceeds to step C137. This flag (3) indicates that the throttle valve 31 should be held at the maximum opening (tJ), which is the engine idle position, by having a value of O.

Incidentally, if the value of flag ■2 is set to 1 in steps C1 and 11, the value of flag ■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 C118 to step C119, the value of DAPMXQ is set to O. This DAPMXQ is.

It shows 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 1) A P S when the amount of depression is decreased.

Further, in step C121, the latest actual vehicle speed VA■ calculated by the interrupt control in steps A123 to A128 in FIG. 8(iv) 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 VOF and F indicating the actual vehicle speed immediately after the release of 8.

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 figure. Note that when the throttle switch 47 is in the circle position, when the brake pedal 28 is released after depressing the brake pedal 28 to decelerate the vehicle as described above, the throttle will stop until the accelerator pedal 27 is pressed. It is specified that the valve 31 is held at the minimum opening degree, which is the engine idle position. If it is determined in step C123 that the position of the throttle switch 47 is circular, step 0126
After setting the value of flag I3 to O, the process proceeds to step C112.
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 C123
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 Vorr<K1, the process advances to step C125, and the flag ■2
It is determined whether the value of is 1 or not.

If it is determined that step 2=1, the process proceeds to step C126, where the value of flag I3 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 2=1 is not satisfied, the process proceeds to step C145.

Therefore, when the brake pedal 28 is depressed to brake the vehicle, the state in which the deceleration is greater than the reference value continues for longer than the reference time, and the vehicle speed when the braking is stopped is lower than the reference value. In this case, the accelerator pedal 27
If the lever is not depressed, priority is given to braking the vehicle, and even after the brake pedal 28 is released, the throttle valve 31 is maintained at the minimum opening degree to perform braking by the engine brake.

For example, when decelerating with the brakes 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. The throttle valve 31 is held at the minimum opening degree, and braking by engine braking is automatically performed.

If the process proceeds from step C124 or step c125 to step C145, flag ■.

The value of is set to O, and the process proceeds to step C127. Note that the value of the flag 0 indicates that constant speed driving should be specified by the driving state specifying unit 3 of the control unit 25.

In step C127, since there is no need to maintain the SCOT 1 to L valves 31 at the minimum opening degrees, the value of flag ■3 is set to 1,
After setting the value of the flag ■8 to 1 in the next step C'28, in step C129, the actual vehicle speed VAI input in step C121 is set to the target vehicle speed VS when driving at a constant speed.
is assigned.

Next, in step C130, the target one herk TOM required to maintain traveling at the target vehicle speed S is calculated using the following equation (1).

TOM, = [((W-r/g) ・ks+ki)
H(DVS3-DVSGs)+To-TEM]/
TQ... (1) In the above equation (1), W is the weight of the vehicle detected by the vehicle detection unit 19 and input in step AlO3 of FIG. 8(i), and r is the weight that is stored in advance. left front wheel 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. Further, kl is a correction amount regarding the inertia of the engine 13 and automatic transmission 32 around the drive shaft of the vehicle.

Further, TQ is a torque ratio of the automatic transmission 32, and this torque ratio TQ is detected by the output shaft rotation speed detection section 22 and is preset based on the characteristics of the automatic transmission 32 using the speed ratio e as a parameter. This is determined by map #MTRATQ (not shown). Note that the speed ratio 0 is the output shaft rotation speed ND of the 1 to LU converter (not shown) in the automatic transmission 32 input in step AlO3.
is obtained by dividing by the engine rotation speed NE detected by the engine rotation speed detection section 2j and input in step AlO3.

Further, DVS is a target acceleration for making the vehicle speed equal to the target vehicle speed ■S and maintaining this, and is the target acceleration V
Using the difference VS-VA between S and the actual vehicle speed VA as a parameter, map #MDVS3 is set in advance as shown in FIG.
determined by

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, D'VA, 5 is the actual acceleration calculated by the interrupt control in steps A123 to A128 in FIG. , the intake air amount detection section 20
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, votes 1 to Ruri TO
When M□ is calculated, in the next step C131, the throttle valve opening degree 0T11□ is calculated from the map #MTH (not shown).
Read out. This map #MTH is the target torque T
The torque output from the engine 13 is set in advance based on the characteristics of the engine 13 using the OM and the rotational speed N of the engine 13 as parameters, and the torque output from the engine 13 is set to the above targets 1 to 1.
This is used for the purpose of determining the throttle valve opening degree 0T11 necessary to equalize the torque TOM.

Therefore, the value of the throttle valve opening flTH□ read out is the target torque TOM calculated in step C130.
1 and is detected by the engine rotation speed detection section 21 and step A
This corresponds to the engine rotational speed NE input at lO3.

In step C132, the throttle valve 31 is driven based on the throttle valve opening θTHi read out in step c131. That is, a signal instructing the throttle valve opening degree 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 the throttle valve opening θT
A drive signal is sent so that it rotates to the H position.

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

At this time as well, the opening degree adjustment of the throttle valve 31 is performed using the slot I.
- Feedback control is performed through the throttle valve opening detection section 41, and when the throttle valve 31 is rotated to a predetermined position, the actuator drive section 39 stops sending 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. The amount of fuel to be supplied to the engine is determined, and the amount of fuel also changes. As a result, the engine output is adjusted so that the engine 13 outputs 1 - lug, which is approximately equal to the target torque TOM1.

As described above, the i-lux output from the engine 13 is approximately equal to 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.

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 jKz 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.
15, the value of flag ■7 is set to 1, so in step c113, it is determined that it is ■7-1, and step C]3
Proceeding to '3, it is determined from the contact information input in step AlO3 whether the contact of the accelerator switch 15 is in the ON state or not.

If the accelerator pedal 27 is depressed, step C1
In Step 33, it is determined that the contact point of the accelerator switch 15 is not in the ON state, and the process proceeds to Step C134, where the value of the flag 112 is set to O. The process proceeds to Step C135, where the value of the flag 112 is set to O, and further, in Step C136, the value of the flag 112 is set to O. The value of 3 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 C118, 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 reaccelerating the vehicle, the flag ■2 is set at 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 always performed when 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.
The value of MXO is set to 0, and the minimum value DAP is set in step C139.
After setting the value of MXS to O, flag ■ is set in step C140.
Determine whether the value of 3 is 1 or not.

Note that the accelerator switch 15 is turned ON when
This is a case where the accelerator pedal 27 is not depressed after deceleration is performed using a brake (not shown) and the brake pedal 28 is released to complete the deceleration, and the control in steps C113 to C132 described above was performed in the previous control cycle. This corresponds to the case where

As mentioned above, the value of flag ■3 is O, which indicates that the throttle valve 31 should be held at the minimum opening position which is the engine idle position, and ■3=1 in step C140. If it is determined that =1, the process proceeds to step C141, and if it is determined that =1 is not satisfied, the process proceeds to step C112 and sets the opening degree of the throttle valve 31 to the minimum opening degree that corresponds to the engine idle position, as described above. do.

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.

Further, when the process advances from step C140 to step C141, it is determined whether the value of flag , 2=1, the process advances to step C142.

As mentioned above, the value of the flag □2 is O because the control corresponds to the first opening/closing timing of the throttle valve 31 after the cruise mode control starts from O1 in step C144 in each control cycle. The throttle valve 31 has not yet been opened or closed during the cycle, or the throttle valve 31 has already been opened and closed but the acceleration switch 45 or changeover switch 46 is not activated during auto cruise mode control.
This indicates that the throttle valve 3 has not yet been opened or closed in the control cycle corresponding to the first opening/closing timing of the throttle valve 31 after the designation of the running state of the vehicle has been changed by the operation.

Therefore, when the value of the flag ■1□ is O, upon transition to the vehicle running state by auto cruise mode control or changing the vehicle running state by operating the acceleration switch 45 or changeover switch 46 after this shift, There is a possibility that the opening degree of the throttle valve 31 changes 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 advances to step C143, and the value of the actual acceleration DVA is DVA. DVA□3o, which has lower followability but is more stable, is used.

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 caused by the brake pedal 28 is greater than the reference value continues for a longer time than the reference time, and the vehicle speed immediately after the brake pedal 28 is released is smaller than the reference value, the brake pedal 28 is released. However, the throttle valve 31 is held at the minimum opening degree until the accelerator pedal 27 is depressed, and braking by the engine brake is continued.

If the deceleration is less than the reference value, or if the duration of the deceleration 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, the transition to constant speed driving is performed immediately after the brake pedal 28 is released, with almost no fluctuation in vehicle speed.

Also, the brake pedal 28 is released and the accelerator pedal 2
When the accelerator pedal 27 is released after accelerator mode control, which will be described later, is performed by depressing the accelerator pedal 27, such auto-cruise mode control is also performed.

Throttle non-direction control step C137 (Figure 10)
To explain in detail the accelerator mode control performed in the controller 25, this accelerator mode control is
, steps D101 to D126 shown in FIG.
This is carried out according to Flowchart 1.

That is, first, in step DIOL, it is determined whether map #MDVS6S was used to obtain the target acceleration DVS6 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<K6 with respect to a preset negative reference value of 6. Furthermore, this accelerator pedal depression amount A, P
The rate of change of S1:) A P S is shown in Figure 8 (iii)
It is calculated by the interrupt control in steps A121 and A122 and inputted in step AIO3 in FIG. 8(i).

In step D]-02, if it is determined that DAPS<K, it is assumed that the amount of depression of the accelerator pedal 27 is currently decreasing, and the process proceeds to step [)103, where DAP
S (K, if you judge that it is not, press the accelerator pedal 2.
It is assumed that the amount of depression of step 7 is increasing, and the process advances to step D105.

If the process advances to step D103, 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 D103, 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 D1
Proceed to step 15. In addition, DAPMXO has an accelerator pedal 27
DAPMXS is the value when the amount of depression of the accelerator pedal 27 increases, so it is always a value greater than 0, and DAPMXS is the value when the amount of depression of the accelerator pedal 27 is decreased, so it is always a value less than O.

On the other hand, when the process proceeds from step D101 to step D112, it is determined whether or not the rate of change DAPS is 7, which is a preset positive reference value, and DAPS>K7. If it is determined in step D112 that DAPS>K7, it is assumed that the amount of depression of the accelerator pedal 27 is increasing, and the process proceeds to step D113; if it is determined that DAPS>K7 is not, the amount of depression of the accelerator pedal 27 is increasing. It is determined that the number is decreasing and the process advances 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
The value of PMXO is set to 0, and in the next step D114, the DAP
After setting the value of MXS to O, the process advances to step D115.

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), step D11 is performed.
5 to D121, steps D122 to D1
26 controls are performed.

If the process advances to step D105, the depression amount detection section 14
The target acceleration DVS corresponding to the accelerator pedal depression ftAPs detected in step AIO3 of FIG. 8(i) is read out from map #MDVS60.

This map #MDVS60 is the accelerator pedal depression amount A
This is to find the target acceleration DVS when the accelerator pedal 27 is being depressed by using PS as a parameter, and the values of APS and DVS are # in Fig. 20.
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 step D107, DAP S is assigned to DAPMXO as a new value and stored, and in step D108
Proceed to.

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 the 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 DVS are 3 in FIG.
It has the correspondence shown in MDVS70.

As is clear from the correspondence indicated by #MDVS70 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 DL06 to D108. However, D
A I) When M X O exceeds a certain value, the target acceleration D
Since the value of VS7 is constant, extreme sudden acceleration that would lead to a reduction in safety is not performed.

In the next step D109, the accelerator pedal depression amount AP
It is determined whether the rate of change DAPS of S is greater than K with respect to a preset reference value KIl. D
If it is determined that APS>KIl, the change when the amount of depression of the accelerator pedal 27 increases is determined to be large, and the process proceeds to step D110; if it is determined that DAPS>K8 is not, the change is determined not to be large, and the process proceeds to step D. ]11
Proceed to.

Then step l) l O9 to step I) 1
．． ．． If the value advances to 1.0, the value of the counter CAPCNG is set to 1, and then the flow advances to step D111.

In step D111, the target acceleration DVS corresponding to the value of the counter CAPCNG is read from the map #MDVS80. Map #MDVS80 is the counter CAP
This is to obtain the target acceleration DVSB when the amount of depression of the accelerator pedal 27 is increasing using the CNG value as a parameter, and the counter CAP, CNG (7) value and D
The value of vSll has a correspondence relationship shown in 3MDVS80 in FIG. 22.

Counter CAPC,NG used in step D111
The value of is determined in step A11 of FIG. 8(ii) as described above.
8 to Al 20 is set by interrupt control, and is always O unless a value other than 0 is assigned. If this value is O, the target acceleration DVS8 read from the map #MDVS80 in step D111 will also be set to #MDvS in FIG.
As is clear from 80, it becomes O. Also, the rate of change D
When APS is greater than the reference value KB, the value of the counter CAPCNG is set to 1 in step D110 as described above, so the value of the counter CAPCNG is always 1 while the rate of change DAPS is greater than the reference value Kll. becomes. Therefore, at this time, the target acceleration DvS 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 D]-10, step D1 is set again in the next control cycle.
When step D109 is reached after passing through step D102, the increase in the amount of depression of the accelerator pedal 27 has been eased or stopped, so in the next step D110, it is determined that DAPS>Kll is not satisfied, and step D111 is executed without going through step D110. Proceed to. In this step D111, the counter C
The value of APCNG is from step A118 of FIG. 8 (11)
The value is determined by Al2O interrupt control.

In this interrupt control, in step A]18, 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 or not the value of the counter CAPCNG is 1. However, if the value of the counter CAPCNG is set to 1 in step DIIO as described above, a new value of the counter CAPCNG is determined in step A]18. Since the value is 2, 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 control by step DIO9 is performed after the next control cycle and the state where DAPS>K does not hold continues, the counter CAPC is set as described above by interrupt control.
The NG value increases by 1.

Step D109 to step D102 to step D1
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≦KIl, and as described above, 6 is a negative value and 9 is a negative value for the reference value. 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 #MDVS
As is clear from #MDVS80 in FIG. 22, the target acceleration DVS8 read from the counter CAP
It decreases as the value of CNG increases and finally reaches 0.

Therefore, if the amount of depression of the accelerator pedal 27 is increased and then held almost constant, the value of the target acceleration ov s8, which has a positive value, gradually decreases to 0 as time passes after the amount of depression is increased. approach.

On the other hand, when proceeding from step D104 or D112 to step D115, the target acceleration D corresponding to the accelerator pedal depression MAPS detected by the depression amount detection unit 14 and inputted in step AlO3 in FIG.
VS is read from map #MDVS6S. In addition, map #MDVS6S is the accelerator pedal depression amount AP
This is to find the target acceleration DVS6 when the amount of depression of the accelerator pedal 27 is decreasing, using S as a parameter, and APS and DVSG are 3MDVS in FIG.
It has the correspondence shown in 6S.

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 becomes new and ΔP
In step D 1.17, the value of MXS is
It is assigned to APMXS and stored, and the process advances to step D118. Further, if it is determined that DAPMXS>'DAPS is not found, the DAPMXS stored in the previous control cycle is stored and remains as is, and step D'
Proceed to l18.

In step D118, D
Target acceleration DVS7 corresponding to APMXS is map #M
Read from DVS7S. This map #MDVS 7
S is for determining the target acceleration DVS7 when the amount of depression of the accelerator pedal 27 is decreasing using DAPMXS as a parameter, and DAPMXS and DVS are #'M'D V S' in FIG. 7 has the correspondence shown in S. In addition, DAPMXS has an accelerator pedal 27
Since this is the rate of change of the amount of depression when the amount of depression is decreasing, it becomes 0 or a negative value as described above, and the target acceleration DVS also takes a negative value as shown in (7) #MDVS7S in Fig. 21. value. Therefore, the target acceleration −DVS
The absolute value of 7 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
The rate of change of S DAPS is a preset negative reference value Kg
It is determined whether DAPS<K.

If it is determined that DA'PS<K, 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 DA'PS<K, the change is - or not large. The process then proceeds to step D121. Further, when proceeding from step D119 to step D120,
After setting the value of the counter CAPCNG to 1, step D1
Proceed to 21.

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 determining the target acceleration DVS8 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 DV'S8 are the 22nd
It has the correspondence shown by #MDVS8S in the figure. In addition,
This target acceleration D V' SB is #M' in FIG.
As shown in DVS8S, it becomes 0 or a negative value, so this DVS8 becomes a deceleration.

Counter CAPC'N used in step D121
The value of G is determined in step A of FIG. 8(ii) as described above.
It is set by interrupt control of 118 to Al2O, and is always 0 unless a value other than O is assigned. Therefore, this C
If the value of A'P C'NG is O, step D12
The target acceleration DvSI read from Map 3 Ml) V S 8 S in 1 is also #MDVS8 in FIG.
As is clear from S, it becomes O.

Further, if the rate of change DAPS is less than the reference value 9, the value of the counter CAPCNG is set to O in step D120 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, map #MDVS8S has the smallest negative value, and this DVS 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 and reaches step D1.19, and at this time, because the decrease in the amount of depression of the accelerator pedal 27 is eased or stopped, DAPS < K, If it is determined that this is not the case, the process advances from step D119 to step D121. In this case, since the process does not go through step D120, the value of the counter CAPCNG becomes the value determined by the interrupt control from steps A1.18 to Al2O in FIG. 8(11). 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 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 value of the counter CAPCNG becomes 2 at the end of the current interrupt control. Furthermore, after the next control cycle, the control in step D119 is performed, and if the state where DAPS<Kg continues, the counter CAPC is set as described above by interrupt control.
The NG value increases by 1.

Step D119 to step D112 to step D1
15, the rate of change DAPS is no longer DAPS>K7 as compared to the reference value 7, and DAPS≦7 as determined in step D=87-112. Therefore, from step D119 to step D1
The reason for directly proceeding to 21 is that the rate of change DAPS is K9≦DA
PS≦ has a value of 7, and as mentioned above, the reference value 7 has a positive value, and the reference value has a negative value, so the amount of depression of the accelerator pedal 27 is kept constant. , the counter CA P CN G
The value of increases by 1.

At this time, in step D121, map #MDVS8
As is clear from #MDVS8S in FIG. 22, the target acceleration DVSI+ read from the counter CAP
It increases in thickness as the value of CNG increases, and finally reaches O. Therefore, after decreasing the amount of depression of the accelerator pedal 27, if this amount of depression is held almost constant, the value of the target acceleration DVS8 having a negative value gradually decreases to zero as time passes after this amount of depression is maintained. approach.

Proceeding from step D111 or D121 to step D122, the target acceleration DVS6° DVS7 and the sum of DvSe determined by the control in steps D105 to Dl11 or steps D115 to D1
21, the target acceleration DVS6. D
The sum of VS and DVS is calculated as the overall target acceleration DVS in accelerator mode control.

Next, in step D123, the target 1-lux TOMA required to obtain the target acceleration DVS as the actual acceleration of the vehicle is calculated using the following equation (2).

TOM8=to((Il'r/g)・ks+ki)・DV
S+R'・rl/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'=fir-W+/AairJk-VA2...(3
) In the above equation (3), μr is the rolling resistance coefficient of the vehicle, W is the same vehicle weight as used in the above equation (2), μajr is the air resistance coefficient of the vehicle, and A is the front surface of the vehicle. The projected area, VA, is calculated from steps A123 to A in FIG. 8 (]ν).
Calculated by interrupt control of 128, step A of FIG. 8 (1)
This is the actual vehicle speed input as lO3.

When the process proceeds from step D123 to step D124, the target torque TOMA calculated in step D123 and the engine speed detected by the engine rotation speed detection unit 21 are shown in FIG. 8(i).
The throttle valve opening corresponding to the rotational speed N of the engine 13 inputted in step AlO3 is read out from the map #MTIT. Map #M
T H is the first
In the next step D125, the flag T is set to 1.
It is determined whether or not the flag T□□ has a value of 1, as described above, indicating that the current control cycle is a control cycle for opening and closing the throttle valve 31. It is something.

In this way, when the value of the flag ■□□ is 1, the control cycle is for opening and closing, so the process proceeds to step D126, and when the value of the flag I1.1 is not 1, the control cycle is for opening and closing. Therefore, the process does not proceed to step D126, and the accelerator mode control in the current control cycle is ended.

In step D126, a signal instructing the throttle valve opening degree 0Tl(A) read out in step D124 is sent from the control unit 25 to the throttle valve rotation unit 26. Drive section 39
receives the above signal, sends a required drive signal to the throttle valve actuator 40 (to rotate the throttle valve 31 to the position where the throttle valve opening is 0TIIA), and A 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 degree detection section 41, and the detection result is sent to the actuator drive section 39 to perform fee 1 to back control.

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 accelerator mode 1 control in the current control cycle is performed. end.

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. The vehicle is accelerated at an acceleration approximately equal to DVS.

As described above, the accelerator mode 1~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 valve 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 of S and DVSB 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.

Further, the value of DVS7 is the maximum value D A P of the rate of change in the amount of depression while the increase in the amount of depression APS continues.
Since it is determined based on the correspondence shown in #MDVS70 in FIG. 21, the faster the depression amount APS is increased, the more DVS.

The value of is a large value.

Furthermore, since the value of the counter CAPCNG is determined based on the correspondence shown in #MDVS80 in FIG. Then, DV
S8 is the largest value.

In this way, each target acceleration DVS6. DVS7. DvSl
Since l changes, the faster the amount of depression of the accelerator pedal 27 is increased, the more rapidly the vehicle will accelerate.

Moreover, when the increase in the amount of depression is stopped and the amount of depression of the accelerator pedal 27 is maintained constant, each target acceleration DVS, . . .
DVS7. The DvSli(7) values 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.

Further, the value of DVS7 is set to #MD in FIG.
Since the value determined based on the correspondence shown in VS 70 is maintained as it is, it remains constant.

Furthermore, the value of DVS8 is changed to CAPCNG according to the elapsed time since the speed of increase in the amount of depression APS became below the standard.
As the value of increases, as shown in #MDVS80 in FIG.
becomes.

Therefore, the increase in the amount of depression is stopped and the accelerator pedal 27 is stopped.
If the amount of depression is kept 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 . DvSl
] 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 DVS6 increases as the depression amount APS decreases faster.

Moreover, the value of DVS7 is 3MDVS7 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 DVS, , becomes CAPCNG=1 when the decrease in pedal stroke 18 PS exceeds the reference value,
As shown in 3MDVS8S in FIG. 22, it is the smallest value (negative value with the largest absolute value).

Therefore, the faster the depression RAPS of the accelerator pedal 27 is reduced, the faster and slower the acceleration of the vehicle becomes, and furthermore, the vehicle becomes decelerated.

In addition, Fig. 20 (7) #MDVS60 and #MDVS
As shown in 6S, when the value of DVS6 corresponding to the same amount of depression is compared when the amount of depression is increasing and when it is decreasing,
It 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, the DVS6 is shown in FIG. 20 (7) #MDVS6S-9
As shown in 6=, even after the depression amount is decreased to a value of O, if the depression amount is continuously decreased, the value becomes negative. Therefore, each target acceleration DVS, , DVS7 and DV
The target acceleration DVS obtained by adding S is also 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 DVS is as follows.

The value of DvSli is # in Fig. 20 for the amount of depression APS.
Since it is determined based on the correspondence shown in MDVS6S, it is a constant value here.

In addition, the value of DVS7 is the minimum value (
In other words, the value determined based on the correspondence relationship shown in FIG. 21 (7) #MDVS7S is maintained as it is for the maximum value of the decreasing speed, so it remains constant.

Furthermore, the value of DvS,l is determined according to the time that has passed since the rate of decrease in the pedal stroke APS became below the standard.
As the value of NG increases, it gradually increases with the passage of time and finally reaches O, as shown by #MDVS8S in FIG.

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 auto cruise mode control in step C144 in the figure is as follows:
This is carried out according to the flowchart of steps E101 to E133 in FIG.

This auto-cruise mode control is performed when both the accelerator pedal 27 and the brake pedal 28 are not depressed in the aforementioned throttle non-direction 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 of the accelerator switch 15 is turned on, 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 contact point of the accelerator switch 15 is in the ○N state, step E is determined based on the judgment here.
Proceed to 110.

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 E1.02 in the first control cycle after the accelerator pedal 27 is released, the value of flag 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 is designated by the driving state designation unit 3 of the control unit 25.

In step E103, flag. The value of is set to O, and the process proceeds to step E104. This flag (1) 6 has a value of 1 to indicate that this is the first control cycle after the contact of the changeover switch 46 is turned on.

In step E104, step A12 of FIG. 8 1v)
Latest actual vehicle speed VA calculated by interrupt control of 3 to A128
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 VA is substituted for the target vehicle speed vS.

Then, in step E106, the value of the flag 18 is set to 0. Note that this flag (6) indicates that the vehicle speed is kept almost constant by auto cruise mode control when the value is O.

Next, in step E107, the target torque TOM3 of the engine 13 necessary to maintain the vehicle speed at the target vehicle speed vS is determined.
is calculated by the following equation (4), and the process proceeds to step E108.

TOM3= [((W-r/g) ・ks+ki)
H(DVS:+-DVSss)+TQ4E Ako/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 TOM 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 is 0.
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 section 39 to the throttle valve actuator 40, 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 TOM□ is output from the engine 13.

In this way, 1 to lux outputted from the engine 13 is
As mentioned above, the actual vehicle speed immediately after the release of the accelerator pedal 17 is set as the target vehicle speed, and is approximately equal to 1-lux required to maintain the vehicle speed constant. Then, the above step E104
Through the control in ~E109, immediately after the accelerator pedal is released, the throttle valve opening is moved to a position that maintains 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 temporarily rotated 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, the control cycle described above is performed, or the brake pedal 28 is released and the control in steps C121 and C129 to C132 is performed. In the control cycle when the auto cruise mode control is later entered, if the process advances to step E101, the contact point of the accelerator switch 18 was in the ON state in the previous control cycle, so step E1 is executed.
Proceed to step 10. 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.
Performs changeover switch control related to

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 FIOI of FIG. 13, whether or not the contact of the changeover switch 46 is in the ON state is determined by the contact input in step AIO3 of FIG. 8(1). If it is determined based on the information that the changeover switch 46 is not operated, 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 is set to 0, and the process proceeds to step F112. Note that this flag 5 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 the flag Ili is set to O.
shall be.

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 the flag ■ 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. It becomes 1 when control is performed for the time, or when control is performed when the position of the acceleration switch 45 is 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, it is determined whether or not this is the first control cycle after the contact of the changeover switch 46 is turned on, depending on whether the value of the flag 6 is 1 or not. If the changeover switch 46 is not operated, the contact is not in the ON state and the flag is off. 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 travel state is shifted to the auto cruise mode control by releasing the depression of the accelerator pedal 27, the value becomes 1 in step C128 in FIG. becomes 1 in step E108 of FIG. Therefore, if the process proceeds to step J101 without operating the acceleration switch 45 and the changeover switch 46 after the vehicle enters the running state by the auto cruise mode control, the judgment in step J1o1 determines that step J10
Proceed to step 2.

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, depending on whether the value of the flag □ is 1 or not. If the value of flag 1□□ is 1, step J
The process proceeds to step 103, where necessary control is performed to open and close the throttle valve 31, and if the value of the flag Jxx is not 1, the auto cruise mode control in the current control cycle is ended.

When the process proceeds to the next step J103 because the values of the flags ■ and □ are 1, the target vehicle speed vS for constant speed driving is set to the actual vehicle speed input in step AlO3 of FIG. 8 (1) 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 J104, the 10th
The DVA is controlled by steps C141 to C143 in the figure.
65 or D V A1. It is determined whether or not the absolute value of the actual acceleration DVA for which the value of is specified is IDVA l <Kα with respect to a preset reference value α.

As a result of target vehicle speed control, the vehicle speed becomes almost constant and the acceleration of the vehicle decreases, resulting in step J104.
If it is determined that DVA l <K a, the value of the flag ①8 is set to O in step J108, and then 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 J104.
If it is determined 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 J106 and the actual acceleration DVA is set to a constant speed running state.
The value obtained by adding the above correction amount ΔDV2 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 Figure 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 J in FIG.
When the control described in L in steps 101 to J107 is repeated, the absolute value of the actual acceleration DVA decreases as the target acceleration DVS gradually approaches O, and the vehicle speed gradually approaches a constant value.

Then, in step J104 of FIG.
If it is determined that VA l <Kα, the process proceeds to step J109 via step J108 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 J described below.
This is the target vehicle speed in the control for constant speed driving of No. 116.

Further, in the control cycle following the control cycle in which the process proceeds to step JIO9 via step J108, O1 to cruise mode control is continued. Since the value of flag 8 remains 0 unless the acceleration switch 45 and changeover switch 46 are operated, control proceeds directly to step J109 based on the determination at step JIOI.

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 v in the previous control cycle.
After setting a value obtained by adding a preset correction amount ■T3 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 ON state, the process advances to step J111.

In step J111, 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,
The process proceeds to step J112, where a value obtained by subtracting the correction amount ■T3 from the target vehicle speed VS in the turn control cycle is set as a new target vehicle speed VS, and then 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. Also,
If the (-) side contact of the target vehicle speed change switch 48 continues to be in the N state, the target vehicle speed vS is decreased by the control in step J112 in each control cycle.

Then, after changing the target vehicle speed vS in a double manner using the target vehicle speed change switch 48, (+) in FIG.
When the rotation in the direction or the (-) direction is stopped and the target vehicle speed change switch 48 is returned to the intermediate stop position, the target vehicle speed vS that was changed in the previous control cycle will be the target vehicle speed in the next control cycle and thereafter. Become. Therefore, from step J104 to step J108, step J10
If the target vehicle speed change switch 48 is not operated at all after proceeding to step 9, the target vehicle speed vS whose value was set in step J103 becomes the target vehicle speed in each subsequent control cycle.

The above-described changes in the target vehicle speed VS through the control in steps J109 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 that 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 in the constant vehicle speed running state.

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(1) 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. Three types of input actual acceleration DVA65. DVA13o and DVA,.

Of these, as mentioned above, the most stable actual acceleration DvA
8. . Specify.

Next, in step J115, the difference between the target vehicle speed VS calculated in step J113 and the actual vehicle speed VA is
The target acceleration D VS , corresponding to , is determined by control performed according to the flowchart of steps M101 to M106 in FIG. And step J116
In step E123 of FIG. 12, which will be described later, the target acceleration DvS4 is substituted as the value of the target acceleration D■S used in step E123 of FIG. 12, and the current target vehicle speed control is ended, and the process proceeds to step E123 of FIG. 12.

Target acceleration DVS in step J115.

is determined by the constant vehicle speed control section 8 of the control section 25 in accordance with the flowchart shown in FIG. The target acceleration DVS3 corresponding to the difference vS-VA is read from the map #MDVS3. This map #MDVS3 is, as mentioned above, the difference VS-VA
This is to obtain the target acceleration DVS3 using as a parameter, and the difference VS-VA and the target acceleration DvS3 have a correspondence relationship shown in FIG.

Next, in step M102, the acceleration tolerance DVMAX corresponding to the difference VS-VA is read from the map #MDVMAX. This map #MDVMAX is the difference V 5 - V
This is to find the acceleration tolerance DVMAX using A as a parameter, and the difference VS-VA and the acceleration tolerance DV
It has a correspondence relationship with MAX as shown in FIG.

Furthermore, in the next step M103, the target acceleration DVS
3, in step J114 of FIG. 16, set the value DvS, .
, the value obtained by subtracting the actual acceleration DVA specified as o (that is, D
VS3-DVA) is calculated as the acceleration difference DvX. Then, in the next step M104, the acceleration difference DVX
is for the acceleration tolerance DVMAX, DVX<DVMA
X determines whether it is Luca or not.

If it is determined in step M104 that DVX<DVMAX, the process advances to step M105 and the target acceleration DVS is determined.
, and specify the target acceleration DVS. Also, DVX
<If it is determined that it is not DVMAX, step M1
Proceed to 06 and set the target acceleration DvS4 as the actual acceleration DV.
Specify the value that is 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 amount of variation in the target acceleration DVS 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 DVS' whose value was determined by the control in steps M101 to M106 is substituted for the target acceleration DVS in step J116 of FIG.
After setting the value of the target acceleration DVS by controlling
When the process proceeds to step E123 in FIG. 12, the target torque TOM2 of the engine 13 required to make the acceleration of the vehicle equal to the target acceleration DVS is calculated using the following equation (5).

T OM2= [((11・r/g)・ks+′i
) ・(DVS-DVA)+'TQ4EMko/TQ・・
... (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, the DvAII58 specified in step J114 in FIG. 16 is selected.

Next, when proceeding to step E124, the target torque TOM2 calculated in step E123 corresponds to the engine rotation speed NE detected by the engine rotation speed detection unit 21 and inputted in step AlO3 of FIG. The throttle valve opening degree 0TH2 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 step E123 and step 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 ■□□ is 1 or not. If it is determined that I,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 step □1 is not 1, the current control cycle does not correspond to the above timing, so the auto cruise mode 1 control in this control cycle is performed without opening or closing the throttle valve 31. finish.

When the process proceeds to step E126, the throttle valve 31 is moved in the same manner as step E109 to the position where the throttle valve opening degree fl TH2 determined in step E124 is reached.
rotation is performed, and a torque approximately equal to the target torque TOM2 is output from the engine 13. Furthermore, since the opening and closing of the throttle valve 31 in this control cycle is at the timing when it should be opened and closed, the next step E127
Then, the value of the flag ■1□ is set to 1, 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 motor 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
And when the changeover switch 46 is not operated, unless the brake (not shown) is applied more abruptly than the standard for a longer time than the standard, and the vehicle speed at the end of this braking is lower than the standard value, It will look like this:

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.

If neither the acceleration switch 45 nor the changeover switch 46 is operated after transitioning to the vehicle driving state by the auto cruise mode control, the following is the case, but if the acceleration switch 45 or changeover switch 46 is operated after the transition described above will be explained below.

After the vehicle has entered the driving state using auto cruise mode control and the vehicle speed has become almost constant through the above-mentioned control, the acceleration switch 45 is operated to switch to one of the positions marked with the same mark in Fig. 6. 12, the program proceeds to step E110 via step EIOI in FIG. 12, where it is determined whether the position of the acceleration switch 45 has changed from the previous control cycle, as described above.

If the process proceeds to step E110 in the first control cycle after changing the position of the acceleration switch 45, the process proceeds to step E1l based on the judgment here, and the flag is executed.
The value of flag ■5 is set to 1 in the next step E112, and the value of flag ■5 is set to O in the next step E113.
After setting the value to O, 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 or not the position of the acceleration switch 45 is the same as in FIG. 6, based on the contact information input in step AlO3 in FIG. 8(i) 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 the flag ■ is set to 0, and the process then proceeds to step E118.

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 the flag -0z is set to 0, and then, in step E119, for the same reason as step E118, the value of the actual acceleration DVA used in this control cycle is set to step (1) in FIG. Adopts DvA65, which is made by hand using AlO3. and 1. Step E ],
Proceed to 20.

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 vs is determined by the vehicle speed and acceleration detected in the current control cycle. Actual vehicle speed VA detected by section 24 and input to control section 25 [Fig. 8 (i)
] and the preset correction amount V
It is set to the sum of Kx.

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 G'105 shown in FIG. This acceleration switch control corresponds to each position of the acceleration switch 45 shown in FIG.
This is to set the value of target acceleration DVS2.

In other words, step GIOI and step G in FIG.
At step 103, it is determined whether the acceleration switch 45 is at the same position, twice, or around, and the value of acceleration Dvs2 is set for each position at steps G102, G104, and G105.

That is, as shown in FIG. 14, first step G101
At step G102, it is determined whether or not the acceleration switch 45 is in the old position shown in FIG. The corresponding preset value DVSb is set as the target acceleration D.
Assign to vS2.

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 at the position of the mouth or the mouth position, the process proceeds to step G104, and a preset value DVSc corresponding to the second 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 is in the remaining group position, and a preset value DVSd corresponding to the group position is substituted for the target acceleration DvS2. do. It should be noted that the position of the acceleration switch 45 can be determined to be in the group position at step IΣ14 in FIG. 12 before performing acceleration switch control, and furthermore, at steps G101 and G103,
This is because it has already been determined that (6) is not the case.

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 same amount of position. Like this VSb, DV
The values of Sc and DVSd are DVSb<DVSc<DV
Sd goes down, DVSb accelerates slowly, D V S c
is a value corresponding to medium acceleration, and DVsd is 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 (same, round, 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 LLOL, it is determined whether or not the actual vehicle speed VA input in step AlO3 of FIG. 8(i) is 5, which is a preset reference value, and vA>K5. (2) If it is determined that Δ>K, the process directly proceeds to step L104, and if it is determined that VA>K5 is not satisfied, the process proceeds to step r104 via steps L102 and L103.

When proceeding from step LIO1 to step L]02, the target acceleration DVSAC corresponding to the actual vehicle speed VA and the position of the acceleration switch 45 based on the contact information input in step AlO3 of FIG. 8(1) is mapped to #MDVSAC. Read from.

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 have a correspondence relationship shown in FIG. 26.

That is, while the actual vehicle speed VA is from O to the reference value of 5, the sixth
The target acceleration DVSAC is adjusted according to the increase in the actual vehicle speed VA for each position (6) to group of the acceleration switch 45 shown in the figure.
increases and when the actual vehicle speed VA reaches the reference value of 5, the value of the target acceleration DVSAC is changed to step E12 in FIG.
1 to F by the acceleration switch control (see Fig. 14).
It becomes equal to the value of the target acceleration DvS2 set for each position.

Next, when the process proceeds 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 the reference value, the value of target acceleration DVS2 remains the value set by the acceleration switch control, and the vehicle speed is less than 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 lower than the value set by switch control.
The value of S.

Then, in step L104, the value of flag 1.1 is 1.
It is determined whether or not. As mentioned above, this flag 1 indicates that the value of 1 corresponds to the timing for opening and closing the Thron 1 Hell valve 31 (this is the Throttle 1 to Throat valve opening/closing timing cycle). It shows that. If it is determined in step L104 that the value of the flag Iill is not 1, the current control cycle does not correspond to the Scott 1 valve opening/closing timing cycle, so the acceleration control in the current control cycle is immediately terminated.

If it is determined in step L104 that the value of flag 0 is 1, the current control cycle corresponds to the opening/closing timing, and the process proceeds to step L105, where acceleration control is continued.

In step L105, it is determined whether the value of the flag is 1 or not. The flag is executed in step LIO8 or step L, which will be described later, in the previous control cycle.
A value of 1 indicates that control 110 has been performed. When proceeding to step L105 for the first time after switching the acceleration switch 45,
As mentioned above, since the value of flag I is set to 0 in step E113 of FIG. 12, it is determined in step L105 that the value of flag ■ is not 1, and step L1
Proceed to 06.

In step L106, flag I13 is set to O, and L
Proceed to iO2. 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 are not in the relationship of DVS□<DvS2. is 1.

In the next step L107, the value of the flag ■ 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+ΔDV□) of the actual acceleration DVA inputted as DVA65 in step E119 of FIG. 12 and the preset correction amount ΔDV; 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 the actual acceleration DVA and the target acceleration DVS2, and these target acceleration DVS□ and target acceleration DvS2
If it is determined that the relationship between DVS1 and DVS2 is nil, the process proceeds to step L]13 and the value of the flag 113 is set to 1.
After that, the process advances to step Ll14.

On the other hand, in step L111, l')VSl<Dv
If it is determined that there is a relationship in S2, step L11
Proceed to step 2, specify the target acceleration DVS as the value of the target acceleration I) YS used for accelerating the vehicle in the auto cruise mode control in this control cycle, and end the acceleration control in this control cycle. .

Note that, as described in -H, this control cycle is a control cycle in which the acceleration switch 45 is switched to one of the positions of old to group in FIG. Acceleration switch 4 after the cycle
5 is not performed and acceleration control is continued (mainly, since the value of the flag ■ is 1 in step L107 of the current control cycle, the determination in step L105 will be changed from the next control cycle onwards) Accordingly, the process advances to step L109.

In this step L10.9, it is determined whether or not the value of the flag 113 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. Step L
From step 109, the process advances to step L114. Step L111 to step L11 in the control cycle up to one cycle before
If the process has never proceeded to step 3, since 113 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 specified as a new target acceleration DVS□, and the process proceeds to step L11.1.

Therefore, the value of the target acceleration DVS□ is
Until the value of flag 113 is determined to be 1 in 09,
It increases over time by repeatedly going to step LIIO.

Then, in step L111, DVS<DVS
When the target acceleration DVS1 increases until it is determined that the value is not 2, the process proceeds from step L11 to step L113, where the value of flag 13 is set to 1 as described above, so that from step L109 onwards in the next control cycle The process advances to step Ll14, and the value of the target acceleration DVS1 no longer increases.

Further, until it is determined in step L111 that DVS<DVS2 does not hold, the target acceleration DVS□ whose value increases as described above is designated as the value of the target acceleration DVS in step L112.
Then, if it is determined that DvSl<DVS2, then from the control cycle in which this determination is made, the process proceeds to step L114 as described above, so that DVS,=DV
S1 is no longer specified.

When proceeding to step L114, step E12 in FIG.
The target vehicle speed vS whose value is set to 0 and Fig. 8 (1)
The difference VS from the actual vehicle speed VA input in step AlO3
- Calculate VA. In the next step L115, the target acceleration DVS3 corresponding to this difference VA-VA is mapped to map #M.
Read from DVS3.

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 is 5-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
It is determined whether or not the target acceleration DvS3 and the target acceleration DvS3 have a relationship of DVS2<DVS. Here, DVS2〈DV
If it is determined that there is a relationship in S3, step L11
Proceed to step 7 and set the target acceleration D as the value of the target acceleration DVS.
Specify VS and end acceleration control. If it is determined in step L116 that there is no relationship of DVS2<DVS3, the process proceeds to step L118, where the arrival detection unit 11 of the control unit 25 detects the absolute value 1 of the difference VS−VA.
A determination is made as to whether vS-vAl 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 V
Kx'C At step E120 in Fig. 12, the target vehicle speed v
(correction amount added to the actual vehicle speed VA to set S), the target acceleration DvS3 determined according to the map #'M D V S3 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 process proceeds to step L116, the difference VS - VA is the correction amount v
It is almost equal to K□.

Therefore, in step L116, DVS2=13
6~ <It is determined that it is DVS3, and the process proceeds to step Ll17.

In addition, in a control cycle after this control cycle, when 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 ■S. So, the 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 I<K4, then directly, or if it is determined that l VS-VA I<K4, it is assumed that the vehicle speed has reached the target vehicle speed, and after passing through step L120, step L119 Proceed to. 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, the target acceleration DvS3 is designated as the value of the target acceleration DVS. The target acceleration DVS is the target value of acceleration during accelerated driving, so after the target acceleration DVS 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, in step L118, IVs-VA l <K.

It is determined that this is the case, and the process proceeds to step L120 as described above.

This judgment is based on the target vehicle speed vS reached by the vehicle speed due to acceleration driving.
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
By Flague.

The value of is O. Note that, as described above, the value of this flag (■), which is 0, indicates that the driving state designation section 3 should designate constant speed driving.

As described above, when the acceleration control in step E122 of FIG. 12 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 by 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.
)+2 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 E125 via E124 is step L in FIG.
This is the case where it is determined that the (direction) of the flags ■ and □ is 1 in Step E104. Therefore, in Step E125, ■□□
= 1, the process proceeds to step E126, and the throttle valve 31 is adjusted to the throttle valve opening θTl as described above.
Drive to the position where +□.

Then, in the next step E127, the value of the flag ■1□ 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, a torque approximately equal to the target torque ToM2 is output from the engine 13, so that the vehicle achieves the target acceleration DVS.
Accelerated driving is performed at an acceleration approximately equal to .

Steps E1j07E114 as described above can be carried out by switching the acceleration switch 45 to the positions of the same group in FIG.
One control cycle is carried out which proceeds to step E116. After this, if neither the acceleration switch 45 nor the changeover switch 46 is operated, auto cruise mode control will continue to be carried out in the next control cycle and thereafter. . In this case, first in step EIOI of FIG. 12, 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 O1 to cruise mode control is being performed without the accelerator pedal 27 being depressed even in the previous control cycle.

In step EIIO, 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.

This changeover switch control is performed according to the flowchart shown in steps F101 to F121 in FIG. 13, as described above.

First, in step F101, it is determined whether or not the contact h<oN of the changeover switch 46 exists. Here, since the changeover switch 46 is not operated, this contact does not turn ON, and the process proceeds to step F111 with a negative result, where the value of lag 5 is set to 0.

Furthermore, in the next step F112, the value of the flag (2) is set to O, and the changeover switch control in the current control cycle is ended.

As mentioned above, the flag 15 indicates that the contact of the changeover switch 46 was in the ON state in the previous control cycle by having a value of 1, and the flag 6 indicates that the changeover switch 46 was in the ON state. 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 the flag (2) is set to 1, 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, the traveling state switching section 12 of the control section 25 changes the value of the flag to O in step L120 of FIG. shall be. This results in step E129
If the determination is negative, the process proceeds to step E132. Note that at this time, the designation of the driving state designation section 3 of the control section 25 switches to constant vehicle speed travel.

On the other hand, when the process advances from step E129 to step E130, it is determined in step E130 whether or not the positions of the acceleration switches 45 are the same. , the answer is negative and 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 G105 in FIG.
2 settings are made.

Next, proceeding to step E122, the acceleration control is performed in steps L10] to L in FIGS. 1-7, as described above.
According to the flowchart 1 to 120, the target dilatation degree DVS is set mainly by the acceleration control section 9 of the control section 25 when the vehicle is running under acceleration.

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. The vehicle accelerates at an acceleration approximately equal to the acceleration DVS.

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 the flag 6 is 1 or not. This flag ■5 has a value of O in step F112 in FIG.
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 J101 to J116 in FIG.

In other words, the value of flag ■8 is set to O in the first control cycle after switching the acceleration switch 45 (12th
(See step E117 in the figure) Therefore, in step J101, it is determined that 8=1 is not satisfied, and unless the acceleration switch 45 or changeover switch 46 is operated, the process always proceeds to step J, . . . j09.

Next, the control performed according to steps J109 to J116 is as described above, including setting the value of the target acceleration 1) VS in order to make the traveling speed of the vehicle match the target vehicle speed ■S and keep this constant. will be carried out.

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, by switching the acceleration switch 45 to one of the positions of the same amount in FIG. 6, the vehicle is accelerated, and after the traveling speed reaches the target vehicle speed VS, the target vehicle speed VS is The vehicle speed 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 performing vS after acceleration of the vehicle, its target acceleration D
Changes in VS and running speed are shown in FIG. 27(i), for example.
The result is as shown in (ii). In addition, FIG. 27(i) shows the value of the target acceleration DVS corresponding to the passage of time after switching, and FIG. 27(11) similarly shows the change in the vehicle running speed with respect to the passage of time after switching. .

In other words, as shown in FIG. 27(i), Dl), initially the vehicle is traveling at a constant speed V□,
At a certain time t. Then, when the acceleration switch 45 is switched to any position of the same amount, accelerated driving is designated. Then, the process starts after acceleration with the target acceleration of the value set in step L108 in FIG. At this time, the target acceleration DVS □ 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 DVS in FIG. 27 ( As shown stepwise in i), 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 DVS1 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□. becomes. 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 a value as low as Vα shown in FIG. 23 is reached, as shown in FIG. 23, in step L115 of FIG.
The target acceleration DVS3 read from MDVS3 is
It is smaller than the 11-mark acceleration DvS2. Then, in the control cycle after time t2, the target acceleration DvS3 becomes the value of the target acceleration DVS.

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

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 D set by target vehicle speed control of 33
The vehicle runs at a constant speed based on VS.

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 ■S. Further, the target acceleration DVS has a value close to O 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 shown 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 at step EIIO is negative and the process proceeds to step E128. In step E128, as described above, changeover switch control is performed according to the flow chart 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 ○N state, and step F
Proceed to step 102.

In step F102, the value of flag is set to 1, and in the next step F103, it is determined whether the value of flag is 1 or not. Note that, as described above, the flag I5 has a value of 1, which 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 flag ■5 is changed in step F111 of the control cycle before the contact of the changeover switch 46 is turned on. Since it is O, the process proceeds to step 17104 based on the determination in step F103. Then, in this step F104,
After setting the value of flag 5 to 1, the process advances to step F105.

On the other hand, if the contact point of the changeover switch 46 was in the ON state in the previous control cycle, the value of the flag 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 6 is set to 1. In addition, this flag ■
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 I12 is set to O, and the process proceeds to step F107. As mentioned above, the flag ■□2 is the slower 1 that is visited first after O1-Cruise mode control is started in each control cycle.
The opening/closing in the control cycle corresponding to the opening/closing timing of the hell valve 31 has not yet been performed, or the opening/closing has already been performed, but in the auto cruise mode control, the control unit 25 is activated by operating the acceleration switch 45 or the changeover switch 46. The value O indicates that the control cycle corresponding to the first opening/closing timing of the throttle valve 31 has not yet been performed after the designation of the running state designating section 3 has been changed. It is.

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 the D V A6. shall be.

In the next step F108, it is determined whether the value of the flag (2) 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 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. The value of the flag ■ is the first one from step E116 in FIG.
After it is set to 1, it is determined that there is no change and that ■,=1, and the process proceeds to step F109.

In step F109, the running state switching unit 12 of the control unit 25
sets the value of flag ■4 to O and proceeds to step F110.

In this step F110, the latest actual vehicle speed VAr obtained by the interrupt control in steps A123-A128 of FIG. 8(1v) is input, and the changeover switch control in the current control cycle is completed.

If the changeover switch control in step E128 in FIG. , the value is set to O in step F109 of FIG. .

In step E132, it is determined whether or not the value of the flag ■6 is 1. Since the value of the flag Tr is set to 1 in step F105 in FIG. Proceed to.

Step E105 and the control in steps E1'06 to E109 following 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 (E 105~
In E109), regardless of whether the current control cycle corresponds to the timing of opening and closing the throttle valve 31,
Using the actual vehicle speed VA at the time of switching by the changeover switch 46 as the target vehicle speed, the throttle valve 31 is rotated to a throttle valve opening degree at which it is estimated that the vehicle can travel at a constant speed.

As a result, the engine 13 outputs a torque approximately equal to the desired 1-lux (the amount required for running at a constant speed), and the running state of the vehicle begins to change from accelerated running to constant speed running.

The control described above is performed in the first control cycle after the contacts of the changeover switch 46 are set to the ○゛NN state, but the auto cruise mode control continues from the next control cycle onwards, and the operation of the acceleration switch 45 If not, the process proceeds to step E128 via steps E], O] and E1'lO in FIG. 12, and the changeover switch control is performed in the same way as in the case described above.

As described above, this changeover switch control is also performed according to the flowchart 1 shown in steps Ft6'i to F12 in FIG. The contact continues to be ON, and the value of flag ■5 remains 1 in step F104 of the first control cycle after this contact becomes ON, so step F10
The process advances to step F113 based on whether or not the value of flag 5 is 1 in step F113.

In step F113, the value of the flag ■ is 1, which is 456'.
− It is determined whether there is or not. flag is set to O in step F109 of the first control cycle after the contact of the changeover switch 46 is turned on, so ■, =
If it is not 1, the process advances to step F112. Then, in step F112, the value of flag (1)6 is set to O, and the changeover switch control in the current control cycle is ended.

On the other hand, when proceeding from step FIOI to step F111, the value of flag ■5 is set to O in this step F111, and then the value of flag ■6 is set to 0 in step F112.
The changeover switch control in the current control cycle ends.

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

Next, after pressing the selector switch ▊, proceeding to step E129 in Fig. 12, it is determined whether the value of flag ① is 1 or not. 13
Since step F109 in the figure remains O, the process proceeds to step E132 based on the determination in step E129, and 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 6 is 1 or not. Here, since the value of the flag 6 is set to O at step 112 in FIG. 13, as shown in the double series '', the process proceeds from step E132 to step E133, where target vehicle speed control is performed.

As described above, this target vehicle speed control is performed according to the flowchart shown in steps JIOI-5116 of FIG. 16.

In the first step J1.01, it is determined whether the value of flag is 1 or not. This flag. The value O indicates that the vehicle is running at a substantially constant speed due to auto cruise mode control. Here, as mentioned above, the value of flag 8 is determined when the control cycle proceeds from step E132 to step E106 in FIG. 1, the process proceeds to step J10'2 based on the determination at step J101.

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 in each throttle valve opening/closing timing cycle, the throttle valve is adjusted to the throttle valve opening such that the acceleration of the vehicle equal to the target acceleration DVS is obtained. 31 (opening adjustment).

As a result, the acceleration of the vehicle gradually decreases, and the running speed increases.
The actual vehicle speed VAI gradually approaches the actual vehicle speed VAI when the contact point of the changeover switch 46 is turned on and 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, the value of flag 8 is set to O in step J108, and then steps J109 to 511
Control is performed according to 6.

The control according to steps J109 to J116 is similar to the control in steps JIOI to J107, and is the same as the control performed in the target vehicle speed control in step E133 in FIG. 12 when the auto cruise mode control is performed by releasing the accelerator pedal 27. They are exactly the same. Also, step J1
From the next control cycle after the control cycle in which the determination of 04 was made, the value of flag ■6 is set to O in step J108, so steps JIO9 are executed from step J101.
, 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 travels 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 VAI when the vehicle is running at a constant speed becomes the target vehicle speed when the vehicle is running 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 (6) to (6) in FIG. , a case will be described in which the operating portion 18a of the auto-cruise switch 18 is pulled to the front side to turn on the contact point of the changeover switch 46.

In this case, when the contact of the changeover switch 46 is turned on, step E10 in FIG.
1 to step E110.

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 the flowchart shown in steps FIOI to F121 in FIG. 13.

That is, first, in step F101, FIG.
Based on the contact information input in step 8 103 of i), it is determined whether the contact of the changeover switch 46 is in the ON state, and based on this determination, the process advances to step F102.

In step F102, the value of flag 3 is set to 1, and the process proceeds to step F103, where it is determined whether the value of flag 3 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 flag ■5 was set to step F.
111 is set to 0. Therefore, the changeover switch 4
In the first control cycle after the contact No. 6 is set to the ○N state, step F104 is performed based on the judgment in step F103.
In step F104, the value of flag is set to 1.
After that, the process proceeds to step 105.

If the contact point of the changeover switch 46 is in the ON state in the next control cycle and the O1~L loose mode control is continued and the process proceeds to step F103,
As mentioned above, after turning on the contact of the changeover switch 46, the flag ■ is set in step F104 of the first control cycle.
Since the value of , is 1, the process proceeds to step F113 based on the determination in step F103.

Next, when the process proceeds from step F103 to step F105 via step F104, the value of flag is set to 1 in step F105, and the value of flag
After setting the value of 1□ to O, the process advances to step F107.

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. Therefore, here:
As described above, the value of the actual acceleration DVA is set to DMA, . . . 5 input in step A]03 of FIG.

In the next step Fl(l), it is determined whether the value of flag is 1 or not.

Here, after the acceleration switch 45 is switched to accelerate the vehicle, if the vehicle speed reaches the target vehicle speed or the vehicle speed reaches the target vehicle speed as described above, the value of flag It is set to 0 in step L120 in the figure.

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 O 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 ■ is changed to step C1 in FIG.
45 is set to 0.

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 (4) is not 1, and the process proceeds to step F117.

In step F117, the value of flag ■4 is set to 1, and in the next step F118, the value of flag ■9 is set to 0. In step F119, from the contact information input in step AlO3 of FIG. 8(1), It is determined whether the acceleration switch 45 is in the same position as in FIG.

Since the position of the acceleration switch 45 is in one of the positions marked with the same mark in FIG. 6, the process proceeds to step F'21 based on the determination in step F117, and the designation by the driving state designation unit 3 of the control unit 25 is switched to accelerated driving. .

In step F121, the target vehicle speed setting unit 6 detects the arrival 1 of the control unit 25 by the vehicle speed/acceleration detection unit 24 in the current control cycle and reaches step A1 of FIG. 8(1).
．． The sum of the actual vehicle speed VA input in step 03 and the preset correction amount vK, which is the same as that used in step E120 in FIG. This is set as the target vehicle speed VS.

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 one of the positions marked with the same mark in FIG. 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 or not the value of flag is 1. As described above, since flag is set to 1 in step F117 in the 13th direction, 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 they are located at the same position in the figure is determined based on the contact information input in step AlO3 of FIG. 8(i). 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 this step E121, acceleration switch control is performed by the l mark acceleration setting section 4 of the control section 25, and then the process proceeds to step E122, where acceleration control is mainly performed by the acceleration control section 9 of the control section 25.

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. It is.

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,
The value of target acceleration DVS2 is changed to a value corresponding to the actual vehicle speed.

In addition, when the control cycle corresponds to the opening/closing timing of the throttle valve 31, the acceleration control adds a preset correction amount ΔDV to the actual acceleration DVA, and the value of this DVA+ΔDV The target acceleration DVS is set for smooth start.

If the first control cycle after the contact of the changeover switch 46 is set to the ○N state corresponds to the timing of opening and closing, 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 cruise mode control ends at O1 in the control cycle without opening or closing the throttle valve 3].

As described above, the contact of the changeover switch 46 is turned ON.
Although the control in the first control cycle is performed after the state is established, the accelerator pedal 27 is
If the brake pedal 28 is not depressed, the auto cruise mode control continues, and the acceleration switch 45 is not switched, step E101 and step E1 in FIG.
10, the process proceeds to step F101 in FIG. 13, where 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, the step FI
Depending on the determination of OI, the process proceeds to step F i O2, where the operation section 18a of O1 to cruise mode 18 is released and returned to its original position. On the other hand, when the contact of the changeover switch 46 is in the OFF state.

Based on the determination in step F101, the process advances to step Fi11.

When proceeding from step FIOI to step F102, after setting the value of flag 3 to 1 in step F102,
The process advances to step F103, and in step F103 it is determined whether the value of flag is 1 or not. As mentioned earlier, the value of the flag ■ is set when the contact of the changeover switch 46 is
Step F104 of the first control cycle after setting the state
Since the contact point continues to be in the ○N state, step F11 is determined by the judgment in step F101.
Proceed to step 3.

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 F114 is determined by the determination in step F113. Proceed to. , 171- 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 at the mouth position in FIG. now,
Since the acceleration switch 45 is in one of the positions of the same amount 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□) obtained by adding the preset correction amount VT1 to the target vehicle speed vS in the previous control cycle for the current control cycle. The target vehicle speed VS is designated as the target L1 vehicle speed reached during acceleration driving at .

Note that the target vehicle speed vS 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 46 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 point of the changeover switch 46 is set to the N state, the value obtained by adding the preset correction amount vK to the actual vehicle speed VA is specified 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 VS will be increased by a preset correction amount VT1 for each control cycle as the duration of this continuation increases.
increases.

Next, when the process proceeds from step F116 to step F112, the value of the flag I6 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 judgment of step FIOI, this step F11
In step F112, set the value of flag 1 to Q.
Proceed to. In step F112, the flag ■
The value of 6 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 the same position as in FIG. here,
Since the acceleration switch 45 is in the position ``~'' in the figure,
The process advances from step E130 to step E121.

The control in step E121 and subsequent steps E122 to E127 is the same as the control performed after the second control cycle 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 the contact No. 6 on is set as the target acceleration DvS2 during constant acceleration running.

In addition, 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 vehicle speed to the target acceleration. Vehicle speed VS
When reaching the target vehicle speed VS, the target acceleration DVS is set so as to gradually decrease the acceleration 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 throttle 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 flag (4) is set in the acceleration control at step E122 in the same manner as when acceleration control is performed by switching the acceleration switch 45. The value is 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 is driven at a constant speed under target vehicle speed control in which the target vehicle speed VS is set as the target vehicle speed.

As mentioned above, the acceleration switch 45 is
When the vehicle is held in the cruise position, the auto cruise mode control is performed, and the vehicle is running at a constant speed, the operating portion 18a of the auto cruise switch 18 is pulled toward the front side in FIG. When inputted, the driving state specifying unit 3 of the control unit 25 specifies accelerated driving, and the vehicle smoothly accelerates at an acceleration corresponding to the position of the acceleration switch 45, similarly to when the acceleration switch 45 is switched.

Also, at this time, the target vehicle speed during acceleration is set to a value higher by a certain amount than the travel speed of the vehicle when traveling at a constant speed, and this target vehicle speed is set when the changeover switch 46 is moved toward the front in FIG. Increase by increasing the amount of time it is pulled to the side.

After the running speed of the vehicle reaches the target vehicle speed due to acceleration driving, the designation of the driving state designation section 3 is switched to constant speed driving, and the vehicle runs at a constant speed with the target vehicle speed as the target vehicle speed. .

As described above, when the acceleration switch 45 is switched to the 1st to 3rd positions, and when the acceleration switch 45 is in the 1st to 2nd positions, the operating part 18a of the auto cruise switch 18 is pulled toward the front to close the contacts of the changeover switch 46. The case where the ON state has been described has been described, but next, when the acceleration switch 45 is switched to the hard 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 4 is turned on.
The case where the contact No. 6 is turned on will be described.

By switching the acceleration switch 45 to the same position as shown in FIG. 6, or when the acceleration switch 45 is in the same position and the vehicle is running at a constant speed, the contacts of the changeover switch 46 can be set to the ``○N'' state. By doing so, the acceleration driving state of the vehicle is designated. If the acceleration switch 45 is switched to the old position while the vehicle is being accelerated, the accelerator pedal 27 was not depressed in the previous control cycle, so step E101 in FIG. , the contact of the accelerator switch 12 was ON in the previous control cycle.
It is determined that the condition is met, and the process proceeds to step F:]10.

In step E110, as described above, the acceleration switch 4
A determination as to whether the position of 5 has been changed from the previous control cycle is made based on the contact information input in step AlO3 of FIG. 8(1). 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 E110
Based on this determination, the process advances to step E111.

This step E111 and the following step E11
In steps 2 to E113, the value of flag 3 is set to 1, and the values of flag UE and flag UE are set to 0, as described above. Then, in step E114, the acceleration switch 4
It is determined whether or not 5 is at the mouth position based on the contact information input in step AlO3 of FIG. 8(1).

Since the acceleration switch 45 is in the fixed 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 E10
5 to E109 are the steps E109 performed in the first control cycle after the accelerator pedal 27 is released.
The control is exactly the same as that of steps 104 to E109.

With this control, the current control cycle is
1. Actual vehicle speed VA immediately after switching the acceleration switch 45 to the same position regardless of whether it corresponds to the opening/closing timing.
The vehicle is controlled to run at a constant speed with , as the target vehicle speed. Specifically, the throttle valve 31 is adjusted to an appropriate throttle valve opening 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, and the auto-cruise mode control continues from the next control cycle onwards. and.

If the acceleration switch 45 is held at the eye position and the changeover switch 46 is not operated, the process proceeds from step E101 to step EIIO in FIG. It is determined whether or not there has been a change from the previous control cycle.

As described above, since the acceleration switch 45 is held in the mouth and its position has not been changed since the previous control cycle, the process proceeds from step E110 to step E128, where changeover switch control is performed.

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

In the first step F101, since the changeover switch 46 is not operated, it is determined that the contact of the changeover switch 46 is not in the ON state as described above, and in step F111
Proceed to.

Then, in step F111, the value of flag ■5 is set to 0,
Next, 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.

Next, when proceeding to step E129 in FIG. 12, the flag ■
It is determined whether or not the value of flag 4 is 1, but as described above, the value of flag is set to O in step E115 of the first control cycle after switching the acceleration switch 45 to the same position. 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 flag ■6 is 1. Since the value of flag ■6 was set to O in step F112 of FIG. 13, step E1
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 the flowchart shown in steps J101 to J116 in FIG. 16.

In other words, in the first step JIOI, flag work. A determination is made whether the value of is 1 or not.

This flag 8 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 E101 to E in FIG. 12 in the first control cycle after the accelerator pedal 27 is released.
The target vehicle speed control is performed in accordance with Steps J102 to J107, and the process proceeds to Step E]33 in the subsequent control cycle, resulting in the target vehicle speed control being performed in accordance with Steps J102 to J107. That is, the target acceleration VDS required to gradually reduce the actual acceleration DVA is set in each 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 E123 to E127 in FIG. 12, control is performed as described in each case so far,
Opening and closing of the throttle valve 31 to the throttle valve opening degree that allows the vehicle acceleration equal to the target acceleration DV,S to be obtained.
This is performed every control cycle corresponding to the opening/closing timing. As a result, the acceleration of the vehicle gradually decreases, and the traveling speed changes to the actual vehicle speed VA immediately after switching the acceleration switch 45.
It gradually approaches ■ and becomes almost constant.

In this way, the acceleration of the vehicle decreases, and in step J104 of FIG. 16, the absolute value I 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 ■6 is set to O in step J108, and then the process proceeds to step JIO9. Then, this step J109 and the following steps 5110 to 511
Control is performed according to 6. Also, step J104
In each control cycle after the determination is made, the value of the flag 6 is set to 0 in step J108, so the process advances from step JIOI to step J109, and control is performed in the same way.

The control performed according to steps J109 to J116 is performed in steps JIOI to J10 as described above in the auto cruise mode control after the accelerator pedal 27 is released.
8, and after proceeding to step J108 due to the judgment in step J104, the control proceeds to step J108.
], 09-, [Eng.]16.

Then, control is performed according to steps E123 to E127 in FIG. 12. As a result, the target acceleration D
The throttle valve 31 is opened and closed to a throttle valve opening degree that provides a vehicle acceleration equal to VS in each 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 position 4 while the vehicle is accelerating by turning on the contact point of the changeover switch 46, the driving state designation section 3 of the control section 25 specifies the is switched to constant speed driving, and the actual vehicle speed VA immediately after the acceleration switch 45-], 84- is switched, that is, the vehicle speed when the driving state designation is changed to constant speed driving, is set as the target vehicle speed at a constant speed. Control for running is performed.

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.
5 to the same position, the same control as described above 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 same 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 operation section 18a of the auto-cruise switch 18 is activated as shown in FIG. The case where the contact of the changeover switch 46 is turned on by pulling it toward the inside 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 EIIO, and then step E11.
If 0, the acceleration switch 45 has not been operated, so it is determined that the position of the acceleration switch 45 has not changed since the previous control cycle, and the process proceeds to step E128.

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('').

Now, the contacts of the changeover switch 46 are in the ON state, so
The process proceeds from step FIO] to step F102, where the value of flag 3 is set to 1, and in the next step F103, it is determined whether the value of flag 5 is 1 or not.

In the first control cycle after the contact point of the changeover switch 46 is turned ON, the auto cruise mode control is performed without operating either the acceleration switch 45 or the changeover switch 46 in the previous control cycle, so the flag T is set. , is set to O in step F11]. 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, in the next step F105, the value of flag ■ is set to 1, and further,
In step F106, the value of flag ■□2 is set to O, and the process advances 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 driving state of the vehicle that is different from the driving state of the vehicle specified up to the previous control cycle is detected by the control unit 25. It is specified by the driving state specifying section 3. For this reason, as mentioned earlier, the value of the actual acceleration DVA is set at step A in FIG.
It is assumed that DVA65 is input with 1.03.

In the next step F108, it is determined whether or not the value of the flag T4 is 1, but as described above, the value of the flag T4 is O.

That is, if the constant speed running state before the contact of the changeover switch 44 is turned on is due to the switching of the acceleration switch 44, the value of the flag I4 becomes 0 in step E115 in FIG.

Further, if the shift was caused by releasing the accelerator pedal 27, the value of the flag 2 becomes O in step E102 of FIG.

Further, if the shift was caused by the release of the brake pedal 28, the value of the flag ■4 becomes ◯ in step C145 in FIG.

When the contact of the changeover switch 46 is turned on, the value of the flag becomes O in step I 109 of FIG.

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

Then, in step F117, the value of the flag ■ is set to 1,
After setting the value of flag ■9 to O in the next step F118,
When proceeding to step F119, step A in FIG. 8(1)
It is determined whether the acceleration switch 45 is in the fixed position or not based on the contact information input at lO3.

In this case, since the acceleration switch 43 is in the hard 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 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 ■
It is determined whether the value of , is 1 or not, but since the value of this flag is set to 1 in step F117 of FIG. Proceed to.

In step E130, step AlO in FIG. 8(1)
Based on the contact information input in step 3, the acceleration switch 4
5 is at the mouth position, but since the acceleration switch 45 is currently at the same position, step E is performed.
130, proceeds to step E131, and this step E1
At 31, 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 HIIO.
0 and the target acceleration setting section 4.

That is, first, in step I-I 101, the absolute value 1vS-VAI of the difference between the target vehicle speed vS and the actual vehicle speed VA input in step AlO3 of FIG. 8(1) is
A determination is made as to whether the preset reference value is smaller than 4 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 by the correction amount v from the actual vehicle speed VA as described above.
Since it is the value obtained by subtracting K2, the absolute value I VS - VA
l is equal to the correction amount ■2. Since the correction amount vK2 is set to be larger than 4 as the reference value, l VS-V
Since A l >K, the process advances to step H102.

In this step H102, the target vehicle speed vS and the actual vehicle speed V
After calculating the difference VS-VA from A, the next step H10
3, the target acceleration DVS5 corresponding to the difference VS-VA is read from the map #MDVS5. And the next step H
At 104, 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 ended.

The above Ma, 7 #MDVS5 is for calculating the target acceleration DvS5 corresponding to the target deceleration during deceleration driving using the difference VS-VA as a parameter,
A and the target acceleration 1) VSS have a correspondence relationship as shown in FIG. Therefore, the target acceleration DvS5 is a negative value as long as the difference V5-VA is a positive value, and is substantially a deceleration.

After setting the target acceleration DvS by deceleration control as described above, the process proceeds to step E123 in FIG. 12.

Then, as mentioned above, the acceleration of the vehicle is set to the target acceleration,
The target torque TOM of the engine 13 required to make it equal to VS is calculated using the above equation (5).

In the case of the first control cycle after turning on the contact of this changeover switch 46, a target acceleration DvS5 having a negative value is specified as the target acceleration DVS, and the vehicle running state before the control cycle is constant speed running. Therefore, the actual acceleration DVA is approximately O. Therefore, in this case, the target torque T calculated by equation (5)
OM2 is the actual torque TEM output by the engine 13
The value will be smaller.

Next, proceeding to step E124, the throttle valve opening degree θTH2 corresponding to the target torque ToM2 calculated in step E123 and the engine speed NE input in step AlO3 of FIG. (not shown) and proceeds to step E125.

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 BT)+2 in the map #MTH (not shown) corresponds to the minimum opening degree that corresponds to the engine idle position, and the target torque TOM2
When the value becomes smaller than the minimum torque that can be output from the engine 13, the minimum opening degree is specified 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 if the current control cycle corresponds to the opening/closing timing of the throttle valve 3]-, the control specified in step E124 is performed. The throttle valve 31 is opened and closed to the throttle valve opening fl THz, and the value of the flag □□2 is set to 1.

As a result, the target torque TOM2 of the engine 13
When the torque is larger than the minimum torque that can be output from the engine 13, a torque approximately equal to this target torque TOM2 is output from the engine 13;
When the torque is smaller than the minimum torque from the throttle valve 3
1 is maintained at the minimum opening which corresponds to the engine idle position, deceleration by engine braking is started, and the running state of the vehicle changes from constant speed running to decelerated running.

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

As described above, after the contact point of the changeover switch 46 is turned ON and control is performed in the first control cycle, autocruise mode control is continued in the next control cycle and thereafter. If the acceleration switch 45 is not switched, step E101 and step E1 in FIG. 12 are performed again in the same manner as in the above case.
．． 10, the process advances to step HIOI in FIG. 13, where it is determined whether the contact of the changeover switch 46 is in the ON state.

If the contact point of the changeover switch 46 is in the ON state continuously from the previous control cycle, the process advances to step F102, and the operation parts 18a of the O1 to cruise switch 18 are released to turn the contact point of the changeover switch 46 into the OFF state. If so, the process advances to step F111.

When proceeding from step F101 to step F102, as described above, when the acceleration switch 45 is in the (6) to group position and the contact point of the changeover switch 46 is turned ON to specify the accelerated driving state of the vehicle. 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 F102 to step F114 via step F103 and step F113.

In step F114, step AlO in FIG. 8(i)
Based on the contact information input in step F11, it is determined whether the acceleration switch 45 is in the fourth position or not. Here, since the acceleration switch 45 is in the mouth position, step F11
Proceed to step 5.

Then, in step F115, the target vehicle speed change control section 6a of the control section 25 subtracts the preset correction amount VT2 from the target vehicle speed vS in the previous control cycle (vS - v'r2) for the current target vehicle speed. This is set as the target vehicle speed vS in the control cycle.

Note that the target vehicle speed vS in the previous control cycle is determined by the previous control cycle turning on the contact of the changeover switch 46.
If it is the first control cycle after the state is set, the value is set in step F120, whereas if it is not the first control cycle, the value is set in step F115.
The value is set in .

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 set as the target vehicle speed S during deceleration driving. When specified and the ON state of the contact is continued, the 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 the flag (■) 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 step 111, the value of flag is set to O in step F111, and the value of flag is set to O in the next step F112, thereby terminating the changeover switch control in the current control cycle.

The changeover switch control is completed as described above, and the process then proceeds to step E129 in FIG. 12. Then, as described above, it is determined whether the value of flag 4 is 1 or not. Here, the value of flag ■4 is the value of step F in FIG.
117 is set to 1, the process advances from step E129 to step E130.

In step E130, the acceleration switch 45 is in the sixth position.
A judgment is made as to whether or not they are in the same position as shown in the figure, but since the acceleration switch 45 is in the same position, the process advances to step E131 and the deceleration side (goods) described above is then performed. It will be done.

Note that the deceleration of the vehicle at this time is approximately equal to the absolute value of the target acceleration 1) VS, but the target I-lux TOM2 calculated in step E123 is smaller than the minimum l-luque 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 corresponds to the engine idle position as described above, so the maximum deceleration obtained by the engine brake is not necessarily the target acceleration 1).
It is not equal to the absolute value of VS.

As shown in FIG. 25, the target acceleration DVS5 set as the value of this target acceleration DVS is equal to the target vehicle speed VS
When the difference VS-VA between and the actual vehicle speed VA is larger than Vβ shown in the figure, it has a constant value, but when it becomes smaller than this Vβ, the value approaches 0 as the difference vS-VA decreases. Therefore, after the actual vehicle speed VA reaches a value close to the target vehicle speed VS due to deceleration driving, the degree of deceleration of the vehicle becomes gentle as the actual vehicle speed VA decreases, and the driving speed of the vehicle smoothly changes to the target vehicle speed VS. Approach vehicle speed.

As described above, when the vehicle decelerates and the actual vehicle speed VA decreases and the absolute value IvS-VAI becomes smaller than the reference value of 4, the arrival detection section 11 of the control section 25 detects that the vehicle speed is reduced. It is detected that the target vehicle speed ■S has been reached, and step H10 is determined based on the judgment in step HIO1.
Proceed to step 5.

In step H105, a difference V5-VA between the target vehicle speed vS and the actual vehicle speed VA is calculated.

In the next step H106, similar to the control of transition to the constant vehicle speed driving state described above, since the traveling speed of the vehicle is almost constant and there is no sudden change in the driving state, the high stability is more important than the high followability. As the value of the actual acceleration DVA used in step E123 in FIG. 12, the actual acceleration calculated by the interrupt control in FIG. 8 (iv) and input in step AlO3 in FIG. 8 (i) is given priority. Specify DVA,S.

Next, when the process proceeds to step H108, the actual vehicle speed VA and the target vehicle speed vS become approximately equal as described above, and the control unit 2
Since the reaching detection unit 11 of No. 5 detects that the traveling speed of the vehicle has reached the reaching target vehicle speed VS, the target acceleration DvS4 is used instead of the target acceleration DvS5.
It is determined by the control performed according to the flowchart of steps M10] 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 step E123 of FIG. 12, and the process proceeds to step H109.

As mentioned earlier, this target acceleration DVS4 is determined by the target vehicle speed VS when traveling at a constant speed and the 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 for keeping the traveling speed of the vehicle, which had been decreasing, at the target vehicle speed VS, that is, the target vehicle speed VS when the vehicle was in the deceleration traveling state.

In step H109, the running state switching unit 1 of the control unit 25
2 is the flag, the value of flag 8 is set to O, and in the next step H110, the value of flag 8 is set to O, and the deceleration control in this control cycle is completed, and then 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
When the throttle valve opening degree 0TH2 is set based on S and the current control cycle corresponds to the opening/closing timing of the throttle valve 31, the throttle valve 31 is set to this throttle valve opening degree OT)! Opens and closes up to 2. As a result, the traveling speed of the vehicle remains at a value approximately equal to the target vehicle speed VS.

As described above, steps HIO3 to H1 in FIG.
According to No. 10, the all-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 EIOI and step E1 in FIG. 12 are again similar to the above case.
10, the process proceeds to step F101 in FIG.

Here, since the contact point of the changeover switch 46 is already in the OFF state, as described above, the process proceeds to step F111 based on the judgment in step FIOI, and after setting the value of flag , to &O, flag The value of 6 is 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 ■
A determination is made as to whether or not the value of flag 4 is 1. However, since the value of flag 2 is set to O in step H109 of FIG. The designation in the driving state designation section 3 is switched to constant speed driving.

In this step E132, it is determined whether the value of the flag is 1, but the value of the flag is
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 J105 in FIG.
116, the flag is determined in the first step J101. The value of
As mentioned above, since it is set to 0 in step H110 of FIG. 15, the above-mentioned control is performed according to steps J109 to J116 in the same manner as after the transition from the accelerated running state to the constant speed running state.

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 accordance with the target acceleration DVS in the same manner as 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 at the same position and the O1-Cruise mode 1-controls are performed and the vehicle is running at a constant speed, the operating portions 18a of the auto-cruise switches ↓-8 When the contact point of the changeover switch 46 is turned on by pulling the button toward the front side, deceleration driving is specified by the driving state specifying section 3 of the control section 25, and the contact point O is turned on.
The traveling speed of the vehicle decreases until the target vehicle speed VS decreases as the duration of the N state increases. Then, the control unit 2 determines that the traveling speed has reached the target vehicle speed vS.
When detected by the arrival detection unit 11 of 5, the control unit 25
The driving state switching unit 12 switches the designation of the driving state specifying unit 3 to constant speed driving, and smoothly transitions to constant speed driving with the target vehicle speed vS 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.
A case where the contact 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 E110 to step F in FIG.
Proceed to 101.

In this step F101, step A in FIG. 8(1)
Based on the contact information input in lO3, selector switch 4
A determination is made as to whether or not the contact No. 6 is in the ON state.

Since the contact is now in the ON state, the process advances to step F102.

In step F102, the value of flag (2) is set to 0, and in the next step F103, it is determined whether or not the value of flag (5) is 1.

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 T5 was set to O in step F111 of the previous control cycle, the process proceeds to step F104 based on the determination in step F103.

Step F104 and subsequent steps F105~
In F106, the values of flag 5 and flag 2 are set to 1, and the value of flag I is set to 0, and the next step F1 is started.
Proceed to 07. In this step F1o7, 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 at step AlO3 in FIG. 8(j), giving priority to high followability. Let the input DVA be, .

In the next step F108, it is determined whether or not the value of the flag ■ is 1. 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 one 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, step I? 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
In step 2, the value of fractal is set to ○, and the next step F11
0, steps A123 to A128 in FIG. 8 (1v)
The latest actual vehicle speed VA determined by the interrupt control is 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 current control cycle is 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 when the vehicle is accelerating. Therefore, the values of the flag after the changeover switch control and the flag 6 are the same, and after the changeover switch control ends, the process proceeds to step E105 via step 129 and step E132 in FIG. The designation in the driving state designation section 3 switches to constant speed driving.

The control in steps E105 to E109 is exactly the same as the control performed in steps E105 to E109 in the first control cycle after releasing the accelerator pedal 27 or in the first control cycle after turning on the contact of the changeover switch 46 when the vehicle is accelerating. It is. That is, regardless of whether the current control cycle corresponds to the opening/closing timing of the throttle valve 31 (208-), the vehicle is driven at a constant speed with the actual vehicle speed VA immediately after the contact of the changeover switch 46 being turned on as the target vehicle speed. Adjust the throttle valve opening to do so.

As a result, the required torque is output from the engine 13, and the running state of the vehicle begins to change from decelerated running to constant speed running.

The above-mentioned 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 E1o 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, 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 E1
33, target vehicle speed control is performed at step J1 in FIG.
The process is performed according to flowcharts 1 to 01 to J116.

In this target vehicle speed control, first, in step J101, a flag is set. It is determined whether the value of flag is 1, and the value of flag is set to O in step E106 of FIG. 12 in the first control cycle after the contact of the changeover switch 46 is turned on. Therefore, the process advances from step J101 to step J102.

In step J102, it is determined whether the value of the flag 11□ is 1 or not. The flag 11 has a value of 1 to indicate that the current control cycle corresponds to the opening/closing timing of the throttle valve 31.

If the value of this flag ■□□ is not 1, the current control cycle does not correspond to the opening/closing timing, so the O1-cruise mode control in the current control cycle is immediately ended. 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 J103, the actual vehicle speed VA input in step AIO3 of FIG. 8(1) is substituted as a temporary value for the target vehicle speed VS during constant vehicle speed driving. In this way, the value of the target vehicle speed vS is updated every control cycle corresponding to the opening/closing timing until the traveling speed becomes approximately constant, in preparation for control after the traveling speed of the vehicle becomes approximately 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.

When the target vehicle speed control is performed, the traveling speed of the vehicle is almost constant, the deceleration of the vehicle is approaching 0, and it is determined in step J104 that the absolute value of the actual ship speed DVA is smaller than the reference value α, Step J10
Proceed to 8, set the value of flag ■8 to O, and then step J109
Proceed to. Also, the running speed is not yet constant,
If the deceleration of the vehicle does not approach 0 and 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 advances to step J105.

In step J105, it is determined whether the actual acceleration DVA is greater than ◯. Here, selector switch 4
Since the vehicle was in a decelerated running state until the contact No. 6 was turned on, the actual acceleration DVA has a negative value, and the process proceeds to step J106.

In step J106, the target acceleration DVS is set to the value obtained by adding the preset correction amount ΔD■2 to the actual acceleration DVA, and the target vehicle speed control in the current control cycle is ended.

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 31 is opened and closed to the throttle valve opening OTH2 corresponding to the target acceleration DVS.

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 O, but at step J]04 in 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-J116 is performed in steps J109 to J1-1 when the vehicle shifts to the constant speed driving state described above.
This is the same as the control performed according to No. 6. therefore,
In the control cycle from step J104 to step J109 through step J108 to step J116, the running speed of the vehicle matches the target vehicle speed VS whose value was set in step J103, and the vehicle runs at a constant speed. Accordingly, 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 VS 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 El23 to 1Σ'27 in FIG. 12, and the vehicle reaches the target vehicle speed vS. Travel at a constant, almost consistent speed.

In addition, in the control cycles after the control cycle that progresses from step J104 to step J109 via step J108, the first shift of flag T9 is set to O in step J108, so when controlling the target vehicle speed, The process directly advances from step JIOI to step J109, where the above-described control is performed.

Therefore, as described above, when the acceleration switch 45 is in the same position, first, the contact of the changeover switch 46 is turned ON to designate the deceleration running state of the vehicle, and then this contact is turned OFF and F. After this, while the vehicle is still in a decelerating state, the contact point of the changeover switch 46 is turned to O again.
When the N state is set, the running state designation section 3 of the control section 25
When the designation changes from deceleration driving to constant speed driving, the vehicle stops decelerating driving and the driving speed is approximately equal to the driving speed immediately after the contact is turned ON, that is, when the designation does not change to constant speed driving. You will now be able to maintain your current speed.

As described above, by performing auto cruise mode control, when the brake pedal 28 is released while the accelerator pedal 2-2]5-7 is released, or when the brake pedal 28 is released and the accelerator is When the pedal 27 is released, the vehicle maintains the running speed immediately after the pedal 27 is released and runs at a constant speed.

Then, when the vehicle is running at a constant speed, the acceleration switch 45 is turned to 11 in FIG. - (When switching to any position B, or when the acceleration switch 45 is in the same amount position and the contact of the changeover switch 46 is turned on, the vehicle When the vehicle accelerates and reaches the target vehicle speed, the vehicle travels at a constant speed that is approximately equal to the target vehicle speed.The contact of the changeover switch 46 is turned ON to perform accelerated travel. If this is done, the target vehicle speed will be O.
The set value increases by increasing the duration of the N 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 ON.
In this case, the vehicle decelerates, and when the target vehicle speed is reached, the vehicle travels at a constant speed that substantially matches the target vehicle speed. Note that when the contact point of the changeover switch 4G is in the ON state and such deceleration traveling is performed, the set value of the target vehicle speed is decreased by increasing the duration of the ON state.

Furthermore, when 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 is approximately equal to the traveling speed immediately after the contact is turned ON. The vehicle will now be able to travel at a constant speed.

For example, when the acceleration switch 45 is in the old position and the vehicle is accelerating, and the acceleration switch 45 is switched to the 2nd position, the running speed is 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.
) side, the set value of the target vehicle speed during constant speed driving is increased or decreased in response to this switching, and as the duration of this switching is lengthened, the increase or decrease in the set value of the target vehicle speed increases.

By controlling the engine 13 using the engine control device 1 of the first embodiment of the present invention as described below, the following effects can be obtained.

Immediately after the engine starts, until the engine 13 speed reaches the steady state speed, or when the engine 13 operating condition becomes unstable for some reason and the engine speed drops, press 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, 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 condition of the vehicle, etc., and the throttle valve 31 is not controlled stably. This prevents the operating state of the engine 13 from becoming even more unstable.

Furthermore, when the brake pedal 28 is depressed and the vehicle is braked (not shown), the following effects are obtained.

First, when this braking is performed, the throttle valve 31 is held at the minimum opening that corresponds to the engine idle position, so that in addition to the braking effect of the brake (not shown), the braking effect of the engine brake can be obtained.

Second, in braking, if the duration of the deceleration greater than the reference value is longer than the reference value, and the vehicle speed when the brake pedal 28 is released is lower than the reference value, the accelerator pedal 28 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.

-2]9- Also, thirdly, when braking with the brake, the deceleration is not greater than the standard, or the above duration is not longer than the standard value, or the vehicle speed at the time of release of the brake is lower than the standard value. In either case, the vehicle speed is maintained constant until the accelerator pedal 27 is depressed, with the vehicle speed immediately after the brake pedal 28 being released as the target vehicle speed. Therefore, in order to maintain the vehicle speed, there is no need to manually restart the constant vehicle speed control, which is released each time the accelerator pedal 27 is depressed or the brake pedal 28 is depressed, unlike conventional constant vehicle speed control devices, and This has the effect of reducing the burden on the driver and making it easier to drive at a constant speed even on roads with relatively heavy traffic.

Furthermore, fourthly, when transitioning to such a constant vehicle speed running state, from immediately after the brake pedal 28 is released until the first opening/closing timing of the slot 1 hell valve 3] that occurs after the release, the actual vehicle speed immediately after the release is maintained. The throttle valve 31 is tentatively opened and closed to the throttle valve opening estimated to maintain . 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 cruise switch 18 to the O1 position, when the brake pedal 28 is released, the engine is always at the idle position until the accelerator pedal 27 is depressed. held at a certain degree. Therefore, when traveling on a gentle downhill slope, etc., by switching the throttle switch 47 to the neutral position, it becomes possible to travel using engine braking in combination.

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. can be done. Furthermore, if the sudden amount of depression is reduced or stopped, 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 at 1'' target vehicle speed. Therefore, in order to maintain the vehicle speed constant, there is no need to depress the accelerator pedal 27 again or to reset the target vehicle speed each time the vehicle speed is changed using the accelerator pedal 27, unlike conventional constant vehicle speed running devices. Therefore, the burden on the driver is reduced.''2.It has the effect of making it easier to drive at a constant speed even on roads with relatively heavy traffic. When combined with this, it becomes even more remarkable.

Thirdly, when transitioning to the constant vehicle speed running state, it is assumed that the actual vehicle speed immediately after the release is maintained from immediately after the release of the accelerator pedal 27 to the first closing timing of the throttle valve 3 L Ij+J after the release. The throttle valve 31 is temporarily opened and closed to the throttle valve opening degree.

This has the effect that the transition to the constant vehicle speed running state can be made quickly and smoothly immediately after the release.

Furthermore, fourthly, when the shift selector 29 is in a position other than the D range or when the throttle switch 47 is in the 1st position, the accelerator pedal 27 and the throttle valve 31 are not mechanically connected to each other in response to the movement of the accelerator pedal 27. The throttle valve 31 operates in the same manner as if it were directly connected to the throttle valve 31. Therefore, since the throttle valve 31 is closed by relaxing or stopping the depression of the accelerator pedal 27, for example, when driving on a slope, the shift selector 29 may be set to the L range or the throttle switch 47 may be set to the 2nd position. This makes it possible to drive with engine braking.

Fifth, 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, thereby improving the driving feeling.

Further, 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 vehicle is gradually decreased as time passes after the release of the accelerator pedal 27 or the brake pedal 28. The target acceleration is set so as to bring the acceleration closer to 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 both the accelerator pedal 27 and the brake pedal 28 are 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 accelerating or decelerating driving is specified by turning the contact of the changeover switch 46 into the ON state, by increasing the duration of the ON state, the difference between the vehicle speed before the designation and the target vehicle speed is increased. do.

Therefore, when you want to accelerate or decelerate beyond the target vehicle speed, all you have to do is turn on the contact of the changeover switch 46 again, designate acceleration or deceleration again, and continue this ON state as necessary. It is. Further, when the contact point of the changeover switch 46 is turned ON while the vehicle is in an acceleration or deceleration traveling state, the vehicle shifts to a constant speed traveling 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. In addition, regarding acceleration driving, it is possible to select from three types of acceleration, slow acceleration, medium acceleration, and sudden acceleration, using the acceleration switch 45. By combining these operations, the above effects can be further enhanced. be.

Thirdly, if the vehicle speed suddenly changes on a slope etc. while the vehicle is running at a constant speed, the target acceleration for returning the vehicle speed to the original speed is set so that the difference between the vehicle acceleration and the vehicle acceleration does not exceed a preset value. . Therefore, there is an effect that there is no sudden change in acceleration and the occurrence of impact is prevented.

When the acceleration switch 45 or the changeover switch 46 is operated to specify the accelerated driving state as described above,
It has the following effects.

First, a constant value of target acceleration corresponding to the position of the acceleration switch 45 is not designated immediately after designation, but 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 provided. A new target acceleration is set. Therefore, when the acceleration switch 45 or the changeover switch 46 is operated to designate an accelerated driving state while the vehicle is moving slowly, the vehicle is accelerated more slowly and the riding feeling is improved.

In addition, when the deceleration driving state is specified as in the child train by operating the changeover switch 46, when the vehicle speed approaches the target vehicle speed due to deceleration driving, the target deceleration is changed to the target deceleration instead of the previously constant target deceleration. A target deceleration that gradually approaches zero as the vehicle speed approaches the 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 prevents shocks caused by sudden changes in acceleration and improves the feeling of riding and driving. It has the effect of

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 during acceleration or deceleration, this instruction is ignored (steps J104→J108 in FIG. 16). ) This prevents confusion during control and ensures reliable engine control by this device.

Furthermore, if the vehicle speed is changed while traveling at a constant speed, acceleration and deceleration will be performed, but in this case, the new target vehicle speed VS and actual vehicle speed V
Set the target acceleration according to the difference between A and VS-=VA (see Figure 23).Since the engine is controlled based on this 1-mark acceleration and the vehicle speed is changed, it is the same as above. Another advantage is that the occurrence of shocks and the like due to sudden changes in acceleration when the vehicle changes from a constant speed running state to an accelerated running state is prevented.

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. The slot 1 hell 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.

Secondly, when transitioning to a constant speed driving state, the target acceleration is set to gradually decrease (or increase) every time the throttle valve opens and closes.
The throttle valve 31 is operated based on this target acceleration.
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 vehicle speed at this time is set as the new target vehicle speed VS, and the target acceleration decreases (increases) as the difference VS - VA decreases (increases). Vehicle speed VS
The vehicle starts driving at a constant speed equal to .

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 the brake pedal 28 are both in the released state and the auto cruise mode 1~ control is being performed, the following effects are obtained.

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. DVA, aimed at high control. And DVA, which is in the middle of both the above numbers,
. 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 A, , in the control up to the opening/closing timing of 1, 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 DvAl15o 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 vehicle speed is fluctuating, such as when the accelerator pedal 27 is depressed and 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, the number of times the throttle valve 31 opens and closes per unit time increases, resulting in highly responsive operation.

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 actual example, a part of the O1 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 O 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 O1 to cruise mode control. In the second embodiment, the vehicle speed is brought closer to the target vehicle speed ■S by a different means.

Therefore, in the second embodiment, part of the configuration of the engine control device and one part of the control performed by this device are
-The cruise mode control is the same as that of the first embodiment, except that a part of the cruise mode control is different from that of the first embodiment.

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

Instead of FIG. 16, we will use FIGS. 28, 29, and 30, which correspond to the Kowara diagrams, 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, the maps shown in 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 explained 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 shown in FIG. 8(i). Similar to the first embodiment, this throttle non-direct control controls the throttle so that the accelerator pedal 27 and the throttle valve 31 do not necessarily have a direct mechanical relationship with respect to the movement of the accelerator pedal 27. The valve 31 is driven to control the engine 13.

FIG. 29 shows step C1 of the flowchart in FIG.
44 is a flowchart showing details of auto cruise mode control performed in step 44. Similar to the first embodiment, this auto cruise mode control is performed based on the information of each detection unit and each switch 14 to 24 in FIG. 2 when the accelerator pedal 27 and brake pedal 28 are released. Based on this, the opening degree of the throttle valve 31 is adjusted to perform acceleration driving, deceleration driving, or constant speed driving,
Although the engine 13 is controlled, the means for bringing 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.
33 is a flowchart showing details of 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 when traveling at a constant speed 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 too,
The means for setting the target acceleration required to bring the vehicle speed close to the target vehicle speed VS 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 flowcharts shown in FIGS. 28 to 30.

First, when the ignition switch (not shown) of the vehicle is turned on to start the engine 13, the first
In the same manner as in the embodiment, step A101 in FIG.
The main flow shown in ~A117 is controlled, and in priority to this, step A11 in FIG. 8(ii) is performed.
The first interrupt control is performed every 50 milliseconds according to the flowchart of steps A121 to A122 in FIG. control and Fig. 8 (
The third interrupt control, which is performed every 65 milliseconds, is executed according to the flowchart of steps A123 to A128 in iv).

The contents of the control of the second embodiment performed according to the flowcharts 1 to 1 shown in FIG.
The only difference from the first embodiment is the non-direction control of the throttle. 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.

Furthermore, 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.
At step 121, the value of the latest actual vehicle speed VA inputted in the same manner as in the first embodiment is substituted as the first target vehicle speed S. Further, in step C146, the flag I
This step is to set the value of 1G to O. In addition, this flag ■□. is used in the target vehicle speed control performed in O1 to cruise mode control, and a value of 1 indicates that the value of the second target vehicle speed VS2 has already been initialized in auto cruise mode control. It is something.

In this way, step C146 is a control related to the auto cruise mode control in step C]44, and step C147 is simply a change in the name and code of step C129 in the first embodiment.
The operation of the engine device 1 of this embodiment is substantially the same as that of the first embodiment, except when the O-I cruise mode control in step C144 is performed when both the accelerator pedal 27 and the accelerator pedal 27 are released. be the same.

The O1 cruise mode control performed in step C144 is performed according to the flowchart shown in FIG.

Flowcharts 1 to 29 in FIG. 29 are performed by changing step E105 to step E134 in the corresponding flowchart (FIG. 12) of the first embodiment, and performing step E135 between step E106 and step E107.
is added.

Among these, step E134 selects the latest actual vehicle speed value VA, which was input in the same way as in the first embodiment, by the changeover switch control in step E128 or in step E104.
This is a step of substituting the target vehicle speed vS1. Further, step E135 is a flag □. This is a step in which the value of 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, from step E134 to step E106. Step E135
If the process proceeds to step E107 through step E107, the calculation of the target torque TOM, which is necessary to maintain the vehicle speed to match the first target vehicle speed vS, is performed in step E107. This is carried out in the same manner as in the first embodiment using equation (5) used in the example.

Then, if auto cruise mode control is performed according to flowchart 1~ in FIG. 29 and the process advances from step EIOI to step E102 in the first control cycle after the accelerator pedal 27 is released, target vehicle speed control is performed in step E133. Flags used in ■□. The value of step E
135, it is set to O. The first embodiment differs from the first embodiment only in this point. Similarly, the engine 13 is controlled by rotating the throttle valve 31.

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 E134. Step E106. Control performed by proceeding to step E107 via step E135, and step E], 28, step E
132, the process advances to step E134, and similarly to the double series, step E106. Step E via step E13
In these cases, a flag is executed at step E135. This embodiment differs from the first embodiment in that the value of is set to O.

Furthermore, 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 that of the first embodiment. The flag Ilfi provided only in the second embodiment is used in this target vehicle speed control, and the engine control means in the second embodiment is used in the first embodiment.
What is substantially different from the embodiment is when this target vehicle speed control is performed. The conditions for performing target vehicle speed control and the contents of control in each step other than step E133 in which target vehicle speed control is performed 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 flowchart 1- shown in FIG. 30.

That is, first, in step J101, it is determined whether or not the value of flag 8 is 1, similarly to the first embodiment. As described above, this flag (6) indicates that the vehicle is traveling at a substantially constant speed due to auto cruise mode control by having a value of O.

Then, as in the first embodiment, if the vehicle speed is almost constant due to the O 1-Cruise mode control being performed, the process proceeds to step J130 based on the determination at step JIO1; otherwise, the process proceeds to step J130. Step J
Proceed to step 102.

That is, when the vehicle speed is not yet substantially constant after transition to the driving state under auto cruise mode control and the process proceeds to step J101, and when the vehicle speed is in the driving state under O1~cruise mode control and the acceleration switch 45 or After the switch 46 is operated and constant speed driving is specified,
Step J10 when the vehicle speed has not yet become almost constant]
If the process proceeds to step J10], the process proceeds to step J102.

In addition, after the transition from auto cruise mode 1 to the driving state under control, the vehicle speed remains at a nearly constant value and step J1
01, when constant speed driving is specified during acceleration/deceleration driving, the vehicle speed becomes almost constant and the process proceeds to step 5101, and after the vehicle speed reaches the target vehicle speed due to acceleration/deceleration driving, it is almost constant. In the case where the process proceeds to step J101, the judgment in step J101 determines that the process proceeds to step J101.
Proceed to 130.

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

If the current control cycle corresponds to the throttle I-throttle valve opening/closing timing cycle, the process proceeds to step J1]7 based on the determination in step 102. 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 ended as determined in step J102.

Proceeding from step J102 to step J117, in this step J117, the flag ■□. It is determined whether the value of is 0 or not.

In auto cruise mode control, the second vehicle speed ■S
If the initial setting of the value of 2 has not been performed yet, proceed to step 18 from step J117 to set the second value.
As the value of the target vehicle speed vS2, initial setting is performed by specifying the actual vehicle speed V'A manually input in step 8103 of FIG. 8(1). Next, in step J119, the value of the flag I1o is set to 1, and then the process proceeds to step J120.

Furthermore, if the initial setting of the second target vehicle speed vS2 in step 5118 has already been performed in the previous control cycle, the value of the flag IiO is set to 1 in step J119 at the same time, so the judgment in step J117 is made. Accordingly, the process directly advances to step J120.

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 cases in which constant speed driving is not specified by both 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 when the brake pedal 28 is released. Even when it becomes possible to do so, there are three cases mentioned above.

Among these six cases, the process proceeds to step J102 in four cases, excluding two cases in which the vehicle speed reaches 1 target vehicle speed due to acceleration/deceleration driving.

In these four cases, as described above, in step 0146 of FIG. 28 or step E135 of FIG.
Since the value of the flag IIO is set to 0, 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 11 of this throttle valve opening/closing timing cycle.
．． Flague at 19. Since the value of is set to O, in the throttle valve opening/closing timing cycles after this throttle valve opening/closing timing cycle, as described above,
Step J117 leads directly to step J'l20.

In this step J120, the absolute value of the difference between the second 4th gear 1 vehicle speed vS2 and the first target vehicle speed vS1 1■S2-VSSi2
It is determined whether the value is smaller than a preset reference value of 3 or not.

The first target vehicle speed ■S work is when 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. The latest actual vehicle speed VAI is specified in step C147 (FIG. 28) in the first control cycle after the brake pedal is released, and in other cases, step E134 (FIG. 29) in the first control cycle in each case.
The latest actual vehicle speed VA is specified.

On the other hand, in any of the above four cases, the initial value of the second target vehicle speed S2 is the step AlO3 of the throttle valve opening/closing timing cycle that comes first [FIG. 8 (1)]
This is the actual vehicle speed entered in .

In this way, the first target vehicle speed ■S, and the second target vehicle speed vS2
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 V82 was higher than the first target vehicle speed VS.
□, and if the vehicle was in a deceleration state until then, the first target vehicle speed vS□ is higher than the second target vehicle speed vS2.
becomes larger than

As a result, in step J120, the absolute value I
If it is determined that the VS2-VSSi2 value is not smaller than the preset reference value of 3, the process proceeds to step J121.

Then, the difference between the first target vehicle speed vS1 and the second target vehicle speed VS2 decreases at chip J120.

If it is determined that the value of the absolute value I VS2-VSI l is smaller than the preset reference value 3, step J128
Proceed to.

When the process proceeds from step J120 to step J121, it is determined in step J121 whether or not the 21st target vehicle speed VS2 is greater than the first target vehicle speed VS□. and,
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 greater, the process proceeds to step J122.

In step J123, the value VS2 VK2 obtained by subtracting the preset correction amount VK2 from the second target vehicle speed VS2 up to the previous control cycle is set as the new second target vehicle speed vS2.
is set to the value of , and the process advances to step J124. In addition, in step J122, 2 is set to the value VS2, which is the sum of the preset correction amount VK2 from the second target vehicle speed vS2 up to the previous control cycle, as the new value of the second target vehicle speed VS2, Proceed to step J124.

Therefore, such steps J121 to . ■123
Through the control, 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 31.
The target vehicle speed ■ approaches the value of S1.

In step J124, a second target vehicle speed VS2 is set as the value of the target vehicle speed vS during constant vehicle speed driving by target vehicle speed control.
In the next step J124, the target vehicle speed vS set in this way and step AlO3 in FIG. 8(i) are set.
Then, the difference VS-VA from the input actual vehicle speed VA is calculated, and the process proceeds to step Jj26.

In step J126, the target acceleration DvS3 corresponding to the difference VS-VΔ is read from the map #Mr)VS3. 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
is used as an acceleration to bring the vehicle speed closer to and match the target vehicle speed VS. In addition, map #MDVS
3 is to obtain the target acceleration DvS3- using the difference VS-VA as a parameter, as described above, and the difference VS-
VA and target acceleration DvS3 have a corresponding relationship as shown in FIG. 23.

Next, in step J127, the above-mentioned target acceleration DVS is specified as the value of the target acceleration DVS used to calculate the target torque TOM2 in step E123 (FIG. 29) after target vehicle speed control. This ends the target vehicle speed control in the current control cycle.

When the target vehicle speed control is completed as described above, steps E123 to E1 in FIG.
27 controls are performed. And with this control,
The target 1 to torque TOM2 for obtaining the vehicle acceleration equal to the target acceleration DVS set in the target vehicle speed control is calculated, and the opening degree 0TH2 is calculated to output this target torque TOM2 from the engine ]3. Open and close the throttle valve 31.

As a result, as explained in the first embodiment, a torque approximately equal to the target 1-lux TOM2 is output from the engine 13, and the vehicle speed approaches the above-mentioned target vehicle speed vS, that is, the second target vehicle speed vS2. .

Therefore, in the target vehicle speed control described above, the control in steps J121 to J127 shown in FIG.
When this is repeated for each Hell valve opening/closing timing cycle, the second target vehicle speed ■S2 gradually approaches the first target vehicle speed ■S□, as described above.

When the second target vehicle speed vS2 approaches the first target vehicle speed vS1,
In step J120, the absolute value of the difference between the two is 1 vs 2 - vs
If it is determined that the value of ll is smaller than the preset reference value of 3, the process proceeds to step 5128, where the first target vehicle speed vS is set as the value of the target vehicle speed vS when traveling at a constant speed under the target vehicle speed control. That is, after the second target vehicle speed vS2 sufficiently approaches the first target vehicle speed VS1, the eleventh target vehicle speed vS1 becomes the target vehicle speed ■S.

Then, in the next step J129, the target vehicle speed VS
Then, it is determined whether the absolute value 1vS-VAl of the difference from the actual vehicle speed VA input in step AlO3 of FIG. 8(1) is smaller than 4, which is a preset reference value.

If the vehicle speed is not yet sufficiently close to the target vehicle speed, it is determined that the absolute value l VS - VA l is the reference value and is not smaller than 1, and step J125. \Proceed, 1J125 and subsequent steps J]26. The control of J127 is as described above. Also, the 29th control performed after this control
The control in steps E]23 to E127 in the figure is also as described in -, and as a result, the vehicle speed approaches the target vehicle speed VS.

-252-・ Even after the next control cycle, the first target vehicle speed ■S□
and the second target vehicle speed■ Since the values of S2 are not changed, the third
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 ■8 is set to O in step J108, and then, Steps J109 to J5116 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 determination at step 101, the process advances to step J130, where the value of the flag La is set to 0, and steps J109 to J116 are controlled.

The control in steps J109 to J116 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. The target acceleration DVS required to maintain the target vehicle speed is set.

Note that when the target vehicle speed vS is changed by the control in steps J109 to J]12, the absolute value of the difference between the target vehicle speed vS and the actual vehicle speed VA decreases and becomes smaller than the reference value of 4. Since this is done later, the setting of the target vehicle speed vS can be changed by the target vehicle speed change switch 48 only when the vehicle speed is in a constant vehicle speed state, similar to the first embodiment.

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, the final 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 maintains a vehicle speed approximately equal to the vehicle speed immediately after this operation.

Further, when the vehicle speed reaches the target vehicle speed due to acceleration/deceleration driving, the vehicle finally transitions 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 the accelerator pedal 27 has been depressed to accelerate the vehicle, the actual vehicle speed VA immediately after the release is first set as the first target vehicle speed vS1, 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 ■S□ can be maintained. Next, when the first throttle valve opening/closing timing cycle starts after the next control cycle, the actual vehicle speed VA is set to the second Ll target vehicle speed S2, and the throttle valve is adjusted so as to approach the second target vehicle speed S2. 31
The second target acceleration vS2 is gradually brought closer to the first target acceleration ■S1. Finally, the vehicle speed is maintained constant, substantially matching the first target vehicle speed vS1.

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 21st target vehicle speed VS1a is adopted instead of the first target vehicle speed VS1a as the target vehicle speed for constant speed driving. Therefore, the difference between the direct vehicle speed at which the throttle valve 31 is opened and closed in this throttle valve opening/closing timing cycle and the target vehicle speed is reduced.

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 vS
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 traveling 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 in 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 fAu 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), and thereby the device 1 can 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.
When is in the position to select neural or reverse,
Alternatively, a shift position switch (not shown) having a contact that is turned on when a clutch pedal (not shown) is depressed is provided.

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 A113 in FIG. 8(i), the contact of the shift position switch (not shown) is ON.
The judgment is whether the condition exists or not. If it is determined that the contact is in the ON state, the process advances to step A117 and the contact is turned OFF.
If it is determined that the state is present, the process proceeds to step A114.

Also, equation (1) used in step C130 in FIG. 10 or FIG. 28, equation (2) used in step I) 123 in FIG. 11, and step E1 in FIG. 12 or FIG.
Equation (4) used in 07 and Figure 12 or Figure 29
In equation (5) used in step E123 in the figure, the value of the speed ratio e for determining the torque ratio T(+) is 1.

The operation of the engine control device 11 as described above differs only in step A]13, which is changed 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 of the shift position switch is in the ON state, so the step A
Based on the determination at step A113, the process advances to step A117, where direct throttle control is performed in the same manner as in the first or second embodiment.

In addition, when the shift 1~lever is in a position other than the position for selecting neutral and reverse and the clutch pedal is not depressed, the contact point of shift 1~position switch is OFF.
It becomes FF state, and from judgment 3 in step Al13,
Proceeding to step A114, control is performed in the same manner as in the first embodiment or the 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, shift 1 is a condition for the shift position switch to be in the ON state.
~The first speed used as a low gear may be added to the lever position, or the first speed and the second speed used as a second gear may be added, and furthermore, the first speed and the second speed may be added to the lever position. 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.

When each control cycle - CO1 - cruise mode control is performed and the vehicle is in a constant speed state, the acceleration switch 45
Alternatively, when the changeover switch 469 is operated to designate an accelerated driving state or a decelerated driving state, the target vehicle speed setting unit 6 of the control unit 25 may change the set value of the target vehicle speed.

In other words, the set value of the target vehicle speed at this time is the correction amount V+X1 added to the actual vehicle speed VA detected by the vehicle speed/acceleration detection unit 24 when the acceleration driving state is specified, and when the deceleration driving state is specified. is specified, the actual vehicle speed V, A detected by the vehicle speed/acceleration detection unit 24
Is the correction amount V 1 (2 less) or the actual vehicle speed VA
The target vehicle speed may be set by multiplying by a preset coefficient.

Further, instead of the actual vehicle speed VA, the target vehicle speed VS when the vehicle is in the legal driving state at constant i1 may be used. Alternatively, even if the correction amount vK□+VK2 is returned to the same value, substantially the same effect as in each embodiment described in section 1 can be obtained.

Next, when the vehicle is running at a constant speed, the selector switch 46
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.

Further, when the throttle switch 47 is set to the cause position, the throttle valve 31 is always held at the minimum opening position, which is the engine idle position, after the brake pedal 28 is released. The throttle valve 31 may be kept at the minimum opening position even after the pedal 27 is released.

Furthermore, there are four positions of the acceleration switch 45 marked with the same mark in FIG. If it is set to the same mark, it will be running at a constant speed, and if it is set to the same mark, it will be running at an accelerated speed. It 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. You may also set this so that it can be selected.

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

Furthermore, the switching of the running state corresponding to the operation of the changeover switch 46 is not limited to the one shown in each embodiment, but any combination of running states can be set for each position of the acceleration switch 45, and the changeover of the running 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 brakes (not shown), if the duration of the deceleration 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 Even after the pedal 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.

Further, in each control cycle, O1 to cruise mode control is performed. Added a function to display the target vehicle speed of constant speed driving when constant speed driving is specified as the vehicle driving state, and the target vehicle speed of acceleration driving or deceleration speed when acceleration driving or deceleration driving is specified. In this case, the target vehicle speed or the set value of the target vehicle speed can be changed while visually confirming the change.

Further, the engine control device 1 of each embodiment is such that when both the accelerator pedal 27 and the brake pedal 28 are in the released state, the vehicle is always running at a constant speed, 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 setting both the accelerator pedal 27 and the brake pedal 28 to the released state does not cause the vehicle to run at a constant speed;
When the acceleration switch 45 or the changeover switch 46 is operated to switch to a preset state, that is, in each embodiment, when the acceleration switch 45 is switched to the open position, constant speed traveling may be specified.

[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 vehicle speed detecting means obtains the command immediately after this command. The actual vehicle speed is set as a first target vehicle speed for constant vehicle speed driving, and the actual vehicle speed in the subsequent first engine output adjustment cycle is set as a second target vehicle speed for constant vehicle speed driving, thereby controlling the constant vehicle speed by the constant vehicle speed control means. First, the second target vehicle speed is used as the target vehicle speed, and the setting is changed so that the second target vehicle speed gradually approaches the first target vehicle speed, so that the difference between the second target vehicle speed and the first target vehicle speed is When the vehicle speed falls below the reference value, the first target vehicle speed is used, which has the effect that the actual constant vehicle speed more accurately matches the vehicle speed when the desired transition to constant vehicle speed is desired. In addition, when the vehicle speed shifts to a constant speed running state, acceleration and deceleration become extremely smooth, eliminating shocks and hunting during acceleration and deceleration that are common in automatic control of vehicle engines. This has the effect of contributing to an improvement in driving feeling, riding feeling, etc.

Further, the target acceleration when the actual vehicle speed approaches the target vehicle speed described above is reduced in accordance with the decrease in the absolute value of the difference between the actual vehicle speed obtained in each control cycle by the vehicle speed detection means and the target vehicle speed. By setting it to , 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. Figure 3 is a configuration diagram of its depression amount detection section, Figure 4 is a configuration diagram of its throttle valve rotating section, Figure 5 is a configuration diagram of its vehicle speed/acceleration detection section, and Figure 6 is its O1. ~A front view of the cruise switch, Figure 7 is a circuit diagram of the connecting part between the cruise switch and the control section, Figure 8 (i) is a main flowchart showing the main contents of this control, Figure 8 (ii) ), ~(i
v) is a flowchart showing the contents of interrupt control that is given priority to the main flowchart, and FIG.
A flowchart showing details of the throttle direct motion control performed in step A117 of FIG. 8(i), and FIG. Figure 11 is the first
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 C137 of FIG. 12. 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 E121 of FIG. 12.
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.
A flowchart showing the details of the acceleration control performed in step E122 in FIG. 2, and FIG.
Flowcharts 1 to 19 to 26 showing the details of the control for determining the target acceleration DvS4 performed in step 115 all show the parameters of the map used for control in this engine control device and the parameters read out corresponding to these parameters. FIG. 27 shows the target acceleration and running speed corresponding to the elapsed time after switching when the acceleration switch 45 is switched and the running state specifying section of the control section is set to accelerated running. 28 to 30 show a vehicle engine control device as a second embodiment of the present invention, and FIG. 28 shows throttle non-direction control (see FIG. 8). A flowchart showing details of step A116) in i), FIG. 29 is a flowchart showing details of step C1 in FIG.
30 is a flowchart showing details of the auto cruise mode control performed in step E1 of FIG. 29.
33 is a flowchart showing details of target vehicle speed control performed in step 33. 1-.-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-Vehicle speed detecting means, 6-Achieved target vehicle speed setting section (target vehicle speed) as an attained target vehicle speed setting means setting section), 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, 10-deceleration control section as deceleration control means, 11-reaching detection section as reaching detection means, 12-running state switching section as running state switching means, 13.- Engine, 14--depression amount detection section, 1
5-accelerator switch, 16--brake switch 1
6.17--Shift selector switch, 18-Auto cruise switch, 18-a-Main lever, 19-Vehicle weight detection section, 20--Intake air amount detection section, 21-Engine speed detection section, 22-Output shaft rotation speed detection section, 23-gear stage detection section, 24-vehicle speed/acceleration detection section, 25-control section,
26-throttle valve rotation part, 27-accelerator pedal, 2
8-brake pedal, 30-intake passage, 31-throttle valve, 32-automatic transmission, 33-left front wheel, 33-
Right front wheel, 35 - Left rear wheel, 36 - Right rear wheel, 37
-・Potentiometer, 38-A-D conversion section, 39-
- Actuator drive unit, 40-throttle valve actuator, 41-throttle valve opening detection unit, 42-right rear wheel speed detection unit, 43-right rear wheel speed detection unit, 44-vehicle speed/acceleration calculation unit, 45...- Acceleration switch, 46-changeover switch, 47-.-throttle switch. 48-Target vehicle speed change switch, 49-Steering gollum, 50-Power source.

Claims (1)

[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 at a predetermined period based on control signals from the constant vehicle speed control means and the acceleration/deceleration control means, and a target for setting a target acceleration of the vehicle during the acceleration/deceleration control. The vehicle is equipped with an acceleration setting means and a vehicle speed detecting means for detecting the actual vehicle speed of the vehicle, and when a constant vehicle speed running command is issued when the vehicle is accelerating or decelerating, the actual vehicle speed detected by the vehicle speed detecting means immediately after the command is issued. The vehicle speed is set as a first target vehicle speed for constant vehicle speed driving, and the actual vehicle speed in the first engine output adjustment cycle thereafter is set as a second target vehicle speed for constant vehicle speed driving, thereby controlling the constant vehicle speed by the constant vehicle speed control means. As the target vehicle speed, first
Using the target vehicle speed, the second target vehicle speed is set so as to gradually approach the first target vehicle speed, and when the difference between the second target vehicle speed and the first target vehicle speed becomes equal to or less than the reference value, the first target vehicle speed is set. A vehicle engine control device, characterized in that it is configured to use vehicle speed. (2) The target acceleration when the actual vehicle speed approaches the target vehicle speed used in the constant vehicle speed control described above is the absolute difference between the actual vehicle speed obtained in each control cycle by the vehicle speed detection means and the target vehicle speed. 2. The vehicle engine control device according to claim 1, wherein the target acceleration is set by the target acceleration setting means so as to decrease as the value decreases.